ML18018B641

'P.
o Q7'7
Instruction Manual
Volume I
Model DSRV-164 Diesel Engine/Generator

Serial Nos. 74046-2644
74047-2645
74048.2646
74049-2647
74050-2648
74051-2649
74052-2650
74053-2651
CAROLINA POWER & LIGHT COMPANY

Shearon Harris Nuclear Power Plant
Purchase Order NY-435 079
Transamerica Delaval Inc.

Engine and Compressor Division
8405020180 EI101g0
PDR ADOCK 05000400
8 PDR
-
S
f
Instruction Manual
For
Model DSRV-16-4
Diesel Engine /Generator
Serial Numbers
74046-2644 74047-2645
74048-2646 74049-2647
Manufactured For
Carolina Power 5 Light Company

Purchase Order No. NY-435 079
Date of Issue —January 30, 1981
Transamerica Delaval fnc.

550 85th Avenue PO. Box 2161
Oakland, California 94621
Instruction Manual
Engine Data
C
Modal
DSRV-16-4 g Stationary Q Marine 6 Standby 8 Dia"' Fuel + F Uei 6 V tyos 0 iniina
Serial No(s).
74046 2644s 74047 2645
74048-2646r 74049-2647
No. Cylinders
16
Bore
17 INs '1 Stroke
IN.
Cycl«
Crankshaft Rotation
Displacement/Cylinder
4766 ' CU-IN

ots I D is
76,266 CU-I
placeman t
bhp
CLOCKWISE r WHEN VIEWED FROM
209 PSI 9074 450 THE FLYWHEEL END
Controls Starting System

PILOT AIR GEAR DRIVEN
~
RIGHT HAND DISTRIBUTOR

Firing Order
1L-8R-4L-5R-7L-2R-3L-6R-8L-1R-SL-4R-2L-7R 6L-3R
Fuel injection Timing
SEE ENGINE NAMEPLATE
Fuel Injection Pump Rack at Full Load

SEE ENGINE NAMEPLATE
Valve Clearance —Cold Engine
INTAKEt 0 ~ 040 IN ~ EXHAUST t 0 ~ 040 IN ~
Remarks
SEE APPENDIX IX FOR FACTORY TEST RESULTS
Always include aerial numbers when communicating with Trsnssmerlcs Delwal Inc., Engine snd Compressor Division concerning engine
performance, or when ordering spare or replacement parts. Refer to Appendix IX for copies of the Factory Test Logs, snd ~ summary of
factory test r«ufts.
Form CAT-100 1 {h 1) S/Il

instruction Manual
TABLE OF CONTENTS
SECTION 1 —INTRODUCTION
Purpose
Scope of Manual .
~
Related Manuals . 1 1
Customer Assistance l-l

Notes, Cautions and Warnings 1-2
Safety Precautions 1-2
Working Principle 1-2
General Engine Description 1-2
SECTION 2 —INSTALLATION
General 2-1
Foundation Drawing 2.1
Installation Drawing 2.1
System Schematic Drawings 2.1
Handling and Shipment 2-1
Foundation 22
Foundation Bolt Assemblies 2.2
Preparation For Installation 2-3
Placing Engine Over Foundation. 2-3
Mounting Flywheel and Connecti ng Shaft 24
Grouting 2-5
Piping Systems 26
Treatment of Piping 2.6
Jacket Water System 2-7
Raw Water System 2-8
Fuel Oil System 2.9
Lubricating Oil System 2-10
Flow Principle 2-10
Keep Warm Circuit 2-10
Placing Lubricating Oil System In Service . 2.10
Intake System 2-11
Exhaust System 2-12
Starting Air System 2.13
SECTION 3 —ENGINE CONTROLS

General 31
References 31
Drawings 3.1
System Overview 3-1
Operating Modes 3.1
Electrical Circuitry 3-2
Pneumatic Circuitry 3-3
Instruction Manual
SECTION 4 —ENGINE OPERATION
General . 4.1
Safety Precautions 4.2
Pre.Start Procedure 4-3
Manual Test Start 4.4
Emergency Start 46
SECTION 5 —INSPECTION AND MAINTENANCE
PART A —PREVENTIVE MAINTENANCE

General . 5 A.l
Maintenance Practices . 5.A-1
Performance Curves . 5-A. 1
PART B — SUGGESTED MAINTENANCESCHEDULES

~ General . 5 8-1
Maintenance Schedules . 5-8.1
Inspection Guides 5-8 1
Daily Inspection Guide . 5 8-2
Weekly Inspection Guide 5.8 3
Monthly Inspection Guide 584
Annual Inspection Guide 5 8.5
Bi-Annual Inspection Guide 5-8.6
Five Year Inspection Guide 5 8.7
PART C —PRESERVATION AND STORAGE

Preparation For Shipment and/or Storage 5-C-1
Preservation Materials 5-C-1
Desiccants . 5.C-1
General Preservation Procedures 5-C-1
Long Term Storage 5.C-2
Levels of Storage . 5.C-3
Receiving Inspection 5-C-4
On-Site Preparation For Storage . 5 C-5
Storage Inspections . 5C5
Recoating of Preserved Surfaces . 5.C-6
Generator 5 C.6
SECTION 6 —OVERHAUL AND REPAIR
PART A —GENERAL
Rotation and Cylinder Designation . 6 A-1
Assembly of Parts 6 A-1
Use of Assembly Drawings 6.A.1
Special Tools . 6.A.2
Cleanliness . 6.A.2
Torquing 6.A-2
Torque Tables 6.A.2
Pre-Stressed Studs 6-A-2
Safety Precautions 6-A.3
WYr @41 ~ 1I ~ ~' I'

instruction Manual IV
SECTION 6 —OVERHAUL AND REPAIR
PART 8 — CYLINDER HEADS AND VALVES

Cylinder Head Removal 6-8.1
Valves 6 8.2
Valve Spring Replacement 6 8-2
Valve Removal From Cylinder Head 682
Valve Inspection and Reconditioning 6.8.3
Cylinder Head Installation . 6 8.3
PART C — PISTONS AND RODS

General . 6 C-1
Parts List 6 C-1
Special Tools 6 C-2
Replacing Connecting Rod Bearings 6 C.2
Link Rod and Piston Removal 6CQ
Piston and Master Rod Removal (Link Rod Removed) 6 C.6
Piston and Master Rod Removal (Link Rod Not Removed) 6 C.6
Removal of Piston From Rod 6 C-7
Removal of a Seized Stud . 6 C-7
Inspecting Connecting Rod Bearings 6 C.B
Checking Piston Pin Clearances 6-C.8
Inspecting Connecting Rod 6.C.9
Checking Piston Ring Side Clearances 6 C.9
Piston Ring Replacement 6 C.9
Cleaning Piston Rings 6 C.10
Checking Piston Ring Gap Clearances 6 C.10
Inspecting Piston . 6.C-10
Disassembling Piston 6 C.10
Assembling Piston 6 C.11
Installing Piston Rings „. 6 C-12
Replacing Piston Pin Bushing . 6 C-12
Replacement of Link Pin Bushing 6 C.13
Assembly of Pistons to Rods . 6 C-14
Inspecting Cylinder'iners. 6 C.15
Liner Deglazing Procedure 6 C-15
Removing Cylinder Liner . 6 C-16
Installing Cylinder Liner 6 C-16
Installation of Piston and Master Rod 6 C.16
Installing Piston and Link Rod 6 C.17
Seating New Rings in Liner 6 C-18
PART D —CRANKSHAFT AND BEARINGS

Main Bearings . 6D1
Bearing Cap Removal 6 D.1
Bearing Shell Replacement 6 D.2
Bearing Cap Installation 6.D.2
Crankshaft Alignment and Thrust Clearance 6D4
Checking Thrust Clearance 6.DQ
Crankshaft Web Deflection 6 D.5
Deflection Standards 6 D.5
Corrective Action 6 D.5
Instruction Manual
SECTION 6 —OVERHAUL AND REPAIR (Continued)
PART E — CAMS, CAMSHAFTS AND BEARINGS

General . 6.E-1
Camshaft Bearing Replacement 6-E-1
Cam Replacement 6-E.1
Timing Gears ". 6-E.3
Inspection . 6-EX
Assembly 6 E.5
PART F — FUEL SYSTEM

Fuel Injection Equipment . 6F 1
Fuel Injection Nozzles . 6-F-1

Nozzle Adjustment . 6.F-2
Fuel Injection Pumps 6-F.2
Description of Operation 6.F-3
Malfunctioning Pump 6-F4
Pump Removal 6.F-4
Pum p Disassembly 6.FQ
Pump Assembly 6.F-5
Pump Installation and Timing 6-F-6
PART G —ENGINE CONTROLS

Overspeed Trip 6-G.1
Overspeed Trip Adjustment 6 G.2
Governor Drive Element Replacement 6-G 3
Logic Board Trouble Shooting 6-G4
Checking Logic Elements . 6.GQ
PART H — ENGINE BALANCING

General . 6.H 1
Cylinder Balance . 6-H.1

Fuel Injection Equipment 6-H.1
Engine Out of Tune . 6-H.l
Preventive Maintenance 6.H 2
Trouble Shooting 6 H.2
PART I— STARTING AIR SYSTEM

General . 6.I-1
Air Supply . 6-1-1
Operation 6.I 1
Starting Air Valve Removal 6.I.2

Valve Disassembly 6.1 2
Valve Assembly 6 l-2
Valve Installation 6.I-2
Timing Starting Air Distributor 6I3
Air Filter Inspection 6.I.3
Strainers 6I3
Instruction Manual VI
SECTION 6 —OVERHAUL AND REPAIR (Continued)
PART J — COOLING WATER SYSTEMS

General . 6J1
Water Treatment Program 6J1
Operation 6J1
Use of Ethylene Glycol 6.J.1
Scale and Corrosion 6 J-1
Treatment of Jacket Water 6-J.l
Environmental Considerations 6.J-2
Cleaning The Jacket Water System 6 J.2
PART K — LUBRICATING OIL SYSTEM

Filters and Strainers 6 K.l
Lubricating Oil Pump 6 K.2
Removing Pump 6.K 2
Pump Disassembly 6.K-3
Pump Reassembly 6.K-3
Oil Pump Gear Carrier Assembly 6.KP
Disassembly and Assembly of Gear Carrier Assembly 6.KP
Pressure Regulating Valve 6 K.5
Adding Lubricating Oil 6.K.6
Selection 0( A Lubricating Oil 6.K-7
Changing Lubricating Oil 6.K-7
Analysis of Oil 6.K-7
PART L — MISCELLANEOUS
Manometer 6. L-1
Measuring Vacuum 6.L.1
Operation and Maintenance G.L-1
Crankcase Ventilation 6 L.2
F lywheel Removal 6.L.3
SECTION 7 —TROUBLE SHOOTING
General 7-1
Records 7-1
SECTION 8; APPENDICES
Appendix I ,Torsional Stress and Critical Speeds 82
Appendix II Operating Temperatures and Pressures 83
Appendix III Table of Clearances 84
Appendix IV Torque Tables Bb
Appendix V Timing Diagram 86
Appendix Vl Lubricating Oil Recommendations 87
Appendix VII Alarms and Safety Shutdowns 88
Appendix Vl I I Fuel Oil Recommendations 89
Appendix IX Power Engine Factory Test Logs 810
SECTION 8 —DRAWINGS
Instruction Manual Vll
LIST OF ILLUSTRATIONS
Fig.
No. Title Page
l-l Diagram of Working Principle 1-2

1-2 Cross Section, Typical Model RV Diesel Engine 14
2-1 Suggested Foundation Bolt Template 22
2-2 F lywheel Mounting 24
6-A-1 Engine Rotation and Cylinder Designation 6 A-1
6.B.l Cylinder Head Lifting Fixture 6.B 1
6.B.2 Valve Spring Compressor Tool 6.B 2
6.B 3 Valve Spring Retainer 6B2
6.BC Tightening Sequence For Cylinder Head Stud Nuts 6.B.3
6-C-1 Connecting Rod and Bearings 6 C-1
6.C.2 Bearing Replacement Tool Arrangement 6.C-2
6 C-3 Tools Installed For Removing Piston and Link Rod 6C3
6.CQ Lifting Piston and Link Rod From Cylinder Liner 6CP
6.C 5 Tools Installed For Piston and Master Rod Removal 6 C.5
6-C4 Lifting Master Rod and Piston From Cylinder Liner 6.C-6
6-C-7 Measuring Bearing Shell Thickness . 6.C-7
6-C.B Measuring Piston Pin In Bushing Clearances . 6 C-9
6-C 9 Piston Ring Side Clearance 6 C.9
6-C-10 Piston Measurements 6-C-10
6-C-1 1 Piston Assembly . 6 C-11
6 C-12 Liner Sealing Rings . 6 C-14
6-C-13 Cylinder Liner Wear Patterns 6-C-14
K-14 Piston and Rod Installation 6-C-16
6-C-15 Tightening Sequence For Connecting Rod Bolts and Nuts 6 C-17
6 D-1 Main Bearing Cap 6-D-1
6.D.2 Crankshaft Thrust Rings 6D1
6-D-3 Pre-Stresser Assembly 6.D.2
6-D4 Crankshaft Alignment Record, Form D 1063 6 D.6
6-F-1 Sectional View of Typical Nozzle and Holder Assembly . 6.F-2
6 F-2 Pump Plunger and Barrel Arrangement 6 F-3
6-F-3 Effective Stroke . 6.F.3
6-F4 Flywheel Timing Marks 6-F-6
6 F.S Pump Base To Tappet Adjustment 6-F.6
6-G.1 Overspeed Trip Governor 6.G 1
6 G-2 Governor Drive Coupling 6-G.3
6-1-1 Starting Air Valve 6 l.2
6.I.2 Starting Air Distributor Cam Arrangement 6 I.3
6-K-1 Lubricating Oil Pump and Gear Carrier Assembly 6-K.l
6-K-2 Lubricating Oil Pump Assembly 6 K.2
6 K.3 Gear Carrier Assembly . '6.KP
6-K4 Oil Pressure Regulating Valve . 6-K.5
6-L-1 Manometer with Vacuum Pump 6-L-1
6-L-2 Reading Manometer 6.L-1
Transamerica Delaval lnc.
Transamenca Engine and Compressor Division
Oetaval 550 85th Avenue
P.O. Box 2161
Oakland, Calilomia 94621
GUARANTEE
Unless otherwise specifically stated, all machinery and equipment purchased hereunder is subject to the following
warranty: Transamerica Delaval Inc., Engine and Compressor Division (hereinafter called Company) warrants that
machinery and equipment manufactured by Company and furnished and delivered to the Purchaser hcreundershail
be of the kind and quality described in the Company's specifications, and no other warranty or guaranty except of
title is made or shall be implied. If any part of saidmachinery and equipment thus manufacturedby the Company fails
because of defective workmanship or material within one year from the date of starting the engine after delivery,but
not exceeding fifteen months from the date of shipment, the Company will, provided such machinery and equipment
has been used for the purpose and in the manner intended and the Company's examination shall disclose to its satis.
faction that such parts are defective, replace such defective parts free of charge, f.o.b. cars at its warehouse in Oakland,
California, but the Company will not be liable for repairs or alterations unless the same are made with its written con.
sent or approval. The Company will not be liable for damages or delays caused by such defective material or work-
manship, and it is agreed that the Company's liability under all guaranties or warranties, either express or implied, is
expressly limited to the replacing of parts failing through defective workmanship or material within the times and in
the manner aforesaid. Parts claimed to be defective are to be returned to the Company at its option, transportation
prepaid. The Company makes no guaranties or warranties whatsoever in respect to products other than that manu.
factured by the Company as they are sold under the regular warranties of the respective manufacturers, copies of
which will be furnished if requested. All warranties and guaranties as to efficiency and capacity are based upon shop
tests when operating under specified conditions, but do not apply to any condition varying from the foregoing. The
liability of the Company (except as to title) arising out of the supplying of said machinery or equipment or its use,
whether on warranties or otherwise, shall not in any case exceed the cost of correcting defects in the machinery or
equipment as herein provided, and upon the expiration of said warranty, as herein provided, all such liability shall
terminate.
PRODUCT IMPROVEMENTS
The Company reserves the right, where possible, to include changes in design or material which are improvements.
Also reserved is the right to furnish equipment of design modifications best suited to a particular installation, location,
or operating condition, as long as such modification exceeds Purchaser's design specifications. The Company cannot
be responsible for including improvements made after start of production on Purchaser's equipment.
Forms.eel IR 21 3/70
0
instruction Manual
Record Of Changes
VOLUME
CHANGE NUMBER DATE OF CHANGE (II DATE CHANGE ENTERED ENTEREO BY
F onn CAT.13) 10/77

Section 1
Introduction
instruction Manual
SECTION 1
INTRODUCTION
PURPOSE.
The purpose of this Instruction Manual is to assist the owner and operating personnel in the operation,"maintenance,
adjustment, overhaul and repair of the equipment described on the data sheet in the front of the manual. The instruc-
tions given herein cover generally the operation and maintenance of this equiprrlent. Should any questions arise which
are notansweredspecificallyby these instructions, theyshouldbe referred to Transamerica Delaval Inc.. Engine and
Compressor Division for further detailed information and technical assistance. The name Transamerica Delaval, as used
in this manual. shall be taken to mean the Engine and Compressor Division unless another Transarnerica Delaval division
is specifically named.
SCOPE OF MANUAL.
This manual cannot possibly cover every situation connected with the operation, adjustment, inspection, test, overhaul
and maintenance of the equipment furnished. Every effort is made to prepare the text of the manual so that engineering
and design data is transformed to the most easily understood wording, Transamerica Delaval. in furnishing this equip.
ment, must presume that the operating and maintenance personnel assigned thereto have sufficient technical knowledge
to apply sound safety and operational practices which may not be otherwise covered herein. In applications where
Transamerica Delaval equipment is to be integrated with a process or other machinery, these instructions should be
thoroughly reviewed to determine the proper integration of the equipment into the overall plant operational procedures.
RELATED MANUALS.
In addition to this Insrruction Manual, a Pans Manuel and an Associated Publications Nanrjal are normally provided.
The contents of these manuals is as follows.
a. The Parts Manual contains engine specifications, assembly parts lists and assembling drawings which are applicable
to the unit. Instructions are provided to assist in the ordering of spare and replacement parts. The assembly drawings
are intended to assist in the identification of parts, however, it is recommended that the part numbers appearing on
these drawings not be used when ordering parts. Rather, use the part numbers shown on the appropriate group parts
list.
b. The Associeted Publications Nanrjal is a compilation of manufacturer's bulletins, forms, instructions, drawings,
etc. which are applicable to components and equipment which is furnished with the engine, but not manufactured by
the Engine and Compressor Division. The contents are indexed, both alphabetically by manufacturer's name, and
numerically by Transamerica Delaval part number. Complete instructions for using the manual are contained in the
manual.
CUSTOMER ASSISTANCE.
Transamerica Delaval maintains a staff of factory trained customer service personnel who are available at nominal rates
to assist or advise in the installation, overhaul or repair of Enterprise machinery. It is recommended that one of these
customer service representatives be requested when extensive repairs are being made on the equipment. If assistance is
required, write or wire the Engine and Compressor Division, Customer Service Department,*furnishing complete
information, including all serial numbers.
1-1
Instruction Manual 1-2
NOTES, CAUTIONS AND WARNINGS.

Notes, cautions and warnings, as used in this manual are intended to convey the following meanings.
a. NOTES —Operating procedures, conditions, etc., which it is essential to emphasize or highlight because of their
iInpor tance to the proper operation of the machinery.
b. CAUTIONS —Operating procedures, practices, etc., which, if not strictly observed, could result in damage to,
or destruction of equipment.
c. WARNINGS —Operating procedures, practices, etc., which could result in injury or possible loss of life if not
followed correctly.
SAFETY PRECAUTIONS.
Although the design features of the Transamerica Delaval engine include considerations for the safe operation of the
machine, all operating and maintenance personnel should be fully aware of the potential hazards that are present
during the operation and maintenance of any large, medium speed, internal combustion engine. These hazards encom.
pass many areas —rotating machinery, temperatures, pressures, handling of heavy weights, flammable liquids, slippery
surfaces, and an environment of high noise levels. This Instruction Manual should not be considered all inclusive in the
area of safety, but rather as but one source of information for the formulation of a comprehensive plant safety program.
Specific safety precautions in the form of cautions and warnings are given throughout this manual for specific conditions
and situations. In addition, general precautions are provided in Section 4 for operation of the equipment, and in the
beginning of Section 6 for overhaul and repair activities. Safety programs, to be effective, must be the concern of all
levels of management as well as the individual worker. Transamerica Delaval will be pleased to advise on any specific
situations which are not considered to be adequately covered by these instructions.
WORKING PRINCIPLE.
Transamerica Delaval Enterprise engines operate on the four stroke cycle principle. The complete cycle for each cylinder
consists of the intake, compression, power tor expansion) and exhaust strokes, and requires two complete revolutions
of the crankshaft.
I ~ OILER STROKE EXHAVST STROKE
INTAKE STROKE
mt I r vti vl Ottvl
COMPRESSIOII STROKE
AVtv Vtlttl0OND twl lttttlo av tvo a4aiul lt tvlf VtLvt Ottvl
+ Ot CAVVt&ettl
Sg
Figure 1-1. Diegram of Working Principle
a.INTAKE STROKE —During the downward movement of the piston on the intake stroke, the intake valve is open
and combustion air enters the cylinder. The exhaust valve remains open during the early part of the stro'ke to scavange
the cylinder of any unburned gases from the previous power stroke. Combustion air enters the cylinder froIn the
turbocharger under pressure.
1-2
instruction Manual 1-3
b. COMPRESSION STROKE .— Shortly after the piston passes bottom center and starts upward, the intake valve
closes and the air is compressed, raising the temperature of the air to well above the ignition temperature of the diesel
fuel. Just before the piston reaches top center, diesel fuel is injected into the combustion chamber by a nozzle which
atomizes the fuel and sprays it in a pattern that will achieve optimum combustion efficiency. The heat of compression
ignites the fuel.
c. POWER STROKE —The burning fuel.air mixture expands and forces the piston downward. This downward
thrust transmits power through the connecting rod to the crankshaft, causing it to rotate. Towards the end of the power
stroke the exhaust valve opens and exhaust gases start to leave the cylinder.
d. EXHAUST STROKE —As the piston moves upward, past bottom center, exhaust gases are forced out of the
cylinder through the open exhaust valves. During the last half of the exhaust stroke the intake valve opens to admit
combustion air into the cylinder for scavenging purposes.
GENERAL ENGINE DESCRIPTION.

The Model RV diesel engine is a four-stroke. cycle, turbocharged, aftercooled, V-type engine. The angle of the Vee is
45 degrees. Trunk-type pistons, removable wet-type cylinder liners, pressure lubrication and mechanical fuel injection
are features of the engine. Individual fuel injection pumps are provided for each cylinder and, as they are of standard
design, are interchangeable. The fuel lines are of equal length and are relatively short, reducing line surge to a minimum.
Fuel pumps, nozzles and orifice size and angle are all carefully matched to the engine and the fuel to be used to give a
maximum thermal efficiency. Engine rotation and cylinder bank designations are determined while facing the engine
at the flywheel end. Number one cylinders are always the pair farthest from the flywheel end.
O
IP
O
CC
1-3
Instruction Manual
JACKET WATER HEADER OUT 017) EXHAUST MANI)OLDIS) 7)
EXHAUST ROCKER ARM I)90)
0')'
W*IER HEADER
WACKE T f XHAUST VALVE )750)
IN 015)
INTAKE VALVE 1750)
CYLINDER HtAD COVfR Llfll IHTAKE ROCKE R ARM ITSDI
'
7 Uf L 0) L H t ADE R IA501
SUEL IN)ECTION NOZZLE IT55)
EUf L O)L Rf TURN 1455)
ROCKER ARM
OIL Hf ADE R 1555)
CYLINDER HEAD 1350)

CYLINDER Hf AD
SU4 COVER 057)
AIR STARTING VALVE 055)
ENGINE ~ LOCK 0151

/ STARTLNG AIR
MANIIOLO 14I I I
TAPYE '1$ )515)
SUE L PUMP
tlSTON 011)
LINKAGf0711
gp i Y /
TUEL OIL DRAIN II50)
l CAMSHAf1 4 Sf ARIHGS 050)
INTAKE MANI)OLD075)
J ,T~
) LINK ROD ISH))
CRANKCASt Rf Llll VALVfi%6)

CYLHIDfR LINE R 0)$ CONNE CTING ROD St AR)NGS ISH))
MASTER ROD 7 CRAHKCASE ASST MS) Y IS)I)
IIAIN SEARING CAR 0)X)I LUSRCATING OIL HEADtR 0071

CONNE CTING ROD SOX )540I
CRANKSHATT R SEARIHGS 010)
tNGINE 4ASE 1305)
CRAHKSHAET COUNTS RWE IGNT 0) GI
HUNTER IN tARENTHESIS INDICATES

THf GROIN'tARTS LIST IH WHICH THE
ITEM MAY Sf TOUND IN THE TARTE MANUAI
Figure 1-2. Cross Sec(ion, Typ)cel Model R V Diesel Engine
1-4
A
'D CO
~O
CO ~
fD ~
~O
< re
4
SECTION 2
INSTALLATION
GENERAL
As the installation requirements for an engine may vary from site to site, the instructions contained in this section of
the manual are representative of a typical installation and not necessarily the exact procedure for a specific site.
Certified installation and foundation drawings are furnished to each customer which detail the dimensions and
installation requirements for that particular unit.
FOUNDATION DRAWING.
The foundation drawing will be accurately dimensioned and must be carefully observed. Carelessness in locating
foundation bolts, pipes, conduits and drains will cause difficulty during installation and alignment of the unit. It is
essential that the foundation be constructed to the highest standards of accuracy.
INSTALLATIONDRAWING
The installation drawing details the measurements for machinery location, distances required for normal maintenance
tasks and the overhead clearances necessary for piston removal. In addition, the drawing will indicate the location and
size of connection points for pipes and the electrical requirements for alarm and control mechanisms.
SYSTEM SCHEMATIC DRAWINGS.

Electricai and flow diagrams are furnished for the various systems. Flow diagrams describe graphically the recommended
system for interconnecting the various items of equipment in that particular circuit, as well as the minimum pipe sizes.
HANDLINGAND SHIPMENT.
Care must be exercised to avoid damage during the handling of the engine and associated equipment during shipment
and installation. The unit should be lifted only from the lift pads on the side of the engine base (where provided) as
indicated on the installation drawing. When securing the engine during shipment or other movement, make sure no
binding stresses are imposed on the engine base or crankshaft.
R/RV 79 2-1
FOUNDATION.
Make a foundation bolt template, using the certified foundation drawing to determine the location of the equipment
mounting bolts. See figure 2 1 for a suggested method of building the template. Exercise care in locating bolt centers.
Place and support the template from the foundation forms. Anchor securely to prevent movement of the'tI/mplate.
Thread foundation bolt into lower nut in pipe sleeve being careful not to damage cap at bottom of nut. Insert
foundation bolts and sleeves in holes provided in the template then tighten the upper nuts. Sleeves must be securely
held in correct position to prevent any movement when pouring concrete. A suggested method is to use reinforcing
rods welded to each sleeve or on top of each anchor plate in both rows of bolts, running the length of the engine,
and adding "X" bracing between the two rows of bolts. Another suggestion is to tie the bolt assemblies to other
reinforcing rods already in the foundation. Recheck template position, alignment and elevation before pouring con
crete. It is recommended that a Transamerica Delaval Engine and Compressor Division service representative be present
to check bolt layout. The foundation is to be poured monolithic and must be suitably reinforced with reinforcing steel.
Let concrete set for 10 days before installing equipment, and 30 days before running equipment.
MATERIAL:WOODEN PLANKS SECURELY NAILED TOGETHER
2 x 6 's NAILEDTOGETHER
I x 6 CROSS BRACING.
NOTCH TOP OF 2 x 6 AT CORNERS TO SUIT.
2 x 6 ON EDGE
PIPE SPACER
A4 ALLOW I/32" CLEARANCF-

ON DI AME TE R
j!'.''3
PLAN VIEW SECTION A A
Figure 2-1. Suggested Foundation Bolt Template
FOUNDATION BOLT ASSEMBLIES.

The foundation bolts are so designed that the anchor studs can be removed from the anchors after the foundation
has been poured. This permits the engine to be placed over the foundation without any interference or danger of
damage to the studs. Once the engine is in place, the studs are installed and screwed into the anchor assemblies.
G/R/Rvlal Ta 2-2
PREPARATION FOR INSTALLATION.

Before landing the unit on the foundation, the surfaces of the foundation must be roughened wherever grout is to be
applied. Chip and clean as necessary to remove all laitance and foreign matter so that the clean, dry, sharp aggregate
required for a good bond to epoxy grout is exposed. The machined surfaces of the sole plates and chocks fnust be
thoroughly cleaned and the leveling screws waxed to prevent their sticking to the grout. The machined bottom faces
of the engine base must also be cleaned thoroughly. Remove engine foundation bolts. Place steel plates at jacking screw
locations, level plates and grout in place.
PLACING ENGINE OVER FOUNDATION.

Position engine over foundation and insert four toe jacks, one at each corner of the engine, inboard of the shipping
skids. If engine is rolled into position, the ends of the jacking screw shields and foundation bolt shields must be
protected to avoid damaging shield ends with the rollers. Do not place jacks in the center of the engine as this could
cause damage to the engine base. Insure that the combined capacity of the jacks is at least fifty percent greater than
the total weight of the engine. See Installation Drawing for weights.
a. Remove shipping skids, thoroughly clean mounting rails and then lower engine to grade. Be sure the
foundation bolt holes in the engine base are correctly aligned with the foundation bolt sleeves in the foundation for
easy installation of the foundation bolts.
b. Clean sole plates and chocks with a degreasing type solvent. It is recommended that after the sole plates
are washed, they be primed with a primer recommended by a grout manufacturer. Lubricate the threads of the jacking
screws with a mixture of powdered graphite and engine lubricating oil. The tower end of the jacking screws should be
coated with wax to prevent the epoxy grout material from binding to the screws.
c. Place sole plates and chocks in position under the engine as shown in the foundation drawing. Install sole
plate retainers on the front and rear sole plates, making sure the sole plates are forced tightly against the shoulder at
the inner edge of the engine mounting rails.
d. Lubricate lower threads of the foundation bolts with standard graphite and oil mixture, install bolts in
sleeves and screw firmly into the threads at the bottom of the sleeve. Lubricate threads at the upper end of foundation
bolts with oil and graphite powder then place washers and nuts on bolts.
e. Level and align the engine. Refer to Section 6, Part D of this manual for the method of taking crankshaft
web deflection measurements. Record web deflection measurements on Form D.1063. Insure that all sole plate jacking
screws are so adjusted as to distribute the weight evenly on all sole plates. When leveling and alignment is satisfactory,
snug down the foundation bolt nuts to prevent movement of the engine during installation of the driven equipment
and grouting.
0/R/RV(8) .14 2.3 IR t) 8/78

MOUNTING FLYWHEEL AND CONNECTING SHAFT.

Carefully clean and de burr the bores and mating surfaces of the flywheel, the crankshaft flange and the connecting
flange. Dirt or burrs will cause misalignment between the crankshaft and the connecting shaft.
a. Apply a thin coat of anti seize lubricant such as "Molykote" or "Lubriplate" to the mating surfaces of
the flywheel and the flange, then mount the flywheel on the engine crankshaft flange. Make sure no dirt is allowed
between the mating surfaces while the flywheel is being mounted. Install three retaining plates {see figure 2 2) and
draw the flywheel up on the flange until it is seated.
b. Bring the connecting shaft into position,

lubricate the mating surfaces with anti-seize lubricant,
align the half. inch locating hole in the connecting shaft
flange with the locating hole in the flywheel and move
the connecting shaft into engagement with the flywheel.
Keep dirt from entering the mating area. Use two long
one or one and onequarter inch diameter temporary
bolts with washers and nuts to draw the connecting
shaft to the flywheel until it is seated. Check with feeler
gauges between face of connecting shaft flange and fly- «~C l~er
wheel to be sure the flange is fully seated and square
« «4 I
with the flywheel. ~ ~ ~
I tlkhl e A~ I
c. Special tapered aligning dowels and a flywheel
bolt reamer are available from the Transamerica Delaval IAbl ~ A I
I II& Ia
Engine and Compressor Division Service Department for ~
~ s IAIDO«,t 1«
use in aligning and fitting the flywheel bolts. Lubricate
the two aligning dowels with a thin coat of anti seize ~ III«i~ctlL«
I Ma Kl «
lubricant then tap them into two opposite flywheel
bolt holes, aligning the bolt holes with those of the
shaft flanges. Do not drive dowels up hard. Ream two
«od«O. 84 k«r~
flywheel bolt holes with the special reamer and measure
diameter of reamed hole to the nearest 0.0005 inch,
and compare diameter of reamed hole with diameter of Figure 2-2. Flywheel Mounting
bolt. Reamed holes should be approximately.0.0005
inch larger than the bolts to allow for an easy tap fit. Do not drive the boltsin with a sledge, hydraulicram or jack.
Coat bolts with an anti seize lubricant and fit into reamed holes. Lubricate threads with powdered graphite and engine
oil, assemble nuts on bolts and draw up tight. Remove two temporary bolts and aligning dowels and fit remaining
bolts.'orque all bolts to the torque specified in Appendix IV.
2.4
G ROUTING.
Check alignment of crankshaft, then align driven equipment. Tighten foundation bolts on driven equipment moderately
with jacking screws in place, then recheck entire alignment including crankshaft. Record crankshaft deflections on
Form D-1063, Crankshaft Alignment Record. Engine and Compressor Division service representative must be, present
to supervise alignment procedures.
a. Pour and vibrate the grout under the engine and driven equipment. It is recommended that a representative
of the grout supplier be present at the installation to be sure that grout is prepared and placed in accordance with
specifications. Do not fill bolt shield holes with grout.
b. After grout has cured, back off the sole plate jacking screws one turn each and torque the foundation bolts
to the specified value. Snug all bolts in a criss cross pattern, then apply a light torque to each, using the same criss cross
pattern. Continue applying torque in increments and in the same pattern until the final torque value is reached.
0/R/RV 79 2-5
PIPING SYSTEMS.
Transamerica Delaval Engine and Compressor Division furnishes suitable piping diagrams to the purchaser or his design
agent, recommending minimum pipe sizes for all service lines. In addition, the following should be observed in the
fabrication and installation of piping not furnished with the unit, but procured from other sources.
a. Piping must never cause deflection in the mounting of reciprocating or rotating auxiliary equipment.nor
should heavy auxiliary. equipment ever be supported by service piping.
b. Whenever there is a possibility of deflection, flexibility must be designed into the piping.
c. Chill rings should not be used in welded pipe joints as they tend to retain scale, welding slag and beads
which can come loose as the pipe becomes hot during operation.
TREATMENT OF PIPING.
It strongly recommended by Transamerica Delaval Engine and Compressor Division that all lubricating oil and fuel
is
gas system piping be pickled by a company specializing in this kind of work. Such a company will have the necessary
equipment and possess the technical knowledge to completely clean and prepare the pipe for service. Piping which is
furnished by Transamerica Delaval Engine and Compressor Division with the unit will have been pickled at the time of
fabrication. All piping procured from other sources should be pickled and prepared as follows:
a. Accessible welds inside carbon steel pipes and fittings must be visibly inspected and the welding beads
ground off. All fabricated steel pipes, valves and fittings must be blown clean with steam or air to remove loose scale,
sand and welding beads, and be cleaned by the following procedure before the pickling process.
(1) Wirebrush the entire surface, including the interior with boiler tube brushes or a commercial pipe
cleaning apparatus, then blast thoroughly with air to remove loose particles.
(2) Depending on the degree of contamination, submerge parts for 15 minutes or longer in a solution
containing seven to ten ounces of anhydrous trisodium phosphate or sodium hydroxide and one ounce of detergent,
Military Specification MIL-D-16791 to one gallon of water at 200 F (93.3 C) to insure complete removal of paint
and grease.
(3) Rinse parts in warm, fresh water at 120 F (48.9 C) to prepare them for the acid treatment.
(4) Pickle fabricated carbon steel pipes and fittings by submerging them for 30 to 45 minutes in an
acid bath containing one part of sulphuric acid, 66 Baume to 15 parts fresh water, supplemented with an inhibitor.
The acid bath rrxjst be maintained at a temperature between 160 F (71.1 C) and 186 F (82.2 C). While the parts
are submerged, agitate the bath. At the end of the pickling procedure, rinse parts in warm, fresh water. Afte< the
rinse the parts must be momentarily submerged in a cooling solution containing four ounces of sodium carbonate
per gallon of water, then rinsed in cold fresh water and dried by air blast.
b. Immediately following pickling andrinsing,coat both the inside and the outside of the fabricated steel
pipes and fittings with a rust and corrosion preventive compound and seal the ends to prevent entry of dirt. The
compound must be soluble in the lubricating oil that will be used, and compatible with it so as not to contaminate
the oil. Ordinary lubricating oil will not prevent rust in the pipes. Mechanical cleaning will not completely clean the
pipes, therefore, this method is not acceptable. Apply the compound by spraying or flooding the pipes-swabbing
with rags or mops will leave lint.
Note
The above procedure is a minimum requirement to produce acceptable clean piping Substitute
methods may produce pipes and fittings of equal or better cleanliness.
2-6
JACKET WATER SYSTEM.

The jacket water system is individual for each engine, and provides the cooling medium for the engine, oil cooler,
turbochargers, exhaust manifold jackets, the governor and the intercoolers. The recommended water treatment is
sodium dichromate and boiler compound. Refer to Section 6 of this manual for the method of treatment. The jacket
water system consists of an engine driven jacket water pump to circulate the coolant, a temperature control valve to
regulate the temperature of the water, passages within the engine through which the water flows, and where heat is
absorbed from the engine, a cooler to cool the water and a standpipe to maintain a constant head on the pump and to
allow for expansion and bleeding of entrained air. The standpipe is fitted with a heater for warming the water and a
"keep warm" pump for circulating the warm water through the system to keep the engine warmed while in a standby
status. The pump, engine and cooler are connected in a series circuit, and drains must be installed at all low points and
vents at all high points. All piping must be properly supported to minimize pipe vibration and flange loading, Flexible
couplings are not recommended at customer connections because of potential failure hazard during operation. Refer to
the jacket water piping schematic drawing in the "Drawings" section of the manual for the relatiVe location of system
components, pipe sizes and direction of flow.
2-7
RAW WATER SYSTEM.

No specific raw water system is provided by Transamerica Delaval for this system. Rather, raw water from the owner's
systems is provided at 1Q05 gpm at connection 276 and is returned at connection 277 for cooling the jacket water.
Refer to the jacket water piping schematic for details.
2-8
FUEL OIL SYSTEM.

The fuel system provides the means for storing fuel in the day tank, removal from the day tank and delivery to the fuel
injection pumps at the cylinders. The fuel oil system piping schematic drawing in the "Drawings" section of this manual
show the pipe sizes, connections, direction of flow and relative location of all major components. Fuel injection
equipment on the engine is hand lapped to extremely close tolerances, therefore, fuel cleanliness is of the utmost
importance. The fuel system must be kept clean as possible during installation and assembly, and should be cleaned
internally and blown clean before initial start up. All piping must be properly supported to minimize pipe vibration
and flange loading. F lexible connections are not recommended at customer connections because of the potential failure
hazard during operation. All piping must be mechanically cleaned after welding and preserved to prevent rust. The
day tank should be mounted high enough to provide adequate suction at the engine4riven fuel oil booster pump.
Drains should be provided at all low points and vents at all high points.
R/RV(D/6i-71 2-9
LUBRICATINGOIL SYSTEM.
The lubricating oil system is of the dry sump type which has a sump tank for holding the oil supply. Oil is circulated
through the system by an engine-driven pump. Refer to the lubricating oil piping schematic drawing in the "Drawings"
section of this manual for the specific details of the system, relative location of major components, direction of flow,
and notes relative to installation of the system.
FLOW PRINCIPLE.
Pump suction draws the lubricating oil from the sump tank and discharges it to the lubricating oil cooler. Flow from
the cooler is through a lubricating oil filter and pressure strainer to the engine main headers. A branch line from the
strainer takes oil to the turbochargers. Return is by gravity flow from the engine base to the sump tank. Separate lines
direct return flow from the turbochargers from the sump tank. A relief valve, set at 70 psi, provides protection to the
system, and pressure regulating valves regulate the system pressure.
KEEP WARNI CIRCUIT.

A "keep warm" circuit is provided to maintain the lubricating oil charge, and thereby the engine, in a warmed and
lubricated condition when in the standby status. Heaters at the sump tank warm the oil which is then pumped by the
keep warm pump lo the keep. warm filter and strainer and then to the main engine lubricating oil header. To prevent
flooding of the turbochargers, there is no supply to the turbochargers in this circuit.
AUXILIARYLUBRICATINGOIL PUMP.
An auxiliary lubricating oil pump, sometimes called a Before and After (BSA) pump is normally furnished. It is motor
driven and installed in the system to provide a means for pre-lubrication of the engine before starting and to aid in
cooling the engine after it has stopped.
PLACING LUBRICATINGOIL SYSTEM IN SERVICE.

Before the engine is first started, the assembled lubricating oil piping system must be thoroughly flushed with oil.
Disconnect the pipe at the pressure strainer inlet and arrange a temporary bypass from this pipe to the sump tank.
The bypass will permit oil circulation through the pipes without filling the internal lubricating oil system of the
engine. Several thicknesses of cloth sack should be secured to the outlet of the bypass to catch debris as it is flushed
out. The sump tank and engine base must be thoroughly cleaned before being filled. The auxiliary lubricating oil pump,
'or any other continuous duty pump of sufficient capacity, can be used to pump oil during flushing operations. Flushing
should continue for at least eight hours if care was exercised during fabrication of the system. As much as 24 hours
of flushing may be required for a dirty system. When oil is circulating through the system, the pipes should be
thoroughly pounded several times with a heavy hammer to loosen dirt and debris. Hot flushing oil will clean better
than cold oil. Piping around the oil cooler requires special attention to insure that the pipes and oil cooler are properly
flushed. Precautions must be taken to insure the complete removal of testing fluids, water or other liquids before
attempting to flush the cooler.
Note
Engines may be received with the strainer mounted on the engine and connected to the engine
lubricating oil header. If it is certain that the connections between the strainer and the engine
oil header have not been disconnected since the engine left the factory, the following paragraph
may be omitted.
Disconnect jumper tubes between the engine lubricating oil header and the main bearings, and between main headers
and auxiliary headers. Secure a fine screen such as a nylon stocking over each main header fitting to catch debris
that may be washed through as the system is flushed. Cover main bearing fittings and open ends of auxiliary header
feeders to prevent the entry of dirt. Engine oil should be pumped through the open system for at least four hours to
be sure that any foreign material remaining in the headers is removed. Reassemble internal tubes and brackets as
required.
2-10
1 4 ~ k 4 Mk
INTAKE SYSTEM.
Each engine has an independent intake system, the combustion air being piped from outside the engine room through
a remotely installed air filter. An inline silencer is fitted in the pipe just ahead of the turbocharger air inlet. The air
filter protects the working parts of the engine from the entry of dust. Filters should be cleaned at regular intervals
to maintain adequate protection against abrasion and wear. Refer to the piping schematic in the "Drawings" section for
connections, pipe sizes and relative locations of components.
2-11
EXHAUST SYSTEM.
Each engine is provided with an individual, independent exhaust system. The water jacketed, multi pipe passage
manifold discharges directly into the engine mounted turbocharger(s), and the gas then discharges from the turbo.
charger(s) through exhaust piping and a silencer to atmosphere. As few bends as possible should be used when laying
out exhaust piping. Necessary bends should be of long radius. If three to six bends are used, the entire pipe should be
increased to the next nominal size. If more than six bends are necessary, pipe size should be increased two nominal
sizes. The length of exhaust piping is not critical, however, if an unusually long pipe is used, the pipe size should be
increased to reduce back pressure. A length of flexible metal tubing should be installed in the exhaust line as near
the engine as possible to allow for movement, heat expansion, and for isolation of vibration. The exhaust line should
be lagged to minimize heat radiation in the engine room. A separate support should be provided so the weight of the
exhaust silencer and line is not borne by the engine. Refer to the piping schematic in the "Drawings" section for con.
nections, pipe sizes and relative locations of components.
2-12
instruction Manual
STARTING AIR SYSTEM.

The required redundancy of the starting air system is accomplished by utilizing two separate systems. Each consists
of a motor. driven air compressor, an air dryer, an aftercooler and a storage tank. Each storage supply is then piped
to solenoid valves, two for each system, which block air flow until a starting signal is applied. Check valves downstream
of the solenoid valves prevent back fiow from one system to the other. When a start signal is applied, the solenoid
valves open, admitting starting air to the interconnected headers on the engine. The two starting air distributors then
send timed pilot signals to the starting air valves in the cylinder heads in the correct sequence and, as each starting
air valve opens, starting air is admitted to the combustion chamber of that cylinder, forcing the piston downward
and rotating the crankshaft. This system permits the engine to be cranked even though one supply system fails to
operate, or if three of the four solenoid valves fail to function. Reference should be made to the starting air piping
schematic drawing in the "Drawings" section of this manual for complete details of the system.
Av{N)-78 2-13
Section 3
Engine
Controls
Instruction Manual 3.1
SECTION 3
ENG INE CONTROLS
GENERAL.
The following is a description of the local engine control system and its operation. The system will start. stop, protect,
operate and monitor the integrity of the diesel generator in the various modes of operation under guidelines specified
by the various regulatory and standards committees.
REFERENCES.
The Associated Publications Manual contains the manufacturer's literature covering the various components of the
system. Of special significance are the ARO Corporation's publications which describe the pneumatic logic elements
used in the control logic circuits. Also included are publications on the governing system, the generator and the generator
control equipment, as well as the various controls and instruments used in the system. When ordering spare or replace.
ment parts for the system, refer to the Pans Manual for the correct part numbers.
DRAWINGS.
Refer to the Drawings section of this manual for the drawings applicable to the control system. Two drawings in
particular are used for extensive reference in the following instructions. The Engine Control Panel Schematic, numbered
with the 09.500 prefix, is a schematic representation of the pneumatic and electrical circuitry in the control panel. The
Engine Pneumatic Schematic, numbered with the 09495 prefix, details the engine mounted pneumatic control corn.
ponents. Refer to the 500 group Parts List in the Pens Manual for a complete list of drawings applicable to the control
system.
SYSTEM OVERVIEW.
The control system is a hybrid electro-pneumatic system. It includes both engine mounted and panel mounted compo-
nents. The bulk of the engine mounted equipment is pneumatic, since pneumatic devices function reliably in the harsh
environment. The control panel uses both pneuroatic and electrical circuitry, with pressure switches and solenoid valves
acting to interface the two subsystems. The nuclear safety related portions of the system are classified 1E, sltowing
redundancy and isolation in accordance with regulatory standards. The local engine control system starts the diesel
generator automatically in response to a station emergency, and coordinates with generator and switchgear controls to
provide emergency power. The system includes the necessary instrumentation to monitor vital operating parameters
such as pressures and temperatures, and includes the controls to operate pumps and auxiliaries. A malfunction annun-
ciator is provided to indicate operating troubles. The control system also includes provisions for test run operations, in
which the safety shutdown system is active to trip the unit if a malfunction occurs. With the exception of trip devices
to prevent engine or generator runaway, the safety shutdown system is disarmed during emergency conditions.
OPERATING MODES.
'There are two base modes incorporated into the system, the MAINTENANCE mode and the OPERATIONAL mode. In
the OPERATIONAL mode the unit may be started in response to an emergency start signal, or manually to exercise it
on a routine basis. The MAINTENANCE mode permits routine maintenance, inspection or repair. The diesel generator
will not start while in the MAINTENANCEmode.
a. While in the OPERATIONAL mode the unit will accept a manually injected starting signal from a local or
remote location, and, if the unit's entire protective system is permissive, it will start, come up to speed and build voltage
automatically. A "Ready To Load" signal is then generated for use of the owner's synchronizing and loading equipment.
While running in the test run mode, both the speed/load and voltage setpoints are adjustable from the local or remote
location. Provided the generator circuit breaker is open, the unit can be intentionally stopped from either location by
applying a stop signal.
b. If an emergency start signal is received at the local control circuitry, the unit will start automatically, come
up to rated speed and voltage, and generate a "Ready To Load" signal. Only theoverspeed, generator differential, loss
of potential transformer circuits, and generator bus fault trips are active in the emergency mode." Note that starting air
and dc power must be available to effeCt a start. The emergency start signal takes precedance over the test start signal,
and will disarm the protective shutdown system when applied.
'.
are returned
When a stop signal or an emergency start signal is applied, the setpointsof the voltage regulator and governor
to their preset values. Fifteen seconds after going to normal, the preset signal is released to allow the
operator to control voltage and speed. In the emergency condition, the system is placed in the isochronous mode. Note
that the normal stop pushbutton is not functional in the emergency condition. However, provisions are included to
perform an emergency stop, if necessary.
d. The Mode Selector switch at the local panel must be in the OPERATIONA'L mode for engine operations to
take place. If the MAINTENANCE mode is selected, all remote control, including emergency starts, is isolated and dis.
armed. The Mode Selector switch is equipped with a key interlock so that only authorized personnel may select the
system mode. The key is removable in the OPERATIONAL mode only. Although the engine will not start in the
MAINTENANCE mode, the barring device and engine roll pushbutton are active for maintenance and repair operations.
The barring device must be disengaged and locked out before a return to the OPERATIONAL mode is permitted.
ELECTRICAL CIRCUITRY.
The electrical circuitry is shown from sheet 3 onwards on the Engine Control Panel Schematic Drawing. The Nuclear
Safety Related portion of the circuitry consists of two independent and isolated 1E trains, the "A"circuit and the "8"
circuit. The redundancy and isolation of these circuits provide reliable and dependable safety related functions. The
electrical circuitry accepts start and stop signals, provides alarm and monitoring capability, and coordinates the local
control system with the owner's remote equipment.
a. Starting circuits for the "A" circuit and the "B" circuit are shown on sheets 3 and 5 of the panel schematic.
Both circuits act individually and simultaneously to open the starting air solenoid valves to admit starting air to the
engine. Depending on whether the unit is in the emergency or test run mode, the automatic safety shutdown system will
either be armed or disarmed. Emergency starts are initiated automatically in response to contact closures from the
owner's equipment. Test starts are initiated manually, from either the remote control location or the local engine
control panel.
b. Upon receipt of an emergency start contact closure the starting air solenoid valves are energize directly. In
addition to permissives from the owner's equipment, certain Delaval permissives must be satisfied for an emergency
start. The PSXO pressure switch group must be de.activated, indicating that the unit is in OPERATIONAL mode. The
PS 3 or PSQ pressure switch groups must be activated, indicating that starting air is available at setpoint pressure. In
addition, dc power must be available to operate the circuits. When the start is initiated, the "Deactivate Shutdowns"
solenoid valves are energized directly, isolating the shutdown network in the pneumatic portion of the system. The
starting air solenoid valves are also energized, and cranking commences.
c. A manual test start is initiated by a remote contact closure from the owner's equipment, or by manual
operation of the start valve at the local engine control panel. The start valve isshown on sheet 2 of the panel schematic
drawing, where it actuates the PS-12 group of pressure switches. These pressure switches make contact closures in the
starting circuits. The R4 relays, the TD2 time delay relays and the Activate Shutdowns solenoid valves are energized at
a manual test start. R4 relay contact closures energize the starting air solenoid valves for starting air admission to the
engine. The TD2 timers limit cranking to five seconds. The "Shutdown Activate" solenoid valves pressurize the auto.
rnatic safety shutdown system in the pneumatic circuitry. Note that the OPERATIONAL mode permissive at the PSCO
pressure switch group is required for test starts.
d. Contact closures from the tachometer transmitters in each train of circuitry act to sequence engine starts
with generator loading operations. Transfer of the Kl contacts at 200 rpm energizes the Field Flash solenoid valves, and
the field flash signal is relayed to the generator control circuits. Voltage builds up automatically, and field flash is
3.2
terminated by contacts integral to the voltage regulator. Note that the TDl time delay relays in the start circuits act as
redundant back ups which will energize the Field Flash solenoids of the tachometer transmitter fails. The K2 contacts
from the tachometer transmitters energize the "Running" solenoid valves. Referring to sheet 2 of the panel schematic,
note that the "Running" solenoid valves, activate the PS-33 group of pressure switches. These pressure switches propa-
gate the Running signal throughout the electrical circuitry. Note that pressure switches from the PS-33 group are
included in the starting air solenoid energizing circuits, insuring that cranking terminates when engine speed. reaches
200 rpm.
e. When the engine reaches 430 rpm, the K3 contacts at the tachometer transmitter transfer. If the under-
voltage relay contacts indicate that voltage has reached normal levels, the "Ready To Load" solenoid valves are ener-
gized. As shown on sheet 2 of the panel schematic, these solenoid valves activate the PS-34 group of pressure switches,
which transmit the "Ready To Load" signal to the remote control equipment. The electrical system makes use of pres-
sure switches and relay contacts to transmit various other status and control signals to the remote control panels. At an
emergency start, the PS-10 group of pressure switches are activated, providing generator control interface for such
functions as the pre positioning of the voltage regulator and governor setpoints, placing the governor in isochronous
operation, and locking out the majority of generator malfunction trips. Relays Rl and R1AUX are latched whenever
a start signal occurs, as shovin on sheet 7, and contacts of these relays are wired to the owner's remote equipment. Relay
contacts from the R2 and R2AUX relays are usedin conjunction with a timer, to indicate that the lockout delay for the
pressure, temperature and vibration shutdowns after a start is completed.
f. The lE circuitry also contains controls for mode selection and stopping. The mode selector switch allows
the operator to place the unit in either the MAINTENANCEor OPERATIONAL mode. Contacts closed by the switch
will energize solenoid valves for either Maintenance or Operational, and the solenoid valves transmit the mode selection
signal to the pneumatic circuitry. Note that a pressure switch from the PS-13 group is included in the Maintenance
mode select circuit. This switch insures that the unit will not be placed in the Operational mode while the barring
device is engaged. The stop circuits include provisions for both remote and local stop signals, and the emergency stop
capability is also provided. Note that a pressure switch from the PS-10 group is used to lock out the normal stop signal
while the unit is operating in the emergency condition. A contact from the generator differential relay in the generator
equipment is placed in the stop circuit, and will energize the Stop solenoid if this malfunction occurs. The stop solenoid
valve acts to trigger a shutdown signal in the pneumatic portion of the system.
g. The alarm and annunciation system is shown in the NON-1 E portion of the system. The annunciator uses
contacts from field probes such as pressure switches, temperature switches, differential pressure switches and level
switches to indicate malfunctions as they arise. An optical isolator unit is used to interface with the 1E generator
malfunction indicator devices, and the required isolation between 1E and non-1E components is maintained. Various
,
pushbuttons are included with the annunciator to test its status and reset it for normal operation. Details of the annun-
ciator and its wiring and connections are shown in the Associated Publications Manual.
PNEUMATIC CIRCUITRY.
The automatic safety shutdown system, is a network of ventwn fault pneumatic devices which are arranged in the
various systems on the engine. The venting of such a device is sensed by the pneumatic logic circuitry, and this circuitry
then produces a 60 psi pressure signaI which operates a cylinder on the engine to cut off fuel. This shutdown signal is
automatically vented after the unit has rolled to a stop, retracting the cylinder and readying the unit for a restart. In the
emergency condition, the automatic safety shutdown system is disarmed, except for overspeed, generator differential, or
loss of both generator panel potential transformer circuits. Note that the pneumatic sensor network is always pressur-
ized; it is merely the shutdown signal which is inhibited in the emergency condition. This permits the various pressure
switches installed in the sensor lines to transmit alarm and status indications to the electrical circuitry, even though the
shutdown function is deactivated. Shutdowns are placed into two groups. The Group I shutdowns are those which must
be permissive before a start can be accomplished. The Group II shutdowns are those which do not become active until
the engine has started, and reaches operating pressures. The Group II shutdowns are therefore locked out for a timed
period after a start. The Shutdown Logic Board functions to provide the necessary shutdown signals to the engine; when
operating in response to an emergency start signal, it prevents the engine from shutting down while still giving panel
indications of an existing malfunction condition. The logic board functions as follows.
3.3
instruction Manual
a. Referring to sheet 1 of the Engine Control Panel Schematic, note that the systein is shown depressurized
and deenergized. Control air (symbolized by QZZ ) is applied to Port 4 of the logic board. If the system is in the
OPERATIONAL mode, the Port 4 signal will pressurize the pneumatic logic board and the pneumatic sensing lines. If
the system is in the MAINTENANCE mode, the Port 4 signaI is prevented from pressurizing the sensing lines. Instead
the shutdown cylinder is extended at the engine fuel racks, driving the racks to the NO FUEL position. The mode
selector solenoid valves are shown above the logic board. If MAINTENANCE mode is selected, the MAINTENANCE
mode solenoid valve shifts to admit passage of control air, which pilots valve P2. Valve P2 admits passage of a control
air, signal, which is applied to Port 5 of the logic board. This signal is directed to the A port of element NOT 6, which
prevents the element from transmitting. This prevents pressurization of the'ogic board. The MAINTENANCE signal
from valve P2 also actuates various pressure switches, pilots the barring device interlock valve and charges the shutdown
cylinder line. The pressure switches actuated transmit the MAINTENANCE mode status to the electrical circuitry.
Piloting of the barring device interiock valve unlocks the barring device for use in the MAINTENANCE mode. The shut-
down cylinder is extended by pressure in line E-89. Referring to,the Engine Pneumatic Drawing, note that pressure in
line E49 pilots a three way valve, and control air from line E-53 passes through a shuttle valve and operates the shut.
down cylinder.
b. Selection of OPERATIONAL mode causes pressure to vent from the pilot of valve P2, and air in the
MAINTENANCE mode lines exhausts through that valve. The shutdown cylinder'retracts due to spring force, the
barring device interlock valve shifts to lock out the barring device, and the MAINTENANCEmode pressure switches are
deactivated. In addition, the pressure at Port 5 of the shutdown logic board is vented, and the pressure at port A
NOT% is lost. The element is now free to transmit the control air pressure from Port 4, and the systemis
of'lement
pressurized as follows. The Port 4 signal passes through NOT-6 and is applied to port B of MEM.13, port B of AND 17
and to orifice 10. Pressure is metered through orifice 10 and exits from the logic board at Port 10. This pressure fills up
the Group I sensor lines, if the sensors are in the permissive, or blocking, condition. When the lines fill up, pressure
backs up to Port B of AND.14 and port A of NOT-18. This pressurizes the Group I trip line, which must be permissive
before a start can be accomplished. Note that pressure from Port 4 also pressurizes the B ports of elements MEM.15,
AND 11, and AND.7. As will be shown in a later paragraph, this has the effect of arming the shutdown line. At this
point, the logic board is fully pressurized in the OPERATIONAL mode, and ready to accept a start signaI.
c. If a test run start is initiated; the automatic safety shutdown system is activated by the logic circuitry. The
"Shutdown Activate" solenoid valves shift to pass control air to.Port 12 of the logic board. The Port 12 signal passes
through element,ORP and pressurizes port C of element S/R.22. This has the effect of "setting" the memory circuit,
and a maintained output results from element MEM-13. This signal combines with control air pressure from NOT-6 to
produce an output from AND.17. The AND-17 output is applied to port 8 of NOT-18, port B of T/N.9, and is metered
orifice/check 21. Note that an inhibiting pressure will be present at port A of NOT-18 if the Group I sensor line 'hrough
is filled. Assuming that the sensors are permissive, NOT-18 will not transmit. The pressure applied to port 8 of element
T/N.9 causes that element to transmit. The output from T/N.9 pressurizes Port 9, and is also metered through an orifice
and element OR.5 to Port 2. Pressure at Port 9 charges line E-24, which locks out the vibration trip at a start. This pres.
sure also pilots a three-way quick release valve, P3, in the Group II trip line. The metered pressure at Port 2 begins to fill
the Group II sensor lines. When the engine starts, the Group II sensors are in the venting, or trip condition. As the
engine reaches operating pressures, the Group II sensors shift to the blocking state. When this occurs, the metered Port 2
signal fills the sensor lines.
d. The output from element AND-17 which is metered through orifice 21 is directed to an accumulator at
Port 1. The orifice and accumulator combine to delay the signal for approximately 60 seconds. This delay is called
Group II Lockout timing. The delay allows the engine to reach operating pressures before the trips for those parameters
are activated. When the timing is completed, the accumulator pressure from Port 1 of the logic board is applied to port
A of element AND.14 and to port A of element T/N.9. Element T/N 9 stops transmitting after a short delay. The out-
put from Port 9 of the board is lost, and the vibration switch is activated. Although the T/N.9 output which supplied
the Group II sensors at Port 2 is lost, the output of element AND.14 is applied to Port 2 and the Group II sensor lines
remain armed. Note that AND.14 is also connected to the Group I trip line which supplies Port 10 and the Group I
sensors.
'4
e. If a malfunction occurs while the unit is operating in the test run mode, a shutdown will occur in the
following manner. If the trip is on the Group I line fed from Port 10, air pressure downstream from orifice 10 will
exhaust through the venting sensor. On a Group II malfunction, pressure in the sensing lines exhausts through the
sensor, removing pilot pressure fr'om the quick dump valve, P3. Pressure downstream from orifice 10 exhausts through
AND.14, OR-5, Port 2 and the dump valve. The result is the same in either case, as pressure is lost at port A of element
NOT-18. The element isfree to transmit, and its output passes through NOT-24 and NOT.20 to set the trip line memory
through OR-16, S/R 12 and MEM.15. The maintained output from MEM.15 combines with supply pressure at AND-11 ~
to produce an output from AND-11. This output pressurizes Port 8, and is also metered through orifice/check 3. The
Port 8 signal pressurizes line E49 and extends the shutdown cylinder at the engine, shutting off the fuel supply. The
engine stops due to fuel starvation. The metered signal through orifice/check 3 goes into a delay circuit, and resets the
trip line at elements S/R-22 and S/R-12.
f. During emergency operations, the automatic safety shutdown system is disarmed, and cannot effect a shut.
down. Upon application of an emergency start signal, the "Shutdown Deactivate" solenoid valves are energized, and
control air is admitted to Port 7 of the Shutdown Logic Board. Port 7 pressure is applied to elements OR-4, AND.23,
AND-19 and OR@. Pressure at ORX arms the trip line at element NOT-18 and initiates the Group I I timing and charging
circuits as described previously. However, the pressure at elements AND 23 and AND-19 combines with supply pressure
from Port 3 to pressurize the A ports of elements NOT-24 and NOT-20. These pressure signals inhibit the NOT elements,
and they cannot transmit. Since the output from NOT-18 which triggers the trip line normally passes through the NOT
elements, this effectively prevents a shutdown. Note that the Port 7 input applied to OR@ resets the shutdown memory
circuit at S/R-12. This exhausts pressure from the shutdown lines if any is present. Note that the malfunction sensor
lines are pressurized in the emergency condition, and only the shutdown signal is inhibited. The pressure switches in the
sensor lines remain active, and will transmit malfunction indications to the alarm and status monitoring equipment at
the control panel.
g. The Overspeed and Generator Differential trips remain active while the unit is operating in the emergency
mode. The Generator Differential trip acts to energize the "Stop" solenoid valve, which is shown adjacent to the logic
board. Control air is admitted to Port 11 of the shutdown logic board. This signal passes through OR-16 to set the
memory circuit through S/R-12 and MEM-13, and the MEM.13 output charges Port 8 through AND.11. This pressurizes
line E49, and the shutdown cylinder extends to shut off the fuel supply. The Overspeed trip functions independently
from the logic circuitry, and remains active in the emergency condition. The Overspeed trip circuitry is shown on the
Engine Pneumatic Schematic. The Overspeed trip valve is shown in the blocking position. Control air from line E.53
passes through an orifice and pilots a three way valve during normal operation. If an overspeed trip occurs, the trip
valve shifts to vent pressure from the pilot of the thre'e way valve. Control air from line E.53 passes through the valve
and extends the air shutoff cylinder. This cylinder controls a butterfly valve in the air intake manifold. Closure of the
butterfly valve chokes off the air supply to the engine, and the engine stops due to air starvation. Note that control air
from line E-53 also extends the shutdown cylinder at the fuel racks, cutting off fuel admission to the engine.
3.5
Section 4
Engine
Operation
SECTION 4
ENGINE OPERATION
GENERAL
If the engine is being started for the first time, remove any preservative materials that may have been applied to the
control and exterior surfaces of the engine. Rust preventive which has been sprayed inside the engine will mix with
the lubricating oil without causing contamination. To reduce the amount of preservative absorbed by the oil charge,
however, it may be desirable to wash and clean the interior surfaces of the engine before circulating oil for the first
time. Do not attempt to wash connecting rods, crankshaft or pistons as this may deposit dirt between the bearing
surfaces. The following inspections and checks are recommended prior to starting the engine for the first time, or after
a long shutdown or major overhaul.
a. Check bolts, nuts and capscrews, both inside and outside the engine to insure that all locking wires, clips
and cotter pins are in place and secure.
b. Inspect all piping systems. Trace out each system to insure that all connections are secure and that all valves
and other control devices are properly positioned for engine operation.
c. Check lubricating oil strainers and filters for cleanliness and proper assembly.
d. Check that lubricating oil and cooling water systems are clean and filled to the proper level.
e. Check starting air system for cleanliness and absence of moisture.
f. Check all control linkages for proper adjustment and freedom of movement.
g Check crankshaft web deflections and thrust clearance (see Section 6, Part D).
h. Open indicator cocks on cylinders and bar engine over four revolutions to make sure cylinders are clean,
and that engine is ready to run.
CAUTION
Any resistance to free turning must be investigated and corrected before engine is started.
i. With the indicator cocks open, fuel controls off, crank engine several revolutions.
j. Close indicator cocks. If all conditions for starting are satisfied, the engine may be starte'd, using the pro-
cedures contained in subsequent paragraphs.
4-1 IR 1> e/80

0/1/8 Y I D) -74
SAFETY PRECAUTIONS.
Of all the rules of safety, common sense is foremost. One must admit the frailty of body and senses, and respect the
forces present with an operating erigine which could destroy him in an instant if nol controlled. The following standing
rules of safety should be observed at all times when operating the engine, as well as those required by the owner and
operator, governmental regulatory agencies, and the dictates of good common sense.
a. Keep area around engine and associated components clean and uncluttered at all times.
b. Do not store tools or parts on platforms or engine.
c. Always monitor Instrumentation often enough to be aware of the condition of the running engine.
d. Never start an engine without knowing exactly how the engine can be stopped in an emergency.
e. Never start an engine without visually checking for personnel in dangerous positions.
f. On initial startup after an overhaul, always station a man near the governor.
g. Never run a generator set with the switchgear doors open.
h. Always wait 10 to 15 minutes after shutting down before removing engine covers.
i. Know the top turbocharger speed, and observe it.
j. Never look directly into an air flow nozzle from close proximity. Use a mirror.
k. Never take firing pressure on a detonating engine
I. Never run with the oil system pressure over 90 psi.
m. Use guards around all rotating wheels and shafts.
n. Never expose the hands to injector pop spray.
o. Never run an engine if a dangerous condition is suspected. Stop first, then consult supervisor.
p. The use of safety glasses and ear protection while the engine is running should be in accordance with the owner's
regulations.
4-2
Operation PRE4TART PROCEDURES

Location
a
C D
cO c
C
Control/Indicator LU Position Remarks
1 Annunciator TEST Pushbutton DEPRESS Note all annunciator windows

illuminated.
2 Annunciator GROUND TEST Pushbutton DEPRESS Note annunciator window

for ANNUNCIATOR
GROUND illuminated
3 Jacket Water Circulating Pump Switch AUTO Jacket water Keep. Warm &
Circulating System Active.
Note AUTO & START
indicator lamps illuminated.
4 Lubricating Oil Circulating Pump Switch AUTO Lubricating Oil Keep Warm
& Circulating System Active.
Note AUTO & START
indicator lamps illuminated.
5 Auxiliary Lubricating Oil Pump Switch AUTO Arm Standby Pump. Note
AUTO indicator lamp
illuminated.
Lubricating Oil Sump Tank Level DEPRESS Check Oil Level. Add oil to
Pushbutton Sump Tank if required.
7 Fuel Oil Day Tank Level Pushbutton DEPRESS Check Fuel Oil Level.
8 Fuel Oil Day Tank Inlet Valve Switch AUTO Provides Automatic Day
Tank Fill.
9 Fuel Oil Transfer Pump AUTO Provides Automatic Day

Tank Fill.
10 Mode Selector Switch OPERATIONAL Note indicator lamp

illuminated. Verify mode.
Starting Air Pressure Gauges Above 225 PSI Insure sufficient air for
star ting.
12 Indicator Lamp, UNIT AVAILABLE ILLUMINATED Verify Unit available for

EMERGENCY STATUS Emergency Start.
4.3
instruction Manual 4.4
Operation MANUALTEST START

Location
a
C
c c
Fp
Control/Indicator CL ill O Position Remarks
When starting a cool engine. it is very

important to perform the following
procedure prior to attempting a start.
a. Mode Selector Switch MAINTENANCE Turn switch to MAINTE-

NANCE position. Note key
required to operate switch,
Remote permissive required
to accomplish Mode transfer.
b. Mode Selector Indicator Lamp ILLUMINATED Verify MAINTENANCE

Mode.
c. Annunciator window, "DG ON ILLUMINATED Verify MAINTENANCE mode

MAINTENANCEMODE" in Local and Remote panels.
d. Cylinder Indicator Cocks OPEN Open indicator cocks at all

cylinders.
e. Engine Roll Pushbutton DEPRESS Allow engine to roll at least

two revolutions, then release
button.
f. Cylinder Indicator Cocks x INSPECT then If liquid has been ejected froin
CLOSE any of the cocks, the source
must be found and the defect
corrected before proceeding.
g. Mode Selector Switch OPERATIONAL Turn switch to OPERATION.

AL position. Remove key to
lock switch in position.
h. Mode Selector Indicator Lamp ILLUMINATED Verify OPERATIONAL mode.
Start Pushbutton DEPRESS Test start may be applied from

either local or remote location.
Indicator Lamp, "RUNNING" ILLUMINATED Verify engine running.
Indicator Lamp, SHUTDOWN SYSTEM ILLUMINATED Verify Shutdown System

ACTIVE Active
Indicator Lamp, READY TO LOAD ILLUMINATED Lamp illuminates when engine

speed reaches 430 rpm and
generator voltage is in oper-
0
4.5
Instruction Manual
Operation: MANUALTEST START (Continued)
Location
e
0 C e
e c
Control/Indicator 0 LU 0 Position Remarks
ating range. Allow 10

seconds after application of
start signal.
Annunciator OBSERVE Monitor annunciator for

malfunctions while engine
is operating.
Pressure Gauges OBSERVE Monitor pressure gauges

while engine is operating.
Temperature Selector Switch ROTATE Rotate temperature switch

to monitor temperatures
while engine is operating.
4.5
Operation. EMERGENCY START

Location
e
C
e c aC
Control/Indicator O. Ill Position Remarks
Emergency start occurs automatically in

response to contact closures from owner's
"
equipment. No operator procedures are
required to effect an emergency start after
pre-start procedures have been completed.
Section 5
Inspection 8,
Maintenance
Instruction Manual 5-A-1
,
SECTION 5
INSPECTION AND MAINTENANCE
PART A —PREVENTIVE MAINTENANCE
GENERAL.
Continuous design refinement and many years of experience in the manufacture of large, medium speed diesel, dual fuel
and spark ignited engines have become a part of the Transamerica Delaval "Enterprise" engine. Each engine undergoes a
thorough testing program and inspection procedure before shipment. Transamerica Delaval does not recommend the
type of progressive maintenance system used by railroad inaintenance shops, nor is any specific time interval between
major overhauls or cylinder head valve reconditioning recommended. Experience and local operating conditions must be
the final determining factors as to the actual frequence of upkeep, overhaul and repair actions.
MAINTENANCEPRACTICES.
To give the engine the longest useful service life with the least amount of down time for unscheduled maintenance or
repair, it is necessary to have a program in effect to keep the equipment clean, to inspect it regularly, to take the neces-
sary preventive maintenance actions, and to keep the records of the operation and other useful information.
a. If the engine and other equipment is kept clean, it will be easier to make a good and complete inspection. It
will also keep dirt out of moving parts and thus reduce wear. It will also provide a good indication of how well the
equipment is being taken care of in general.
b. If the engine and equipment is inspected at regular intervals, small defects can be found and corrected
before they become large and require more expensive and time consuming repairs.
c. A program of regular preventive maintenance, together with keeping the unit clean and inspecting it
regularly, will permit the replacement of wearing parts before they can cause serious malfunction and/or damage to
the engine and equipment.
d. Records, when kept on adequate forms and filled out on a regular basis will keep operating personriel
informed of the current running condition of the equipment. Then, when compared with past log sheets, gradual
changes in such things as temperatures, pressures, noise, etc., will reveal the general condition of the equipment and
greatly assist in the planning of general overhaul requirements.
PERFORMANCE CURVES.
The majority of engine problems are preceeded by some change in the operating data, however, these changes may be
so slight and gradual that they are not easily detectible unless the data is recorded in a manner that graphically makes
these changes appear as a trend. Charts and performance curves can fulfill this function. As with any technique which
depends on the recording of observations, it is essential that the data be accurately read and carefully recorded. The
following paragraphs illustrate some of the information that can be obtained from charts and curves. Charts may be
kept on graph paper, or any other convenient form, and in the format that will present the data in the most useable
form. Logs and daily operating records should be maintained in a form that is suitable for the purposes. Data should be
taken and recorded each day under the same load conditions. The load should be selected according to average operating
conditions, and should be within the 759o —100/o load range. The following illustrations provide an example of how
EO
oO
the data on performance curves can be used in planning future maintenance actions.
5-A-1
PART A —PREVENTIVE MAINTENANCE (Continued)
CL
Tempereture
Pressure
e
ae
E
I-
TIME (Delly end Monthly Summeries)
a. If lubricating oil pressure starts to decrease, but the lubricating oil temperature remains constant, this would
indicate that bearings are starting to wear to excessive clearances, that the lubricating oil pump is wearing excessively,
or that the relief valve is not functioning properly. It could also indicate excessive fuel dilution. If lubricating oil
pressure starts to decrease while the lubricating oil temperature rises, it might indicate that the heat exchanger equip.
ment is plugging up.
WARNING
A sudden increase in lubricating oil temperature with an increase in the amount of vapor from
the crankcase ventilation discharge may indicate some overheated internal part of the engine. A
sudden increase in lubricating oil temperature requires an immediate reduction or removal of the
load if this is possible. The cause of the temperature increase must be determined and corrected.
C
0
K
E
w
o
0
V
0
TIME Ioelly end Monthly Summaries)
b. If lubricating oil consumption starts to increase it could mean that the piston oil control rings are starting
to foul, or have worn excessively. If this is the case, oil is being burned and should show up in the exhaust as a light
blue or grey smoke. It could also mean that the intake or exhaust valve guides have worn excessively. A third possibility
is a leak in the lubricating oil cooler.. This can be checked by looking for evidence of oil in the cooling system.
+2
E
oo
o rr
eX 0
a
V -2
TIME {Delly end Monthly Summaries)

O
O c. If crankcase vacuum starts to go towards a positive pressure it may indicate that the compression rings on
the pistons have worn excessively. This may be checked by taking a set of compression cards.
5-A-2
PART A —PREVENTIVE MAINTENANCE (Continued)
d. If jacket water temperature starts to rise, it could mean that the jacket water cooler is starting to foul. It
must be remembered, however, that the temperature control valve starts to open five degrees farenheit before the set
point. This means that the controlled outlet temperature may vary15 F,dependinguponambientconditions. If inlet
temperature starts to drop, indicating a greater temperature differential across the engine, it could mean one or more
of the following conditions may be present.
(1) Poor combustion.
(2) Leaky head gasket(s).
(3) Scuffed piston(s).
(4) Faulty venting of jacket water system.
(5) Faulty water pump.
5.AQ
L
Instruction Manual 5-8-1
PART 8 —SUGGESTED MAINTENANCESCHEDULES

GENERAL.
The maintenance schedules outlined on the following pages are those recommended as an acceptable means for
maintaining the engine in peak operating condition. Operating experience and the particular needs of the owner may
indicate the need for additional inspections. Inspection intervals used are considered to be generally ideal, but operating
experience must be used to decide the ultimate suitability of the suggested schedules. Where experience indicates more
frequent inspection of a particular part or system is needed, the time interval between inspections should be shortened.
MAINTENANCESCHEDULES.
Unless otherwise stated on the Inspection Guides, the following inspection intervals are recommended for use.
a. DAILY —Operations which are to be performed on a daily basis, independent of engine operating hours.
b. WEEKLY —Operations which are to be performed weekly, regardless of engine operating hours.
c. MONTHLY/EXERCISE TEST —Operations which should be performed each time the unit undergoes its
periodic exercise test, but in no case less frequently than once a month.
d. ANNUAL/EACH PLANT SHUTDOWN —Inspections that should be performed on an annual basis, or at

plant shutdown for reactor refueling. The interval may be adjusted to meet plant shutdown schedules.
e. BI.ANNUAL/ALTERNATEPLANT SHUTDOWNS —To be performed at alternate reactor refueling shut-

downs, or bi.annually.
f. ~ FIVE YEARS —To be performed at the nearest plant shutdown period prior to a five year interval.
INSPECTION GUIDES.
The recommended maintenance actions are listed on Inspection Guides, divided into inspection intervals. The guides
are further separated by component groups such as the diesel engine, electrical components, auxiliary equipment, etc.
References are provided to direct the user to the sources of information needed to assist in performing the maintenance
actions. In addition to those maintenance actions listed on the individual guides, all parts of the engine should be
frequently felt by hand, particularly during the first few hundred hours of operation, to detect any excessive temper-
atures on heads and crankcase side covers. Excessive temperatures in a connecting rod or a main bearing can usually be
detected by the increased temperature on the adjacent side cover.
CO
Z
oO
5-8-1
Instruction Manual 5-B-2
PART B —SUGGESTED MAINTENANCESCHEDULES (Continued)
INSPECTION GUIDE Frequency: DAILY

Coinponent Group: Diesel Engine
Special Conditions: None

Item Reference
Observe and record lubricating oil and jacket water temperatures
(only if unit in standby mode with keep warm pumps on).
Drain all low point water collectors, "Y"strainers and air receiver Instruction Manual, Section 6I
tanks in starting air system.
Check engine auxiliary equipment for oil, water and fuel oil leaks.
Check level of lubricating oil in sump tank, governor and pedestal Associated Publications Manual,
bearing. manufacturer's bulletins
Check fuel oil pump rack for freedom of movement through full See assembly drawings in Parts Manual
limit of travel. Do not disconnect from governor.
V
2
CO
5-B-2
Instruction Manual
PART 8 —SUGGESTED MAINTENANCESCHEDULES (Continued)
.
INSPECTION GUIDE Frequency: WEEKLY
Component Group: Diesel Engine
Special Conditions: None

Item Reference
Check air butterfly valve(s) and actuating cylinders for freedom of Parts Manual —assembly dwgs.
operation. Associated Publications Manual—
manufacturer's dwgs.
Turn on electrical fuel oil booster pump for a short time and circulate
fuel through system. Check strainers for clean fuel.
V
Z
CO
5-B-3
INSPECTION GUIDE Frequency: MONTHLYor EACH EXERCISE TEST
Special Conditions: Monthly or each test, whichever comes first

Item Reference
Clean and inspect "Y"strainers in starting air system. Note: If Instruction Manual, Section 6, Part I
fouling of strainers is such that more frequent inspection is indicated,

shorten inspection interval.
Check lubricating oil filter pressure differential.
Inspect and clean air filter in starting air distributor. If conditions Associated Publications Manual,
warrant, inspect more frequently. manufacturer's instructions
Drain water and/or sludge from lubricating oil full flow filter. Associated Publications Manual,
manufacturer's instructions
If differential pressure indicates, check strainer screens in fuel oil Associated Publications Manual,
and lubricating oil pressure strainer. manufacturer's instructions
Check lubricating oil for fuel dilution with a viscosimeter.
Send lubricating oil sample to laboratory for analysis. Instruction Manual, Section 8, Appendix Vl
Check pH factor of jacket water. Correct as recommended by Instruction Manual, Section 6, Part J
chemical supplier. The recommended pH is 8.25 to 9.75.
EJ
Z
CO
5-B4
INSPECTION GUIDE Frequency: ANNUAL/EACHPLANT SHUTDOWN

Special Conditions: Annual or each shutdown, whichever comes first

Item Reference
Drain lubricating oil system. Clean sump and strainers. Refill with Instruction Manual, Section 8, Appendix Vl
new oil.
Remove alternate left side doors and examine inside of engine for
any abnormal conditions.
Check valve lash. Instruction Manual, data sheet and

Section 6
Remove fuel injector nozzles, clean, reset, and reinstall. Instruction Manual, Section 8, Part F, and
Bendix instructions in Associated
Publications Manual
Check connecting rod and link rod bearing. Instruction Manual, Section 8, Appendix III
Check and record crankshaft deflections. Instruction Manual, Section 6, Part D
Visually inspect foundation for breaks in bond between sole plates

and grout.
Check foundation bolts for correct torque. Retorque as necessary Instruction Manual, Section 6, Part D and
then recheck crankshaft deflections. Section 2
Check lubricating oil jets for plugged or broken lines.
Remove cern covers and cylinder head covers. Inspect cams, tappets, Instruction Manual, Section 6, Parts 8 and E
rollers, rocker arms, push rods, springs and valve guides.
Drain governor oil, clean, flush, refill with new oil. If necessary, Associated Publications Manual, Woodward
replace governor drive coupling. bulletins
Check cold compression pressures, maximum firing pressures and Instruction Manual, Section 6, Part 8
take an indicator card. If indicated, remove cylinder heads, grind
valves. Check valves and liner.
Remove end plates from heat exchangers and intercoolers. Examine Associated Publications Manual,
and clean as necessary. manufacturer's instructions
Inspect intake air filter oil distribution plate. Change oil in filter. Associated Publications Manual,
2 manufacturer's instructions
CO
5-B-5
INSPECTION GUIDE Frequency: BI.ANNUAL/ALTERNATEPLANT SHUTDOWNS

Coinponent Group: Diesel Engine
Special Conditions: Whichever frequency point comes first

Item Reference
Inspect gears for general condition. Check backlash and replace Instruction Manual, Section 8, Appendix III
worn gears exceeding maximum clearance.
Remove fuel injection pumps. Disassemble, clean, repair and adjust Instruction Manual, Section 6, Part F and
as necessary. Associated Publications Manual, Bendix
instructions
Check main bearings. Instruction Manual, Section 6, Part D and

Section 8, Appendix VI
4J
Z
CO
5-B4
inst| uction Manual
INSPECTION GUIDE Frequency: EVERY FIVE YEARS

Special Conditions: Nearest plant shutdown to five year point.

Item Reference
Remove turbocharger(s). Disassemble, clean, inspect, repair and Associated Publications Manual,
reassemble. manufacturer's instructions
Z
CO
CS
5-B-7
Instruction Manual 5.C-1
PART C —PRESERVATION AND STORAGE

PREPARATION FOR SHIPMENT AND/OR STORAGE.
The diesel engine/generator set is prep'ared for shipment in conformance with contractural requirements, and consistent
with the provisions of ANSI N45.2.2-1972, "Packaging, Shipping, Receiving, Storage and Handling of Items For
Nuclear Power Plants (During The Construction Stage PhaseJ." The-degree of preservation will depend upon customer
requirements, and the anticipated term, of'storage. Unless otherwise provided for by contractural arrangement, the
following preservation methods and requirements are the normal standard for Transamerica Delaval Inc.
PRESERVATION MATERIALS.
In addition to the tapes, barrier materials, desiccants etc. specified in Section 3 of ANSI N45.2.2-1972, two preserva-
tion materials are normally used. These are Tectyl 502-C and Tectyl 890, both manufactured by, and available from
Ashland Petroleum Company. The characteristics of these two preservatives are as follows.
a. Tectyl 502-C (U.S. Government specification MIL-C-16173, Grade II, and MIL-P-116G preservative type
P.2) is a soft, amber, transparent film preservative which may be applied by spraying, dipping or brushing. It provides
extended undercover or indoor protection for the interior or exterior surfaces of machinery, instruments, bearings, etc.,
and provides limited periods of outdoor protection where metal temperatures do not produce a flow of the film. It may
be, removed with petroleum solvent, lubricating oil, hot alkali wash, or with a vapor degreaser. Tectyl 502-C should
provide adequate protection for six months outdoors, and for 18 months when in/oors, or interior surfaces which are
sealed off from the elements.
b. Tectyl 890 (U.S. Government specification MIL-C-16173, Grade I, and MIL-P-116G preservative type P-1 is
a firm, black, opaque film preservative which may be applied by spraying, dipping or brushing. It provides for preserve.
tion of items stored indoors or outdoors, with or without cover where a firm film is required. It maybe removed with
; ( petroleum solvents, or with a vapor degreaser. Tectyl 890 will provide protection for up to 30 months when outdoors,
and in excess of five years when stored indoors, or under cover.
DESICCANTS
When the use of a desiccant is specified, a silica gel type product such as PROTEK-SORB 121 manufactured by
Davison Chemical Division, W.R. Grace 5 Co. is normally used for this type protection. PROTEK-SORB 121 silica
gel is a pure, chemically inert amorphous silica."The action is purely physical, with no change in size or shape of the
particles as they become saturated. Even when saturated, the material looks and feels perfectly dry. Desiccants are
packaged by "units" rather than by weight, a unit being defined as that weight of desiccant which will absorb at least
three grams of water vapor at 20% relative humidity, and at least six grams of water vapor at 40% relative humidity at a
temperature of 25 C. Silica gel canbe regenerated in a vented oven, following the manufacturer's instructions. Although
silica gel provides no visible indications as to the condition of the gel, humidity indicators, or TEL-TALE indicating
gel may be used for this purpose. These indicators will gradually change color from a deep blue towardsa pale pink as
the gel becomes saturated with water vapor.
GENERAL PRESERVATION PROCEDURES.

The following depicts the general procedures used prior to shipment for the preservation of diesel engines and, when
appropriate, other appurtances furnished by Transamerica Delaval, Engine and Compressor Division, and for the
maintenance of this preservation protection during storage.
CO
a. With the engine running, disconnect the fuel line ahead of engine fuel booster pump and allow the engine
2 to burn about five to ten gallons of pure tectyl 502-C before shutting down. Cap fuel line to engine.
b. Seal all openings to the interior of the engine.
c. Remove fuel injectors and spray Tectyl 502-C inside the combustion chamber, coating the cylinder liners,
piston crowns, and cylinder head faces. Replace injectors.
5-C-1
Instruction Manual 5-C-2
PART C —PRESERVATION AND STORAGE (Continued),

d. Plug all openings to each fuel pump. Disconnect the drain line and pump Tectyl 502.C through the connec-
tion until Tectyl is observed leaking past the fuel rack.'he pump is then reversed and all excess Tectyl removed.
1/
e. Drain jacket water and cooling water systems, especially the water pump, thermostatic valves and inter-
coolers.
f. Remove cylinder head covers and coat all areas inside sub cover with Tectyl 502-C. Replace covers.
g.Remove cern gallery side doors and thoroughly coat the entire camshaft and housing with Tectyl 502-C.
Replace doors.
h. Remove cover plates and inspection doors on gearcase covers. Coat gears with Tectyl 502.C. Replace cover
plates and doors.
i. Remove engine side doors and spray all accessible machined interior surfaces within the crankcase with
Tectyl 502-C. Replace side doors.
j. Remove upper half of rear oil seal and spray Tectyl 502-C on the shaft and throughout the area. Reinstall
upper half of rear oil seal.
k. Carefully examine all gaskets and equipment removed from engine for damage prior to reinstallation.
Replace all gaskets that show signs of damage.
I. Wrap rear crankshaft oil seal with duct tape.
m. Coat all machined and unpainted surfaces on the exterior of the engine with Tectyl 890.
n. Fill governor to top with oil. Any''good 40 weight automotive type oil will be sufficient.
o.,Check that all openings to interior of engine are closed. Replace all covers, plates, blind flanges, etc. that
were removed.
LONG TERM STORAGE.

ln addition to those procedures outlined in the previous paragraphs, the following procedures can be used prior to
shipment of diesel engines and their appurtenances to prepare them for long term (six months or longer) storage.
Although each of these procedures is strongly recommended, they must be specified by contract if they are to be per-
formed by Transamerica Delaval.
a. Remove liquid filled gauges from the engine and store them separately to protect them from accidental
breakage or damage.
b. Place one 80 unit bag of desiccant per cylinder on a 1 x 3 inch board in the bottom of the crankcase. A
blank plate with a tapped hole should be bolted over the crankcase vent opening and a probe type humidity indicator
installed in the tapped hole.
e
CO
z c. Place one 80-unit bag of desiccant at either end of the intake manifold. One 16.unit bag of desiccant should
O
O be placed within the intake port of each cylinder head and either taped in place, or secured to some kind of wooden
block.
d. Place one 4.unit bag under each cylinder head cover.
5-C-2
instruction Manual 5.C-3
PART C —PRESERVATION AND STORAGE (Continued)
e. Grease all gaskets on both sides during reassembly, and bolt all surfaces tightly together.
f. Remove all lines from fuel pumps and injectors. Wrap in plastic bags together with desiccant and tape
closed. Store in a box. Cap all injector and pump openings. Tape a 4.unit bag to each pump, staple an indicator to
each
bag of desiccant and wrap the pump in a plastic bag. Tape shut with duct tape. Make sure
all fuel racks and linkages
are thoroughly greased, or coated with Tectyl 502-C.
g. The barring device, air distributors, air solenoid valves, governor and overspeed trip should each have a
4-unit bag of desiccant taped to it, together with an indicator and then wrapped in plastic and sealed with duct tape.
h. Each junction box on the engine should have a 4-unit bag of desiccant placed inside and the cover sealed
with duct tape.
i. One 16-unit bag of desiccant should be placed within the turbocharger(s) outlet port. Seal all turbocharger
openings with blind flanges and duct tape.
j. Highly visible warning placards should be placed on each piece of equipment, or at each access to areas
which contain desiccant to warn of the presence of the desiccant, and to serve as a reminder to remove the desiccant
before the engine is started.
LEVELS OF STORAGE.
If the engine and associated equipment is to be placed in storage prior to installation, the preservation procedures
applied prior to the shipment must be maintained. For long term storage Isix months or longer), the following levels
of storage, as defined by ANSI N45.2.2-1972 are recommended.
a. Level B —Storage within a fire resistent, tear resistent, weathertight and well ventilated building, or equi-
valent enclosure, not subject to flooding and with a paved or otherwise surfaced floor with good drainage. Items should
be placed on pellets or shoring to permit air circulation. Temperature control and uniform heating to prevent conden-
sation and corrosion, and to provide temperatures between the ranges of 40 F minimum to 140 F maximum. The
following types of equipment provided by Transamerica Delaval should be stored in Level 8 facilities.
1. Motor control centers.
2. Generators.
3. Switchgear.
4. Control Panels.
5. Air filters.
b. Level C —All provisions and requirements of Level B except for heat and temperature control.
1. Engines and attached equipment.
2. Pumps and Valves.
3. Auxiliary skids.
4. Lubricating oil filters and strainers.
CO
z C. Transamerica Delaval recommends that items listed for Level C storage have heat and temperature control
O as well.
O
Information concerning storage levels extracted from American National Standard Packing, Shipping, Receiving, Storage
and Handling of Items for Nuclear Power Plants (During the Construction Phase) ANSI N24.2.2. 1972, with the permis-
sion of the publisher, The American Society of Mechanical Engineers, United Engineering Center, 345 East 47th Street,
New York, NY 10017.
5.C-3
RECEIVING INSPECTION.
A visual examination of the engine and other equipment should be made before'off.loading to determine if any damage
was incurred during shipment. This inspection should be made in accordance with ANSI N45.2.2-1972. Thefollowing
areas of inspection should be conducted.
a. Fire — Charred wood, paper or paint, indicating exposure to fire or extremely high temperatures.
b. Excessive exposure —Weatherbeaten, frayed, rusted, or stained containers indicating prolonged exposure
during transit.
c. Environmental damage —Water or oil marks, damp conditions, dirty areas, or salt film (indicating exposure
to sea water or winter road salt chemicals).
d. Tiedown failure —Shifted, broken, loose or twisted shipping ties, and worn material under ties, indicating
improper blocking and tiedown during shipment.
e. Rough handling —Splintered, tom or crushed containers indicating improper handling. Review of impact
recording instrument readings.
f. Item inspection —Unless the package marking prohibits unpacking, the contents of all shipments should be
visually inspected to verify that the specified packaging and shipping requirements have been complied with. When
items are contained in transparent, separate moisture proof bags or envelopes, a visual inspection without unpacking is
preferred. Statistical sampling methods may be used for groups of similar items. Care shall be taken to avoid contamina-
tion of the items during inspection. The inspections shall be performed in an area equivalent to the level of storage
required for the item. These inspections are examinations shall include the following, as appro'priate.
l. Identificatio'n and Marking: Verification that identification and markings are in accordance with
applicable codes, specifications, purchase orders, drawings, and these instructions.
2. Complete Shipments: Verify that the contents rnatch packing lists. If there are discrepancies, contact
Transamerica Delaval, Engine and Compressor Division, Customer Service Department immediately.
3. Manufacturing Documentation: Assurance that the document certifying that the item received was
fabricated, tested and inspected prior to shipment in accordance with applicable code, specification, purchase order
and/or drawings is included in shipment if applicable.
4. Protective Covers and Seals: Visual inspection to assure that covers and seals are secure.
5. Coatings and Preservatives: Verification that coatings and preservatives are applied in accordance with
specifications, purchase orders or manufacturer's instructions.
I
6. Inert Gas Blanket: Verification that the inert gas blanket pressure is within the acceptable limits, if
used.
CO 7. Desiccant: Verification that the desiccant is not saturated, determined by the use of humidity indica.
2 tors. Desiccants shall be regenerated or replaced as necessary in accordance with manufacturer's instructions.
o
O
8. Physical Damage: Visual inspection to assure that parts of items are not broken, cracked, missing,
deformed or misaligned and rotating parts turn without binding. Accessible internal and external areas shall be free of
detrimental gouges, dents, scratches and burns.
5-C4
9. Cleanliness: Visual inspection to assure that accessible internal and external areas are within the
specification requirements for dirt, soil, mill scale, weld splatter, oil, grease, or stains. Inspection for cleanliness is per-
formed prior to sealing and shipping, therefore, if receiving inspection indicates that there has been no penetration of
the sealed boundry, then inspection for internal cleanliness is optional.
g. Conformance Inspection —Unless the completed item was inspected or examined at the source, it should
be inspected or examined at the point of receiving to verify that the following characteristics conform to the specified
requirements. These inspections or examinations should include such items as the following:
1. Physical Properties: Nondestructive examination to assure that physical properties conform to the
specified requirements and the chemical and physical test reports, if required, meet the requirements.
2. Dimensions: Random visual inspection to assure that important dimensions conform with drawings
and specifications. Examples: Base plate mounting holes, overall external size, configuration and orientation of parts.
3. Weld Preparations: Random verification that weld preparations are in accordance with applicable
drawings and specifications.
4. Workmanship: Visual inspection of accessible areas to assure that the workmanship is satisfactory to
meet the intent of the requirements.
5. Lubricants and Oils: Verification of presence of proper lubricants and oils, if required, by either
specification, purchase order or manufacturer's instructions.
6. Electrical Insulation: Performance of insulation resistence tests for motors, generators, control and
power cable, to ensure conformance with specifications.
h. Speciallnspection —Where receiving inspection in addition to that described above is required, the "Special
Inspection" procedure, complete with documentation instructions, shall be attached to the item or container; this is in
addition to the inspection, and the results of the inspection shall be documented.
ON. SITE PREPARATION FOR STORAGE.

If the engine and other components are to be placed in storage prior to installation, the engine should be offloaded and
moved to its storage location. Place engine onto Tectyl coated hardwood blocks. The mounting flanges must be sup-
ported by 50% of their area, equally spaced. The engine should be completely covered by a tarpaulin, and the tarpaulin
securely fastened to the skid. If the storage is to be long term, the preservation procedures applied prior to the shipment
must be maintained. The engine should be stored in the level of storage specified in preceeding paragraphs.
STORAGE INSPECTIONS.
Six month inspections of the unit should be conducted to the following criteria, witnessed by a Transamerica Delaval
service representative (upon receipt of a purchase order), or documented by a formal report by the owner's inspector,
a. Do not rotate the engine.
CO
b. Examine all engine cover plates for tightness and sealing ability. Do not open the engine unless it is abso.
't 2 Iutely necessary.
O
Q
c. Examine gaskets for any covers removed and replaced if any damage exists.
d. Examine all humidity indicators for 60% saturation. Replace or regenerate the saturated silica gel as neces-
sary. If the interior of the engine is exposed for any reason, reapply Tectyl as needed.
5-C-5
Instruction Manual 5 C.6
i PART C —PRESERVATION AND STORAGE (Continued)

e. Inspect the hardwood supports for any indication of settling. If settling has occurred during storage,supports
should be replaced or adjusted as necessary.
f. Examine intake manifolds and turbocharger ts) for deterioration. Clean and preserve as necessary.
g. Replace tarpaulins and secure.
RECOATING OF PRESERVED SURFACES.,

In view of the finite life of the preservative material, it is recommended that the surfaces be recoated as follows during
the term of storage.
a. Every six months, or less if inspection indicates need, all outside surfaces of the engine which have been
coated with Tectyl 502.C should be recoated.
b. Every 18 months all interior surfaces of the engine and other equipment must be recoated.
c. Every 30 months all exterior surfaces which were coated with Tectyl 890 should be recoated.
GENERATOR
Large, one bearing generators'are shipped disassembled,and are preserved for shipment and storage by the manufacturer.
In addition to those requirements specified for engines and associated equipment, the following conditions apply to all
generators. Additional requirements may be specified by the manufacturer.
a. Inspect Shipment —Inspect stator, rotor and bearing pedestal to determine condition as received. Damage
to skid timbers is evidence of humping or rough handling. Damage to tarpaulins and plastic covers could expose equip.
ment to moisture. Inspect leads and accessories. Check bearing and shaft surface for moisture and rust. Inspect stator
and rotor windings and test insulation resistance, a low value indicating presence of moisture or contaminant on coils.
If generator is shipped as a sealed unit, do not open for inspection unless there is evidence of external damage to the
packing.
b. Insulation Resistance —Take insulation resistance tests on stator and rotor windings every three to six
r +
months. Take a one minute reading with a 500 volt megger. Recommended minimum values are:
x megohm on stator and one megohm on rotor. A dry, clean winding will test much higher. A more thorough test of
insulation is to continue megger test for one to 10 minutes. The 10 minute reading should be much higher than the one
minute reading. For dryout procedure, refer to generator instruction manual. This paragraph applies only if generator
is not completely sealed.
c. Storage —Should be in a Level B storage facility as defined by ANSI N45.2.2-1972.
d. Bearing and Shaft —Pedestal bearing should be stored in a clean, dry area and covered or boxed. The sleeve
bearing surface is greased or coated with Tectyl for shipment. for long term storage, a desiccant placed inside the
covering is recommended.
CAUTION
Some desiccants may be corrosive on contact.
Level C storage is recommended. Bearing and pedestal parts should be inspected after the first month and every three
CO
months thereafter. They should be cleaned and regreased if necessary. Unpainted surfaces on bearing housings should
2 be kept covered with grease or Tectyl 502-C. Unpainted parts of the shafts are covered with a rust preventitive such as
oO
Cosmoline, or with Tectyl 502.C, and should be inspected every three months, If bearings and shafts are not assemb!ed,
then set both parts on a block of wood, preserve with Tectyl 502-C and cover.
e. All generator equipment must be inspected at six month intervals by the manufacturer's service represen.
tative. The windings must be megged at this time, and accurate reports sent to Transamerica Delaval, and to the manu.
facturer of the generator.
5-C-6
Section 6
Overhaul &
Repair
SECTION 6
OVERHAUL AND REPAIR
PART A —GENERAL
ROTATION AND CYLINDER DESIGNATION.

Crankshaft rotation and cylinder bank designations are determined while viewing the engine from the flywheel end.
Number one cylinder on each bank is that nearest the gearcase, or auxiliary end, on the opposite end of the engine from
the flywheel (see figure 6 A.1). Engines are designated as either right hand or left hand according to the side of the
engine on which the controls are mounted.
RIGHT BANK
cc: cc: cc: cc. cc cc C.W. ROTATION
~ cv c9 'cc ccc ccc h co ccc o IVIEwED FRQM
FLYWHEEL ENO)
n O
cv v ccc co w ccc e
LEFT BANK
GEARCASE ENO (F RONT) FLYWHEEL ENO (REAR)
Figure 6-A-1. Engine Rotation and Cylinder Designation
ASSEMBLY OF PARTS.
Before starting any disassembly of the engine, observe that many parts are match marked and identified by partor
assembly number. Engine parts which have been in service should be returned to the same position in the same engine
from which they were removed. This applies principally to cylinder liners, pistons, connecting rods and bearing caps.
New parts should be marked in the same way as the parts which they replaced. Safety clips, cotter pins and safety
wire, where specified, must be re.installed correctly to insure that the parts remain secure in use.
USE OF ASSEMBLY DRAWINGS.

Reference may be made to the assembly drawings in the Parts Manual to assist in the disassembly and assembly of
various engine components.
Note
Do not use the part numbers on these drawings for ordering replacement parts. The Pans Manual
should always be used for this purpose.
6-A-1
0
PART A —GENERAL (Continued)
CLEANLINESS.
Cleanliness is essential to the proper operation of an engine. Care must be exercised to keep dirt, grit,and other debris
from entering any of the lubricating oil, fuel or cooling water systems as well as from the bearing surfaces of moving
parts.
TORQUING
All torque values stated in this manual, unless otherwise specified, are based on the use of a thread lubricant composed
of equal parts by volume of engine lubricating oil and Dixon number two medium powdered flake graphite, or equal.
They do not apply to dry threads, or to threads lubricated with so-called "Super Lubricants". Dry threads can result in
torque readings as much as fifty percent in error. The following procedure should be used when torquing fasteners.
a. Lubricate threads with a mixture of oil and graphite and assemble threads. Tighten hand tight.
b. Tighten all fasteners by snugging the first one, then moving to the one farthest removed and continue in a
criss-cross pattern until all fasteners are snug.
c. Unless otherwise specified, apply 20 percent of the required torque to each fastener in the sequence de-
scribed above, then repeat procedure in increments of 40, 60, 80 and 100 percent of the prescribed torque value.
d. Active nuts which are locked with cotter pins must be brought to the specified torque value before attempt.
ing to align the cotter holes. If the cotter pin hole in the bolt is halfway between the slots in the nut, or beyond, the
nut should be tightened to make alignment. If the cotter pin hole in the bolt is short of the halfway point, the nut may
be backed off to the nearest point where it will align.
TORQUE TABLES.
Refer to the Torque Tables, Appendix IV, Page 8.5 to find the torque value to be used when tightening fasteners on the
engine. The tables are divided into two parts, the first being for those fasteners for which specific torque value has been
assigned. The second part contains general torque values for use when no special torque value is assigned. Because of
their size, location and high torque requirements, main bearing cap studs are pre.stressed when the stud nuts are in-
stalled, rather than being torqued with a wrench. This is accomplished by stretching the studs with a hydraulic tool,
then tightening the stud nuts. When the tool is removed, the stress in the stud provides the clamping force to hold the
stud nut in place.
6-A-2 {R 1) 2/81
' PART A —GENERAL (Continued)
ADHESIVES AND SEALANTS.

The Ashland Oil Company produces a series of useful adhesives and sealants under the trade name "Locktite".
Transamerica Delaval recommends the use of these products, and in certain instances specifies their use. Most Locktite
adhesives are anaerobic, that is, they cure or set when denied oxygen. They utilize oxygen to keep the adhesive in a
liquid state while in its container, and during application. When the parts are assembled, however, oxygen is excluded
and the anaerobic resin hardens into a tough thermoset plastic. The curing mechanism, then, is a combination of
contact with metal and the exclusion of oxygen. Copper and brass provide a very fast cure, whereas iron and steel
provide a slightly slower rate of cure. Aluminum, cadmium and zinc platings are very slow curing. Nonmetallic surfaces
do not initiate a cure, and a special Locktite primer must be used. The following paragraphs and tables are provided to
assist maintenance personnel in selecting the best sealants or adhesives for a particular job. It should be noted that in
some instances a specific product is recommended for a specific use. For additional information, it is suggested that the
product manufacturer be consulted, or that inquiries be directed to the Transamerica Delaval Customer Service Depart-
ment.
a. THREADLOCKER SEALANTS —An anaerobic adhesive used to prevent a fastener from loosening, corro-
sion and leakage. Although not essential, the use of a primer will clean off oil, and accelerate curing.
1. Apply to thread engagement area, fillingthe thread root. Assemble parts.

2. For blind holes, put a few drops into the hold and onto the fastener. Assemble parts.
3. For already asser()bled parts, clean fastener or nut parting line. Apply Locktite 290 at the interface
area and allow the capillary action to carry the adhesive into the threads.
4. Threadlocker sealants act as liquid lockwashers.
CAUTION
Do not use Locktite on any fastener for which a specific torque value is assigned, and which
utilizes a lubricant consisting of a 5050 mixture of powdered graphite and lubricating oil.
LOCKTITE PRODUCT 242 271 277 222 290

Nuts, bolts & screws Fasteners & studs Fasteners & studs Small screws Preassembled
Application general pur pose up to 1 " die. over 1" dis. No. 6 & below fasteners (med.
(Thresdlocklng) (medium strength) (high strength) (high strength) (low strength) to high strength)
Gsp filling .005 .007 .010 .005 .005
ability, inches
Viscosity 1000 6500 1000 12
(cP) mean
Torque in/Ib
breakaway/ 60/35 160/225 100/145 40/20 60/200
prevailing
Shear strength 1600 2500 3800 900 1800
psl
Temperature %5 to 300 %5 to 300 %5 to 300 -65 to 300 ~ 65 to 400
range oF (oc) ( 55 to 149) ( 55 to 149) ( 55 to 149) ( 55 to 149) ( 55 to 204)
Cure speeds
without primer 20 min/6 hr 20 min/)( hr 30 min/6 hr 20 min/6 hr 10 min/)S hr
Fixture/full
Cure speeds
O
O with primer 6 min/2 hr 5 m)n/8 - 1 hr 10 min/2 hr 6 min/2 hr Not Required
fixture/full
Recommended None
primer T (optional) T (optional) T (optional) T (optional)
Table 6.A-1. Threadlocker Adhesives
6-A-3

b. THREAD SEALANTS —Used to stop leaks in threaded pipes and fittings.
1. Wipe threads with a clean cloth to remove any contamination.
2.Apply sealant behind leading thread, avoiding filling the first thread. Apply to only three. quarters of
a thread turn. Assemble parts. Fittings will seal at any angle without heavy wrenching.
3. For pipes greater than two-inch diameter, apply sealant to both male and female thread surfaces.
4. For leaking castings, isolate leak area, heat to drive out oils, then apply Locktite 290.
5. Pipe Sealant with Teflon (PST) seals moderate pressures instantly, and is superior to tape. It can be
used anywhere teflon tape is used.
Pipe Sealant Hydraulic Stainless
LOCKTITE PRODUCT With Teflon Sealant Steel PST 290
Application General purpose Fluid power system Stainless steel er Porosity leakage
(Sealing) thread sealing connections monel threaded pipe (pinhole leaks)
ar flninps
Gep filling
ability, Inches .020 .005 .020 .005
Viscosity
(cP) Mean 200,000 400 400,000 12
Temperature %5 to 400 ~ 65 to 300 ~65 to 500 ~65 to 300
range, oF (oc) (-55 to 204) ( 55 to 149) ( 55 to 260) (.55 to 149)
Cure speeds carbon steel:
without primer 24 hr/72 hr 45 min/2 hr 30 min/4 hr 10 min/1.2 hr
fixture/full stainless steel:
3 hr/24 hr
Cure speeds
with primer 15 min/5 hr Not Required Stainless steel: Not Required
fixture/full 5 min/2 hr
Recommended None N (Optional) None
primer
Table 6.A-2. Thread Sealants
c. GASKETING (Anaerobic) —For sealing flanges. For gaps over 0.010 inch primer should be used. Clean
contamination from flange surfaces, apply continuous bead to one surface. If primer is applied to speed the curing rate,
or to cure through larger gaps, both flange surfaces should be primed. Allow one to two minutes for primer to dry, then
assemble parts with minimal interface movement. Torque fasteners to metal.to metal firmness. Allow sealant to cure
before pressurizing.
Gasket Gasket Gasket Gasket Plastic

5llminator E llmlnetor Elimlnator Master Elimlnator Gasket
LOCKTITE PRODUCT 515 610 504 Gasket 516 568
Application General High Large paps, Maintenance Sealing or costing Hlph adhesion/
(Gasketinp) purpose Temperature Instant seal & repair conventional structural strengt
gaskets
Gap filling
ability, inches .010/.050 .010/.020 .030/- -/.050 .010/.050 .010/.020
unprimed/primed
Viscosity 200,000 to 700.000 to 1,000,000 to '00,000
to 200,000 to 6000 to
(cP) mean 500,000 1,200,000 2,000,000 600,000 500,000 7000
Strength, psi
shear/tensile 2000/1900 1360/2000 1300/1350 2000/1900 2000/1900 /5000
Temperature %5 to 300 ~65 to 400 %5 to 300 ~ 65 to 300 %5 to 300 ~65 to 300
range oF (oC) (.55 to 149) (.55 to 204) (.55 to 149) ( 55 to 149) (.55 to 149) (.55 to 149)
Cure speeds
without primer 1 hr/12 hr 4 hr/12 hr 30 min/12 hr 1 hr/12 hr 12 hr/24 hr
fixture/full
O
O Cure speeds
with primer 16 min/2 hr 30 min/4 hr Not Required 15 min/2 hr 16 min/2 hr 6 hr/12 hr
fixture/full
Recommended Master Gasket
primer N (Optional) N (Optional) None Primer N (Optional)
Table 6-AQ. Gasketing Material
6-A4
instruction Manual 6-A-5
PART A —G EN E RA L (Continued)
d. RETAINING COMPOUNDS (Anaerobic) —Used to improve cylindrical part assembly.
1. Clean both surfaces with Locktite Safety Solvent, or equivalent.
2. If faster cure is required, or if surfaces are inactive, apply Locquic Primer T to both surfaces. Allow
Primer T to visibly dry (two to five minutes) before applying retaining compound.
3. Apply retaining compound to both surfaces. If Primer T has been used, parts must be joined within
four minutes after retaining compound is applied.
LOCKTITE PRODUCT Rc/601 RC/680 Rc/620

Application
(Retaining or Mounting General High High
Cylindrical Parts) purpose strength temperature
Gap filling
ability, Inches .005 .015 .01 5
Viscosity
(cP) mean 2000 7000
Shear strength psl
steel/alum. 3000/600 4000/600 3000/600
Temperature ~65 to 300 %5 to 300 %5 to 450
range oF (oC) (.55 to 149) ( 55 to 149) (65 to 232)
Cure speeds (steel)
without primer 10 min/1% hr 30 min/4 6 hr 30 min/8 10 hr
fixture/full
Cure speeds (steel)
with primer 5 min/30 min 5 min/4W hr 5 min/8 10 hr
fIxture/full
Recommended
primer T (optional) T (optional) T (optional)
Table 6-AC. Retaining Compounds
e. SUPERFLEX SILICONE ADHESIVE SEALANT —Forms a cured silicone rubber for use in gasketing,
sealing, bonding and caulking. Clean surface with Methyl Ethyl Ketone (MEK) or Locktite Safety Solvent 755. Apply
Superflex to one surface and assemble parts.
Gap Filling Temperature

Ablllty, Range V(scosity Strength Cure Speed
Inches ~F ~PM r IT ~Tk F
.250 ~95 to 400 Paste 400 30 min/24 hr

.70 to 204
Table 6-A-5. Superflex Silicone Adhesive Sealant
f. PRIMERS —Locquic Primers (more accurately, Activators) are curing agents for Locktite anaerobic adhe-
sives and sealants.
1. Locquic Primer N assures fixture of parts within 15 to 30 minutes, and fuii fixture in 12 hours or less.
CO 2. Locquic Primer T assures fixture of parts within 5 minutes, and full fixture in six hours or less.
O
O
3. Locquic Primer NF assures fixture of parts within 15.30 seconds, and full cure in four hours or less.
6-A-5
SAFETY PRECAUTIONS.
Personnel performing maintenance, overhaul and repair work on the engine and'its associated equipment must be
aware of the hazards involved in this type of work,and observe all safety precautions. In addition to those precautions
listed in Section 4 for engine operation, the following are some of the areas in which safety practices are irldicated.
a. Observe all specific Warnings listed in this manual for the operation being performed.
b. If, in the course of maintenance work, it becomes necessary to crank or operate the engine, those precau.
tions listed in Section 4 should be observed.
c. When handling heavy weights, all weight handling equipment must be inspected before use.
d. Exercise extreme care to insure that the weight of all parts being handled is under complete control at all
times.
e. 'nder no circumstances should any person extend any part of his body under any suspended heavy part.
f. When handling liquid nitrogen, or other super cold liquid, wear suitable gloves to protect the hands. Gloves
should be of a type approved for protection against extremely low temperatures.
g. Crankshaft should be blocked to prevent inadvertant movement when working in the crankcase.
h. Do not exceed maximum allowable hydraulic piessure on hydrostatically operated tools and equipment.
i. Do not disconnect any pressurized line until you have determined positively that no pressure exists in the
line.
j. Exercise good housekeeping practices to provide good footing on platforms, ladders and other areas around
the engine and associated equipment.
k. Under no circumstances should any interlock, safety switch, or other safety device be bypassed, blocked
or otherwise rendered inactive.
O
O
6-A-6
PART 8 —CYLINDER HEADS AND VALVES
CYLINDER HEAD REMOVAL.

Each cylinder head may be removed from the block independently of the other cylinder heads. The cylinder head
has two intake and two exhaust valves, together with their associated springs, wedges, retainers, etc. Valve springs
may be replaced with the cylinder head installed on the engine provided the piston is at top dead center to prevent
the valves from falling into the cylinder. To remove a cylinder head from the engine, proceed as follows.
a. Drain jacket water from engine.
b. Remove cylinder head cover.
c. Remove air jumpers.

1 ~
d. Disconnect exhaust and intake air mani ~
folds.
t4
e. Disconnect fuel injection lines and nozzle
et „"L~ >~t,,'o *
drain fittings.
e
f. Remove rocker assemblies and push rods. «5 gjja ~

Remove hydraulic valve lifters if engine is so equipped.
g. Remove fuel injection nozzles and holder

assemblies. <i~
'.
Remove cylinder head sub-cover.
i. Attach lifting fixture to the fuel injection

studs as shown in Figure 6-B.1. Attach an overhead
hoist to the lifting ring of the fixture.
I ~ Remove cylinder head stud nuts and

washers. Figure 6.B. 1. Cylinder Head Lifting Fixture
k. Lift head from block. If head sticks it may be necessary to take a strain on the hoist and break the head
loose by striking the sides with a babbitt or lead hammer.
INSPECTION.
Clean inside of combustion chamber. Bar engine over until piston is at bottom dead center and clean and inspect upper
portion of cylinder bore. Clean gasket surfaces of engine block and cylinder head. Remove intake and exhaust valves.
Reface and reseat as necessary, following the procedures outlined in subsequent paragraphs.
6-8-1
PART 8 —CYLINDER HEADS AND VALVES (Continued)

VALVES.
Intake and exhaust valves on diesel engines are interchangeable. When replacing valves that have been removed for
grinding and seating, however, they should be returned to the same relative location as that from which they were
removed.
VALVESPRING REPLACEMENT (Cylinder Head Not Removed).

Valve springs may be replaced without removing the
cylinder head from the block. Remove rocker arm assem-
COMPRE SSLNG SCREW
blies and fuel injector, then bar engine over until the ROLL PIN
piston of the cylinder being worked on is at top dead

center. This is important as the valves can fall into the
combustion chamber if piston not at top center. Attach ADAPtER RETAINER SRACKET
a valve spring compressor tool, part number 00.590-6155

VALVE SPRING
(see figure 6-B-2) to the cylinder head by positioning the Rf'TAINER
PUf L INIECTOR
tool support over the fuel injector studs. Place a washer STUD
on each stud, then thread a spacer-nut on each stud to

hold tool in place. Slide the adapter-retainer over the SPACE R NUT
SUPPOR't
valve spring retainer (figure 6-BQ), then swing bracket to
position compressing screw over adapter-retainer. Turn WASH E R
CYLINDER HEAD
screw in until all slack is removed, check proper engage-
ment of the adapter-retainer to the valve spring retainer, INTAKE VALVE fXHAUSTVALVE
then continue to turn screw in, compressing the valve
spring. When spring is compressed sufficiently to permit
removal of the two wedges (figure 6-B-3), lift valve by its K0k
stem and remove the two wedges. Slack off on compres-
sing screw and swing bracket arm clear. Remove valve VALVESPRING
COMPRESSOR 'tOOL
spring retainer and valve springs. Tool can then be used
to'remove other valve springs on that cylinder head. Note
that when tool is mounted on injector studs, all four WHEN TOOL IS ST CURED IN THIS POSITION,
dOTH INTAKE AND EXHAUST VALVES ARE
valves are accessible without removing cylinder head sub- ACCfSSISLE WITHOUT REMOVING CYLINDER
cover. An alternate method is to mount the tool on the HEAD SUB COVER
starting air valve studs, however, only the intake valve Figure 6.B-2. Valve Spring Compressor Tool
springs can be removed with tool in this position. Instal-
lation is the reverse of removal.
VALVE REMOVAL FROM CYLINDER HEAD. WE DOES (2I VALVESTEM
With cylinder head removed from engine, install valve VALVESPRING

RETAINER
spring removal tools as shown above, and remove valve
springs. Remove valves by pushing out of guides on the
combustion chamber side of the head.
ES
oO
VALVESPRING
Figure 6.BB. Valve Spring Retainer
6-B-2
PART C —PISTONS AND RODS

GENERAL.
The design features of the Enterprise@Model RV engine makes it possible to remove the pistons and their attached
rods by pulling them straight out through the cylinder liners. Normal procedure is to remove the link rod and piston
first, then the master rod and its piston. It is possible, however, to remove either rod without having to remove the
other, including its cylinder head. The procedure for removing the master rod without first removing the link rod is
slightly different than if the link rod were removed. Connecting rod bearings may be removed without removing either
rod and piston, and without having to remove either cylinder head.
WARNING
The procedures in the following paragraphs involve the handling of heavy and unwieldy parts in
a confined space. All weight handling equipment must be inspected before use, and extreme
care must be exercised to insure that the weight of the parts being handled is under complete
control at all times. Under no circumstances should any person to extend any part of his body
under any suspended part.
I.HIK HOO
LINK IIOO 'To ~ IN COLT
SAP STY WVIE

CONNECTING Aoo EVENING
LOCKING CLIP
~ OX SVSHHIG LOCK PW
HASTE II IIOO
~ . LINK IIODTOPHI DOWEL
WASHE II
-* '::"W .LINK IIODtlH
SN
tltE PLVG
SAP ETY WIIIE
Ae COHNECTINO IIOO
~ OX SVSHING
HE X HEAD COLTS
CONHI CTINO IIOO SOX
CONNECT INC Iloo

'TO SOX DOLT
COTTE II PEN
~ E AIVINISHE LL VPPE II AND LOWE II
SLOTTED HEX NVT WASHE II IIETAINEII IIINC ~ EAIVNO SHELLS
Figure 6.C-1. Connecting Rod and Bearings
PARTS LISTS.
Refer to the below listed group parts lists in the Parts Manual for a breakdown of the parts covered in this part of the
manual.
a. 340 Group Parts List, Connecting Rods.
b. 341 Group Parts List, Pistons.
c. 315 Group Parts List, Cylinder Block and Liners.
d. 590 Group Parts List, Special Tools
6-C-1
PART C —PISTONS AND RODS (Continued)

SPECIAL TOOLS.
The following special tools, listed in the 590 Group Parts List in the Parts Manual are require to perform the operations
outlined in this part of the manual.
a. Piston Pulling Fixture, Part No. 00 59041-OW

b. Piston Ring Guide, Part No. 18661
C. Piston Holder Spacer Rings, Part No. 00.590-01-BM
d. Chain Puller Bracket, Part No. 16103
e. Connecting Rod Saddle, Part No. 00.590-01-OS
f. Saddle Plate, Part No. 00-590 Ol-OT
9, Master Rod Bar Assembly, Assembly No. 1A.3036
h. Chain Puller, Part No. 15484
I. Chain Assembly, Part No. 16097
I Locking Ring Assembly, Assembly No. 1A-1846
k. Liner 0 ring Installation Ring, Part No. 02-590.01-AE
PISTON HOLDER
SPACER RINGS
(nI K'>)) r
'ACKING
SCREN
~
CHAIN PULLER
CHAIN POLLER
C3
Q JACKING SCREN
CONNECTING ROD L I
SADDLE S PLATE
USE THO CHAINS
Figure 6 C.2. Bearing Replacement Tool Arrangement
REPLACING CONNECTING ROD BEARINGS (See Figure 6-C-2).

Connecting rod bearing shells may be removed for inspection and/or replacement without having to remove the pistons
and rods from the engine. Special tools, positioned as shown in figure 6 C-2, are needed to accomplish the job. Remove
engine side doors adjacent to the bearing to be pulled. Position crankshaft with crank at the twelve o'lock position and
block crankshaft to prevent further movement. Proceed as follows.
a. Loosen four connecting rod bolts and rod to box boltIslightly, but do not remove.
b. Install connecting rod saddle and plate on master rod side of engine. Adjust jacl ing screw of tool to position
saddle snug against master rod to hold rod in place against crankpin.
6-C-2
Instruction, Manual 6.C-3

c. Attach chain puller bracket to side of crankcase, then attach chain puller. Attach chains to each end of link
pin with capscrews, connect other end of chains to chain puller and take up slack with chain puller as necessary to hold
the link rod firmly against the crankpin.
d. Place a piston holder spacer ring in the lower end of each cylinder liner, then install two jacking assemblies
in each cylinder liner and bolt in place to retain the spacer rings.
e. Adjust locking ring assembly jacking screws until spacer ring is snug against skirt of piston, holding it in
place in the liner.
f. Remove connecting rod bolts and rod to box bolts to free connecting rod box from master rod. Slack off
chain puller to allow box to swing clear of bearing shell. Adjust locking ring assembly jacking screw as necessary to
prevent binding.
g. Sack of on connecting rod saddle jacking screw until master rod is clear of crankpin.
h. Support lower bearing shell by hand, remove locking clips, then remove both bearing shells.
i. Inspect, clean and replace bearing shells before working on any other bearings. Only one set at a time should
be removed.
j. Install bearing shells and lock in place with clips.
k. Use connecting rod saddle jacking screw to position master rod firmly against bearing shell. Locking ring
assembly and jacking screws may be used to adjust vertical position of rod. It may be necessary to rotate the bearing
shells slightly to help with dowel engagement.
I. Tighten chain puller and guide connecting rod box into engagement with crankpin and serrated joint of
master rod.
m. Install connecting rod bolts and torque to the value specified in Appendix IV.
n. Remove all tools and blocking from engine.
PISTON PULLING PLYNOOD

FIXTURE
Qo
Qo',
CHAIN PULLER
BRACKET
CHAIN PULLER
CONNECTING ROO lg H
I)
SADDLE S PLATE \\ I
gl
USE TWO CHAINS
Figure &C.3. Tools Installed For Removing Piston and Link Rod
6-C-3
PISTON PULLING
FIXTURE
PLYWOOD
GASKET NATERIAL
CONNECTING ROD
SADDLE S PLATE
'
Figure 6 CA. LiftingPiston and Link Rod From Cylinder Liner
LINK ROD AND PISTON REMOVAL.

With the cylinder heads removed and the engine side doors removed, bar engine over until master rod piston is at top
dead center, then block crankshaft to prevent further movement. Refer to figure 6C-3 for installation of the special
tools that are required for piston and rod removal.
a. Attach piston pulling fixture to crown of link rod piston.
b. Place a piece of one. half inch plywood vertically on inner side of outer cylinder head studs to prevent
piston from coming into contact with studs.
C. Suspend a one ton capacity chainfall from plant crane hook and attach hook to side lifting hole of pulling
fixture.
d. Attach chain puller bracket and chain puller to master rod side of crankcase.
e. Install connecting rod saddle and plate to master rod side of crankcase. Adjust to hold rod snug against
crankshaft.
6C4
0
instruction Manual 6.C-5
PLYMOOD
PISTON PULLING
FIXTURE
, Qo
CHAIN PULLER
BRACKET
MASTER ROD
BAR
CONNECTING ROD
SADDLE S PLATE
CHAIN PULLER
I
~1
i USE TNO CHAINS
~a ~
s
Figure 6 C-5. Tools Installed For Piston and Master Rod Removal
f. Attach a chain to each end of link pin with capscrews and connect other ends to chain puller and take up
slack in chain.
g. Remove connecting rod bolts and rod-to box bolts (see figure 6.C.1) then slack off on chain puller, allowing
link rod box to swing clear of crankpin.
h. Use chain puller as necessary to position connecting rod while clearing box from crankshaft. Adjust until
link rod is in line with the axis of the cylinder liner.
i. Coat walls of cylinder liner with clean lubricating oil, then place a piece of 3/32-inch compressed gasket
material between link rod box and liner wall to prevent box from scoring liner wall. Coat side of gasket material which
contacts liner wall with clean lubricating oil.
j. Carefully hoist piston and rod out of liner with one ton chainfall, taking care not to allow piston to bind
in liner (see figure 6.C-4).
k. When bottom end of connecting rod box is clear of liner, move piston and rod clear of engine and lower to
floor or a suitable stand.
6.C-5
instruction Manual 6-C-6

PISTON AND MASTER ROD REMOVAL (Link Rod Removed).
Attach special tools as shown in figure 6 C-5 and take up slack with chain puller to hold master rod in place against the
crankshaft.
a. Loosen connecting rod saddle assembly then slack off on chain puller until master rod swings clear of
crankshaft and is in line with the cylinder liner bore. It may be necessary to adjust the position of the piston and rod
with the chainfall.
b. Rotate crankshaft approximately 30 past top center, away from master rod to permit rod to clear crank-
shaft journal.
c. Pull piston and rod in the same manner as piston and link rod were pulled (see figure 6-C-6).
PISTON PULLING
FIXTURE
'o>3
PLYWOOD
GASKET HATERIAL
Figure &CW. LiftingMaster Rod and Piston From Cylinder Linei
PISTON AND MASTER ROD REMOVAL (Link Rod Not Removed).

The master rod and piston may be removed from the engine without having to remove the link rod, connecting rod box
and piston, or the cylinder head on the link rod side.
a. Position crankshaft with the crankpin for piston to be removed at approximately 30 past top center.
Block flywheel to prevent further movement of the crankshaft.
b. Remove cylinder head on the master rod side, above the piston to be pulled
c. Install tools and handling equipment as shown in figure 6 C-2 except that a piston holder spacer ring need
not be installed on the master rod side. Attach a piston pulling fixture to the master rod piston and attach hook of
overhead crane.
6-C-6
PART C —PISTONS AND, RODS (Continued)
d. Separate connecting rod box from master rod, and slack off on chain puller until connecting rod box is
well clear of crankpin with the link rod resting against the lower end of the cylinder liner. A piece of compressed gasket
material or leather should be used to protect the liner.
e. Remove chain puller, chain and puller bracket from master rod side of engine and install on link rod side.
Connect chain to master rod as shown in figure 6.C-5 and take up slack.
f. Back off on connecting rod saddle jacking screw and remove tool. Slack off on chain puller and lift piston
and rod out through cylinder liner.
REMOVAL OF PISTON FROM ROD.

Suspend piston and attached rod with the piston down from the overhead hoist. Lower until the weight of the assembly
is restinglightly on the piston crown. Remove piston pin retainer rings from grooves on ends of piston pin then slide
pin out of piston. Lift rod assembly clear of piston.
REMOVAL OF A SEIZED STUD.

When it is evident that a bolt has seized in the connecting rod box, do not attempt to force it. The following procedure
is recommended for the removal of a seized connecting rod bolt.
a. Position crankshaft to place connecting rod at its closest point to the engine side door and block crankshaft
to prevent movement.
b. Leave at least one good bolt in position to hold master rod and connecting rod box together while seized
bolt is being removed.
c. Form a shield of a suitable fireproof material around master rod to catch molten metal and slag, and to
prevent it from falling into the engine base.
d. Cut off head of seized bolt with an oxyacetylene cutting torch. Exercise great care not to damage the
master rod with the cutting flame.
e. Clean out slag and burned metal, a'nd remove shield material.
f. Install a connecting rod saddle and plate to hold master rod firmly against crankshaft journal. Install tools
and fixtures necessary to remove link rod and piston. See figure 6-C-3.
g. Remove remaining bolts and carefully disengage link rod and connecting rod box from master rod. Carefully
guide headless bolt stud through its hole in the master rod. 'Allow the link and box to rest against the lower edge of the
cylinder liner.
h. Place a shallow pan of water beneath the stub of the seized bolt to catch the molten metal and slag when
the stub is cut off, then cut the stub off approximately one inch from the surface of the connecting rod box.
~
i. Clean debris from the area then remove the link rod and piston assembly from the engine in the normal
manner. Remove the connecting rod box from the link rod.
j. Set connecting rod box up on a good radial drill and drill out the remainder of the seized bolt., Exercise
care to drill the bolt on dead center to prevent damage to the threads in the tapped hole in the connecting rod box.
k. Try a new bolt in the hole to be sure the threads are good and that the bolt will run free in the tapped hole.
I. Reassemble the link rod and connecting rod box and place the piston and connecting rod assembly in the
'ngine in the normal manner. Use new locking devices when assembling the link rod to the link pin.
6-C-7
INSPECTING CONNECTING ROD BEARINGS.

Inspect both upper and lower bearing shells for wear and general condition. Record all information (on the appropriate
Inspection and Maintenance Record sheet) for future information.
a. Visually inspect all surfaces of bearing shells for scratches, nicks, burrs, evidence of heat and excessive wear.
Measure with a ball micrometer

at all points marked "X". Avoid
crush relief area at end of shell.
T
25
/ I
I
I
I
9c
I
Figure 6.C-7. Measuring Bearing Shell Thickness
b. Measure thickness of bearing shells. Use a ball micrometer and measure each shell at six points, as indicated
in Figure 6.C-7. Refer to Appendix III for permissible limits.
c. Perform a non destructive dye check on all surfaces of both shells.
d. Based upon the results of the above inspections, make a determination as to whether the bearing shells are
acceptable for further service.
CHECKING PISTON PIN CLEARANCES.

An ideal time to measure piston pin to bushing clearance is when the piston and rod are disassembled. Take and record
the following measurements.
a. Measure inside diameter of piston pin bushing with a micrometer. Measure in the vertical (A-A) and the
horizontal (B.B) planes, 90 apart (see Figure 6-C-8). Measure both ends (flywheel and gearcase), two inches from end
of bushing.
b. Measure piston pin outside diameter in two locations, two inches in from each end, in the vertical (A-A) and
horizontal (B B) planes in each location.
c. Compare differences in measurements. Consult Appendix III for the specified clearance limits.
6-C-8
Instruction Manual 6.C-cl

INSPECTING CONNECTING ROD.
Make a careful and thorough inspection of the connecting
rod, the piston pin bushing and the piston. Removeall
carbon and varnish deposits from piston and accessible
I B
I I
areas of ring grooves. If it is deemed necessary to remove
piston rings for cleaning or replacement, or if it is neces. I I
sary to disassemble the piston itself, refer to the appro- I I
I
priate paragraphs that follow.
Figure 6.C4. Measuring Piston Pin In Bushing Clearances
CHECKING PISTON RING SIDE CLEARANCES.

Measure piston ring side clearances in the groove with a,feeler gauge in three positions, I20 degrees apart (see Figure
6-C-9).'ecord measurements and consult Appendix I I I for permissible clearances.
Use a feeler gauge and measure

at points A, B and C.
Side Clearance
Location for taking

side gap clearances
Figure 6 C.9. Piston Ring Side Clearance
PISTON RING REPLACEMENT.

Piston rings may be removed from power cylinder pistons for cleaning, inspection and end gap clearance measurement,
provided care is exercised in the removal and handling of rings. The decision as to whether to reuse the piston rings, or
to install new rings must be based on an evaluation of the condition of the rings, and the prospect of their giving ade-
quate performance for an acceptable length of time. A piston ring expander tool must be used when piston rings are
removed from a piston. The practice of using strips of leather, pieces of belting or other means to grasp the ends of the
piston rings to remove them by hand is discouraged. The use of such makeshift tools will usually distort the rings and
make them unfit for further use. A K D Manufacturing Company tool, No. 892 has been found to be an excellent ring
expanding tool. Starting with the top ririg, expand the ring and slide it up and off the piston. If the rings are to be re-
used, they should be identified and tagged as to the piston and groove so that they will be returned to the same relative
position.
6-C-9
CLEANING PISTON RINGS.

Hardened steel scrapers, steel wire brushes or power wire buffers must not be used to clean piston rings. Rings can best
be cleaned by immersing them in a commercial cleaning agent such as Turco, Transpo, Oakite Carbaway, Pennwalt
Cleaner 45, or equal. Follow the manufacturer's directions for the cleaning agent selected.
CHECKING PISTON RING GAP CLEARANCES.

Gap (end or butt) clearance of the piston rings is measured with the ring in the liner. Used rings must be measured in
the liner from which they were removed, and if new rings are to be used, their end clearance must be measured when
installed in the liner in which they will be used. The rings must be square with the surface of the bore. Position ring in
one of two positions in the liner, the preferred position being six inches from the bottom of the liner, the alternate
position being three inches from the top of the liner. Ensure that ring is the same distance from the top or bottom of
the liner all around to make sure it is square in the liner. Measure gap between ends of ring with a feeler gauge and
record the measurement for the engine records. Appendix III, Table of Clearances lists clearances when new, and the
replacement clearances. In the case of usedrings, it is suggested that it is economically unwise to attempt to reuse piston
rings with end clearance exceeding 0.155 inch for chrome faced compression rings, 0.150 inch for taper faced compres-
sion rings, and 0.110 for oil control rings.
INSPECTING PISTON.
Inspect piston for wear and other abnormal conditions such as scuffing, scratches, etc. Pistons can be cleaned by
immersing them in one of the commercial cleaning solutions listed for cleaning piston rings. Measure skirt outside
diameter of piston at two locations, four inches below bottom ring groove and four inches above bottom of skirt. Take
four measurements (A.A, B B, C.C and D-D, Fig.6.C-10) at each location. Measure piston pin bore inside diameter at
either end in two directions, perpendicular to one another (A-A and C.C, or 8 B, D D).
A
4" D B
D
4
~~
A
Figure 6-C- 10. Piston Measurements
DISASSEMBLING PISTON (See Figure SC-11).

If it is determined to be necessary to disassemble the piston crown from the skirt for further inspection, or replacement,
proceed as follows:
a. Inspect connecting rod bearing sheifs for evidence of scratches, nicks, burrs, excessive heat and wear. Clear-
ance tables should be consultedfor the required bearing shell wall thickness.
b. Inspect pistons for wear or abnormal conditions. Remove all carbon and varnish deposits from pistons and
to be replaced, do not remove piston rings from grooves. If neces-
accessible areas of the ring grooves. Unless they are
sary, disassemble pistons as follows.
6-C-10
LOCA%LIVIA
0 AIVSS
IIIV OivIASIDV TOLIAALICI

Tit SIVOAOLI OITTII I SSS I STO
T<l 5'I VD Lt ACT IL Slff 5 SIC
ILLOTOiAVINA CAOWV NI
I~ llSTO"
~ OOIOIAVITtA ~ SAIAt I~ SLI» IIOLS
STOT IACI Otftv SCIA'I I ~ TT-.Iftr
I
I Tft SIVO
~ IA IVST TLASAIA
~ ILLITILLI
STAIAO
I
SAAIAOCOLLAR
HLA VVT
SOLL IIV
5AI~ I
IOCSTAAT
~ OTTCW Vltff
Figure 6.Cr1 1. Piston Assembly
(1) Bend Iok-strap tabs clear of hex nuts, remove roll pins from tie studs and remove hex nuts.
(2) Remove lok-straps, spring collars, belleville springs and thrust washers from tie studs.
(3) Separate crown from skirt and remove O.rings.
(4) 'Clean parts thoroughly. If crown is to be replaced, remove four tie studs and split washers in tie
stud holes in crown.
ASSEMBLING PISTON.
Assemble the piston as follows
a. Measure depth of crown stud holes. Measure from raised inner ring towards the center of the crown, not
from the 0.007" deep relieved area. Must be within tolerances (A, Fig. 6-C-11).
b. Install a heavy spring lock washer in each of the four tie stud holes. Use Enterprise Part No. GA-002091
washer (0.388" I.D., 0.691" O.D., 0.115" thick). Do not substitute.
c. Measure length of 'tie stud from lock washer end to centerline of groov-pin hole (B, Fig. 6 C-11). Acceptable
tie studs must be within tolerances.
6-C-11

d. Install tie studs in crown with groov-pin hole up. Use Locktite "Threadlocker 242" on threads; and torque
studs to 100 ft-lbs.
e. Take a micrometer measurement of crown and skirt pilots (C, D, Fig. 6-C-11). Must be within tolerances to
ensure ease of assembly without damage to O.rings.
f. Measure skirt spot face depth (E, Fig. 6 C-11). Should be within stated tolerances.
g. Install 0ringsonskirt. Do not twist rings during installation. Use no adhesive, grease or solvent on rings.
Mineral oil may be used to ease entry of O.rings into crown.
h. Assemble crown to skirt. Observe that there is a dowel pin in the crown which must enter the dowel hole in
the skirt. Check O.rings for proper positioning.
i. Clean each Belleville spring and the spring collars by dipping them in solvent then thoroughly drying. Dip all
springs and collars into a 50-50 mixture of graphite and engine oil, making sure washer faces are completely wetted.
j. Install thrust washer on each tie stud, then install exactly 13 Belleville springs on each stud, concave side
towards skirt. Install 13 more Belleville springs on studs, concave side towards crown.
k. Install spring collars on each tie stud, then install two lok-straps as shown in Figure 6-C-11.
I. Apply Locktite "Threadlocker 222" to stud threads, and assemble hex nuts to studs and tighten finger
tight. Do not lubricate threads.
m. Align each washer stack with fingers so outer edge of washer stack is even. Torque each nut to 115 ft-lb,
thenback off three quarter turn.
n. Retorque each nut to 105 ft-Ibs and check alignment of tie stud groov pins holes with nut slots. Increase
torque as necessary to align groov-pin holes with closest nut slot. Do not exceed 115 ft-lbs.
o. Check for proper assembly. Groov-pin hole in stud should be even with, or a maximum of 1/16" above
base of nut slot. If within this tolerance, clean groov-pin hole and install groov.pin, using Locktite "Threadlocker 222".
If not within tolerance, check assembly of parts for proper size and correct number of springs.
p. Bend lok-strap tabs up securely against side of nuts.
INSTALLINGPISTON RINGS (See Figure 6-C-9).

Use the piston ring expander tool when replacing piston rings on the piston. If the rings are being reused, insure that
each ring is returned to its original position. Rings are marked either "UP" or "TOP M" on their upper sides. Rotate
rings in grooves so that gaps are staggered around circumference of piston. Take care not to spread rings excessively
while installing them on piston. Measure and record piston ring side clearance in groove. Take measurements in three
positions (A,B,C) for each ring.
REPLACING PISTON PIN BUSHING.

Use the following method to replace the piston pin bushing in the connecting rod.
a. If an arbor press is available, press the bushing from the rod, otherwise, carefully split the bushing with a
hack'saw and drive it out of the rod. Remove all burrs and clean the connecting rod.
6.C-12
Place the new bushing in a suitable container such as a bucket or a deep pan
c. Fill the container with liquid nitrogen. Nitrogen level should be approximately one inch from the top of
the bushing to allow for handling.
d. Lay connecting rod on its side on a suitable support. Both ends of the piston pin bushing bore should be
accessible.
WARNING
Wear suitable gloves when handling bushing to avoid injury to the hands. Gloves should be of a
type approved for protection against extreme low temperatures.
e. When the nitrogen stops boiling, remove the bushing from the container and insert in the bore, taking care
to align the oil holes with the oil passages in the connecting rod. Insure that the bushing protrudes the same distance
on both ends. The operation must be done quickly before the bushing expands due to heat pickup.
REPLACEMENT OF LINK PIN BUSHING.

If the link bushing requires replacement, proceed as follows.
a. Remove the bushing lock pin, split the bushing with a hacksaw to relieve stress, then drive bushing out of
connecting rod box.
b. Clean the connecting rod box, removing all burrs and rough surfaces.
c. Place new bushing in a suitable container such as a bucket or a deep pan.
d. Fill container with liquid nitrogen. Nitrogen level should be approximately one inch from the top of the
bushing to allow for handling.
e. Lay the connecting rod box on its side on a suitable support. Three pieces of 1'/~.inch rough stock, laid
parallel on a piece of metal plate, will provide adequate support for the box and act as a stop for the bushing so that it
will be flush with the side of the box when it is inserted.
WARNING
Wear suitable gloves when handling bushing to avoid injury to the hands. Gloves should be of a
type approved for protection against extreme Iow temperatures.
f. When the nitrogen stops boiling, remove the bushing from the container.
g. Insert the bushing in the connecting rod box, taking care to line up the bushing cutouts with the internal
surface contour of the box. Insure that both ends of the bushing are aligned with the side of the box. This must be
done quickly before the bushing expands due to heat pickup.
6.C-13
ASSEMBLY OF PISTONS TO RODS.

Assemble pistons, rods and connecting rod box as follows. Make sure pistons and rods are reassembled in the same
relative position as they occupied before disassembly.
a. Insert link rod pin in connecting rod box bore and position link rod on link pin.
b. Apply a lubricant consisting of a 50-50 mixture of powdered graphite and lubricating oil to the threads
of the link-rod-to.pin bolts. Torque bolts to specified torque and secure with lockwire.
c. Place piston upside down, resting on its crown. Lift connecting rod with rod turning plate then lower
end of connecting rod into piston, aligning piston pin hole in rod with that of piston.
d. Coat piston pin with molybdenum disulphide prior to assembling in bushing. Use a rag or soft bristle brush.
Molybdenum disulphide is available from Transamerica Delaval under Part No. B-6099.9.
CAUTION
Do not permit molybdenum disulphide, or any mixture of it to come into contact with any
threaded fasteners. The presence of molybdenum disulphide will allow specified torques to
overstress the fasteners. All torque values are based on the use of a 50.50 mixture of powdered
graphite and lubricating oil.
e. Insert piston pin through piston and rod. Clean piston groove and the outside end of the piston pin retainer
rings and insert retainer rings into piston grooves at either end of piston pin. Apply "Locktite" to ends of retainer rings
to prevent rings from rotating in the grooves.
NORMAL CROSSHATCH
LINSII
Sf lL INC
I
SCRATCHES - Long narrow grooves usually
causedby foreignmateriaL Crosshatch panem
runs through.
PISTON
lLuasII
SCUFFING —Caused by piston and/or rings .
Can start below otl rtng and run up through
upper compression ring travel area, Cross.
hatch pattern cannot be seen.
LINS n
BRlGHT SPOT - Bearing through aosshatrh,
Can appear anywhere. Probable cause: Heavy
bearing caused by buildup above top tiny land.
Figure 6-C-12. Liner Sealing Rings Figure 6.C-13. Cylinder Liner N'ear Patterns
6-C-14
Instruction IVlanual 6.C-15

INSPECTING CYLINDER LINERS.
The water contact type cylinder liners fit into the cylinder block. Three sealing rings in grooves at the lower end of the
liner prevent water from entering the crankcase. The silicone seal goes into the lower sealing ring groove. It is recom.
mended that the liner be deglazed before pistons and rings are replaced in the engine. In the case of new pistdn rings,
they should be installed only in new liners, or in liners that have been deglazed. The glazed surfaces of a cylinder liner
which has been in service will not seat new piston rings quickly or correctly. Rings which are not correctly seated will
allow blowby of combustion gasses, and cause excessive usage of lubricating oil. Severe blowby can destroy the oil film
on the liner surface and cause ring scuffing and possibly even piston seizure. Chrome faced compression rings will not
conform to cylinder liners which are out of round by more than 0.003 inch per inch of bore diameter (0.051 inch for
Model R 5 RV Engines). Taper faced compression rings and conformable oil control rings will not conform to liners
which are out of round by more than 0.001 inch per inch of bore diameter (0.017 inch for Model R/RV engines). No
piston rings will seal in liners which have grooves, ridges, or low spots on the surface of the liner bore. Carbon deposits
from the top of the liner above the piston ring travel area should have beenremoved prior to pulling the pistons. Wash
inside of liner with solvent and let dry. Visually inspect liner and note any of the conditions illustrated by Figure 6 C.13.
LINER DEGLAZING PROCEDURE.

The Sunnen Model AN.815 portable hone with double length stone holders, and Sunnen W47-J19 or W47-J47 stones
in the stone holders has been found to be effective for deglazing. The cutting ability of the stones can be improved by
cutting angular slots across the face of the stones. A hacksaw can be used to cut the slots. The slots allow the honing
fluid to more easily wash the cuttings from the stones. The honing fluid can be kerosene, solvent or soapy water.
Patented honing oils are available, but are expensive and do not appear to do any better job than the fluids mentioned.
Diesel oil makes a very poor honing fluid.
a. Maintain a firm pressure between the stones and the surface of the liner bore to make sure the stones are
cutting,
b. Maintain a steady flow of honing fluid to the stones to wash away the cuttings and to prevent stone glazing.
Arrange a sheet metal trough under the bottom of the cylinder liner to carry off the fluid and cuttings. Do not allow the
cutting laden fluid to flow over the crankshaft and into the main bearings. Lay a series of clean wiping rags between the
crankshaft webs and the main bearing caps to prevent splashed fluid from entering the main bearings. Exercise care
when removing the rags that cuttings do not fall into the main bearings.
c. Drive the hone with a powerful, slow turning electric air drill motor. The surface speed of the hone stones
must be in the range of 25.50 rpm hone speed, and maintain a stroking rate of approximately 30 complete cycles per
minute.
d. After the first minute of honing, remove the hone from. the liner and wash the bore surface and dry it.
Inspect the surface carefully to determine if there are any low spots. If low spots are found, measure the bore carefully
with inside micrometer to determine if liner will be useable, or if it must be replaced.
e. Continue honing until all surface glaze is removed. A properly deglazed liner will have a uniform satin gray
appearance with a good crosshatch pattern. The lines of the crosshatch pattern should intersect at an angle of approx.
imately 90 degrees.
Note
Each set of Sunnen stones has an instruction pamphlet which describes the honing procedure.
This is an excellent publication.
f. Whenhoning is finished, wash the liner bore well with a stiff scrub brush and hot soap and water. Household
laundry detergent in hot water can be used. After washing, the surface must be dried completely, and oiled with engine
lubricating oil to prevent rust. Use an air jet to blow out the lubricator tubes or other liner lubrication fittings to remove
hone grit which may have entered these fittings during honing.
6-C-15
REMOVING CYLINDER LINER.

If it is determined to be necessary to remove the cylinder liner from the block, first disconnect the lubricating oil lines
at the bottom of the liner, including the elbow. Install a Cylinder Liner Pulling Fixture, Part No. 00-590-01-OV to the
bottom of the liner, and attach a chain hoist to the lifting pad on. the tool. Pull liner straight out of the block. It may
be necessary to use blocking and a hydraulic jack to break the liner free of the cylinder block.
INSTALLINGCYLINDER LINER.
Installation of the liner is the reverse of removal with certain additional requirements. Use new sealing rings and coat
them with a liquid dishwashing soap, or a tire installing lubricant before mounting in liner grooves. The bottom seal is
silicone and should be handled carefully to prevent tearing or nicking. It isessential that the liners be replaced in their
original positions in the block, and that the scribe marks on top of the liner be aligned with the marks on the block. A
tool, Part No. 02.59041-AE facilitates the installation of the liner in the block. A split ring device, it fits into the top
bore of the block, and allows the liner with sealing rings installed to be lowered into the upper bore block. After the
rings have passed through the upper block bore, remove the rings then continue to lower liner until seated in block.
Remove liner pulling fixture.
PISTON PULLING
FIXTURE PISTON RING
GUIDE
PLYWOOD
GASKKT MATERIAL
n'>
Figure 6-C-14. Piston and Rod Installation
INSTALLATIONOF PISTON AND MASTER ROD.

The following procedure applies to the installation of the piston and attached master rod. If the link rod was not
removed from the engine there will be a minor variation in the method of connecting the master rod and link rod box.
This will be covered in a subsequent paragraph.
a. Lubricate walls of cylinder liner with clean lubricating oil.
b. Install piston ring guide over top of cylinder liner.
6-C-16

c. Place a piece of one. half plywood vertically on inner side of outer cylinder head studs.
d. Position crankshaft with crankpin approximately 30 past top center, away from master rod side.
e. Install a piston pulling fixture on the piston crown. Pick up piston and rod with overhead hoist and position
over cylinder liner.
f. Lubricate one side of a piece of 3/32-inch compressed gasket material with clean lubricating oil. Wrap
around lower end of connecting rod with oiled side towards liner wall.
g. Lower rod into cylinder liner (see figure 6-C-14). Hold piston rings in place as they enter the piston ring
guide. Insure ring gaps are staggered around the circumference of the piston.
h. Continue to lower piston until connecting rod bore is opposite crankpin. Remove gasket material.
i. Attach chain puller bracket, chain puller, chains and master rod bar, then rotate crankshaft towards rod.
By adjusting rod and crankshaft positions bring master rod into engagement with crankpin. Make sure dowel seats in
dowel hole. Rotation of bearing may be necessary.
j. Install connecting rod saddle and plate on master rod side of crankcase (see figure 6 C.5). Adjust to hold
master rod tight against crankpin.
WARNlNG
Do not rotate crankshaft until link rod has been assembled and bolted to master rod. Block
crankshaft to prevent further movement.
INSTALLING PISTON AND LINK ROD.

Use the same procedure for lifting and lowering the piston and rod into the liner'as was used with the master rod. If the
link rod and piston were not removed, but were retained in the liner with a piston holder spacer ring, the foregoing will
not apply. The following procedure, however, is applicable in all cases.
a. Attach chain puller bracket to master rod side of crankcase. Attach chains in same way as was done for
master rod removal (see figure 6-C4). Draw connecting rod box into engagement with crankpin and master rod. Be sure
serrated joints are properly engaged. In the case where the link rod is retained by the piston holder spacer ring, adjust-
ment of the jacket screws and spacer ring may be necessary to achieve the necessary alignment of parts.
COTTER PIN
WASHER
SLOTTED NUT LOCKWIRE
Figure 8-15. Tightening Sequence For Connecting Rod Bolts And Nuts
6-C-17
instruction Manual 6-C-18
PART C —PISTONS AND RODS. (Continued)

b. Apply a mixture of powdered graphite and lubricating oil to the threads of the connecting rod bolts and the
rod.to box bolts. Assemble bolts, washers and nuts. Install washers so that bolt head or nut rests in the counterbore of
the washer. Tighten to torque specified in the Torque Tables, Appendix IX in three steps, and in the sequence shown in
figure 6-C.15. Safety wire the bolt heads and install cotter pins in the slotted nuts as shown in figure,6 C-15.
c.'emove all installation tools, brackets, fixtures and other installation equipment. Install cylinder heads.
SEATING NEW RINGS IN LINER.

New pistonrings must be seated in the liner as quickly as is practical in o'rder to assure a good gas seal, and an acceptable
lubricating oil consumption rate. The following run in schedule should accomplish these objectives.
a. Replace all covers on the engine except cylinder head covers.
b. Start engine and run on diesel fuel at one. half speed and no load for 15 minutes (Note: Direct connected
marine propulsion engines driving fixed pitch propellers will have a small amount of load). During the run inspect
rocker arms, valves, pushrods, fuel injection pumps, nozzle holders, high pressure fuel injection lines, and drip return
header to be sure all are secure, functioning properly, and that there are no fuel leaks.
c., Stop engine and remove crankcase side door covers. Feel connecting rod bearing boxes, main bearing caps,
crank webs, cylinder liners and pistons to be sure there are no indications of excessive heat. Do not overlook the areas
adjacent to the piston pins.
d. Replace all covers and run engine at 20 percent load for one hour.
e. Stop engine and remove side door covers and cylinder head covers. Bar engine over to place each piston in
turn at top center. Inspect the lower part of the liner bore. Bar engine over to place each piston in turn at bonom
center and inspect piston skirt. Inspect rocker arms, rocker shafts, nozzle holders, high pressure fuel injection lines,
drip return header connections, and all other mechanisms under the cylinder head cover to be sure all is in good order
and that there are no fuel leaks.
f. Replace all covers and run at 35 percent load for one hour.
g. Increase load to 50 percent and run for two hours.
h. Increase load to 75 percent and run for two hours.
i. Reduce load to 25 percent and run for one hour.
j. Increase load to 100 percent and run for two hours.
k. Stop engine and make a hot crankshaft web deflection check. Record on Transamerica Delaval Form
D-1 063.
I. Allow engine to cool, then make a thorough internal inspection as a sub.paragraph e. above.
m. Replace all covers and start engine. Take and record cold compression pressures. Cold compression check
should be made at 165 rpm.
n. Compare operating data during 100percent load run with that of the factory test record, and with operating
records to be sure the engine is operating as it should.
Note
Loads for engines not driving generators can be determined by fuel injection pump rack position,
by referring to load/speed curves, or by observing the relative position of the fuel control linkage
or the governal terminal shaft lever.
6-C-18
Instruction Manual 6-D-1
PART D —CRANKSHAFT AND BEARINGS
MAIN BEARINGS.
~ SARIHG CAR
Main bearings are made of aluminum alloy, the upper
and lower bearings being interchangeable. The upper ST ARIRG CAR
STU04 HUT
shell is held in place on the bearing cap by two lock
CRAHRSHATT
rings and socket head capscrews. Main bearings are
front, intermediate and rear, the number of inter-
mediate bearings being determined by the number of
cylinders. Bearing caps are secured to the engine base
by studs (see figure 6.0-1). Oil passages through the
bearing cap provide for bearing shell lubrication. To gazoo g}
prevent axial movement of the crankshaft, thrust
rings are attached to the rear bearing caps, each se-
cured with button head capscrews (see figure 6-0.2).
Figure 6.D.1. Main Bearing Cap
THRUST
RING
BEARING CAP REMOVAL.
WTTOH HSAO
SCRSW
Main bearing caps are pre.stressed by means of a
special tool, normally furnished with the engine. The
tool consists of a pre.stresser assembly (Part No.
1A-1801), and adapter (Part No. 00590.01.0K) and
a spacer (Part No. 00.590 01.0J).
a. Remove lubricating oil fittings, tempera.

ture sensing devices and locking plates from studnuts.
CRAHRSHATT
b. Attach adapters to pre.stresser assemblies
and place a spacer over each of two diagonally oppo,
site stud nuts.
c. Use jacking screws on micrometer bar to

force piston flange against top of cylinder, then back
Figure 6.D-2. Crankshaft Thrust Rings off jacking screws one quarter inch.
d. Assemble a pre stresser to each of the two main bearing cap studs, running them down on the stud threads
until pre.stressers are snug against adapters.
e. Attach hydraulic hose between two pre.stressers, and between one pre stresser and a suitable hydraulic
pumping unit. Bleed air from system by opening pipe plug on second pre-stresser then operating pumping unit to supply
a small pressure. When all air bubbles disappear, tighten pipe plug.
6-D-1
PART D —CRANKSHAFT AND BEARINGS (Continued)
~ k 00al l I ~ al t0
f. Slowly apply hydraulic pressure to pre-
stresser assemblies until bearing cap studs have
stretched sufficiently to permit stud nut to be
loosened. Approximately 10,500 psi pressure will
be required.'se a brass drift pin through the
spacer side opening to loosen nut. Do not turn nut ~
I
I
up tight against lower face of adapter as it will
bind when hydraulic pressure is released. Do not
~ UWlT JOIE
exceed maximum allowable pressure of 1 1,500 psi.

~ <W
I~i
g. Relieve hydraulic pressure on pre. ~
stressers, remove pre.stressers, spacers and adapters

from stud. Remove stud nuts.
h. Repeat procedure on remaining studs,

following criss.cross pattern. Remove all stud
a
nuts and lift bearing cap from crankshaft.
o
~ ~
BEARING SHELL REPLACEMENT. Figure 6.D-3. Pre.Stresser Assembly

If it isnecessary to remove the main bearings, remove the two socket head capscrews and lock rings that hold the upper
bearing shell to the main bearing cap and carefully remove the shell from the cap. Install a bearing shell removal tool
(Part No. 00 590.01-AE) in the crankshaft journal oil hole then slowly rotate the crankshaft until the tool is bearing
against the bearing shell. Slowly continue to rotate the crankshaft and roll the bearing shell out of the journal. To
remove the thrust rings from the rear bearing caps, remove the button head screws and pull the thrust rings. Reverse
the procedure to install thrust rings and bearing shells.
BEARING CAP INSTALLATION.

Install bearing cap in position in the reverse order of removal. Take care not to damage the bearing shells. The bearing
cap studs are tightened as follows.
I'.
Install pins to lock lower stud nuts to studs, then place wedges between lower nuts and the base cavity
bottom and side walls. Check that height of stud end is 11-3/16 inch above cap mounting surface to permit proper
engagement with the pre stresser assembly.
b. Lubricate threads with 50.50 mixture of oil and graphite and tighten upper stud nuts hand tight. Place
spacers (Part No. 00 590.01.0K) to the pre.stresser assemblies. Use jacking screws to force piston flange tight against
top of cylinder. Back off jacking screws 1/4 inch.
c. Install pre.stresser assemblies on two diagonally opposite studs and assemble the micrometer bar on the
units.
6-D-2

d. Insert micrometer head into the hole in the micrometer bar, making sure that it is fully seated. Tighten
knurled knob to hold micrometer head in place.
e. Attach hoses to pre.stressers and apply pressure to bleed air.
f. Run micrometer spindle against the micrometer pin until the pin is snug against the end of the bearing
cap stud. Observe and record the micrometer reading.
g. Loosen knurled knob and remove micrometer head from the micrometer bar. Insure that jacking screws,
on pre stressers and backed off one-quarter inch for each stud.
CAU|'iON
Failure to back off on micrometer spindle will result in damage to the micrometer.
h. Apply 10,500 psi pressure to pre-stressers and hold while using brass drift pin through spacer opening to
tighten nut snugly (about 50 ft.lb). Relieve pressure.
Note
This operation is necessary to insure proper seating of parts and to minimize the effect of dirt
or high spots on future readings.
i. Apply 10,500 psi pressure and hold.'ighten nuts to a snug fit with drift pin (about 50 ft-lb).
WARNtNG
Do not exceed maximum allowable pressure of 11,500 psi.
j. Relieve hydraulic pressure and install micrometer head in the micrometer bar. Run spindle snug against
micrometer pin and record reading. Subtract the first reading from this reading. This is the amount the stud has
stretched. Stud should stretch 0.056"-0.051". Repeat operatidn if stretch is not within specified range.
k. Remove pre.stresser assemblies and repeat operation on next pair of diagonally opposite studs.
6-D-3
PART D —CRANKSHAFT AND BEAR INGS (Continued)

CRANKSHAFT ALIGNMENTAND THRUST CLEARANCE.
It must be emphasized that excessive crankshaft deflection can lead to anultimate catastrophic failure of the crankshaft.
This is costly in both time and money. It is recommended that crankshaft alignment and thrust clearance be measured
immediately after grouting or chocking of the unit, the day before initial start up, after the first seven days of continuous
operation, and at six month intervals thereafter. Refer to Transamerica Delaval Engine and Compressor Division Form
D.1063 (see figure 6.DQ) for an outline of these procedures. Note that space is provided for recording both deflection
and thrust clearance readings. Copies of this form may be obtained from Transamerica Delaval.
CHECKING THRUST CLEARANCE.

Experience has shown that the feeler gauge method of measuring thrust clearance does not always produce satisfactory
results. The dial indicator method is recommended to produce the desired accuracy of readings. A Starrett No. 196,
or similar, type dial indicator with magnetic base and extension rod long enough to allow the indicator to be mounted
between the engine and flywheel with the spindle bearing on the flywheel. Check thrust clearances as follows:
a. Start auxiliary (B&A) lubricating oil pump. Bar engine over at least one. half revolution to establish an oil
film between the main bearings and their journals. This should permit easy movement of the crankshaft.
b. Mount dial indicator on rear of engine frame, between frame and flywheel. Spindle of indicator must bear
on flywheel to measure horizontal movement of the crankshaft.
c. The crankshaft may be moved forward and aft in the horizontal plane with a pry bar such as a heavy, spade.
type, tempered steel digging bar, approximately six feet long. Make sure bar is clean enough for use inside the engine.
Insert bar between rear crank web and nearest frame member inside crankcase. Do not insert bar deeply enough to
damage either the main bearing shell or the crankshaft journal.
d. Pry crankshaft forward, towards the gearcase end as far as it will go. If the crankshaft is all the way forward,
it should be impossibleto insert a 0.0015 inch feeler gauge between the crankshaft rear thrust collar and the rear thrust
ring. Zero the dial indicator, allowing for at least 0.050 inch movement towards the minus direction.
Note
If crankshaft cannot be moved to the limit of its possible travel by use of the pry bar alone, it
may be necessary to bar the engine over with the barring device while at the same time exerting
a horizontal force on the crankshaft with the bar to move it.
e. Reposition pry bar to move crankshaft to the rear, towards the flywheel end. Pry crankshaft to the rear
as far as it will go as indicated by the inability to insert a 0.0015 inch feeler gauge between the forward crankshaft
thrust collar and the forward thrust ring.
f. Observe dial indicator. The number of thousandths (minus) indicated on the dial is the crankshaft thrust
clearance. Record reading in the appropriate space on Form D.1063, and compare with previous thrust clearance
readings.
Note
If there is any doubt as to the accuracy of the reading, repeat procedure.
RV-78
instruction Manual 6-D-5

CRANKSHAFT WEB DEFLECTION.
The importance of crankshaft web deflection measurements is such that the care and attention to detail requ'lred to
obtain and record these measurements cannot be overemphasized. Placement of the dial indicator is vital if accurate
readings are to be obtained. Form D.1063 (see figure 6 D4) illustrates the five positions of the crankshaft at which web
deflections are to be measured, and the starting position of the crankshaft for each crank web. Care must be exercised
to insure that the dial indicator is positioned in the center of the web, exactly opposite the center of the crankpin, and
one fourth inch from the edge of the crankweb. Take deflections as follows:
a. Remove engine side doors to gain access to the crankcase.
b. Bar engine over in direction of normal rotation with barring device until number one crank is 52 degrees
after vertical bottom center.
c. Insert dial indicator between web for number one crank. Double check that crankshaft is properly positioned.
If not in correct position, it is possible that the connecting rod will knock the dial indicator out of the web asthe
engine is barred over to the next position. Insure the two bearing points of the indicator are in a line exactly parallel
to the centerline of the crankshaft. If indicator is not parallel, erroneous readings will be obtained. Zero the indicator.
d. With the dial indicator in place and not disturbed, bar the engine over, stopping at each position (2,3,4 & 5)
asindicated on form D 1063. Record reading at each position in mils (plus or minus) in the appropriate space for each
posltlon.
e. Repeat entire procedure for each crankshaft web and record readings on Form D-1063.
f. Compare all readings with each other and with previous measurements. Evaluate results, based on the
standards set forth in the following paragraph, and determine need for corrective action.
DEFLECTION STANDARDS.
If the deflection in any crank of an engine in service exceeds 3 mils (0.003 inch/0.0762 mm), corrective action is
indicated. If the deflection in any web exceeds 6 mils (0.006 inch/0.1524 mm), the engine should be taken out of
service until the fault is corrected. Corrective action is also necessary of the total deflection in any pair of adjacent
cranks exceeds 3 mils. For example, if the deflection in one crank is plus two mils, and the deflection in an adjacent
crank is minus two mils, the total deflection is four mils, and corrective action is indicated.
COR R ECTIVE ACTION.

The nature of the corrective action needed to deal with excessive crankshaft deflections will vary, depending upon the
specific cause of the defect. The cause may be worn main bearings, improper foundation bolt torque, the foundation
itself, or the grouting, misalignment of the engine and/or driven equipment, or a combination of elements. For instance,
excessive deflection at positions two, three or four in the crank web adjacent to the external shafting on engines having
a solidly coupled connecting shaft usually indicates misalignment between the connecting shafting and the engine
crankshaft. In some cases replacement of main bearings may correct the problem, and often the problem is correctable
by realignment of the engine. If one portion of the engine base is found to be lower than other parts, it may be neces.
sary to jack the base with jacking screws and shim the low area. It must be emphasized that engine alignment isa
complex, trial and error procedure which should be undertaken only by experienced and qualified personnel who are
capable of correctly interpreting the web deflection pattern, and of taking the appropriate measures to correct defects.
It is recommended that the Transamerica Delaval Engine and Compressor Division Customer Service Department be
consulted prior to undertaking any corrective measures involving a suspected or confirmed crankcase alignment problem.
RV 78 6-D-5 IR-t ) 5/79

Instruction Manual 6-D.6
PART D —CRANKSHAFT AND BEAR INGS (Continued)
CRANKSHAFT WEB DEFLECTION AND THRUST CLEARANCE RECORD
CUSTOMER ENGINE MODEL SERIAL NO.
Use this form to record crankshaft deflection and thrust clearance information. Thrust clearance should be measured by the dial indicator
method. Deflection and thrust clearance should be checked and recorded immediately after grouting or chocking the unit, the day before
unit start up, after 7 days f168 hours) of continuous operation, and each 6 months thereatter. Oef lection and thrust clearance checks
made after the unit is in service should be made while the engine is hot, i.e., within 4 hours after the unit has been shut down, Record
the temperature of the oil in the engine lube oil sump tank or engine base.
When an engine in which the connecting shatt is solidly coupled to the flywheel is grouted on a concrete foundation, the desired
deflection at crank position No. 3 is zero to pIus I+) 1 mil (one thousandth) in all cranks except the crank adjacent to the flywheel
which should be minus I-) 1l2 mil. This deflection allows for thermal distortion of the concrete foundation.
When an engine is mounted on a steel foundation, i.e., marine installations, appropriate compensations for thermal distortions ot the
foundation will be based on the locations and temperatures of fuel and lubricating oil tanks adjacent to the engine foundatIOn.
If the deflection in any crank in an engine in service exceeds 3 mils, corrective action must be taken. Also, if the total deflection value
in any two adjacent cranks exceeds 3 mils, corrective action must be taken. Example,a 42 mils in any crank with a-2mils in the next
adjacent crank adds up to a total of 4 mits deflection between these adjacent cranks. The exception to the above will be engines that
have a flexible coupling between the tlywheel and the connecting shatt. These engines may have in excess of 3 mils deflection at
position No. 3 in the crank adjacent to the flywheel. In engines with solidly coupled connecting shafting, excessive defiection at positions
No. 2, 3, or 4 in the crank adjacent to the external shafting usually indicates misalignment between the connecting shafting and the
engine crankshaft.
Set the deflection gauge at zero at position No. 1 and turn the crankshaft in the direction of normal rotation.
Position No. 1 for placing the deflection gauge is as follows: ALL INLINE ENGINES 15O AFTER BOTTOM CENTER
HV, HVA & GVB ENGINES 38 AFTER VERTICAL BOTTOM CENTER
RV ENGINES 52o AFTER VERTICAL BOTTOM CENTER
Record oil sump temperature and thrust clearance and sign the fo//n.
INDICATOR (CAVCTI CONNTCTING ROD CRANKSHA/T

ASSTMSLv
SUMP
TANK THRUST
DATE TEMP. CLEAR. SIGNATURE
~ OSITIONIIO. I FOSITIONNO 2 TOSITIONNO.S POSITION NO. ~ TOSITIONNO.S

IRoo orrry Iroor Tool r too Droo coorrr) IRoo Io ~ or youl
Record readings in mils, i.e., I.V rather than 0.00125 inches.

POSITION CYLINDER NUMBER STARTING AT GEARCASE END
~4 oorH or ~ 10 DATE
C ~
(„+,,
tr6
(q;,
Q'orm
D TTXI2 ITI 2) I/25
Figure 6.DP. Crankshaft Alignment Record, Form D. 1063.
RV 79 6-D-6
Instruction Manual 6.E-1
PART E —CAMS, CAMSHAFTS AND BEARINGS

GENERAL.
The induction hardened steel cams are shrink fit on the precision ground camshaft, using hydraulic expansioh of the
cern bore to position them on the camshaft. Camshaft bearings are aluminum alloy and are pressure lubricated. Cams,
camshafts and associated 'operating gear should be checked periodically for wear and/or damage.
CAMSHAFT BEARING REPLACEMENT.

Should it be necessary to inspect and replace camshaft bearings, do the following.
a. Remove covers over camshaft.
b. Disconnect lubricating oil line from bearing cap.
c. Remove bearing cap, lock rings and upper bearing shell, then roll lower bearing shell out of its saddle.
d. Inspect bearings for evidence of damage or wear. Refer to Appendix III for permissible wear limits.
e. Installation is the reverse of removal.
CAM REPLACEMENT.
Cams are positioned on the camshaft at the factory by hydraulically expanding the cam bore and sliding the cam
into position on the shaft. If it ever becomes necessary to remove and replace cams in the field, the following
procedure is recommended.
a. Cams are located on the camshaft by scribe marks on the cams and the camshaft, placed there during
manufacture. Circumferential marks locate the cams longitudinally on the camshaft, and longitudinal marks locate
the cams circumferentially. Cams have a radial scribe mark on the side of the cam which passes through the center of
the hole in the side of the cern.
Make a sketch of the camshaft assembly, indicating the location of the cams and the distance between
each. Make sure the camshaft and all cams are scribed.
c. Clean the camshaft and place on Vee blocks on top of a clean workbench. Make sure all burrs, dents
and other irregularities are reduced to the common diameter of the camshaft. Irregularities will prevent removal of
the cams.
d. Obtain a hydraulic pump unit, such as a "Porto. Power", complete with a hose and fittings, and a pressure
gauge capable to reading up to 20,000 psig.
e. Remove camshaft gear from camshaft, then connect hydraulic unit to the first thrust ring. Raise pressure
to approximately 2000 psig and slide thrust collary off camshaft. Repeat procedure to remove other thrust ring.
f. Connect hydraulic unit to first cern nearest the tapered end of camshaft. Apply approximately 16,000
psig pressure (or pressure that will allow the cam to slide on the camshaft) and move the cam towards the drive end
of the shaft.
6-E-1
Instruction Manual 6.E-2
PART E —CAMS, CAMSHAFTS AND BEARINGS (Continued)
WARNING
The camshaft has a taper near the drive end which serves as a starting ramp when installing
the cams. As the cams reach the taper there is a strong tendency for them to shoot off the
shaft with considerable velocity. Arrange a stop plate at the end of the shaft to keep the cams
from shooting off the camshaft.-
g. Remove all cams in order.
h. Wash and dry the. camshaft and the replacement cams. Check that scribe marks are clean, sharp and clearly
visible. Lay cams out on a clean surface in the correct sequence and orientation for installation. Refer to the sketch
and make sure the cams are facing in the proper direction.
i. Choose the cam which will be farthest from the drive end of the camshaft and slide it up on the starting
ramp as far as it will go.
j. Attach the hydraulic unit to the cern and start raising the pressure. A vigorous effort will be required to
move the cam up the starting ramp to the straight part of the shaft. Approximately 16,000 psig pressure will be
required.
k. Move the cern to its correct location on the shaft. Align the edge of the cam bore with the circumferential
scribe mark and align the radial (longitudinal) scribe mark on the shaft with the mark on the cam. Release the hydraulic
pressure when the cern is correctly aligned.
I. Install and position the remaining cams in order, then replace the thrust rings.
CL
a
6-E-2
Instruction Manual 6-E-3
PART E —CAMS, CAMSHAFTS AND BEARINGS(Continued)

TIMING GEARS.
Timing gears are enclosed in the gearcase, and are lubricated by jets of oil. Gearcase covers should be removed period.
ically, and the gears inspected for wear and for backlash. Refer to Appendix III for backlash clearances. If the
prescribed backlash clearance is exceeded by 0.006 inch, or if damage is discovered, perform the following disassembly
steps to the degree necessary to accomplish the required inspection and repair. Accessories are doweled at assembly.
If it is necessary to remove a dowel to reposition an accessory, drill and ream another dowel hole of the proper size
in the accessory mounting flange and in the gearcase.
a. Remove the governor, overspeed trip, pumps and other accessories which would interfere with gearcase
removal. As the pumps are removed, cover the shaft, drive gears and openings in the pump housing to exclude dirt
and to prevent damage. Cover the open ends of connecting pipes and tubing.
b. Remove gearcase from engine. The gearcase is heavy and difficult to handle, therefore, rigging must be
done very carefully to insure that it is under control at all times.
(1) Rig chainfalls and slings for handling gearcase.
(2) Remove bolts and capscrews, then lift gearcase from engine. Do not let it drop or swing. Set aside,
secured in such a manner that it cannot fall.
c. Remove the governor drive assembly, and the overspeed trip and fuel booster pump drive assembly.
d. Insure that the crankshaft, camshaft and idler gears are match marked for proper positioning at reassembly.
If a new to be installed, check both cylinder banks to insure that the number one fuel injection pumpsare
gear is
correctly timed. Fuel injection pump timing marks will serve as a reference point when reinstalling the gears.
e. Remove idler gear and bracket assemblies.
(1) Rig a small chainfall and wire rope sling to lift the idler gear and bracket assembly from the engine.
(2) Straighten locking clips. Remove top bracket retaining capscrew and replace with a long capscrew
to serve as a guide and safety device while removing the gear and bracket assembly.
(3) Remove remaining capscrews and take a strain on the chainfall.
(4) Carefully pry bracket assembly free of the aligning dowels at the top and bottom of the bracket.
(5) Slide gear teeth clear of other gears, taking care not to damage any teeth.
(6) Remove long guide capscrew, and move bracket assembly clear of engine.
f. Remove camshaft gear assemblies.
Remove cotter pins from camshaft gear hub retaining nut. A gear puller may be needed to start the
(1)
gear hub gear assembly will usually jump when it breaks free of the taper. If the initial movement
off the shaft. The
is too great the ram effect may cause displacement of camshaft collars or upset thrust clearance. To prevent this,
loosen hub retaining nut only far enough to limit this initial movement to 1/16 inch.
6-E-3
0
Instruction Manual 6 E-4

(2) If the gear assembly will not come loose with a gear puller, use an oxy acetylene torch and quickly
apply heat to expand the hub. Protect the front camshaft bearing from the torch flame. Do not overheat.
(3) Remove camshaft gear hub retaining nut and slide gear off shaft.
g. Remove camshaft gear.
(1) Protect the front main bearing with a wet asbestos heat dam.
(2) Make two 3/4 inch diameter handling rods, 24 inches long with 3/4-10 threads at one end, and
screw rods into the two tapped holes in the gear.
(3) Use two "Rosebud" type heating torches to quickly heat the gear until it can be slipped off the
crankshaft with the handling rods. Be sure the exposed end of the crankshaft is clean and free of burrs.
IN S PE CTI ON.
Inspect gears for broken teeth, or other damage. If gears are damaged, inspect camshaft with dial indicator to determine
if shaftis bent.
a. Clean camshaft tapers and check fit of drive keys in hubs.
b. Clean gear seat area of crankshaft.
c. If it is necessary to remove the idler gear from the bracket, cut the safety wire and remove the four bolts
that hold the idler gear stub shaft in the bracket. Remove the stub shaft then carefully slide the gear out of the bracket.
When reassembling the idler gear in the bracket take care not to damage the bushings or the gear teeth.
ASSEMBLY.
a. Install camshaft gear.
(1) Lubricate camshaft taper with white lead and lubricating oil. If a new gear hub is being installed,
fit a new key in the key slot.
(2) If a new gear and hub are being installed, position the slotted holes in the hub over the drilled holes
in the gear. Install camshaft gear to hub bolts, washers and nuts. Tighten to hold gear and hub together.
(3) Using a chainfall and sling, lift gear assembly into position and slide onto camshaft taper. Assemble
washer and nut, tighten, and install cotter pin.
b. -
Install crankshaft gear.
(1) Heat camshaft gear to 350 F in hot oil. Do not overheat.
(2) Screw two handling rods into tapped holes in gear. Lift gear out of the oil with rods, and with one
smooth, continuous motion, position heated gear against the shoulder. This must be done quickly before the gear
cools. Allow gear to cool, then proceed.
6-EQ
Instruction Manual 6-E-5

(3) Set the flywheel to the left bank fuel injection point (see Engine Data Sheet in front of manual).
(4) Set the left bank camshaft so that number one fuel injection pump timing marks are matched.
c. Install idler gear and bracket assembly.
(1) Camshaft, idler and crankshaft bears are match marked at the factory. If the original gears are being
replaced, install and align gears with these marks. If a new gear is being installed, the following procedures must be
used to insure correct camshaft timing and engine firing order.
(2) Lift the gear and bracket assembly into position with a chainfall and suitable sling. Align with match-
marks (if present) and mesh teeth. The camshaft bear may be moved part of a tooth to allow gears to mesh.
(3) Install a long capscrew through the top bracket mounting hole to serve as a guide. Seat bracket on
engine block and install all capscrews.
(4) Rotate flywheel in the direction of normal engine rotation to the right bank fuel injection point.
(See Engine Data Sheet in front of manual or engine nameplate).
(5) Set right bank camshaft with number one fuel injection pump timing marks matched.
(6) Lift right idler gear and bracket assembly into place and install capscrews. The camshaft gear may
be moved part of a tooth to allow the three gears to mesh.
d. Adjust backlash clearance between gears.
(1) Make four brass shirns, 0.010 inch thick by one. half inch wide and six inches long. Insert shims
between crankshaft gear and idler gears, and between idler gears and camshaft gears.
(2) Loosen capscrews holding idler gear bracket to engine block, and lift idler gear assemblies until shims
are held tight between gear teeth. This will establish the required backlash between each gear. Tighten idler gear re.
taining capscrews on each idler assembly.
(3) Rotate the flywheel and check backlash clearance in at least four places around each gear. Refer to
the Table of Clearances. If backlash is within tolerances, tighten all idler assembly retaining capscrew to torque values
shown in Appendix I V. Remove shims.
(4) Drill and ream two holes in each idler bracket, install No. 108-2 dowels in holes, and stake in place.
CAMSHAFT TIMING.
The camshafts of four. valve head model engines must be timed to the engine crankshaft by the fuel injection pump
tappet lift method only. These camshafts are equipped with hydraulically expanded keyless cams and cannot be timed
by the cern key method. Failure to observe the proper camshaft timing sequence can result in an altered firing order
and an incorrectly operating engine.
a. Remove number one fuel injection pump on master rod bank.
b. Bar the flywheel over until the tappet roller for number one fuel injection pump, master rod bank, is on
the base circle of its cam.
6-E-5
Instruction Manual 6-F-1
PART F —FUEL SYSTEM

FUEL INJECTION EQUIPMENT.
Each cylinder is fitted with an individual fuel injection pump and nozzle. The fuel supply to the pumps is from a
common header, and a separate high pressure line connects each pump to its respective nozzle. As was stated'in
Section 2, fuel injection equipment is built to extremely close tolerances and, therefore, requires a great'deal of
care when being worked on to avoid damage to the parts. Only trained fuel injection equipment mechanicsshould
be allowed to perform this work.
FUEL INJECTION NOZZLES.

Because nozzies and tips are subjected to extremes in pressure and temperature, they normally are the first source
of engine trouble. A nozzle in good condition must pop open at the proper pressure without dribble, then close
completely almost immediately. When subjected to a steady pressure at the opening pressure, it should "chatter",
that is, open and close rapidly. The spray form should be a uniform, finely atomized mist pattern, never a solid
stream. If the fuel nozzle is suspected of malfunctioning, remove from engine and test as follows.
a. Disconnect high pressure line and drain connections.
Remove nuts from injector studs and remove nozzle retainer.
c. Lift or pry the nozzle holder assembly from the cylinder head.
d. Close opening in cylinder head to prevent dirt or other foreign matter from entering the combustion
chamber.
e. Test the nozzle holder and tip assembly on a suitable nozzle tester, checking for the following.
(1) Apply pressure and check nozzle valve for popping action. The valve should chatter if it is seating
properly.
(2) Raise pressure slowly to determine pressure at which valve opens. The valve should open at 3000
psi (211 kg cm ) pressure. The opening pressure is adjusted by means of shims in the valve assembly, requiring dis-
assembly of the unit. See figure 6.F-1 and "Nozzle Adjustment" instructions.
(3) Dry off spray tip and raise pressure to within 100 psi of the opening pressure and observe tip for
dribbling of fuel.
(4) Check to see if any spray tip holes are plugged.
(5) Place a clean piece of paper under nozzle tip and check spray pattern for uniform density and a
symmetrical pattern.
(6) Nozzles that fail to perform satisfactorily should be repaired or replaced. Refer to manufacturer's
instructions in the Associated Publications Manual for overhaul instructions.
WARNlNG
The penetrating power of atomized fuel under high pressure is sufficient to puncture the skin
and serious injury can result. To avoid this danger, the hands must be kept away from a spray.
ing nozzle.
6-F-1
6.F-2
Instruction Manual
PART F —FUEL SYSTEM (Continued)
Bendix HDL, H4L from L 510.2

lt II
'
HIGH PRESSURE LINE NUT 5 SPRAY TIP 9 NOZZLE SPRING

2 COMPRESSION RING ~ 5 NOZZLE VALVE ASSY. 10 SPRING SEAT
3 GASKET 7 STOP PLATE 1 1 SH IM
4 ASSEMBLY NUT 8 SPRING GUIDE 12 BODY
Figure 6-F-1. Sectional View of Typical Nozzle and Holder Assembly
NOZZLE ADJUSTMENT (See Figure 6-F-1).

Nozzle opening pressure is adjusted by means of shims (11), located between the body (12) and the spring seat (10).
If the opening pressure does not conform to 3000 psi (211 kg cm ), adjust as follows.
a. Install nozzle and holder assembly on a pop tester then rapidly actuate pop tester handle four to six times
( to allow needle to seat properly. Pump the pressure up to the point where the pressure gauge needle falls away quickly.
This point is the nozzle opening pressure.
b. If pressure is not correct, do the following.
(1) Disassemble the holder.
(2) Add shims if opening pressure is too low, or remove shims if opening pressure is too high.
(3) Reassemble and check opening pressure. If fuel leaks around the assembly nut, it indicates poor
lapped fits. Re.examine the parts.
I
(4) Always use a new gasket (3) when installing nozzle and holder assembly on engine.
FUEL INJECTION PUMPS

The fuel injection pumps are of the constant stroke, variable output type. Equally important with clean, properly
adjusted fuel nozzles are clean, properly adjusted and timed fuel injection pumps. Refer to the manufacturer's
ro instructions in the Associated Publications Manual for complete details of the fuel injection pump installed on this
Q engine.
rc
IC
0
6.F-2
DESCRIPTION OF OPERATION.
The following is a general discussion
''
of the operation of the fuel injection PASSAGE
pumps.
INLET PORTS
a. The pumps are of the con. METERING
stant stroke design, but the effective HELIX
stroke, or that portion of the plunger SPILL PORT
movement in which fuel is actually
delivered, is governed by a fuel meter-
ing helix in the plunger (see figure
6-F-2). On some pumps there is a
second helix to retard the point of
PLUNGER
delivery at low fuel settings.
BARREL
b. To pump fuel at high pres-
sure it is necessary to bring it into a
pressure chamber through an inlet, CROSSBAR&
close the inlet and apply pressure for
injection, terminate injection pressure
and re.open the inlet to admit more
fuel. The fuel injection cycle is ac-
Figure 6-F-2. Pump Plunger and Barrel Arrangement
complished by the location of inlet
and spill ports in the barrel. It is further accomplished by the metering helix and a passage in the plunger that extends
from the end of the plunger to the metering helix on the side of the plunger. This passage allows fuel in the pressure
chamber to spill into the inlet chamber when the helix uncovers the spill port.
c. When the plunger is at its lowest point,

fuel enters the barrel through the inlet port. As the
plunger rises, it closes off the inlet port, pressure
starts to rise and the delivery valve opens. Fuel
injection continues until the upper edge of the meter-
INLET PORTS CLOSED ing helix reaches the lower edge of the spill port.
Pressure is then release through the passage in the
EFFECTIVE PUMP
STROKE
~ plunger to the spill port and delivery stops. The
delivery valve closes. The effective stroke is the dis-
tance between the upper edge of the helix and the
lower edge of the spill port at the moment the inlet
port closes. The rotation of the plunger and its
helix, then, determines the duration of fuel injection.
FULL DELIVERY
'OTATE C,W. TO
STOP, DELIVERY
Figure 6-F-3. Effective Stroke
6-F-3
8
instruction Manual 6-F-4

MALFUNCTIONINGPUMP.
Should a fuel pump be suspected of malfunctioning, the following checks should be made before removing the pump
from the engine for inspection and repair, unless it is known for certain that the pump is defective.
a. Check to insure that fuel oil is being delivered to the pump. With the fuel oil system pressurized, loosen
air bleed screw on pump. Fuel should flow freely with complete absence of air bubbles.
b. If air is present in fuel oil, loosen nuts on high pressure line connection at nozzle holder end andbar
engine over until all bubbles disappear.
c. If fuel oil flow is sluggish at the pump, it is a good indication that the fuel filters are clogged. Check and
clean filter.
d. If fuel oil does not flow, check fuel level in tank and for closed valves in lines.
e. Having made certain of fuel oil flow, operate engine and if pump still does not function properly, remove
and replace with spare pump.
PUMP REMOVAL.
Fuel injection pumps are removed from the engine as follows.
a. Disconnect high pressure line fitting and remove high pressure line from pump.
b. Disconnect supply and return lines from fuel pump.
c. Disconnect fuel control rack from linkage.
d. Remove hold down nuts and lift pump off mounting studs.
PUMP DISASSEMBLY.
The manufacturer's instructions contained in the Associated Publications Manual provide detailed instructions for the
overhaul and repair of fuel injection equipment, and should be consulted when any work is being done on fuel injection
pumps. Pumps may be disassembled as follows.
a. Secure pump in the inverted position in a soft jawed vise. Depress the plunger follower and insert a 1/8
inch diameter pin in the hole in the pump flange.
4
b. Remove lock ring by prying it out with a screwdriver. Again depress follower and remove 1/8 inch pin.
r
X
D c. Remove plunger follower. Take lower spring seat from plunger, then carefully remove plunger frombarrel.
C
O Carefully submerge plunger in spindle oil.
0 d. Remove plunger spring, then pull control sleeve using a specially fabricated puller, or a pair of pliars whose
jaws are wrapped with masking tape. The upper spring plate will come out with the control sleeve.
L
C
0
6-FP
e. Remove pump from vise and re.secure in an upright position.
f. Remove delivery valve flange and delivery valve holder. Remove and discard preformed packing.
g. Remove delivery valve stop and spring, then, using a delivery valve puller, carefully remove delivery valve.
h. Remove barrel locating screw then slide barrel from housing.
i. Remove control rack locating screw and control rack. Do not remove timing indicator or shims unless
pump is to be re calibrated.
PUMP ASSEMBLY.
Assemble the pump as follows, observing the manufacturer's instructions in the Associated Publications Manual.
a. Secure pump housing in a vise in an upright position.
b. Position control rack in housing with teeth facing center of pump. Install lockwasher and control rack
locating screw, making sure the screw enters the rack locating groove.
c. Insert barrel in pump housing. Locating groove must be aligned with locating screw hole. Install lock.
washer and locating screw.
d. Invert pump and install control sleeve so that tooth directly under timing mark meshes between two
teeth indicated by timing dot on control rack.
e. Install upper spring plate and plunger spring then carefully start plunger into barrel. It should settle in
of its own weight. Turn plunger so marked end of crossbar will go into control sleeve slot that has a mark adjacent
to it.
f. Position lower spring plate on end of plunger. Fit plunger follower into housing. Compress and insert
pin in housing flange. Install lock ring and remove pin.
g. Install delivery valve assembly in pump housing. Lubricate and install preformed packing and install
delivery valve spring and delivery valve stop. Assemble flange in housing.
h. Install pressure screw and new copper gasket. Install bleed screw and new gasket.
i. After pump is completely assembled, hold it horizontally with the control rack vertical. The rack should
settle to its lower extreme by its own weight.
j. If pump will not be immediately installed, fill inlet and outlet with clean, anti. corrosive lubricating oil and
close openings with caps.
6-F-5
~ LVw»I~ L ~ LTlw~ IL
PUMP INSTALLATIONAND TIMING.
TOW TI 4 ~ OW III
ILTw»Ill ~ lVIWIIL Refer to the Engine Data Sheet in the front of the
manual, and to page 6.A-1 for determination of
~ ll engine rotation, bank designation (V.type engines)
I- o
and cylinder numbering. The flywheel is marked
LT~ L to locate top dead center (TDC) of each cylinder,
I
~
~
TOC
~ Al
r" I~
and is laid out in one degree increments for the

IIO»ALO»IATI>
OAIVIII
I>
twenty-five crankshaft degrees preceeding TDC (see
~ OOOWOT
figure 6-FQ). For instance, on a six cylinder inhne
engine, there will be marks "TDC 1&6", "TDC
2&5" and "TDC 3&4", each preceeded by degree
marks. On eight cylinder inline engines the mark-
ings will be for cylinder pairs 1&8, 2&7, 3&6 and
4&5. Markings on the flywheel for V-type engines
CAL AOTAT»OO CO»L AOTATWO
follow the same pattern, except that the banks are
also designated. Refer to the Engine Data Sheet
Figure 6-F4. Flywheel Timing Marks
in the front of the manual for the fuel injection
point. Install and time fuel pumps as follows.
a. Before mounting pump on engine, and with the fuel tappet roller on the base circle of the fuel cern (see
figure 6 F-5), measure distance from the fuel pump mounting surface on the base assembly to the tappet with a depth
micrometer. Add or remove shims from the top of the base assembly to obtain a measurement ofapproximately
0.197 inch.
b. Place pump on base assembly and install nuts on studs. Torque nuts as specified in Appendix IV.
c. Bar engine over in the direction of normal rotation ~ VOL VvW ~ I~ I ~ I+ Al » ICIWWV
~ All AWI»IILT TO OITAW Twl IH»II»OCTA
until the flywheel pointeris aligned with the fuel injection point
(degrees BTDC specified on Engine Data Sheet) for the cylinder
served by the fuel pump being installed.
d. Observe plunger follower timing mark in pump timing

window. If the plunger follower timing mark does not line up ~ OIL TA»»IT
with the index mark on the timing window, remove pump and AllllI
add or remove shims between the pump and the pump base I
~ 4Lll OA LAW
CIAILI4» CA»I
assembly as necessary so that the marks will line up. Re install
CAWWA»T
the pump and bar engine through one complete injection cycle
to insure that marks do align at the fuel injection point.
Figure 6.F-5. Pump Base 7o Tappet

Adj ustment.
CAUTION
The timing mark on the plunger follower must never go beyond the upper or lower edge of
the timing window. If it does, the pump may be severely damaged.
6-F4
Instruction Manual .
PART G —ENGINE CONTROLS
OVERSPEED TRIP (See Figure 6-G-1).

A Woodward Model SG overspeed trip governor is mounted on the gearcase end of the engine. At a pre set engine
speed (15% above rated speed) it will initiate positive engine shutdown by tripping a dump valve which vents the
automatic safety shutdown system. Operation of the overspeed trip governor is as follows.
SPEED ADJUSTING
SCREW
SERVO LIMIT
ADJUSTING SCREW
RESET SPRING
SPEED DROOP
BRACKET
SPEED ADJUSTING TERMINALSHAFT
LEVER
0 TERMINAL LEVER
HIGH SPEED
STOP SCREW
SPEEDER SPRING
POWER PISTOW
FLYWEIGHT
RELIEF VALVE
PLUNGER
0 0
OIL INLET
RELIEF VALVE
SPRING
VALVE
PLUNGER
I
To
SUMP I /~+iJl'ILOT
I
PUMP GEAR
II ~
I
WVOdwWd BuIIHin 04026A
I
iI ~
~~
Figure iJ.G-1. Overspeed Trip Governor
a. Oil enters the overspeed trip at the oil inlet, drops down into the cavity on the suction side of the pump
gears, then around to the pressure side of the pump. If the supply of pressure oil is greater than required, the pump
builds up pressure until the relief valve plunger is pushed to the left against the force of the relief valve spring. This
the bypass hole in the relief valve sleeve and oil is recirculated through the pump. If the overspeed trip 'ncovers
requires more oil than is being recirculated, pressure will be reduced and the spring will move the relief valve to the
right, blocking the recirculating passage to maintain operating pressure. Additional oil, as needed, will enter the pump
through the inlet port.
R/RV(N) 79 6-G-1
Instruction Manual 6.G-2
PART G —ENGINE CONTROLS (Continued)

b. The pilot valve plunger controls the movement of the power piston by directing oil to or from the area
beneath the power piston. The power piston in turn controls the position of the terminal lever, and, therefore, the
position of the terminal shaft. Two opposing forces act upon the pilot valve plunger - the speeder spring force tends
to push the plunger down and the centrifugal force developed by the rotating flyweights tends to lift the plunger.
c. When the engine is operating below the trip set point the speeder spring force holds the pilot valve plunger
down and connects the oil under the power piston to drain. The reset spring, pushing the reset rod against the terminal
lever, holds the power piston down.
d. If engine speed rises above tripping speed the centrifugal force of the flyweights overcomes the speeder
spring force and lifts the pilot valve plunger. As the plunger rises, pressure oil flows to the underside of the power
piston, forcing the piston up. As the terminal lever is rotated by the upward movement of the power piston, the pin
in the speed droop bracket raises the right end of the floating lever. This decreases the downward force of the speeder
spring and the flyweights move to their extreme out position. The power piston then moves to the top of its stroke,
as allowed by the terminal lever, which rotates the terminal shaft. The external lever on the terminal shaft then
actuates the trip valve.
e. When engine speed drops back below the reset speed the speeder spring pushes the pilot valve plunger
down and the area under the power piston is again connected to the sump. The reset spring rotates the terminal lever
and pushes the power piston down. Oil is then recirculated through the pump as before.
OVERSPEED TRIP ADJUSTMENT.

The speed at which the unit trips is determined by the position of the speed adjusting screw. Turning the screw into
the cover raises the tripping speed, and turning it out lowers tripping speed. The overspeed set point is adjusted at
the factory, and under normal conditions should not be changed in the field. If it becomes necessary to reset the trip
point, follow these steps.
a. Back out servo limit adjusting screw so that it does not limit travel in the power piston.
b. Make tentative speed droop bracket setting at approximately one half its travel from minimum to maximum
droop.
c. Make preliminary tripping speed adjustment with speed adjusting screw.
d. Readjust speed droop bracket to obtain approximately ten percent excess range, then readjust tripping
speed. The speed adjusting lever can be locked in place by tightening the high speed stop screw against the speed
adjusting lever.
e. Reset overspeed trip at a speed slightly below the desired reset speed. The servo limit adjusting screw
affects only the reset speed. Turn in to raise the reset speed to the desired value.
6-G-2
Instruction Manual 6-G-3
PART G —ENG INE CONTROLS (Continued)

GOVERNOR DRIVE ELEMENT REPLACEMENT.
Because of its operating environment, the Buna N flexible drive element (part no. AK407.001) in the governor drive
coupling should be changed annually. The element is a wrap around design (see Figure 6.G-2), joined by a split insert
which permits easy removal and installation.
a. Remove fasteners all around on both hubs.
Pull end of element at split insert and remove element.
c. Install new element. Use Locktite on fastener threads.
d. If coupling was in proper alignment before replacement of the drive element, no additional alignment is
necessary.
If alignment is considered necessary, it may be accomplished with only a straight edge.
Figure 6 G-2. Governor Drive Coupling
6-G-3
~4
Instruction Manual 6 G-4
PART G —ENG INE CONTROLS (Continued)

LOGIC BOARD TROUBLE SHOOTING.
Trouble shooting of the logic boards should be approached in a logical manner, eliminating the obvious first. The
following steps will assist in the finding of faults in the system.
a. Check that there is proper supply pressure in the system, as specified on the applicable system drawings.
b. Check that all operator controls are in the correct positions for the selected mode of operation.
c. Check the board for the proper output signals. Since the system is designed to provide a predictable series
of output signals, the first place to start trouble shooting is to determine if the output signals that should be present are
present, and which ones should not be present when the problem occurs. Check out procedures for individual logic
boards are shown on the drawing for that board. Also, check to see if the signals come on and off sharply without
gradual incr'eases or decreases in pressure unless this is called for in the check out procedures. If the increase or decrease
is slow, check for leaks, pinched tubes, etc. If the proper signals are present, then the malfunction may be in one of the
power devices.
d. Check for proper input signals to the logic board. Once the determination has been made that the output
signals from the board are not on and off at the proper time, check the input signals to the board to make sure they are
correct. Once again, return to the control schematic drawings and determine which input signals are to be on and which
are supposed to be off when the problem occurs. Of equal importance is the order in which they go on and off.
e. Once the output signal conditions have been checked and found to be incorrect, and after the input signals
have been checked and found to be correct, then and only then is the circuit board to be considered for trouble
shooting. Make sure the problem is in the circuit board before proceeding.
CHECKING LOGIC ELEMENTS.

If a logic board is not performing properly, the logic elements should be checked for proper installation on the board
before removing them. Then, if the functioning of an element is suspect, it may be removed and replaced. Testinq and
the repair of the elements should be in accordance with the manufacturer's instructions in the Associated Publications
Manual.
a. Refer to the layout diagram on the appropriate assembly drawing and check element location on the
circuit board to make certain that all elements are in their proper locations.
b. Check for proper rotation of each element. Elements can be rotated 180, providing two different positions
that it can assume on the board. The rotation is selected at the time the circuit is designed and must agree with the
circuit pattern layout. Each element has an "a" or a "b" located on its top cover and these letters are to be oriented as
shown on the assembly drawing. Any element that is mislocated or rotated should be changed and the circuit rechecked.
6.G-4
instruction Manual 6-I-1
PART I —STARTING AIR SYSTEM

GENERAL.
The engine is started by the timed admission of high pressure starting air to the power cylinders during the equivalent
of the power strokes of the respective cylinders. The air is admitted at approximately top center of the power stroke,
and admission continues until approximately the opening of the exhaust valves. The pressure is then relieved, thereby
creating rotation of the engine comparable to the normal power stroke. As the engine accelerates on starting air, the
heat of compression of the combustion air plus the starting air develops sufficient temperature to ignite the injected
fuel within a few revolutions and the engine then initiates normal combustion and begins to accelerate under its own
power without further aid of starting air.
AIR SUPPLY.
There are two separate, independent air supply systems, each consisting of a motor driven air compressor, a refrigerant
drier and a storage tank. Each supply is available to the engine, independent of the other. The starting air supply is
stored at 250 psig (17.57 kg/cm ), and the full 250 psig pressure is available to the starting air header without reduction
to provide maximum acceleration for extremely fast and reliable starting,
OPERATION.
The onwngine portion of the starting air system consists of a remotely controlled, pilot operated diaphragm valve in the
air supply line, two camshaft driven starting air distributors, one for each cylinder bank, an air filter for each distri ~
butor, and a pilot operated air starting valve (figure 6.I-1) in each cylinder head. When the starting air admission valve
in the supply line is opened, 250 psig (17.57 kg/cm~) starting air is admitted into the starting air manifold and,
therefore, to the starting air valves in the cylinder heads as well as to the starting air distributors. Individual spool
valves in the distributors (one for each cylinder of the bank serviced) are engaged by air pressure and follow the profile
of the starting cam attached to the end of the camshaft. The cern profile is such that at least one spool valve is always
in position to emit a pilot signal to its respective starting valve in the cylinder, allowing starting air to enter the com-
bustion chamber of that cylinder, rotating the engine. As the engine rotates, the starting air cern will cause the spool
valves to emit timed and sequenced pilot air signals to the starting air valves. The starting process will continue until
the signal to the starting air admission valve is terminated. The starting air distributors emit a timed pilot air signal that
starts five degrees before top dead center and ends at 115 degrees after top dead center on the power stroke.
0
Instruction Manual 6-I-2
PART I —STARTING AIR SYSTEM (Continued)
STARTING AIR VALVE REMOVAL.

Disconnect pilot air line(s) from valve cap and remove 12
point flanged capscrews holding valve to cylinder head. ABACI
1010w
Pull valve assembly from cylinder head. «OwC rwlwia
OOI I 81
VALVE DISASSEMBLY (See Figure 6.I-1). rlc Col
CAhC CI w
The starting air valve may be disassembled for inspection Str&C

0
and/or repair as follows.

0 ROC
CI IAArCrrtwl ~
a. Lift valve cap trom housing and remove piston.
b. Remove roll pin securing hex nut then, using a ~

I
w0001C
pin spanner or other suitable device in the two holes in the
valve head to hold the valve in position, remove hex nut
from threaded end of valve stem.
c. Slide valve out through bottom of valve housing.

Slide spacers and guides off valve stem. 10rl1 CQOI
ITIC
d. Remove spring, retaining washer and spring vrtvl

washer from housing.
00<wC
e. Remove O.rings and valve to-head gasket.

VAIV(10rIAO
Cwfcl I
f. Inspect all surfaces of valve, guides, rings and llle $ 11OCI
piston. Replace defective parts.
VALVE ASSEMBLY (See Figure 6-I.1). Figure 6% 1. Starting Air Valve

Assembly of the valve is the reverse of disassembly.
a. Assemble lower guide with rings in place, long spacer and upper guide to valve stem.
b. Slide valve into housing from bottom, taking care not to damage rings on lower guide.
c. Slide short spacer down over top of valve stem, ensuring it seats in the upper valve guide.
d. Slide retaining washer down over short spacer, ensuring it seats on the shoulder of the housing bore. Slide
down the spacer and install spring washer.
e. Assemble hex nut to the valve stem and tighten. Install roll pin then install piston and valve cap.
VALVE INSTALLATION.
Assemble 0 rings and valve to head gasket to the valve assembly. Insert valve assembly into valve hole in cylinder head.
Lubricate threads of capscrew(s) with a 50.50 mixture of lubricating oil and powdered graphite and thread capscrew(s)
into cylinder head. Torque capscrews to 150 ft lbs. Connect pilot air line(s).
6-I-2
instruction Manual 6-I-3
PART I —STARTING AIR SYSTEM (Continued)

CAU 5LUI SHAS I
LOCK SAI SOCK SAI

SLUISNALL
ULX UUL
AOll tlK
ISSAKL NLILI
IHJDlL5 sgl~v~l
Figure 6%2. Starting Air Distributor Cam Arrangement

TIMINGSTARTING AIR DISTRIBUTOR (See Figure 6.I.2).
The starting air distributor must be retimed if there is any reason to suspect the timing has been altered, such as replace-
ment of the distributor, camshaft replacement or any other condition which may have altered the timing relationship.
a. Position flywheel with number one cylinder of the bank to be timed at five degrees before top dead center on
the compression stroke. On V.type engines equipped with two distributors, ensure the correct bank has been selected.
b. Remove capscrews holding housing cover and remove cover to gain access to interior of distributor.
c. Bend locktab away from hex nut. Remove hex nut. Use three 3/8 inch capscrews, bolted through a disc,
and run capscrews into the three tapped holes on the front face of the timing cam. Use a standard puller and pull cam
from stub shaft.
d. Remove roll pin from cam (or stub shaft if it is retained in this position) and reinstall cam on stub shaft
after removing lock tab. Install hex nut finger tight.
e. Position cern so that centerline of number one spool valve is aligned with the TDC timing mark on the
opening ramp of the cam. The spool valve for number one cylinder will now be in position to just start emitting an air
signal. Shop air at 125 psig I9.79 kg/cm2) can be connected to the distributor supply port to verify the valve position.
An alternate method is to remove the spring and cap from number one spool valve and inspect with a good light. The
port should be just barely cracked open at five degrees BTDC.
f. Tighten hex nut, taking care not to move cam. Recheck timing by barring engine back approximately 25
degrees, then back in the direction of normal rotation to five degrees BTDC. Recheck for proper timing position of
spool valve.
g. If timing is correct, drill a 5/16 inch hole into shoulder of stub shaft, using one of the three pre drilled holes
in the cam as a pilot. Select a hole other than that previously used. Drill hole to a depth of 1-3/8 inch, measured from
the face of the cam. Do not drill through stub shaft shoulder. Insert roll pin.
h. Remove hex nut, install lock tab and reinstall hex nut. Torque to 70 ft.lbs. Stake lock tab into one hole in
cern and bend lock tab up against flat of hex nut.
i. Replace distributor cover.
AIR FILTER INSPECTION.,

The air filter in the supply line to the air distributor should be inspected and cleaned at regular intervals. The frequency
of inspection and cleaning should be determined by operating conditions and experience.
STRAINE RS.
Low point water collectors, "Y" strainers and air receiver tanks must be drained daily whether engine generator is run
or not. Inspect and clean "Y" strainers weekly. If the fouling of the strainers is such that more frequent inspectionis
warranted, then shorten the inspection interval.
SL/AVIN/Adl.Cam) -77 6-I-3

Instruction Manual 6-J-1
PART J —COOLING WATER SYSTEMS

GENERAL.
All Enterprise engines are cooled by a closed loop system in which a fixed supply of treated water is contipuously
circulated through the system by a jacket water pump with practically no loss in quality. The water supply for the
jacket water system must be completely treated for both scale and corrosion, and raw, untreated water must never be
introduced into the system. For the first run of an engine, distilled water is imperative.
WATE R TR EATMENT P ROG RAM.

Transamerica Delaval does not specify any particular water treatment program, recommending instead that a water
specialist be consulted about the degree and frequency of treatment, depending upon the type of water used. There
are a number of reliable water treatment companies who will contract to properly condition engine jacket water to
prevent corrosion and/or scale in the engine jacket water passages, and in the piping systems and coolers. Nalco Chemical
Company, Drew Corporation, and Magnus Maritec International are examples of such companies. It is recommended
that such a company be employed for this purpose. When a contract is entered into, it is suggested that a weekly test
requirement be written into the contract.
OPERATION.
All cooling surfaces must be kept free of scale or other deposits as any such accumulation will degrade the cooling
capability of the system and, therefore, the cooling water temperatures will not accurately indicate the extent of cool ~
ing. Any coating on the cooling surfaces will act as an insulating material, and will prevent transfer of heat. If for any
reason there is a disruption of the circulation of the cooling water flow, the engine should be shut down as soon as
practicable to prevent a build up of temperatures, and possible serious damage to the engine. To avoid thermal shock
which could cause damage to the engine, do not admit cold water to the system until after the temperature of the
cooling surfaces have dropped to approximately that of the inlet water.
USE OF ETHYLENE GLYCOL.

The use of ethylene glycol antifreeze in the cooling water will materially affect the cooling capacity of radiators and
other cooling'evices. A 5P%%d ethylene glycol mixture will reduce the radiator cooling capacity approximately 12%.
Therefore, unless the cooling system was originally designed for this coolant mixture, the Transamerica Delaval Customer
Service Department should be consulted prior to the use of such a coolant.
SCALE AND CORROSION

All water contains some impurities suspended in the water. The impurities in an engine cooling system can form scale
which will prevent the proper transfer of heat from the hot enigne parts to the cooling water. The use of distilled or
softened water in the system simplifies the control of scale forming substances. Generally scale only forms on the hot
surfaces of the internal passages of an engine cooling system and not throughout the entire system. Scale is a very poor
conductor of heat. Improper heat transfer, particularly uneven heat transfer, causes stresses in the affected parts. These
stresses may cause cylinder liners, cylinder heads and other parts of the engine to fail prematurely. Improperly treated
water may allow the internal surfaces of an engine to become pitted by corrosion. The fatigue limit of iron and steel is
greatly reduced by corrosion. Corrosion in the cooling system may lead to failure in the liners and heads, and may
cause serious damage to other parts of the cooling system.
TREATMENT OF JACKET WATER.

O
To minimize ser'ious corrosion and scale deposits, and to prolong the life of the cooling system, the treated water must
O
O be maintained within specified limits. Actual treatment will vary depending upon the nature of the water supply. The
treatment of water in an engine cooling system requires the use of chemicals to maintain the alkalinity and chromate
concentration of water as specified levels. If the alkalinity and chromate concentrations are properly maintained, scale
formation and corrosive action will be greatly reduced. The pH value of the water must be maintained within the range
of 8.25 to 9.75. A minimum value is specified because lower values can result in accelerated corrosion. To avoid
Instruction Manual 6-J-2
PART J —COOLING WATER SYSTEMS (Continued)

corrosion which occurs in highly alkaline waters, the alkalinity should not be allowed to exceed a 9.75 ph value.
a. SODIUM DICHROMATE AND BOILER COMPOUND TREATMENT —Sodium dichromate is a convenient

and inexpensive source of alkaline chromate which has been found to form a protective film on metallic surfaces which
prevents attack on the metal by corrosive elements in the jacket water. It must be noted that sodium dichromate is an
acid compound which must Imve an alkaline compound such as boiler compound added to convert the sodium dichro.
mate to an effective alkaline chromate form.
b. SODIUM AND DISODIUM PHOSPHATE TREATMENT —When using sodium chromate and disodiurn
phosphate for cooling water treatment, the procedures for preparing the system, mixing the solution, testing and
controlling the chromate concentration and alkalinity are the same as that used for sodium dichromate and boiler
compound treatment. The only differences between the two are first, the chemicals used, and second, the amounts
used. When using either of the above chemical treatments, specific proportions should be recommended by a water
treatment company for the specific water to be treated and for the water capacity of the system.
WARNING
The chromate chemicals used for water treatment of cooling systems are classified as a health
hazard. Personnel should avoid any contact of skin or eyes with chromates when in a solid form,
or in a solution. Breathing of chromate dust or solution spray shouldbe avoided. Plant personnel,
when handling chromate chemicals, should be provided with protective equipment which is
consistent with the type and degree of hazard involved.
WARNING
When skin has come into contact with chromates, the affected areas should be washed with
large quantities of soap and water immediately after exposure.
ENVIRONMENTALCONSIDERATIONS.
When environmental considerations are paramount, nitrite compounds such as sodium nitrite, NaNO>, are suggested as
a substitute. However, the selection of a chromate treatment over a nitrite treatment is strongly urged. Nitrites may
adversely affect the fatigue life of the major cast parts such as cylinder heads. Whenever possible, chromate compounds
should be used.
CLEANING THE JACKET WATER SYSTEM.

Should the cleaning of the jacket water system be required to remove rust or scale from the system, the recommenda.
tions of the water treatment company should be obtained as to a suitable cleaner. Transamerica Delaval's Customer
Service Department should be called upon for advice as to the compatibility of the cleaner with the cooling system
materials. Whenever it is necessary to change from one type of water treatment to another, completely drain and flush
the system free of any chromates or glycol antifreeze to prevent any mixing of these materials.
6-J-2
0
Instruction Manual 6-K-1
PART K —LUB R ICATING OI L SYSTEM
FILTERS AND STRAINERS.

The full flow filter continuously filters all of the lubricating oil from the pump before it passes to the oil strainer.
The length of time that the lubricating oil and the filter elements may remain in service can best be determined by
carefully watching the result of oil analysis and the pressure drop across the oil filter. Change period will vary with
the operating conditions to which each individual engine. is subjected. During the first two or three days of engine
operation after initial installation, or after a major overhaul, the strainer at the pump suction and the strainer at the
oil header inlet should be checked and cleaned as necessary to remove any debris and other foreign matter that may be
present. If at any time the oil pressure gauge shows a low reading, the following should be done to the degree necessary
to correct the situation.
a. Check the oil level in the sump tank.
b. Inspect strainer, filter and lubricating oil cooler. A leak in the cooler may be detected by a sudden increase
in oil consumption, and by the presence of oil in the cooling water system. Leakage may occur in the packing between
the tubes and the tube sheet, or may be due to tube erosion, depending on the construction of the cooler.
c. Inspect all external and internal piping for tightness and freedom from obstructions.
d. Dismantle and inspect pump.
OUT
a
— P P
qlo oil ou oil

J I
I
.~e: ~ A'-'
IN
I
I I
Ou
1 ELBOW 10 SPLINE EXTERNAL

2 CAPSCREW 11 SQUARE KEY
3 GASKET ~ 12 HEX NUT
4 L.O. PUMP 13 COTTER PIN
6 CAPSCREW 14 LOCKING CLIP
6 GASKET 16 CAPSCREW
7 ADAPTER 16 DOWEL
8 GASKET 17 CAPSCREW
9 DOWEL 18 GEAR CARRIER
Figure 6-K-1. Lubricating Oil Pump and Gear Carrier Assembly
R/RYIIMD3JK&37I 76 6-K-1
instruction Manual 6-K-2
PART K —LUBRICATING OIL SYSTEM (Continued)
LUBRICATINGOIL PUMP.
A Delaval IMO, constant displacement, rotary screw type lubricating oil pump is used. Lubricating oil in the pump
is propelled axially in a constant, uniform flow through the action of but three moving parts —a power rotor and
two idler rotors. The smooth intermeshing of these rotors propells the lubricating oil in a steady flow without any
churning, pocketing or pulsation. There are no timing gears, cams, valves, sliding vanes or reciprocating parts to wear
or become noisy. The pump is mounted on the front of the gearcase, and is coupled to a carrier assembly by a splined
coupling. The carrier assembly is mounted on the front of the engine base, and is driven by the crankshaft speedup
gear. Once the pump has been placed in service it should continue to operate satisfactorily with little attention other
than an occasional inspection. Noisy pump operation is usually indicative of excessive suction lift, air in the system,
misalignment or, in the case of an oil pump, excessive wear.
REMOVING PUMP (See Figure 6-K-1).

To remove the pump from the engine, do the following.
a. Remove the inlet and discharge piping as well as any other interfering piping or accessories.
b. Position a sling on the pump and attach to a chainfall and take up the slack.
c. Remove the capscrews that secure the pump to the adapter and pull the pump directly away from the
engine until it is clear.
PUMP CASTING CAPSCREW

DISCHARGE
CAPSCREW
LOCKWASHER
LOCKWASHER
LOCKWASHER
CAPSCREW
SPLINE
TH R UST S HO E
THRUST PLATE
THRUST SHOE
HEX HEAO BOLT KEY
RETAINING RING
SUCTION
BALL BEARING
POWER ROTOR
IMO 3JK+37 BEARING RETAINER
ROTOR HOUSING
0 RING
SPACER
IDLER ROTOR BALANCE PISTON
BUSHING
BALANCE PISTON
Figure 6 K-2 Lubricating Oil Pump Assembly
RIB V I I M 0 3J K%37) .76 6-K-2

PUMP DISASSEMBLY (See Figure 6.K-2).

If itis necessary to disassemble the pump, exercise care to keep the parts clean so that no dirt, grit or other foreign
matter will be present when the pump is assembled. Disassemble as follows.
a. Set pump on suction end and remove capscrews and lockwashers holding balance piston housing in pump
casing. Remove two capscrews with lockwashers from opposing positions, 180 degrees apart and insert N —13 eyebolts
into vacated holes. Lift internal assembly out of pump case and set assembly on its side. Do not set it down on thrust
plate. Remove eyebolts.
b. Remove bolts, lockwashers, spacers and thrust plate from suction end of rotor housing. Note location of
each spacer with respect to the rotor housing. Support and remove each spacer as each bolt is removed. Set parts aside
in order of removal.
c. Grasp thrust shoe on end of each idler rotor and unscrew idler rotors from rotor housing. Do not remove
thrust shoe from idler rotor.
d. Remove capscrew with lockwashers and bearing retainer. Grasp coupling end of power rotor shaft and pull
power rotor out of rotor housing. Avoid hitting bushing with end of power rotor as it is removed. Inspect power rotor
and ball bearing.
e. If it is necessary to replace the ball bearing, proceed as follows. Remove retaining ring. Obtain wheel or
gear puller and small piece of soft metal. Place soft metal over end of power rotor shaft and use puller to remove the
ball bearing from balance piston. Discard bearing.
f. Remove retaining capscrews with lockwasher and separate balance piston housing from rotor housing. Do
not disassemble bushing from balance piston housing unless it requires replacement. This completes disassembly neces-
sary for maintenance purposes.
PUMP REASSEMBLY (See Figure 6.K-2).
a. If ball bearing was removed, pressure a new bearing into position on the balance piston. Replace retaining
ring. If a new bushing is required, coat outside diameter of new bushing with Locktite Retaining Compound and insert
bushing into balance piston housing.
b. Set rotor housing on suction end and install new 0 ring. Place balance piston housing on discharge end of
rotor housing and fasten down with four capscrews and lockwashers, leaving two holes, 180 degrees apart, vacant.
c. Lay rotor housing on its side and insert power rotor into housing from discharge end. Fasten bearing
retainer to balance piston housing with capscrews and lockwashers.
d. Insert idler rotors into rotor housing from suction end. Reassemble thrust plate to rotor housing with bolts
and washers, making sure that each spacer is assembled to the housing in its original location. Note: The four spacers
have been machined to close tolerances to assure accurate spacing between thrust plate and rotor housing. A minimum
torque of 800in:Ib applied to each bolt should assure proper spacing between thrust plate and rotor housing. Improper
spacing willresultin accelerated wear ofinternals.
e. Insert two 5" x 13 eyebolts into vacated holes in balance piston housing and lift internal assembly into
position over pump case. Insert assembly into pump case, being careful not to damage 0 ring during process. Fasten
internal assembly to pump case with capscrews and lockwashers.
R/RYIIMQ 3JK~7) 75 6-K-3

Instruction Manual 6-K4
f. This completes pump reassembly. Before mounting to gearcase, make sure that pump turns freely. Do not
force piping into place as the strain on the casing may cause excessive pump wear.
5 2 4 3 2
c 7 . /jf,v
CARRIER ASSEMBLY
2 BUSHING
3 ROLL PIN
4 GEAR
6 SHAFT /ECTION A-A
6 COUPLING
7 ORIFICE
Figure &K-3. Gear Carrier Assembly
OIL PUMP GEAR CARRIER ASSEMBLY (See Figure 6 K-3).

The pump gear carrier assembly consists of a shaft supported by two bronze bushings, pressed into the carrier assembly
with their flanges to the inside. The pump end of the shaft has an internally splined coupling, attached to the shaft by
a roll pin, which accepts the external spline adapter secured to the end of the pump power rotor shaft. The drivegear
is mounted on the shaft between the two bushings and engages the speedup gear. The carrier assembly is secured to the
engine block by capscrews and locking clips, and is located by two dowels.
DISASSEMBLY AND ASSEMBLY OF GEAR CARRIER ASSEMBLY (See Figure 6.K-31.

To remove the pump gear carrier assembly, the pump must be removed as outlined above, then the gearcase removed.
a. Remove lubricating oil lines from carrier assembly.
b. Bend back locking clips and remove capscrews. Remove carrier assembly.
C
c. To remove gear, shaft and bushings from carrier assembly, remove gear.to.shaft roll pin then press shaft
out of gear. With shaft and gear removed, press bushing out of drive bracket.
d. Assembly is the reverse of disassembly. Use new locking clips.
R/RYIIMo 3JK&37I 75 6-K-4

NEEDLE VALVE
SEAL CAP
SPRING
ADJUSTING SCREW
SPR IN G BUFFER CAVITY

CAP SLEEVE
SPRING SPOOL VALVE
SENSING CHAMBER
Figure 8 K4. Oil Pressure Regulating Valve
PRESSURE REGULATING VALVE.

Lubricating oil header pressure in the engine is regulated by a pressure regulating valve, mounted on the pump discharge
piping so that the pump discharge is directed to this valve before reaching any other system components. Set at 50 psig,
it senses header pressure and regulates the bypass volume to maintain the set header pressure. Besides regulating header
pressure, the valve protects the system from excessive pressure during starts with cold oil, or when flow in the system is
restricted between the pressure regulating valve and the header pressure sensing point. The functioning of the valve is
as follows.
a. The "IN" port of the valve is connected to the pump discharge line and the "OUT" port is connected to a
bypass line leading back to the engine base. A sensing tube, connecting the valve seal cap to a point on the main engine
oil header, applies header pressure to the valve pressure sensing chamber.
b. The pressure in the sensing chamber acts against the end of a spool valve, compressing a spring at the
adjusting screw end of the assembly. If the sensed pressure rises above the set point, the lands of the spool valve will
clear the lands on a sleeve. Oil then flows from the inlet section to the outlet. section of the regulating valve and back
to the engine base to bypass a part of the pump discharge to reduce the pressure in the header.
c. A drilled passage connects the inlet section of the valve to the annular space around the spool valve at the
adjusting screw end. This allows pump discharge pressure to act against the end of the sleeve and oppose the spring
O force at the other end. When an excessive pressure differential exists between the pump discharge and the header
O
pressures, such as when starting with cold oil, or because of an obstruction in the system between the regulating valve
and the header pressure sensing point, the sleeve is forced towards the sensing chamber end, compressing the spring.
This will uncover the lands of the spool valve and the excess oil will bypass through the spool valve and the excess
oil will bypass through the outlet side of the valve back to the engine base.
6-K-5
PART K —LUBRICATING OIL SYSTEM (Contintjed)
d. The oil in the annular space around the spool valve, at the adjusting screw end, will leak past the sealing
grooves of the spool valve and into a cavity in the cap. This cavity functions as a buffer chamber. To stop valve
oscillation, an adjustable needle valve controls oil spillage from the buffer cavity to the outlet-section of the valve.
e. The oil header pressure is set by increasing or decreasing thespring forceacting against the header pressure
in the valve sensing chamber. Turning the adjusting screw in will increase header pressure, and backing it out will
decrease pressure.
f. Normal lubricating oil pressure is 50 psi, measured between the engine lubricating oil strainer and the
engine oil header which is also the pickup point for all gauges and other instrumentation that show or indicate engine
lubricating oil pressure. Lubricating oil pressure shutdown devices may take their sensing point at the opposite end of
the engine in which case the shutdown set pressure will take into account the normal change in pressure between the
supply end of the engine and the shutdown sensor under all conditions of engine speed and lubricating oil temperature.
ADDING LUBRICATINGOIL.
The lubricating oil sump tank is provided with a fill connection and a dipstick, located on the top of the intake section
of the tank. A level indicator may be provided at the control panel for monitoring purposes, however, the level in the
sump tank should be verified by means of a visual reading of the dipstick before oil is added to the system, and the
expected rise in the level in the sump tank must be verified by means of the dipstick. Oil may be added to the system
with the engine running or with the engine stopped. The dipstick has two sets of marks, one for the static condition
and one for the running condition. The markings are "Full Static" and "Low Static" on one side of the dipstick, and
"Full Run" and "Low Run" on the other. Before oil is added, it should be determined that the correct oil is available.
Appendix Vl of this manual contains the recommended specifications for the lubricating oil to be used.
CAUTION
Oil must never be added from any location other than the fill connection on the sump tank. Do
not overfill. Attempting to fill from any other location could result in oil reaching other than
design locations.
2
O
O
e
6-K-6
SELECTION OF A LUBRICATINGOIL.
The selection of a lubricating oil to be used in the engine is a complex matter, and is very important to the engine's
successful operation. The recommendations of both the oil supplier and the engine manufacturer should be carefully
considered. Transamerica Delaval's recommendations for a suitable lubricating oil are stated in Section 8, Appendix Vl.
Other factors to be considered include'the price, service life, load factor and fuel sulphur content as well as the filtration
and oil purification system used.
CHANGING LUBRICATINGOIL.
Once an oil has been selected the engine user, in consultation with the oil supplier, should map out a plan for periodic
sampling and laboratory analysis of the oil. A careful review of these results by the owner, the oil supplier and the
testing laboratory can then become the basis for deciding whether or not the oil needs to be changed. Transamerica
Delaval recommends that oil be changed on the basis of condition of the used oil rather than on a time schedule.
ANALYSIS OF OIL.
Various chemical and physical tests have been developed to classify and identify new oil, and to determine what changes
have occured in these oils while in service. The American Society for Testing Materials (ASTM) has standardized these
tests, and certain of these tests have been approved as an American National Standard by the American National
Standards Institute, Inc. (ANSI). Transamerica Delaval, as stated in Section 5, recommends that representative oil
samples be submitted to a qualified laboratory for analysis on a monthly basis, or oftener if operating conditions
indicate. The following tests should be conducted.
a. OIL VISCOSITY —Tested in accordance with ASTM D88, D445, ANSI Z11.2 and ANSI Z11.107. The
viscosity test will indicate whether the proper grade of oil is being used, and will indicate oxidation (by increased
viscosity) or fuel dilution (decreased viscosity). The oil supplier can provide advice regarding the significance of the
specific values obtained.
b.. WATER/GLYCOL CONTAMINATION—A measure of water and/or glycol contamination of the oil can
give warning of potential problems. Water or glycol contamination can come from liner seals, turbocharger casings or
faulty lubricating oil heat exchangers.
c. NEUTRALIZATION VALUE —Test in accordance with ASTM D664, D974, ANSI Z11.59 and ANSI
Z11.131. Engine oils are intentionally formulated slightly alkaline so that they are capable of neutralizing the acidic
compounds that form from products of combustion and of oil oxidation. Generally this reserve alkalinity is depleted
and the weak organic acids that attack bearing surfaces can be destructive. Periodic evaluation of Total Base Number
(TBN) and Total Acid Number (TAN) are an important measure of oil degradation. As time goes on, TBN is depleted
and TAN begins to rise.
d. PENTANE AND BEZINE INSOLUBLES —ASTM D893. This test is a measure of oil insoluble materials,
oil resinous matter from oil or additive degradation, external contamination, fuel carbon and highly carbonized materials
from degradation of fuel, oil, additives, engine wear and corrosive materials.
e. SPECTROGRAPHIC ANALYSIS —This test is used to measure quantitively the mineral elements in the oil,
including wear or corrosion metals such as aluminum, chromium, iron, copper, silver, lead and tin. Also, dirt contami-
nants from the coolant such as boron, potassium and sodium.
Note
The Transamerica Delaval Customer Service Department in Oakland, California will welcome any
correspondence regarding oil selection and/or testing. Although Transamerica Delaval cannot
recommend a specific lubricant, nor accept any responsibility for the performance of the lubri-
cant selected by the owner, it will be pleased to discuss its experience with a given oil product,
or review your oil analysis and offer comments.
6-K-7
6-L-1
Instruction Manual
PART L —MISCELLANEOUS
MANOMETER.
The U.type manometer is a primary standard for the measurement of pressure. No other device offers a higher degree
of accuracy of result. The vertical distance between the two levels of fluid in the U.tube is a measurement of the dif.
ference in pressure between the two sides of the manometer. The difference may be expressed in linear units of the
indicating fluid, such as inches of water or inches of mercury. Because the pressure being measured acts directly on the
indicating liquid in the tube rather than through any mechanical devices, the column will respond directly and imme.
diately to the slightest change in applied pressure. For example, if water is the indicating medium, a pressure change of
one ounce per square inch will change the indicating levels approximately one inch. As standard scales are graduated
in tenths of an inch, very accurate readings are possible.
MEASURING VACUUM.
Vacuum and pressure, in the sense used here, are the same thing, vacuum VACUUM 4
being merely the degree to which the pressure has beenbrought below PUMP
atmospheric pressure. Vacuum is normally read in inches of mercury. 1
If a vacuum pump were to be connected to one leg of a U.type manom. 1
eter while the other Ieg remained open to atmosphere (see figure 6.L-l), 0
I
the pressure on the pump side would be reduced as the pump works. I z
Atmospheric pressure, then being the greater pressure, will force the 3
column of mercury down on the open side and consequently, the I
column of the leg will rise. The resultant difference in the height of
the column is the measure of vacuum in inches of mercury created
by the pump. Figure 6-L'-1. Manometer with
Vacuum Pump
OPERATION AND MAINTENANCE.

With both legs of the manometer open to atmosphere as shown in figure 6.L-2, indicating fluid is placed in the tube
until the level is at the center, or zero graduation of the scale. If the level of the two columns is less than zero, fluid
should be added. If the reading is more than zero, fluid should
4 be removed. Minor adJustments may be made by moving the
3 3 scale to obtain an exact zero reading. Application of pressure to
2 2 the right leg will force the fluid column down in the right leg
1
'I
and up in the left. The instrument is then read by noting the
0 0 deflection from zero in both legs, then adding the two. In the
case of the manometer illustrated on the right side of figure
1 1
2 2
6 L-2, the difference is the sum of two inches below zero and
4 two inches above, or four inches.
Figure 6-L-2 Reading Manometer
R/RV 79 6-L-1
Instruction Manual 6-L-2
. PART L —MISCELLANEOUS (Continued)
CRANKCASE VENTILATION.
The crankcase is ventilated by natural flow of vapors through a ventilating pipe to atmosphere outside the engine
room. A drip leg should be provided to collect any oil that may accumulate in the vent pipe. The vent piping
should be inspected periodically, and cleaned as necessary to remove any accumulation of oil and dirt that may
possibly restrict the flow through the piping. The frequency of inspection will depend on operating conditions and
hours of running.
0
C
C
0
.i
Jt
C
V
~J
Ch
r
C
IL
O
V
'0
Z
It
It
6-L-2
Instruction Manual 6-L-3
PART L —M ISCE LLANEOUS (Continued)
FLYWHEEL REMOVAL.
In the event it should prove necessary to remove the flywheel, this task may be accomplished successfully provided
that careful planning and thought an employee in the operation. It must be remembered that the flywheel isa heavy,
unwieldly object which must be handled in a restricted space.
WARNING
Due to the great weight (approximately 3500 Ibs), it is essential that the flywheel be under
control at all times, and that all personnel be completely aware of their function during the
operation, and be cognizant of the danger involved.
a. Install three retainer plates on the engine side of the flywheel (see fig. 2-2) and tighten capscrews to hold
the flywheel firmly to the crankshaft flange.
b. Remove roll pins and nuts from all twelve mounting bolts then drive bolts out of crankshaft flange and
through the flywheel and generator shaft flange. It may be necessary to remove the oil seal housing on the engine to
allow sufficient operating space.
c. Refer to manufacturer's instructions for the generator in theAssociatedP1/blicationsManual and movethe

rotor and shaft aft to allow sufficient room to remove flywheel.
d. Install cribbing and jacks, or other suitable means of handling the weight of the flywheel. Depending on the
space available, and the equipment on hand, the actual method of physically moving the flywheel must be determined
by the owner.
e. Remove retainer plates (fig. 2-2) and shift flywheel aft far enough to clear the crankshaft flange pilot.
Maneuver flywheel clear of the engine.
It/8 V.81 6-L-3

Section 7
Trouble
Shooting
SECTION 7
TROUBLE SHOOTING
GENERAL.
Effective maintenance trouble shooting requires a sound knowledge of the engine in both a theoretical and a practical
sense. The mechanic must analyze the cause and effect of different conditions and, where the cause is not readily
apparent, he must employ a fine sense of logic based upon the use of all the tools available to determine that cause.
Section 5 of this manual illustrates some trouble shooting data that can be obtained from the charts and curves which
are recommended. In addition, this section contains a listing of possible troubles that may be encountered, their possible
causes, and the action that would appear to be appropriate.
RECORDS.
All possible malfunctions and their probable causes cannot be foreseen and recorded in advance. Each engine will
develop and display characteristics which may not be common to all engines of the same model or type. Also, the same
operator or mechanic will not always perform the trouble shooting and repair work. It is, therefore, suggested that the
owner establish a detailed repair and trouble shooting record system. Each malfunction should be recorded in a readily
usable form, listing the indications and findings for each malfunction encountered together with the repair action
required. This record will be of assistance in determining the cause of any future malfunctions, and will be a valuable
training aid for all operators and mechanics.
7-1
TROUBLE P0SS I 8 LE CA US E ACTION
1. Engine fails to turn over when Air line valves closecL Check air line valves.
eir start valve turned on. Air pressure 'too Iow, Check pressure. Check for clopged sir
strainer.
Air start volvo leaking or stuck. Release cylinder pressure by opening
Indicator cocks. Remove air start valve
snd examine.
d. Air distributor out of time. AdJust timing.
0, Control system electrical power turned Turn switch ON.
OF F.
2, Engine turns on starting sir but a, Fuel line valve closed. Open sll fuel valves.
wa ll not start. b. Fuel low in dsy tank. F III tank.
c, Air In fuel system. Vent system by opening fuel pump bleeder
scfewh
d, Fuel lines clogged. Closn lines.
e. Dirty or plupged fuel oil filter(s). Clean filter(s).
f. Water In fuel oil. Drain snd refill system whh clean fuel oil.
Fuel controllinkoge sticking. F ree snd lubr Icate.
h. Fuel oil relief valve stuck open. Free valve.
I. Fuel reck shutoff cylinder not actuated. Check enplne control system.
J. Overspeed shutoff cylinder not Check overspeod trip and valve. Check
actuated. control system.
k. Stuck valve, F ree, clean snd lubricate.
I. Air intake blocked. Check overspeed shutdown butterfly valve.
Check Intake air filter snd lines.
m. Valves ridlnp open. Adjust valve clearance or, If equipped with
hydraulic lifters, check lifter adjustment.
n, Volvo seats worn, Reseat valves.
o. Leaking cylinder hood gasket. Replace with new gasket(s)
p. Piston rings stuck. Replace rings as required, using oversized
rings if necessary. Replace liners if scored
or worn.
3. Running engine slows or stops. Safety shutdown system tripped. Check control panel annunciator for cause.
b. Low fuel level In day tonk. F ill tank.
c, Water In fuel oil system. Drain snd fillwith new oil.
d. Fuel filters plugged or dirty. Clean filters.
e. Enpine overloaded. Reduce load.
f. Restriction In exhaust line. Clear obstruction.
g Intake sir supply restricted. Check end clear obstruction. Check Intake
sir f ilter, overspeed air butterfly valve.
Seized piston. Actual piston slezure makes s high pitchod,
squeaking noise. STOP ENGINE
IMMEDIATELY. Check pistons, liners
and cooling system.
4. Engine fires irreguktrly when Low fuel oil dsy tank level. F ill tonk.
running. Air in fuel oil system. Vent system by opening fuel pump header
scf ews.
c, Water In fuel oil system. Drain and fill with new fuel oil.
d. Fuel lines clogped. Clean lines.
e. Plugged or dirty fuel oil filter(s). Clean filters.
f, Fuel Injection nozzle stuck, clopped, Replace with spare snd examine.
damaged or dirty.
0 InJection tube connections leaking. Clean Joints and tighten.
Fuel nozzle bleeder valve open. Close valve.
I. Fuel inJection pump dirty, worn or Replace with spore and examine.
damaged.
J Fuel Injection pumps out of time. Adjust timing (see engine data sheet).
k. Fuel Injection pumps out of balance Check millimeter setting of sll pumps with
with other pumps. setting st full load shown on engine date
sheet. Check Individual cylinder exhaust
temperatures.
Lock of compression. See paragraph 2 above.
5. Engine hss block exhaust while ~. Fuel nozzle stuck, clopped, damaged Replace with spare snd examine.
running. or worrt,
b. Fuel injection pump(s) out of time. Adjust timinp.
C. Fuel inJection pump out of balance. Seo 4.k. shove.
d. Air Intake blocked. See 2.I. above.
~, Enpine overloaded. Check load. Reduce ss necessary.
R/RV 78 h 7 2
TROUBLE POSSIBLE CAUSE ACTION
6. Engine hes blue smoky exhaust. e. Piston rings stuck. Free, clean ring grooves snd oil drain holes.
b. Worn piston rings or liners. Replace rings as required. If necessary, use
oversized rings. Replace liners if scored
or worn.
c, Burning lubricating oil. Check piston rinps, ring grooves snd liners.
d. Crack or hole in piston. Replace piston.
7., Engine knocks while running. & Fuel nozzle stuck, clopged, damaged Replace with spare snd examine.
or worn.
b. Fuel Injection pump out of time. Adjust timing.
Poor fuel oil quality. Check specifications of fuel being used
against standards.
d. Defective fuol tappet. Check, replace worn parts.
8, Piston loose in hner. Shut off fuel to suspected cylinder. If
knock decreases, check piston and ring
closrsnces. Replace worn parts.
Loose piston pin or pin bushing. Place piston at bottom dead center. With
pry bsr, check piston for loose fit. Replace
pin or bushinp ss necessary.
g. Connecting rod bearing detective. Check clesrsnces.
h, Defective main bearings. Check clesrances.
B. Low lubricating oil pressure. Low oil level In sump tank. Add oil.
b. Lubricating oil suction cloggod. Check strainer snd clean.
Loose lubricating oil piping. Check and retlghten as necessary.
d. Loaded filter elements. Clean or replace elements.
o. Sticklnp reliof valve. F ree snd clean valve.
f. Defective lubricating oil pump. Inspect pump. Repair or replace.
9 Pressure regulstinp valve set too low. Adjust valve.
h. Loose or worn bearlnps. Check bearing clearances.
9. High lubrlcstinp oil pressure. a, Relief valve stuck. Free snd clean.
b. Dirty lubricating oil cooler or full flow Clean.
filter,
C. Pressure regulating valve sat too high. Adjust to correct pressure.
10. High jacket water inlet tempers. ~, Jacket water pressure too low. Check and tighten connections.
ture. b. Air in water system. Check water pump —bleed air.
c, Pump suction or discharge clogged. Check snd clean.
d. Pump sirbound. Open vents on pump, or on top of suction.
e. Water passage clogged with scale. Clean with recognized solvent.
Inadequate host exchanger coolant. Inspect snd clean as necessary.
Dirty heat exchanger. Inspect and clean.
h. Engine overloaded. Reduce load.
I. Loose piping. Check snd tighten.
j Inadequate rsw water supply. Check.
11. Excessive vibration. Cylinder mlsflrinp. Check fuel injector nozzles, fuel pump,
cylinder fuel cut of f.
b. Stuck valve. , Free, re face, reseat or replace.
Mechanical problems. Investlpste sll systems snd auxiliaries,
particularly moving or rotating parts.
12. Excessive exhaust temperatures, e, Engine overloaded, Reduce load.
all cylinders. b. Low manifold sir pressure. Increase manifold pressure.
c, Phton sticking. Remove, clean, check clearances.
d. Bearing failure. Inspect end check clesrences.
e. Dirty Intake ~ ir filter. Clean.
13. Unequal exhaust temperatures e, Valve leakage. Chock valves, grind snd reseat.
(wide spread with engIne losdedj b. Fuel Injection pump out of adjustment. Adjust.
1rL Rislnp exhaust temperature In Burned exhaust valve. Replace valve.

one cylinder. Bsd fuel Injection nozzle. Check snd roplsco if necessary.
F oulty pyrometer. Check thermocouples and pyrometer.
16. High pre turbine exhaust Engine overloaded. Reduce load.

toitlpefetufe, b. Low manifold sir pressure. Increase pressure.
C. Sticking piston. Remove, clean, check clearances.
d. Bearing failure Inspect and check clesrences.
~, Dirty Intake sir filter. Clean.
R/R V.78 7-3

Instruction Manual
TROUBLE POSSIBLE CAUSE ACTION
16. Low'exhaust temperature In one ~. Bad fuel pump. Check and replace if Indicated.
cylinder. b. Bad fuel pump nozzle. Check and replace if indicated.
c. Faulty pyrometer. Check thermocoupies and pyrometer.
17. Erratic speed variations (huntlngJ a. Injection pump Improperly timed. Retlme pump.
b. Injection nozzle tip clogged. Clean nozzle.
c. Injection nozzle Improperly adjusted. Adjust.
d. Injection pump plunger stuck. Free plunger.
e. Low oil level In governor. F III governor with clean oil.
f. Low fuel oil pressure. Increase pressure.
g. Governor or linkage sticking. Lubricate linkagewith engine oil. Refer
to governor manufacturer's bulletins.
h. Governor adjustment. Refer to manufacturer's bulletins.
18. Constant engine speed a. 'Governor. Refer to manufacturer's bulletins.

fluctuation. b. Sticking control linkage. Clean and lubricate with engine oil.
c. Speed signal control air pressure. Check system and supply.
19. Excessive venting and/or vapors a. Leaking starting air valves. Check valves. Repair or replace.
from vent holes In each end of
starting air header.
20. Low Jacket water pressure. e. Defective water pump. Check end repair.
b. Water pump ahbound. Bleed air.
21. Low rew water pressure. a. Defective water pump. Check and repair.
b. Air in system. Bleed air.
C. Dirty strainer, Clean.
22. Low compression pressure. a. Worn piston rings. Replace.

b. Burned valves. Replace.
c. Valve tappets Improperly adJusted, Adjust valve clearance, or If equipped with
hydraulic valve lifters, adjust lifters.
23. Low fuel oil pressure. e. Dirty filters or stralners. Check and clean.
b. Relief valve stuck open. Free and check.
c. Defective booster pump. Check and repair or replace.
d. Air leak In suction line. Repair.
24. Excessive lubricating oil a. Worn piston rings or liners. Check clearances. Replace If clearance is
consumption. excessive.
b. Leak In sump or piping. Repair.
c, Laqueflng of liner L Hone.
26. Loss of crankcase vacuum. a. Faulty manometer indications. Check tubing for leaks or obstructions.
b. Defective blower motor. Repair or replace.
c. Defective pressure sensing switch. Replace.
d. Loose ~ lectrlcal connection. Repair.
e. Air leak around cylinder head covers. Check gasket condition and tightness of
cover,
f. Air leak et fuel line entrance to head Check grommet and fuel line gaskets.
sub covers.
g. Air leak past valve guides. Check clearances.
h. Piston blowing by. Check for stuck piston rings.
Check for excessive piston ring wear.
I. Plugged vent line. Check and clean line.
J. Fuming lubricating oil. Check for hot spots in crankcase.
WARNING
This heavy vapor may be very explosive
~ nd the engine should be stopped
Immediately. Allow to rest for 16
minutes to allow fumes end vapors
to dissipate before removing any
~ ngln ~ covers,
R/RV 78
TROUBLE POSS I BI.E CAUSE ACT ION

26. No fuel pump delivery, or s. Fuel tonk empty, or volvo In line closed. Refill tank with fuel oil. Check if transfer
insufficient delivery. pump delivers fuel to tank. Open rill
valves In fuel lines.
b. Fuel inlet pipe clopged or filter Clean pipe. Clean filter element.
element dirty.
c. Air lock ln pump. Vent pump snd nozzle.
d. Pump plunger remains suspended In Thorouphly clean all parts, particularly
barrel. plunger and barrel. If either ore damaged,
replace both with spores.
e. Broken plunger spring. Replace with spare.
f. Delivery valve not soatinp properly. Clean delivery valve snd seat. If either
sre dsmspad, replace with spore.
g. Delivery valve spring broken. Replace.
h. Leakage bock to suction chamber from Clean feces. Remove burrs and scratches
surfaces between top of barrel and from delivery valve seat snd barrel.
delivery valve seat.
I. Worn or defective plunper or barrel. Replace with spore.
J. Dirt causing pump plunper to Jam. Dismantle pump end clean.
k. Control rackis) coated with dirt. Closn snd lubricate.
I. Supply connection leaks. Install new gasket or replace connection
If damaged.
m. Leakage post spring guide csusod by Replace dofactiva parts with spsros.
worn plunpar, or Improper seal of
barrel In main body.
n. High pressure connection leaks. Install hiph pressure tube only on the
cylinder for which It wss factory fitted.
Replace line if cone Is damaged.
27. InJection nozzle valve sticking. e. Dirt In nozzle. Remove snd clean nozzle.
b. Poor lubricating quality of fuel oil. 'Ansllze fuel oil sample. Change if tests
indicate.
c. Nozzle body and valve corroded, or Check fuel and filters. Replace nozzle
dirt in
eroded due to acid, water or body snd valve with spores.
fuel oil.
d. Joint between nozzle holder ond Clean faces. Remove burrs snd scratches
nozzle not tight. from nozzle body and holder.
e. Nozzle valve worn ond loose In nozzle Replace nozzle body snd valve with spares.
body. Check fuel snd filters.
Nozzle valve stuck In closed position Remove and clean nozzle.
or nozzle orlflees closed.
g. Carbon deposits on nozzle. Clean nozzle.
'Check fuel being used for conformance to

approved specifications. Introduce
additive in fuel If recommended.
28. Hiph peak firing pressure, ~ . Overload condition. Reduce load.
b. Early Iniectlon.
c. Malfunctioning nozzle.
29. Low peak firing pressure. ~. Late ignition.
R/RV-78 7-6
Section 8
Appendices
SECTION 8
'PPENDICES
The purpose of this section of the manual is to provide a single location for specific data which, if located within the
body of the manual, would be more difficult to locate. As a general rule, specific values have been omitted from the
text and, where appropriate, reference is made to the applicable appendix. The following appendices are contained
in this section.
d
Appendix I Torsional Stress and Critical Speeds
Appendix II Operating Temperatures and Pressures
Appendix III Table of Clearances
Appendix IV Torque Tables
Appendix V Timing Diagram

P
Appendix VI Lubricating Oil Recommendations
Appendix Vll Alarms and Safety Shutdowns
Appendix VII I Fuel Oil Recommendations
Appendix IX Power Engine Factory Test Logs
8-1
Instruction Manual
Appendix I
Torsionial Stress And Critical Speeds
s~T V
' -I''-L
i,' A ~
I
reive
l l
o.oV- o r.
IT .SOW.8C u ITITTTTi~ 4
s'.a
II
vuLac.
. LL .:.ak A!
.''L
I
1
I
I
~ ~
. I i
::i "l. ' '.I.; '.I I
H]I il1 I
II. Ill TI '
I ,I ~
'-2
IE
I
APPENDIX II
OPERATING PRESSURES AND TEMPERATURES
PRESSURES
The following pressures should be present for starting:
Starting Air Supply 250 psi 17.6 kg/sq cm

Starting Air Header 250 psi 17.6 kg/sq cm
While running at rated speed, the operating pressures should be as follows:
psI in.-hg kg/sq.cm

Lubricating Oil" 45 —55 91.6 —112.0 3.16 —3.87
Lubricating Oil at Turbocharger inlet 25-35 50.9 — 71.26 1.76 —2.46
Jacket Water 10 —30 ~ . 20.4 — 61.1 0.70 —2.11
Fuel Oil 20 -30 40.7 — 61.1 1.40 —2.11
TEMPERATURES
While running under rated load, the outlet temperatures should be as follows:
Lubricating Oil out of 170o F —180o F {766o C-822o C)

Engine'acket
Water out of Engine 170o F —180o F (76 6o C —82 2o C)
EXHAUST TEMPERATURE
The exhaust temperatures shown on the title page are the average for all cylinders during factory test under local
ambient conditions. Temperatures in the field, therefore, may exceed this average temperature.
Pressuresand temperatures listed are established as a guide to proper operation. They should be held within plus or
minus 10 percent. Sudden changes in reading require immediate investigation and correction.
'With SAE 40 lubricating oil in engine.
8-3
APPENDIX I II
TABLE OF CLEARANCES
MODEL RV4 ENGINE
Clearance When New Rep4ct When Over

Item In h Millimeters Inchts h'lillimcters Notes
Crankshaft to Main Bearings 0.010/0.014 0.254/0.356 Stt beaiing shell thickness figures
Crankshaft to Thru« Ring 0.022/0.030 0.559/0.162 0.040 0.016 Replace at les«onc
Connccung Rod Searing to Crankshaft 0.010/0AI14 0.254/0.356 See btsring shell thickness figures
Camshaft Bearings to Camshaft (Intermediate) . 0.004/0.008 0.102/0203 Stc bearing shell thickness figures
Camshaft Thrust Adjustment 0.004/0.007 0.102/0.178 Adjust st 0.012" or over
Connecting Rod Link Pm to Bushing 0.006/0.011 0.152/0.219
Pdton P>n to Rod Bushing 0.010/OA)15 0.254 N.381 OA)20 0.508
Pnton Pin to Piston 0.002/0.004 0.051/0.1 02 OA)05 0.121
Idler Gear Bushinys to Shaft 0.003/0.005 0.076/0.121 0.010 0.254
Idler Gear Thrust to Bracket 0AI0 5/0.009 0.1 21/0229 OAI15 0281
Rockei Aim Bushing to Shalt 0.004/OA)06 0.1 02/0.1 52 OA)12 0.305
Intake Rocker Arm Arsy. to Sub Cover (cnd clearance) 0.010/0.025 0.254/0.635 OA)45 1.143
Exhaust Rocker Arm Assy. to Sub Cover (cnd clcarencc) SANS/0AII 5 0.127/0.381 OA)30 0.762
Intakt and Exhaust Tappcts in Guide 0.004/0.006 0.102/0.152 0.015 0.381
Fuel Tappet in Guide OA)03/0.005 0.016N.127 OA)12 0.305
Tsppel Roller in Roller Bushing 0.002/0.004 0.051/0.1 02 0.006 0.152
Rolltr Bushing to Pin Bushiny 0.001/0.002 0.025/0.051 OA104 0.1 02
Pin Bushing to Pin OA)01/0.002 0.025N.051 0.005 0.127
Air Valve Piston in Cap 0.001/OA)03 0.025/0.076 OA)09 0229
Pdton To Lintr:
Crown Top Lend (Tapered) -
Top 0.050/0.072 1.270/1.829 Radial Clearance
-
Crown Top Land Above ltt Ring 0.030/0.050 , 0.762/1.270 Radial Clearance
-
Ski« Bearing Surface 0,011N.019 0.432/0.483 See liner replacement figures
Piston Ring End Gap:
Top Compression Ring (No. I) OA)75/OA)90 1.905/2286 0200 5.080
Compression Ring (No. 2) 0.075N.090 1.905/2.286 0200 5.080
Compression Riny (No. 3) 0.050/0.065 1.270/1.651 0200 5.080
Compression Ring (No.4) 0.050/0.065 1.210/'(.651 0200 5.080
Oil Control Ring (Upper) OAI35/0.060 0.889/(.524 0200 5.080
Oil Control Ring (Lower) OA)35/OA)60 0.889/1.524 0200 5.080
Piton Riny Side Clearance in Groove:
Top Compression Ring (No. I) 0.007/OA)11 0.1 18/0219 OA120 0.508
Compression Ring (No. 2) 0.005N Amg 0.1 27/0229 OA)20 0.508
Compression Ring (Ko. 3) OA)05/OA)09 0.1 27/0229 0.020 0.508
Compression Ring (No.4) OAI12/OA)19 0.305/OA83 OD30 0.762
Oil Control Ring (Upper) 0AI03/0.007 0.076/0.1 78 OA)20 0,508
Oil Control Ring (Lower) OA)03N A)07 0.076/0.118 OA)20 0.508
Intake Valve Stem to Guide OA)05/0.007 0.127/0.118 0.012 0.305
Intake Valve Guide Inlet Dismeler to Guide OA)07/OA)11 0.118/0279 OA)l6 OA06 Dual fuel cnyines only
Gas Injection Piston Ring End Gap DAO IS/OA)15 OA)46N281 0.040 Le I Ail6 8s Dust fuel engines only
1.500 dia. 38.1 0 dia.
Exhaust Valve Stem to Guide (Upper) OA)06/OA)08 0.'I 52/0203 Sec valve rockiny test
Exhaust Valve Stem to Guide (Lower) 0.058/0.080 1.473/2.032 See valve rockiny test
Exhaust Valve Rocking (movemcnt) Test OA)12/OA)17 0.305/0 432 0.045 1.143 See Section 6, Part 8 foi method
of takiny measurement
D4m t r r u I n
Liner Bore '11.000/11.001 43 IAI/431A)25 'I 7.060/0.020 433.324/0.508
Thickntss When New h
Bearing Trrickncss (Shells/Rings)
Main Sesriny Shells 0.619/0.618 15.123/15.697 0.613 16.510 Lower shell
Main Besiiny Thrust Rings 0.616/0.614 15.646/15.596 See -Crankshaft to Thrust Rings"
Conntct<ng Rod Beeriny Shells 0.619/0.618 15.123/I 5.697 0.613 15.570 Upper shell
Camshaft Bearing Shells Onttrmediatt) 0.208/0201 5.283/5.258 0202 5.1 31 Lower shell
Csmshsll Bearing Thrust Flange 0211/0208 5.359/5283 See "Camshaft Thrust Adjustrnenl"
'84
APPENDIX IV
TORQUE TABLES
Model RV4 Engine
The first portion of this torque table, Special Torque Values, applies to those nuts, bolts, capscrews and other threaded
fasteners for which a specific torque value has been assigned. If no specific torque value is listed for a fastener, refer to
the General Torque Values portion of the table, using the torque listed for the thread size of the item in question. All
torque values are based upon the use of a thread lubricant consisting of a 50 50 mixture by volume of powdered graphite
and engine lubricating oil. All torques are listed in both foot pounds and in kilograms per meter. Where applicable, bolt
sizes in the special torque section are shown in parenthesis.
SPECIAL TORQUE VALUES

Torque
Item ft-Ib kg-m
NUT, Foundation Bolt (heat treated steel ) 3800 525.6
NUT, Main Bearing Cap Stud (1%")" 3000 415
NUT, Base to Crankcase Thru-Bolt 8000 . 1106
CAPSCREW, Crankcase to Base (1") 425 58.8
NUT, Cylinder Block to Crankcase Thru.Bolt (2i/~") 4500 622
~~ M ~ I ~~
(21 ~ ) 3000 425
NUT, Connecting Rod Bolt (1'/~") 1700 235
~~ ~~
(1-7/8") 2600 359.5
BOLT, Link Connecting Rod to Link Pin (1/4") 1050 145.2
NUT, Cylinder Head Stud (INC) 3600 497.7
Fuel Injection Nozzle Retainer 'UT,
Minimum 75 10.37
Maximum 80 ll
NUT, Fuel Pump Stud 80 ll
CAPSCREW, Fuel Pump Base (Allen) 120 16.6
CAPSCREW, Camshaft Bearing Cap 200 27.6
CAPSCREW, Idler Gear Mount Bracket 120 16.6
NUT, Flywheel Bolt . 4500 622.3
NUT, Crankshaft Counter Weight (13" Crankpin) 2450 338.7
CAPSCREW, Rocker Shaft 365 50.5
CAPSCREW, Sub-Cover to Cylinder Head 120 16.6
Camshaft Gear Retainer Nut 1800 248.9
'Heat treated bolts are identified by the figure "4" stamped on end of bolt.
"'Not applicable if pre-stressing method is used.
8-5 IRK} 6/81

Instruction Manual 8.5A
GENERAL TORQUE VALUES
Bolt Size & Torque

No. Threads (ft-Ib) (Kg.m)
3/8-16 12 1.66
3/8-24 15 2.08
1/2-13 30 4.15
1/2-20 35 4.74
5/8-11 60 8.29
5/8-18 70 9.68
3/4 —10 100 13.83
3/4-16 115 15.90
7/8-9 160 22.13
7/8-14 180 24.89
1-8 245 33.78
1-14 290 40.11
1/8-7
1 ~ 335 46.33
1-1/8-8 355 48.00
1 1/8-12
~ 395 54.53
1-1/4-7 480
1-1/4-8 500 69.15
1 1/4-12
~
550 76.07
1-3/8-6 620 85.75
1.3/8-8 680 94.04
1-3/8-12 745 103.03
1-1/2-6 735 101.65
1-1/2-8 800 110.64
1-1/2-12 865 119.63
8-5A
APPENDIX V
TIMING DIAGRAM
MODEL TYPE
R/RV STATIONARY —MECHANICALLIFTERS'UEL DIESEL
INTAKE CAM EXHAUST CAM ROTATION
02-350.06.A K 02-350-06 AJ CLOG KWIS E
TOP DEAD CENTER
SEE NOTE
4
65
40
INTAKE
OPENS AIR OPENS EXHAUST
So CLOSES
1200 A R
AIR CLOSES EXHAUST

OPENS
280 EXHAUST
270 INTAKE
60
EXHAUST
CLOSES
25
NOTES: 1. Diagram is in crankshaft degrees.

2. See Engine Data Sheet in front of manual, or
engine nameplate tor tiring order.
3. See engine nameplate for cylinder and bank designation.
4. See Engine Data Sheet for diesel fuel injection point.
Form TD 31 1/79 8-6

tnstruction Manual 8-'P
.APPENDIX Vl
LUBR I CATI N G OI L R ECON M EN OATI ON S
The Transamerica Delaval Engine and Compressor Division does not recommend lubricants by brand name. The final
measure of the quality of an oil is its per fonnance in service. The lubricant supplier must work with the fuel oil supplier
to insure the use of the proper lubricant. 7he consistent quality and performance of a suitable heavy duty oil must,
therefore, be the responsibility of the company making the lubricant
CAUTION
It must be the concern of the operator to consult with the oil supplier concerning the proper
selection of a lubricant which will perform compatibly with the type of fuel to be used in
order to insure the most satisfactory performance and life with overall economical operation.
In the case of unresolved questions, the Transamerica Delaval Engine and Compressor Division
should be consulted.
To determine the condemning limits for oil in service, have the oil supplier take representative samples at regular
intervals for oil analysis. His recommendations, then, for either further service or for condemnation will be based on
qualitative factors. The following applies to new oil only.
RECOMMENDED LUBRICATING OIL CHARACTERISTICS
SAE GRADE 40 OIL
Maximum Minimum
Viscosity Index (ASTM D567) 70
Gravity, A.P.I. at 60 F (25.6 C) (ASTM D287) 20
Flash Point F (ASTM D92) 425 (218 C)
Pour Point F (ASTM D97) 10 (5.6 C)
below coldest
oil starting
temperature
OIL RECOMMENDATIONS
DIESEL ENGINES (Using fuel oil with less than 1.05X sulfur):
Engines rated 205 bmep and below —API/SAE Classification "CC" or better.
Engines rated 206 bmep and above —APliSAE Classification "CD" or better.
8/RYID/sAE<o)-78
APPENDlX Yl!
ALARMS AND SAFETY SHUTDOWNS
During normal operation of the diesel engine/generator set, it is protected by an automatic safety shutdown system
which senses certain operating conditions. When a sensed condition reaches a pre determined setpoint, the system
initiates an automatic shutdown sequence. There are other conditions which are monitored, and which will alarm if
they reach their alarm setpoint, but which will not shut the engine down. If the unit is operating in response to an
emergency star t signal from the owner's equipment, only those shutdowns identified by an asterisk I ) on the following
list will cause a shutdown. All other shutdowns will alarni while operating in an emergeiicy condition, but will not
initiate a shutdown sequence. The following conditions are monitored by the system's protectwe network.
FUNCTION ALARM ISettlngl SHUTDOWN ISettingl
TEMPERATURES
Engine Main Bearings 228 F rising
Jacket water (outlet) 190 F rising 200oF rising
Engine Lubricating oil 190 F rising 200oF rising
High lubricating oil —IN 175oF rising
High lubricating oil —OUT 190oF rising
Low lubricating oil —IN 140 F falling
Low lubricating oil —OUT 140 F falling
High jacket water —IN . 175 F rising
High jacket water —OUT . 190oF rising
Low jacket water —IN . 140 F falling
Low jacket water —OUT . 140 F falling
Generator bearings Field Set
Engine Panel Hi/Low 125 F /50 F
e PRESSURES
a
T .3 —.5
psi rising 3 psi rising
e Crankcase
N
Engine lubricating oil 40 psi falling 30 psi falling
D
C Turbocharger lubricating oil —left bank 20 psi falling 15 psi falling
to Turbocharger lubricating oil —right bank 20 psi falling 15 psi falling
' a Jacket water 12 psi falling 10 psi falling
V 15 psi falling
Fuel oil .
2 225 psi falling
I
Starting air
to
Lll Control air 50 psi falling
Z Lubricating oil strainer b P 20 psi rising
0
Z
lli
Lubricating oil filter b P 20 psi rising
tc Fuel oil strainer iAtP . 20 psi rising
iil
Fuel oil filter IMP . 20 psi rising
0
e.
8-8
Instruction Manual 8-8A
APPENDIX VII
ALARMS AND SAFETY SHUTDOWNS (Continued)
F UNCTION ALARM (Set tingl SHUTDOWN ISettingl
MISCE LLANEOUS
Engine overspeed (15% above rated speed) 517.5

Engine vibration . rpm'xcessive
Turbocharger vibration Excessive

Jacket water level Low
Lubricating oil level Low
Fuel oil day tank level Low-Low
Fuel oil day tank level High
Diesel Generator on MAINTENANCEmode . Selected
Lubricating oil standby pump ON Running
Engine barring device Engaged
Annunciator ground Existing
Loss of d-c power —Engine control panel On power loss
Loss of dw power —Generator control panel On power loss
Generator PT circuit —Loss of fuse On fuse failure
Generator PT circuits —Loss of fuses (both) Failure -
Generator differential both'xisting'n
Loss of excitation toss

Reverse power condition Existing
Emergency bus differential condition . Existing
Negative sequence condition . Existing
Generator overcurrent . Existing
Transfer relay failure Existing
Generator ground relay operated On operation
Generator overload relay operated . On operation
Generator closing circuit trouble Existing
8-8A
APPENDIX VlI I
FUEL OIL SPECIFICATIONS
Maximum Minimum
Viscosity, S.S.U. at 100 F 45 32
'Gravity, Deg. A.P.I. 38 26
Sulphur, % 1.05
Sulphur, Corrosion Test (Copper Strip, 3 hrs. at 212 F) Pass Pass
Conradson Carbon, % 0.20
Ash, % 0.10
Water & Sediment,% 0.50
Flash Point, F tP.M.C.C.) 150 or legal
Pour Point, at least 10 F below coldest fuel oil temperature
DISTILLATION F
90% Point 675
IGNITION QUALITY
Cetane Number 40
Heat Value —determine from A.P.I. gravity limits shown to determine total or net Btu/Ib or gallon.
The above specification covers fuel oils classed as Grade F.S. No. 2.
Fuels heavier than the above can be burned in Enterprise engines provided proper treating and pre heating facilities are
available. In the event it is desirable to use such fuels, Transamerica Delaval Engine and Compressor Division should be
consulted for advice as to the arrangements that need to be made. An analysis of the particular fuel to be used must be
provided.
For lubricating oil recommendations, refer to Appendix Vl.
8-9 {R 1) 10/79
APPENDIX IX
POWER ENGINE FACTORY TEST LOGS
Copies of the Power Engine Factory Test Logs are provided in this appendix to assist operating personnel in becoming
familiar with the operating characteristics of the engine. The data included is that recorded during actual factory test
of the engine. For ready reference, a summary of the factory test results is also provided. It should be noted that the
exhaust temperatures are those recorded at the factory, under local ambient conditions. Temperatures experienced by
the owner/operator, therefore, may exceed this average temperature.
8-10
Section 9
Drawings
SECTION 9
DRAWINGS
The drawings listed below apply to this installation, and are intended, to assist in the installation, operation, overhaul
and repair of the engine. In addition to these drawings, Assembly Drawings are provided in the Parts Manual. The forms
in this section are both those which are referenced on drawings, and those which may provide useful reference data for
the operation of the engine.
Dwg. No. Rev. Title

Form D4597 Engine Lubricating Oil Piping Procedure
Form D4848 Procedure Notes For Mounting Enterprise Engines on Concrete Foundations
Form D.4968 Symbols —Pneumatic Logic Elements
Form D4969 Symbols —Pneumatic Control Devices
Form D-4973 Symbols —Electrical Schematic
Form CAT-123 R-1 Piping Symbols
Form CAT-129 Valve Symbols
Form CAT-138 Piping Connections
Form CAT-139 Conversion Factors and Other Useful Information
Form CAT-144 ARO Logic Symbol Cross Reference Chart
R4050 G Installation Drawing

R4051 F Foundation Bolt Arrangement
09 805-74046 ~ C Exhaust, Intake & Crankcase Piping Schematic

09.810-74046 F Jacket Water Piping Schematic
09 820-74046 E Lube Oil Piping Schematic
09.825-74046 G Fuel Oil Piping Schematic
09.835-74046 D Starting Air Piping Schematic
00.500-74046 D Engine Control Panel Installation

09-500-74046 D Engine Control Panel Schematic (12 sheets)
09 688.74046 C Engine and Skid Electrical Schematic (3 sheets)
09 695-74046 C Engine Pneumatic Schematic
61-500.74046 E Panel Cutout & Component Placement

61-5604147 C Shutdown Pneumatic Logic Board Assembly
62.500-74046 C Terminal Connections (4 sheets)
64 500.74046 Engine. Generator Interconnections
9-1
PROCEDURE NOTES FOR MOUNTING ENTERPRISE ENGINES ON CONCRETE FOUNDATIONS
MATERIAL) WOODEN PLANKS SECURELY NAILED TOGETHER
2 x 6's NAILEDTOGETHER
1 x 6 CROSS BRACING. NOTCH TOP

OF 2 x 6 AT CORNERS TO SUIT
2 x 6 ON EDGE PIPE SPACER
3/4"
A ALLOW 1/32" Cl EAR
ANCE ON DIAMETER
::5::- e)': 5'.li;:.~'"
a-::.o..),:~'LAN
VIEW SECTION A A
SUGGESTED FOUNDATION BOLT TEMPLATE
OBSERVE THE FOLLOWING SEQUENCE OF OPERA. grout is to be applied to remove Iaitance, oil stains, etc.,
TION: and to provide a rough, dry surface for good bonding of
epoxy grout to foundation.
1. Construct a foundation bolt template, using certified
foundation drawing to determine positioning of founda. 7. Remove engine foundation bolts from shields and set
tion bolt holes. See sketch for a suggested template de- aside where they will not be damaged. Place" jacking
sign. Exercise great care in locating bolt centers. screw plates in position at each jackIng screw location.
Plates should either be imbedded in foundation before
2. Position and support template from foundation forms, concrete sets, or grouted in place.
securely anchoring it to prevent movement.
8. Bring engine into position over foundation. If engine is
3. Thread foundation bolt into lower nut in shield assem- rolled into position, ends of foundation bolt shields must
bly, being careful not to damage cap at bottom of nut. be protected to prevent damage.
Insert foundation bolts and shields in holes provided in
template, then tighten upper nut. Shields must be secure- 9. Insert toe jacks at four corners of engine, just inboard of
ly held in correct position to prevent any movement shipping skids to support engine white skids are being
during pouring of concrete. A suggested method is to removed. CAUTION: To avoid damage ro base casting,
use reinforcing rods, welded to each sleeve, or on top of do not locate jacks at center of engine. Remove shipping
each anchor plate in both rows of bolts running the skids, clean engine mounting rails and lower engine to
length of the engine, and then adding "X" bracing be- grade. Be sure foundation bolt holes in engine base are
tween the two rows of bolts. Another method is to tie correctly aligned with foundation bolt sleeves in founda-
the bolt assemblies to other reinforcing rods already in tion for easy installation of foundation bolts.
the foundation.
10. Clean sole plates and chocks with a degreasing type sol-
4. Recheck template positioning, alignment and elevation vent. After cleaning, it is recommended that sole plates
N
O before pouring concrete. It is recommended that a be primed with a primer recommended by grout manu
Transamerica Delaval Engine and Compressor Division facturer. Lubricate threads of jacking screws with a mix-
Service Representative be present to check bolt layout. 'ure of powdered graphite and engine lubricating oil.
Lower end of jacking screws should be coated with wax
6. Foundation is to be poured monolithic and must suite. to prevent epoxy grout material from binding to screws.
bly reinforced with reinforcing steel. Let concrete set for
10 days before installing equipment and 30 days before 11. Place sole plates and chocks in position under engine as
running equipment. shown on foundation drawing. Install sole plate retainers
on front and rear sole plates, making sure sole plates are
6. Top surface of foundation must be roughened wherever forced tightly against shoulder at inner edge of engine
Form 0<848 (Frootl

1.12. The utmost caution must be observed in the fabrication and preparation of the lubricating oil system
for service. Foreign material of any kind can do a great deal of damage to the crankshaft, bearings,
pistons, and cylinder liners.
1.13. NOTE, There may be instances where an engine is shipped with the pressure strainer mounted on the
engine and connected to'the engine lubricating oil header. If it is certain that the pipe connection
between the pressure strainer and the engine lubricating oil header has not been disconnected since
the engine left the factory, steps 9 and 10 above may be omitted.
2. PIPE PICKLING
2.1. Accessible welds inside carbon steel pipes and fittings shall be visibly inspected and welding beads
shall be ground off. All fabricated carbon steel pipes, valves, and fittings shall be blown clean with
steam or air to remove loose scale, sand, and welding beads and shall be cleaned by the following pro-
cedure prior to pickling.
2.2. The entire surface, including the interior, shall be wire brushed, using boiler tube brushes or commer-
cial pipe cleaning apparatus; it shall then be blasted thoroughly with air to remove loose particles.
2.3. The parts shall be submerged for 15 minutes or longer, depending upon the degrees of contamination,
in a solution containing 7 to 10 ounces of anhydrous trisodium phosphate or sodium hydroxide and
one ounce of detergent, Mil. Spec. MIL-D-16791, to one gallon of water at 200 F. to insure complete
removal of paint.and grease.
2.4. Parts shall then be rinsed in warm fresh water at 120 F. to prepare them for acid treatment.
2.5. Fabricated carbon steel pipe and fittings shall be pickled by submerging them for 30 to 45 minutes in
an acid bath contained one part of sulphuric acid, 66 deg. Baume, to 15 parts of fresh water and sup-
plemented by an inhibitor. The acid bath shall be maintained at temperatures between 160 and 180
degrees F. While the parts are submerged, the bath shall be agitated. At the end of the pickling pro-
cedure the parts shall be rinsed in warm fresh water. After the rinse, the parts shall then be
momentarily submerged in a boiling solution containing 4 ounces of sodium carbonate per gallon of
water, and then rinsed in cold fresh water and dried by air blast.
2.6. Immediately following pickling and rinsing procedures, fabricated steel pipe and fittings shall be
coated inside and outside with rust and corrosion preventive compound, and the ends sealed to pre-
vent the entry of dirt.
2.7. The foregoing is minimum requirement to produce an acceptable cleaning of lubricating oil piping
systems. Substitute methods must produce pipe and fittings of equal or better cleanliness.
2.8. The practice of fastening the sections of pipe together to form a system through which pickling acid
is pumped should be discouraged. The difficulty of producing an acceptable job with this method is
great.
2.9. Transamerica Delaval —Enterprise recommends strongly that lubricating oil system piping should be
pickled by a company which is equipped to do this kind of work. Such a company will have tanks
and vats and the technical knowledge to completely clean and prepare the pipe for service.
2.10. It will be necessary to completely fabricate and finish weld all pipe prior to pickling. Remove all
valves and non-ferrous fittings.
2.11. Make sure that the rust and corrosion preventive compound will mix with engine lubricating oil
without causing contamination.
2.12. Make sure that cleanliness is maintained when the sections of pipe are reassembled to form the
system.
Form 0-4597 (Bock)

Engine and Ctxnpressor Division
Engine Ludricating Oil
Delaval Oakland. California 94621 Piping Procedure
1. PRECAUTIONS TO BE OBSERVED DURING CONSTRUCTION OF THE LUBRICATING OIL SYSTEM,

AND BEFORE STARTING ENGINE,
1.1. Chill rings should not be used in welded pipe joints because of their tendency to retain scale, welding
slag and beads which can come loose as the pipe becomes hot during operation of the engine.
1.2. All lubricating oil system piping must be pickled after fabrication to remove varnish, mill scale, weld-
ing debris, dirt and grease. The pickled surfacesof the pipe must be coated with a rust preventive
compound immediately after pickling to protect them from rust. The compound must be soluble in
the lubricating oil that will be used in the engine, and compatible with it so as not to contaminate the
oil. Apply the compound by spraying or flooding the pipes —swabbing with rags or mops will leave
lint. Ordinary lubricating oil will not prevent rust in the pipes.
o
1.3. Mechanical cleaning will not completely clean the pipes, therefore, this method is not acceptable.
1.4. Before the engine is started, the assembled lubricating oil piping'system must be thoroughly flushed
with oil. Disconnect the pipe at the pressure strainer inlet, (item 168 on installation drawing) and
arrange a temporary bypass line from this pipe to the sump tank, or engine base as appropriate. The
bypass will permit oil circulation through the piping system without filling the internal lubricating
oil system of the engine. Several thicknesses of cloth sack should be secured to the outlet end of the
bypass line to catch debris as it is flushed out of the system.
1.5. The piping around the lubricating oil cooler requires special attention to insure that the pipes and the
cooler are properly flushed. Precautions must be taken to insure the complete removal of testing
fluids, water, or other liquids before attemping to flush the cooler.
1.6; The oil sump tank and engine base must be carefully cleaned before being filled with oil.
1.7. The auxiliary lubricating oil pump, or any continuous duty pump of sufficient capacity, can be used
to pump oil during flushing operations. If care was exercised during fabrication of the piping system
it should be flushed for at least eight hours. As much as 24 hours of flushing may be required for a
dirty system. While the oil is circulating through the system the pipes must be thoroughly pounded
several times with a heavy hammer to loosen dirt and debris. Hot flushing oil is recommended as it
does a better job of cleaning.
1.8. After flushing is completed, reconnect the piping system for normal operation. Examine all strainers,
and filters for cleanliness and for proper assembly.
1.9. Disconnect the jumper tubes between the engine lubricating oil header and the main bearings, and be-
tween the main headers and the auxiliary headers. Secure a nylon stocking over each main header
fitting to catch debris that may pass through the system as it is flushed. Cover the main bearing fit-
tings and the open ends of the auxiliary header feeders to prevent entry of dirt. Engine oil should be
pumped through the open system for at lease four hours to be sure of removing any foreign material
that may have entered the headers during construction.
1.10. Reassemble the internal tubes and brackets as required.
1.11. The pressure strainer at the engine oil inlet will catch any debris that may remain in the piping
system. It may require several cleanings during the first few hours of engine operation.
Form 0-4697 (Front)

mounting rails (The front and rear sole plates at each side Compressor Division Service Department), and tap them
of the engine are designed to make contact with the into two opposite flywheel bolt holes. Do not drive
mounting rail shoulder and are intended to restrain side dowels up hard. Ream two flywheel bolt holes with the
movement of the engine.) special reamer and measure diameter of reamed hole to
the nearest 0.0005 inch. Compare diameter of reamed
12. Lubricate threads at lower end of foundation bolts with hole with diameter of bolt. Reamed holes should be ~> ~
standard mixture of engine oil and powdered graphite, approximately 0.0005 inch larger than the bolts to allow
then replace bolts in sleeves and screw firmly into threads for an easy tap fit. Flywheel'bolts must not be driven
at bottom of sleeve. Lubricate upper threads with oil and with a sledge, jack or "Porto-Power". Fit bolts into two
graphite mixture then place washers and nuts on bolts. reamed holes, screw nuts on bolts and draw up tight. Use
anti. seize lubricant on bolts and powdered graphite and
13. Level and align engine, following crankshaft alignment ~
engine oil on threads. Remove two temporary bolts and
instructions on Transamerica Delaval Engine and Com-, I
aligning dowels, ream holes and fit remaining bolts.
pressor Division Form D-1063 (Revised 1/75). Record Torque all bolts to the specified torque.
'deflection readings on form. Insure that all sole plate
jacking screws are so adjusted as to distribute the weight 18. Check crankshaft alignment, then align outboard pedestal
evenly on all sole plates. When leveling and alignment is bearing. Line stator up with rotor andmoderately tighten
'atisfactory, snug down foundationbolts to prevent move- stator and pedestal foundation bolts with jacking screws
ment of engine during generator installation and grouting. in place. Check entire alignment, including crankshaft
alignment. Record cranksliaft deflections on Form D-1063.
14. Attach sole plates to generator and outboard pedestal
bearing, using approximately 1/8 inch of shimming mate- 19. Pour and vibrate grout under engine, generator and pedes-
rial between each sole plate and generator or pedestal. To tal bearing. Carter Waters No. 604 or Ceilote No. 648
provide insulation protection against circulating currents, grout may be used. It is recommended that a represent-
1/16 inch of the shimming between the sole plates and ative of the grout supplier be present at the installation
the pedestal bearing must be insulation material. to be sure the grout is prepared and place in accordance
with manufacturer's specifications. Do not fillbolt shields
15. An Engine and Compressor Division Service Represent- with grout. If a ramming strap is used, its movement
ative must be present to supervise the alignment of the should be slow so as not to entrain excess air in the grout.
engine. See Instruction Manual, Section 2.
20. After grout has cured, back off sole plate jacking screws
one turn each and torque foundation bolts to recom-
mended torque value. Snug all bolts in a criss cross pat-
16. If not already installed, attach flywheel to crankshaft. tern, then apply a light torque to each, using the same
Carefully clean and de burr all mating surfaces of fly- criss-cross pattern. Continue applying torque in incre.
wheel, crankshaft coupling flange and driven equipment me'nts and in the same pattern until'final torque value is
coupling flange, including bolt holes. Lubricate crank- reached. Foundation bolts should be torqued to the
shaft flange and flywheel counter bore with a light coat following values:
of anti. seize lubricant such as "Molykote" or "Lubri- Torque (fr.lb/
Engine Model
plate" and mount flywheel on crankshaft flange. Insure
one half inch locating holes are aligned. Make sure no G 650
dirt or other foreign matter is present between mating HV, HVA, HA 480
surfaces. Attach three retainer plates to flywheel and Q,R 1400
draw flywheel up on crankshaft flange until seated. RV 3800
21. If foundation bolts are re.tightened at a later date, the
17. Bring 'generator and pedestal into position and attach nuts must be removed and re.lubricated in order to get
generator shaft to flywheel. Lubricate bore in flywheel accurate torque values. Dry thread torque readings can
and connecting shaft flange with a light coat of anti. seize be as much as 50 percent in error.
lubricant. Align half inch locating hole in flange with
hole in flywheel and bring connecting shaft into engage- 22. Recheck entire alignment of equipment and check crank-
ment with flywheel. Be sure no dirt is allowed to get be- shaft deflections (record readings on Form D-1063). Re.
tween mating surfaces. Insert two long 1 or 1'/i inch dia. move or add shims to pedestal bearing and generator as
meter bolts through two opposite flywheel bolt holes and necessary. Dowel generator and pedestal bearing to sole
draw connecting shaft flange until flange is seated. Check plates when alignment is necessary.
with feeler gauges between face of connecting shaft flange
and flywheel to be sure flange is fully seated and square 23. Crankshaft alignment should be rechecked after engine
with flywheel. Lubricate two special aligning dowels with start up when engine and concrete foundation are at their
a thin coat of anti seize lubricant (dowels and special
normal operating temperatures. Record deflection on
flywheel bolt rearners are available from the Engine and Form D-1063.
Transamerica Delaval Inc.

Oakland, California
Form DXe48 Iesck)
~ p 4
Symbols - Pneumatic Logic Elements

Symbol Device Symbol Device
ANO ACCUMULATOR
Pressure flows from port 8 to port C A fixed volume chamber used for timing
when there is pressure at A and B. If ACC purposes. Commonly used in conjunction
either A or 8 is depressurized, C will with an orifice, the accumulator is filled
vent through internal exhaust port. by a metered pressure to delay or dampen
With 60 psi supply at 8, element snap circuit functions.
acting st 40 psi rising and 20 psi tailing
(typical). MEMORY
Pressure flows from 8 to C if A is pres.
OR " MEM surized, By pressurizing, then blocking
Pressure flows from port A to port C, or A, 8 to C tlow is maintained because
C
from port 8 to port C when there is some port C pressure bleeds back to port
pressure at A or B. Without pressure st A to overcome pressure leakage, if any.
either A or 8, qressure vents back from It qort A vents completely, port C vents
Cto B. through internal exhaust port.
NOT SET/RESET —MEMORY
Pressure tlows from port 8 to qort C Common configuration of Set/Reset and
A c except when there is pressure at port A. Memory elements combined to convert
NOT With pressure at A, C vents through " MEM momentary input signals to maintained
internal exhaust port. Element snap S/R outputs. Pressure input at port C of S/R
acting at 40 psi rising and 20 psi falling causes pressure flow to port 8 of S/R,
(typical). A s
which flows to port A of MEM element.
With pressure st poet A of MEM element,
NOT With Plugged Exhaust Performs pressure flows from port 8 of MEIVI to
NOT function ss above, but exhaust port port C of MEM. When pressure removed
is blocked. Pressure flows from 8 to C from port C of S/R element, pressure
NOT c except when there is pressure st A. With remains trapped between port 8 of S/R
pressure at A, pressure flow from 8 to C snd port A of MEM. Pressure flow from
stops, but C does not vent. Pressure port 8 of MEM to port C of MEM con.
retained downstream of C. tinues, despite loss ot S/R input signal.
With no pressure at port C of S/R element,
TIMER pressure applied at port A of S/R element
Provides timing with slow pressure rise, causes pressure between port 8 of S/R
from 0.08 to 7.5 seconds adjustable. and port A of MEM to exhaust through
With supply pressure at A, slow rising port C of S/R. With no pressure at port
pressure st C, reaching full pressure when A of MEM, no pressure flow from port 8
delay completed. Without pressure st A, to port C of MEM.
C vents through internal exhaust port.
CHECK VALVE
DELAY Permits one way pressure flow from port
With pressure at 8 only, no pressure flow 8 to common output porta A snd C. pre
from 8 to C. When pressure applied to vents pressure backflow from common
DEL A, flow permitted from 8 to C after time ports A and C to B.
delay. Output delay adjustable from
0.08 to 7.5 seconds. Ports A snd 8 sorr)e-
times connected to common source for ORIFICE
time delay output functions. Provides a restriction between two parts
8 of a circuit. With pressure applied to
common ports A and C, pressure is
TIMER/NOT
With pressure at port 8 only, pressure metered through orifice to port B.
flows from port 8 to port C. When Orifice size is indicated on drawing.
pressure is applied to port A, pressure
flow from port 8 to port C is terminated PARALLEL ORIFICE/CHECK
after delay. Output termination time Combines functions ot orifice and check
e
adjustable from 0.08 to 7.5 seconds.
Ports A and 8 sometimes connected to
common source tor single shot pulse
output.
A
c
~
.ooe
8
valve in parallel. With qressure applied at
common input ports A and C, pressure is
meteced through orifice portion ot the
element to port B. When pressure is
vented upstream of common inputs A
OIFFERENTIATOR snd C, pressuce st port 8 exhausts quickly
With pressure st input port 8, there is s through check valve portion of the efe-
~Dt F single shot output pulse from port C. ment.'rifice size indicated on drawing.
Pulse output duration is 80 msec.
SET/RESET I SERIES ORIFICE/CHECK

Pressure flow from port C to port 8 will Combines function of orifice snd check
set element. Pressure output at port 8 valve in series. With qressure applied at
remains trapped when input st port C ia port 8, pressure passed through check
S/R removed. Pcessure applied st port A valve and ia metered through oritice to
causes pressure at port 8 to exhaust common output ports A and C. The
through port C. Pressure at port C over- check valve portion of the element pre-
rides pressure at port A if both pressures vents pressure flow from ports A snd C
present at the same time. to port B. Orifice size indicated on drawing.
Form D<888 8/80

Symbols- Pneumatic Control Devices
Symbol Symbol Device
Tubing connections:
Connected
Pneu'matic Flag Indicator
Not connected
Pneumatic Indicator,
$ -QNWA Spring Return Type
Pressure Switch Pneumatic Indicator,
W A Spring Return Type,
With Position Lock
Pressure Regulator with

Differential Pressure Pressure Gauge
Switch
Manually Operated Filter

Two way Valve—
normally open unless
otherwise indicated
Manually Operated Filter-Regulator with

Three way valve Pressure Gauge
Single Acting Pneumatic

Shuttle Valve Cylinder —Spring Extended,
Pressure Retracts Piston
Single Acting Pneumatic

Pressure Relief Valve Cylinder —Spring Retracted,
Pressure Extends Piston
Pressure Gauge
Pilot Operated Two way
Valve —normally closed
unless otherwise indicated
Differential Pressure Gauge
Manometer, "U" type Duplex Pressure Gauge
Bulkhead Termination
Capped Test Tee
Form D%969 9/80

Symbols - Electrical Schematic
Symbol Device Symbol Device Symbol Device
SWITCHES —General SELECTORS Time Delay Relay Coil-
Normally Closed Slow Operating Type-
Disconnect (2 pole) Manual On energization, con-
TO
Normally Open 5.11
tacts change state after
0 0 Manual delay and reset imme-
Circuit Breaker (2 pole) Normally Open diately on de-energiza-
Held Closed
tion. (5 sec. shown)
Normally Open Limit 0 0

Normally Closed Time Delay Relay Coil-
Held Open, Slow Release Type - on
TO
I Z1+ energization, contacts
Normally Closed Limit Three Position
change state immediate-
Spring Return
Held Closed Limit to Center ly and reset after delay
on de.energiza tion
Held Open Limit
Three Position Slow Qperating Normal ~
H @IN 0 *VTO
Normally Open Maintained Position ly Open Energized
I
Liquid Level (shown in Hand position) Contact
PUSHBUTTONS Slow Operating Normal ~
Normally Closed
Liquid Level ly Closed Energized
Normally Open Contact
0 0
Normally Open Normally Closed
Pressure Slow Release Normally
Open Energized Contact
~00 Normally Closed, Held
Normally Closed Open
Pressure
Slow Release Normally
Closed Energized
Normally Qpen Multiple Contacts,
Differential Pressure Mechanically Connected Contact
OTHER COILS
Normally Closed CONDUCTORS
Differential Pressure Solenoid
Not Connected
Connected
Dual Contact
Differential Pressure RELAYS Overload, Thermal
Relay Coil —numbers
Normally Open to right of ladder indi-,
Temperature S,l
+R cate contact locations-
normally closed con-
Normally Closed tacts are underlined
Temperature
Normally Open contact
Normally Open
Thermostatic—
Adjustable Normally Closed contact
Normally Closed
Thermostatic— I ~ Latch/Reset Relay Coil-
I. I
numbers indicate con-
Adjustable I I
I I
I
I
tact locations, normally
Normally Open R closed contacts under-
Flow 4 J lined.
Normally Closed
Flow
Form D%973 9/80

"
Instruction Manual
PIPING SYMBOLS
MANOMETER PRESSURE REDUCER
GATE VALVE
P PRESSURE SWITCH
X
T STRAINER
DIALTHERMOMETER GLOBE VALVE
T TEMPERATURE SWITCH PLUG VALVE DIRECTION OF FLOW
SIGHT FLOW GAUGE BUTTERFLY VALVE WELD REDUCER

QS (Tight Sealing Type)
ENGINE SHUT DOWN

D PRESSURE SWITCH
CHECK VALVE SCREWED CAP AND
NIPPLE
PY PYROMETER STOP COCK ~ I) UNION
H PRESSURE SHUT DOWN ELEMENT SAFETY OR RELIEF

VALVE ~ WELD CAP
TEMPERATURE CONNECTION PRESSURE CONNECTION-

Requires tr " half coupling for all dial Requlres rrr" coupling, nipple,
thermometers and separable socket stop cock, Vr" x Vr" bushing
thermometer wells and rrr" half coupllngs and Vi" plug. (Field locate
for temperature switches, etc. (Field as directed by owner.)
locate as directed by owner.)
STRAINER "Y" SOLENOID VALVE
TEMPE RATU RE SHUT DOWN DRESSER COUPLING

EH ELEMENT
ELECTRIC WIRING EXPANSION JOINT
CAPILLARY'TUBING ORIFICE
II BLIND FLANGE OA ALARMCIRCUIT
THERMOMETER Op PRESSURE GAUGE
METER
gM
FLOAT VALVE
0~
F FLOAT SWITCH
DIAPHRAGM CONTROL THERMOSTATIC TEMP. This form 5arne a5

VALVE CONTROL VALVE Form D 4313
Form CAT-1 23 (R 1) 8/77

tnstruction Manual
VALVESYMBOLS
TWO POSITION VALVE (W/0 ACTUATOR) ACTUATORS
Basic two position Spring return
Two way, two position M Manual push actuator
Three way, two position M Manual pull actuator
Four way, two position M Oetentcdmanual actuator

0
Five way, two position P Pressure actuator
THREE POSITION VALVE IW/0 ACTUATOR)

Solenoid actuator
Basic three position
V Vibration actuator
Three way, closed center, three position
Flow actuator
Three way, open center, three position
Liquid level actuator

Four way, closed center, three position
Four way, open center, three position

l. Actuators fthere may be one or two) are shown attached
to either end of valve symbol.
2. Valve symbols are always shown in non actuated, i.e.,
Five way, open center, three position "Normal, relaxed" condition.
3. The tube or pipe connections to the valve are considered
to be immoveable, while the internal passage blocks are
Five way, closed center, three position mentally shifted between the external connections to
visualize valve action.
EXAMPLES:
Three~ay valve, two position, pressure actuated, spring return
Output
Valve connected normally closed (supply shut off when no pilot pressure exists).
Note output is connected to exhaust.
Exhaust Supply pressure
Output
Valve shown with pilot pressure applied factuated). Supply is now connected to output,
P Pilot and exhaust is blocked. Note that connections have not moved, and valve body is shifted
to the left, causing the right passage block to come beneath the connections. Also note,
Exhaust Supply this view will not show up on drawings.
Form CAT-129 3/76 (This form identical to contents of Form D4703)

0
1
Piping Connections
All engine and related auxiliary equipment connections are identified by a standard series of numbers applicable to all
seriesof engines. These numbers are used on all equipment and installation drawings for the identification of external
connections.
ITEM LUBE OIL CONNECTIONS ITEM FUEL OIL AND GAS CONNECTIONS
104— Lube Oil Pressure Pump Suction 106— Emergency Fuel Oil —Inlet
105— Lube Oil Scavenge Pump Discharge 107— Fuel Oil Suction, Engine
114— Four.Way Valve to Lube Oil Cooler 122— Fuel Oil Drain
115— Four-Way Valve from Lube Oil Cooler 134— Fuel Oil Suction, Transfer
123— Emergency Lube Oil Inlet 135— Fuel Oil Discharge, Transfer
124— Lube Oil Sump Outlet 148— Fuel Oil Header Inlet
125— Lube Oil to Clarifier 149— Emergency Fuel Oil Outlet
128— Emergency Lube Oil Outlet 153— Heavy Fuel Oil Inlet
152— Line to Relief Valve —Lube Oil 157— Fuel Oil Pressure Pump Discharge
155— Lube Oil Inlet 162— Fuel Oil Inlet —Settling Tank to Filter
167— Lube Oil Pressure Pump Outlet 178— Gas Inlet
168— Lube Oil Strainer Inlet 181— Fuel Oil Return
182— Lube Oil Regulating Valve Outlet 183— Heavy Oil Bypass Outlet
186— Lube Oil from Clarifier 197— Vent, GaZ Shut Off Valve
190— Lube Oil Pump Safety Valve Outlet 199— Fuel Oil Bypass Outlet
191— Lube Oil Scavenge Pump inlet 229— Relief Valve Discharge —Gas
193— Lube Oil Relief Valve Return 139— Fuel Injection Line Shroud —Drain
198— L.O. Sump Tank Vent Connection 244— Fuel Oil Pressure Pump Inlet
200— L.O. Pressure Control Connection 284— Fuel Oil Centrifuge Sludge Outlet
208— Pre Lube Pump Suction Conn. —Compressor 285— Diesel Oil Centrifuge Sludge Outlet
209— Pre Lube Pump Discharge Conn. —Compressor 286— Fuel Oil Centrifuge Outlet
210— Compressor L.O. Regulator Inlet 287— Diesel Oil Centrifuge Outlet
211— Compressor Crankcase L.O. Drain 288— Diesel Oil Inlet —Storage Tank to Strainer
212- Engine L.O. Regulator Inlet 289— Diesel Oil Pressure Pump Inlet
213— Engine L.O. Drain 290— Diesel Oil Filter Outlet
218— Pre-Lube Pump Suction (Engine) 291— Fuel Oil Heater —Steam Inlet
219— Lubricator Supply —Compressor 292— Fuel Oil Heater —Steam Outlet
220— Pre Lube Pump Inlet —Engine 295— Fuel Oil Filter Steam Inlet
221— Turbo L.O. Drain 296—"Fuel Oil Filter Steam Outlet
224— Engine LO. Fill 297— Fuel Oil Viscometer Outlet
225— Compressor L.O. Fill 303— Fuel Oil Drip Tank Vent
226— Compressor Cylinder Lube Oil Pump Inlet 313— Centrifuge Desludge Water Inlet
227— Compressor Lube Oil Meter inlet
241— L.O. Pressure Regulator Return
242— L.O. Strainer & Filter Vent
245— L.O. Return from By. Pass Filter
246— Lube Oil Return from Gear STARTING AIR E HAU T
247— L.O. Supply to Compressor MISCELLANEOUS CONNECTIONS
248— Compressor Seal Oil Recirc.
249— Compressor Seal Oil Pump Outlet 108— Starting Air Inlet (or Gas)
255— Extra Distance Piece Lube Oil Drain 109— Exhaust Outlet
258— Vent from Lube Oil Filter 113— Compressor Outlet
259— Compressor Motor L.O. Inlet 156— Air Inlet —Fuel Shut Down Valve
260— Compressor Motor L.O. Outlet 176— Air Inlet —Su percharger
261— Compressor Motor L.O. Supply 196— Crankcase Exhaust Outlet
262— Compressor Motor L.O. Return 203— Starting Air Outlet (or Gas)
263— Compressor L.O. Module Inlet 204— Cylinder Head Vent
264— Compressor L.O. Module Outlet 205— Turbo Air Vent
265— Compressor L.O. Module Inlet for Aux. L.O. Pumps 214— Distance Piece Vent, Compressor
266— Filter Dirty L.O. Drain II
215— Distance Piece Drain, Compressor
267— Filter Clean L.O. Drain 236— Control System Vent
268— L.O. Strainer Drain 238— Power Air for Unloaders
269— L.O. Cooler Drain 254— Extra Distance Piece Vent
280— L.O. Filter Outlet 256— Sweet Gas Inlet
281— L.O. Clarifier Skid Inlet 257— Rod Packing Vent
282— L.O. Clarifier Skid Outlet 279— Starting Air Tank Drain
283— L.O. Clarifier Sludge Outlet 302— Air Inlet —Barring Device
293— L.O. Heater Steam Inlet 308— Start Air Module Outlet
294— L.O. Heater Steam Outlet 309— Air Dryer Inlet
300— L.O. Inlet to Filter 310— Start Air Tank Outlet
311— L.O. Sump Tank Drain 312— Air Intake —Intake Silencer
Trensemerlce Delevel Inc.
Engine end Compressor Olv. pepe 1
Form CAT-13a 10/79
Piping Connections
'TEM
WATER CONNECTIONS ITEM INSTRUMENTS A ARM

THE RMOMETE RS ETC.
100— Fresh Water Pump Suction
101— Fresh Water Pump Discharge 111— Fresh Water Alarm
102— Salt Water Pump Suction —Marine 118— Lube Oil Alarm
Raw Water Pump Suction —Stationary 127— Sea Water Alarm Contact Connector
Salt Water Pump Discharge —Marine 129— Lube Oil Alarm —Supercharger
Raw Water Pump Discharge —Stationary 132— Water Temp. Alarm —Supercharger
110— Jacket Water Vent 136— Thermocouple to Instrument Board
112— Emergency Circulating Water —Inlet
~
139— Lube Oil Pressure Gage Connection
116— Fresh Water Inlet to Engine Manifold 140— Jacket Water Circ. Pump Discharge
117— Jacket Water Manifold Outlet Pressure Gage Connection
119— Thrust Bearing Water Outlet 141— Lube Oil Pressure Switch Connection
120— Bilge Pump Suction 142— Thermometer —Lube Oil to Engine
121— Bilge Pump Discharge 143— Lube Oil Pressure Gage to Engine
126— Sea Water Discharge 144— Lube Oil Pressure Gage Connection —Supercharger
130— Surge Tank Connection from Tank 145— Intake Manifold Pressure Manometer
131— Fill Line —Water System 146— Fuel Oil'Pressure Gage Connection
133— Circulating Water Outlet —Supercharger 147— Conduit Terminal to Alarm
137— Cooling Water Vent —Supercharger 150— Jacket Water Inlet Thermometer
138— Alt. Cooling Water Vent —Supercharger 151— Jacket Water Outlet Thermometer
154— Bilge Pump Priming Connection 172— Pilot House Remote Control Inlet (Astern)
158— 'fhrust Bearing Water Inlet 173— Pilot House Remote Control Inlet (Ahead)
159— Water Inlet —Lube Oil Cooler 174— Pilot House Governor Control Inlet (Slow)
160— Thermostatic Valve —Inlet 175— Pilot House Governor Control Inlet (Fast)
161— Jacket Water Outlet to Cooler 177— Pilot House Governor Control (Speed)
163— Emergency Circulating Water Outlet 195— Lube Oil Temp. Gage
164— Emergency Sea Water Inlet 305— Fuel Oil Inlet —Aux. Module
165— Jacket Sea Water Inlet 306— Fuel Oil Drip Return —Aux. Module
166— Jacket Sea Water Outlet 307— Fuel Oil Drip Tank Drain
170— Jacket Water Outlet By. Pass
171— Water By Pass Inlet ITEM HYDRAULIC CONNECTIONS
179— Water Inlet Compressor
180— Water Outlet Compressor 201— Hydraulic Connections
184— Raw Water Inlet —Turbo Water Cooler 202— Hydraulic Pump Discharge
185— Raw Water Outlet —Turbo Water Cooler 233— Expansion Tank Gas Supply
187— Water Outlet —Lube Oil Cooler 234— Expansion Tank Relief Valve Outlet
188— Water Inlet —Intercooler 235— Bleed Line Return to Expansion Tank
189— Water Outlet —Intercooler 237— Hydraulic Pump Discharge (Compressor)
192— Raw Water Inlet 240— Hydraulic Pump Relief Valve Discharge
194— Water Inlet Turbocharger
206— Cooling Water to Compressor L.O. Cooler
207— Cooling Water from Compressor L.O. Cooler ITEM POWER GAS CONNECTIONS
228— Jacket Water Drain 5 Fill Conn.
230— Intercooler Pump Suction 216— Pre-Lube Pump Motor Inlet
231— J.W. Standpipe Overflow to Aux. Surge Tank 217— Pre-Lube Pump Motor Outlet
232— Return to J.W. Standpipe from Aux. Surge Tank 222— Pre.Lube Pump Motor Inlet (Compressor)
243— Cylinder Block Drain 223— Pre-Lube Pump Motor Outlet (Compressor)
250— Cooling Water to Radiator
251— Cooling Water from Radiator
252— Sea Water to Cooler
253— Sea Water from Cooler
270— Drain, Compressor Water Supply Pipe
271— J.W. Skid Inlet
272— J.W. Skid Outlet
273— Raw Water Pump Outlet
274— Raw Water —L.O. Cooler Inlet
275— Raw Water —L.O. Cooler Outlet
276— Raw Water —J.W. Cooler Inlet
277— Raw Water —J.W. Cooler Outlet
278— Raw Water —Discharge
, 298— Governor —L.O. Cooler Water Inlet
299— Governor —L.O. Cooler Water Outlet
301— J.W. Drain
304— Steam Condensate Outlet
Pisa 2
Instruction Manual
Conversion Factors and
Other Useful Information
h
E
AREAS OF CIRCLES
(Oiameters in Inches, Areas in Square Inches)
Diameters Area Diameters Area Diameter Area Diameters Area Diameters Area
1/16 .00307 3 10 22 1/2 1046.349

1/8 .01227 5/8 10.3206 1/4 82.5161 1/2 397.609 3/4 1060. 732
3l16 .02761 11/16 10.6783 3/8 84.5409 3/4 406.494 37 1075.213
1/4 .04909 3/4 11.0447 1/2 86.5903 23 415.477 1/4 1089.792
5/16 .07670 13/16 11.4158 5/8 88.6643 1/4 424.558 1/2 1104.469
1/8 .1104 7/8 11.7933 3/4 90.7628 1/2 433.737 3/4 1119.244
7/16 .1503 15/16 12.1767 7/8 92.8858 3/4 443.015 38 1134.118
1/2 .1964 4 12.5664 11 95.0334 24 452.389 1/4 1149.089
9/16 .2485 1/8 13.3641 1/8 97.2055 1/4 461.864 1/2 1164.159
5/8 .3068 1/4 14.1863 1/4 99.4022 1/2 471.436 3/4 1179.327
11/16 .3712 1/8 15.0330 3/8 101.6234 3/4 481.107 39 1194.593
3/4 .4418 1/2 15.9043 1/2 103.8691 25 490.875 1/4 1209.95
13/16 .5185 5/8 16.8002 5/8 106.1394 1/4 500.742 1/2 1225.42
7/8 .6013 3/4 17.7206 3/4 108.4343 1/2 510.706 3/4 1240.98
15/16 .6903 7/8 18.6655 7/8 110.7537 3/4 520.769 40 1256.64
.7854 5 19.6349 12 113.098 26 530.929 1/4 1272.39
1/16 .8866 1/8 20.6289 1/4 117.859 1/4 541.189 1/2 1288.25
1/8 .9940 1/4 21.6476 1/2 122.719 1/2 551.547 3/4 1304.20
3l16 1.1075 3/8 22.6907 3/4 127.677 3/4 562.003 41 1320.25
1/4 1.2272 1/2 23.7583 13 132.733 27 572.557 1/4 1336.40
5/16 1.3530 —
5/8 24.8505 1/4 137.887 1/4 583.209 1/2 1352.65
1/8 1.4849 3/4 25.9673 1/2 143.139 1/2 593.959 3/4 1369.00
7/16 1.6230 7/8 27.1086 3/4 148. 489 3/4 604.807 42 1385.45
1/2 1.7671 6 28.2744 14 153.938 28 615.754 1/4 1401.99
9/16 1.9175 1/8 29.4648 1/4 159.485 1/4 626.789 1/2 1418.63
5/8 2.0739 1/4 30.6797 1/2 165.122 1/2 637.941 3/4 1435.37
11/16 2.2365 3/8 31.9191 3/4 170.874 3/4 649.182 43 1452.20
3l4 2.4053 1/2 33.1831 15 176.715 29 660.521 1/4 1469. 14
13/16 25802 5/8 34.4717 1/4 182.655 1/4 671.959 1/2 1486.17
7/8 2.7612 3/4 35.7848 1/2 188.692 1/2 683.494 3/4 1503.30
15/16 29483 7/8 37.1224 3/4 194.828 3/4 695.128 1520.53
2 3.1416 7 38.4846 16 201.062 30 706.858 1/4 1537.86
1/16 3.3410 1/8 39.8713. 1/4 207.395 1/4 718.689 1/2 1555.29
1/8 3.5466 1/4 41.2826 1/2 213.825 1/2 730.618 3/4 1572.81
3/16 3.7583 3/8 42.7184 3/4 220.354 3/4 742.645 45 1590.43
1/4 3.9761 1/2 44.1787 17 226.981 31 754.769 1/4 1608.16
5/16 4.2000 5/8 45.6636 1/4 233.706 1/4 766.992 1/2 1625.97
1/8 4.4301 3/4 47.1731 1/2 240.529 1/2 779.313 3/4 1643.89
7/16 4.6664 7/8 48.7071 3/4 247.447 3/4 791.732 46 1661.91
1/2 4.9087 8 50.2656 18 254.469 32 804.247 1/4 1680.02
9/16 5.1572 1/8 51.8487 1/4 261.587 1/4 816.865 1/2 1698.23
5/8 5.4119 1/4 53.4563 1/2 268.803 1/2 829.579 3/4 1716.54
11/16 5.6727 3/8 „55.0884 3/4 276.117 3/4 842.391 47 1734.95
3/4 5.9396 1/2 56.7451 19 283.529 33 855.301 1/4 1753.45
13/16 6.2126 5/8 58.4264 1/4 291.040 1/4 868.309 1/2 1772.06
7/8 6.4918 3/4 60.1322 1/2 1/2 881.415 3/4 1790.76
15/16 6 7771 7/8 6t.8625 3l4 306.355 3l4 894.618 48 1809.56
3 7.0686 I 9 63.6174 20 314.159 34 907.922 1/4 1828.46
1/16 7.3662 r 1/8 65.3968 1/4 322.063 1/4 921.323 1/2 1847.46
1/8 7.6699 1/4 67.2008 1/2 330.064 1/2 934.822 3/4 1866.55
3/16 7.9798 3/8 69.0293 3/4 338.164 3/4 948.418 49 1885.75
1/4 8.2958 1/2 $ 0.8823 21 346.361 '35 962.115 1/4 1905.04
5/16 8.6179 5/8 72.7599 1/4 354.657 1/4 975.909 1/2 1924.43
3/8 8.9462 3/4 74.6621 1/2 363.051 1/2 989.789 3l4 1943.91
7/16 9.2806 7/8 76.5888 3/4 371.543 3/4 1003.788 50 1963.49
1/2 9.6211 10 78.5398 22 380.134 36 1017.878 1/4 1983.18
9/16 9.9678 1/8 80.5158 1/4 388.822 1/4 1032.065 '1/2 2002.97
3/4 2022.85
Tranramerlca Delaval lnc. page 1

Engine and Compressor Dlv.
Form CAT.139 h ~
10/79
'+he" .h,~ ~ * ~ V
Instruction Manual
TEMPERATURE CONVERSION CHART
NOTE: The center column ot numbers in boldface refers to tive temperature in rfegrees, either Centigrade or Fabrenhed, whiich it is desired to
convert into the other scale. If converting Irom Fahrenheit to Centigrade degrees. the equrvatent temperature will be lound in the left column,
while if converting tiom degrees Centigrade to degrees Fahrenheit, tlie answer will be found in the column on the righh
Fahienheit Centigrade Fahrenheit Centigrade F ahrenheit Centipede Fahrenheit
~ 273.17 459.7
~ ~
20.6 ~ 5 23.0 I ). I 52 125.6 54.4 130 266
~ 268 ~ 450 ~ 17,8
0 32.0 11 7 53 127.4 57.2 135 275
~ 262 ~ 440
12.2 54 129,2 60.0 140 284'93
~ 257 -430 ~ 17,2 1 33.8 12.8 55 13).0 62,8 145
251 ~ 420 ~ 16.7
35.6
~
2 13.3 56 132.8 65.6 150 302
~ 246 -410 ~ 16.1 3 37.4 68.3 155 31l
~ 240 ~ 400 -15.6 4 39. 2 13.9 57 134.6 71.1 160 3+0
~ 234 ~ 390 ~ 15.0 4).0 14.4 58 13b.4
-14.4 428 15.0 59 138.2 73.9 165 329
380 ~ ) 3.9 44.6 156
229
~ ~
60 140.0 76,7 170 338
223
~ ~ 370 ~ )3.3 46.4 )6. I 61 14),8 79.4 175 347
~ 218 16,7 62 )43.6 82.2 180 356
~
212 ~ 350 ~ 12.8 9 48.2 17.2 63 145.4 85.0 185 365
~ 207 ~ l2.2 1D SO.D )7,8 64 147.2 87.8 190 374
~ 201 ~ 330 ~ 11.7 1'I 51.S 9D,6 195 383
.196 ~ 320 i 11.1 12 53.6 )&3 65 )49.0 93.3 200 392
~ 190 ~ 31D ~10.6 13 55.4 18.9 66 150.8 96,1 205 401
~ 10.0 14 57.2 )9.4 67 152.6 9&9 210 410
~ 184 ~ 300 9.4
~
15 59.0 200 68 154.4 100,0 212 414
~ 'I 79 ~
&9 16 60.8 20.6 69 15&2 102 215 419
~ 173 280
~
21.1 70 158.0 104 220 428
~ 273
~ 169 ~ 459.4 ~ 8.3 17 62.6 21.7 7) ) 59,8 107 225 437
.168 270
~ ~ 454 ~ 7.8 18 64.4 22.2 72 16 I.6 I IO 230 446
~ 260 ~ 436 ~ 7.2 19
~ 162 66.2 113 235 455
2SO ~ 418 6.7 20
~ 157 ~ ~
68. 0 22.8 73 163.4 116 240 464
~ 151 ~ 240 ~ 400 ~ 6.1 21 69.8 23.3 74 165.2
5.6 22 71.6 23,9 75 167.0 118 245 473
~ 146 ~ 230 ~ 382 ~
5.0 23 73.4 24.4 76 168.8 121 250 482
~ 140 ~ 220 ~ 364 ~ 4.4 24 75.2 25.0 77 )70,6 )24 255 49'I
~ 135 ~ 210 346
~
25.6 78 172,4 127 260 500
~ 129 ~ 200 ~ 328 ~
3.9 25 77.0 26,1 79 174,2 129 265 509
~ 123 ~ 190 ~ 310 3.3 26 788 26.7 80 ) 76.0 )32 270 518
F 118 ~ 180 ~ 292 ~ 2.8 27 80.6 l35 275 527
~ I 12 -170 ~ 274 ~ 2,2 28 82.4 27.2 81 177.8 138 280 536
~ 107 ~ 160 ~ 256 ~ 1.7 29 84.2 27.8 82 'I 79,6 141 285 545
~ 1.1 30 86.0 28.3 83 18).4 143 290 554
F 10) ~ 150 ~ 238 ~ 0.6 31 87.8 28.9 84 183.2 146 295 563
96 ~ ~ 140 ~ 220 0.0 32 89.6 29.4 85 185.0 149 300 572
90 ~ ~ 130 ~ 202 30.0 86 186.S 154 310 590
~ 120 0.6
~ 184 33 91.4 30.6 87 188.6 160 320 608
-79 -110 ~ 166 1.1 34 93.2 31.1 88 190.4 166 330 626
~
73,3 ~ 100 ~ I48.0 j.7 35 95.0 171 340 644
67.8 ~ 90 ~ 130.0 2.2 36 96.8 31.7 89 'I 92.2 177 350 662
~
62,2 ~ 112,0 2.8 37 9&6 32.2 90 194.0
3.3 38 100.4 32.8 91 195.8 182 360 ~ 680
59.4
~ -75 ~ 103.0 39 102.2 33.3 92 197.6 188 370 698
56.7 ~ 70 ~ 94.0 4.4
~
40 104.0 33.9 93 199.4 193 380 716
~ 53.9 ~ SS.O 34.4 94 201.2 199 390 734
~
51. I ~ 76.0 5.0 41 1D5.8 35.0 95 203.0 204 400 752
~ 48.3 ~ 55 ~ 67.0 5.6 42 I07.6 35.6 96 204,S 210 410 770
~ 45.6 ~ 50 ~ 58.0 6.1 43 109.4 2)6 420 788
~ 42.8 ~ 49.0 6.7 44 111.2 36.1 97 206.6 221 430 806
~ 40,0 ~ 40.0 'I 'l3.0
7.2 45 36.7 98 208.4
7.8 46 114.8 37.2 99 210.2 227 440 824
~ 37.2 ~ 35 ~ 3).0 8.3 47 116.6 37.8 100 212.0 232 450 842
~ 34.4 ~ 30 ~ 22.0 8.9 48 1)84 40.6 ')05 221 238 460 860
~ 31.7 ~ 25 -13.0 43.3 110 230 243 470 878
~ 2&9 ~ 20 ~ 4.0 9.4 49 120.2 46 1 115 239 249 480 896
~ 26.1 ~ )5 -5.0 10.0 50 'I 22.0 48.9 120 248 254 490 SI4
-23.3 ~ 10 14.0 10.6 51 123.8 51. 7 125 257 260 500 932
)he lorrnvres et rhe rieht mev ereo br
uerir ror convenirve Cehtitf eire oi DeyreeeCehc.. oC -Iof
6 o e
40)-40 -tof ~ ~ 3))
o
of ~ - toC r el . 40 goI C i 32)
go ~
g g
~
5 5
Ferehheil rteteees inlO ihe olher reetes
Deteeee Kelvin, K ~ Ce 2)3.2 Detrreee Aehkfne, ft f e 459,7
Transamerlca Detavat tnc.

Engine and Compressor Ctlv. page 2
Form CAT.)39 ~
10f!9
Instruction Manual
ALTITUDE AND ATMOSPHERIC PRESSURES
Altitude Above Sea Level Temperature" Barometer'tmospheric Pressure
Feet QF 0( Inches mm Kg/sq

Miles Meters PSIA
Hg. Abs. Hg, Abs. cm Abs.
~
5000 ~ 1526 77 25 35.58 903.7 17.48 1.229
~ 4500 ~ 1373 75 24 35.00 889.0 17.19 1.209
~ 4000 ~ 1220 73 23 34.42 874.3 16.90 1.'l88
~ 3500 ~ 1068 71 22 33.84 859.5 16.62 1.169
~
3000 ~ 915 70 21 33.27 845.1 16.34 1.149
~ 2500 -763 68 20 32.70 830.6 16.06 1.129
~ 2000 %10 66 19 32.14 816.4 15.78 1.109
~ 1500 ~ 458 64 18 31.58 802.1 15.51 1.091
~ I 000 -305 63 17 31.02 787.9 15.23 1.071
~
500 ~ 153 61 16 30.47 773.9 14.96 1.052
0 0 59 15 29,92 760.0 I 4.696 1.0333
500 153 57 14 29.38 746.3 14.43 1.015
1000 305 55 13 28.86 733.0 14.'l6
1500 458 54 12 28.33 719.6 13.91 .978
2000 610 52 11 27.82 706.6 13.66
2500 763 50 10 27,32 693.9 13.4'I .943
3000 915 48 9 26.82 681.2 13.17 .926
3500 1068 47 8 26.33 668.8 12.93 .909
4000 1220 45 7 25.84 656.3 12.69 .892
4500 1373 43 6 25.37 644.4 12.46 .876
5000 0.95 1526 41 5 24.90 632.5 12.23 .860
6000 1.1 1831 38 3 23.99 609.3 11.78 .828
7000 1.3 2136 34 1 23.10 586.7 11.34 .797
800O I.5 2441 31 -1 22.23 564.6 10.91 .767
9000 1.7 2746 27 -3 21.39 543.3 10.50 .738
10,000 1.9 3050 23 -5 20.58 522.7 10.10 .710
15.000 2.8 4577 6 ~ 14 16.89 429.0 8.29 .S83
20,000 3.8 6102 -12 ~24 13.76 349.5 6.76 .475
25,000 4.7 7628 ~ 30 -34 11.12 282.4 5.46 .384
30,000 5.7 9153 8.903 226.1 4.37 .307
35,000 6.6 10,679 ~ 66 7.060 179.3 3.47 .244
40.000 7.6 12,204 ~ 70 -57 5.558 141.2 2.73 .192
45.000 8.5 13.730 -70 -57 4.375 111.1 2.15 .151
50,000 9.5 15,255 -70 -57 3.444 87.5 1.69 .119
55,000 10.4 16,781 ~ 70 ~ 57 2.712 68.9 1.33 .0935
60,000 11.4 18,306 -70 -57 2.135 54.2 1.05 .0738
70,000 13.3 2t,357 %7 -55 1.325 33.7 .651 .0458
80,000 15.2 24,408 W2 -52 t8.273 21.0 .406 .0285
1
90,000 17.1 27.459 ~ 57 -59 5.200 13.2 .255 .0179
100,000 18.9 30,510 ~ 51 46 8.36 .162 .O'I 14
3.290''358
120.000 22.8 36.612 -26 3.45
2
140,000 26.6 42,714 4 -16 5.947 1.51
160,000 30.4 48,816 28 -2 2.746 t6.97
-7
2 3.26
180,000 34.2 54,918 19 1.284
200.000 37.9 61,020 -3 -19 5.846 3 1.48
220,000 41,7 67,122 A2 2.523 6.41
240,000 4
45.5 73,224 9.955~ 2.53
260,000 49.3 79,326 -129 -90 3.513~ 8.92 3
280.000 53.1 85.428 -135 -93 1,143 3.67 3
300,000 56.9 91,530 -127 3.737'.3
5 9.49 4
400,000 5
75.9 122,040 1.6o
500,000 7
94.8 152,550 1,4 3.56~
600,000 114 '183,060 S.9~ 1.50
800,000 152 244,080 1.6 4.06
1,000,000 189 305,100 5.1 1.30
1,200,000 228 366,120 2.og 5.08~
1,400,000 266 427,140 ~2-10 2'.oe 8
1,600.000 304 488,160 810 9.65
1,800.000 342 549,180 1
8.10 4'.57'9
2,000,000 379 610,200 9'2 11 2.'34'9
Data from NASA Standard Atmosphere (1962).

Temperature and barometer are approximate for negative altitudes
"Temperatures are average existing at 40 latitude and are rounded to even numbe~
tNegative exponent shows number of spaces the decimal point must be moved to the Ie+
Transamccica Dclaval lnc.
Engine and compressor Dlv. Pago 3
Focm CAT.139 10/79
Instruction Manual
Multiply
Atmlsphcres
T)y
760
To Obtoln
Cms ot (hercvry
Molt lply -'y
CONVERSION FACTORS
Cubic yardarm(a. 0.45

To Obtoln
Cubic feel/sec.
Multiply
Crams
By
9807
To Obtain
D/ne5
29.92 InChes of mercury Cubic ywds/min, 3.367 Gal<oat!sec. Grams IS 43 Grwns
Atmospheies
Atmospneies 33 90 feet o( water Cub>c yards/min ) 2,74 LI'le<5< sec. Grams 10'0>
Kiipgrams
Ateospheres 1.0333 Kg5,/50 Cm. Grams Mirhgia<as
)4.70 lbs isq inch Occigrsms 0.1 Grams Grams 003527 Ovh(es
Ateaspheies
Ateospheies 1.058 Tons/sq Il, Grams 0 032)5 Ounte5 (troy)
Occillltrs 0.) Liters Grses 2.20S<10 x PounCS
Barrett~it 42 Gallons Oil Dccimetc<s 0.1 Meters
Crsmsicm, 5600<10 Pasnds inCh
drilish Thermal Uaits 0 2520 'Kitograe caiohc5 (lhglc) 60 Minutes '2
Deg<CC5
British Therma(Units 777.5 foolibs, Degrees (angle) 0 01745 Radians Crace ica. cm. 43 Povnds CubC (00(
Briton Tnermat Units 3 Noise.power his. Deyees(angle) Gases/cv. cm. 0 03613 PovnCS cube inta
3600 Seconds
K>tog>sm meters
92?x)0'riton
Thermal Un>ts 107.5

B«lnh Inc<mat Units 2.928<)0~ Kilowatt his, Degrees/sec. 0 01745 Rsdisnsisec. Crams liter 58 417 Grains 'gal
Dcyees.'sec. 0.1667 Revolutions<min. Grams inter 8 345 Pounds INO gals
B.T.U.>e>n. 12.96 foot tbs /sec. Dcyees/5ec. 0.002778 Rcvolut>oi>5/5cc. Grams/«ter 0.062427 PounCL cub c loot
B.T.Urein. 002356 Hoise pone< psi(5 mill>on
B.T.U.!min. 0 01 757 Kilowatts Oeksgraes
' 10 Grams
Giles htei ION
B.T.U./min. 17,$ 7 Walls T Hcclagrsms Gra<"5
Dehahters ..10r Liters
Cestares (Ceatisres) I Square meters
Or)setters
'la
~ " 10 Meters
Hcctahttrs Liters
Ccnligisa>$
Ceatihtc<s
„001
0.01
Grams
Mte<s
Drama,,
Or a ms
27.34375
0 0625
Crains
Ounces
Hectlmctws Me(cia
Necllwstts Wst(5
D<sms , 1.771845 Grams
Ctntieeters 03937 Inches
Cent>eaters '01 Meteis
fsthlms 6 Feet
Hsrscdawcr
Ho>sec>owe<
42,44
33.NO
8 T Units min,
Fool tbs ein.
Centimeters 10 MilhmC<er5
Horst power 550 Foot<Os sec
Ccatimtrs. OI Mercury 00)316 Atm05pte<C5
fccl .. 30.48 Centimeters Horse.powc< I 014 HO>se pwi <MC(riei
Feet 12 t<Chc5
Centietis.olmercuiy 0 4461 feet o( water Noise power 10 70 Kg +a>0>le5 f>ilti
Kgs!Sq melt< Feet 0 3048 Meters Hoise powei 0.7457 Kirowstts
Centirntis o(mercury 136 0 fact I/3 YsrCs
Cen«et>s o(eercvry 27.85 Lbs 'sq ll, Horse power 745 7 Watts
Centietrs.olmercurl 0,1934 Lbs $ O inch fact lt water 0 02950 Atmaaphe<ea
Ncrse4>awe< (hailer) 33.479 BTUhi
Fact of wats< 0 8826 Inches ol mcicu<y
Centimeters, secand 1.969 feeliein. HO<as.pOwe< (bOir Wl 9 803 K><owstts
Feel ot water 0 03048 Kgs.<50. Cfll.
Centimeters isa(and 0 03281 feel. sec. Fact of water 62.43 Lbs.lsq. It.
Cent>rneteis/second 0036 Kiloeete<s!hr. Ha<st/awe<4>as<5 2547 B<>tnhlnereslUni'ts
lect of water 04335 lbs.lsq.inch No<ac power hours foot tbs
Centimeters/second 06 Mete< sir<>>h, !.98<10'41,7
Centiewe<sisecond 002237 Miles hr Hoise powe< hours K>108>am Ca<O<iea

~ M>ics<eiil<
fact! min. 0.5080 Centimeters/sec.
HOrae pOwer hOura „2 73?x)0' Kdogmmmete<s
Centimeters! Second 3,728>10 feel>min. 0.0)667 feet<sec.
NOrae pawers>CO<5 7457 K>rowatt hou>5
Ces. scc. Scc. 003281 feel sec /sec feet/min. 001829 K>tome(era/hr.
feet/min. 0.3048 Mclerslme. InChCS 2.540 Centimeters
Cabic ceatimetcrs 3,53)x l0 ~ Cubic(ect feet/min. 0 01136 Mites 'hi.
Cubic centimeters a Cutvt inches
Cube centimeters
6.)D2<10
10 ~ Cubic meters feet scc.iscc. 3048 Cms lace./sec,
laches ll mercury 0 03342 AtmOSphereS
Cubic cenlietters 1,308>10 ~ Cubic ywds Inches of me<cvry l,)33 feel ol water
feel/sec./sec. 0.3048 Meters/sec./sec. Inches ol mercury 0 03453 Kgs isq cm
Cube centimeters 2,642al0 ~
Gallons
Inches of ecrcury 70.73 Lbs sq tt.
Cube centimcteis 10 x M(a<5 fss(4>sands 1,286xlO x Britishyhc<ma(Unils Inches of merc wy Lbh'Sq in(h
0.4912
Cubic ccntnneters 2.113x)0 5 Pints Oiq ) f 00(.(loimds 5.050<10' Hwse po~er (vs.
Cubic (en(in>ellis ).05?xl0 0 v S<(S (ho ) foot.pounds 24)x)0 ~ K>togrsmcslo<>cs Inches lf water 0.002458 Atmospheres
foo($ >ounds 0 1383 ,Kiioyam.meters
Ice( 2.832$ 'ubic
Cvbic cms.
3.766 x)0 ~ K>(swat( hra. Inches ot water 0 07355 Inches o( eercury
(eet 1728
10'ubic
Cubic manes
fool pounds Inches ot water 0 002540 Kgs 'Sq Cm,
Cubic feet 002832 Cub>C mC(eis x T.Units'min. Inches o( water 0 5781 Oun(ea SO inth
fax($ >sands! min. 1.286alo B
Cubic feel 0 03704 Cubic ywds
foot.povnds !min. 0 01667 foot poundsisec, In(besot water 5 202 lbs.isO foot
Cubic feet 7.48052 Ger(ons Ho'se.power Inches of water 0 03613 Lba 'SO in(h
Liters
fool pounds 'min, 3
Cubic feet 28.32 Fool.povnds imin. Kg.cato<>es min.
Cubic leal 59 84 Pin(5 (hqd
030xl0',24)x)0'.260<)
Killgrsms 980.665 Dyi>e5
foot pounds/m>n. Kirowatt5 Kirogrsms ,2,205 lbs.
Cubic (eet 29.92 Quar ($ (hq.)
Kiiograms 1,102$ TOng iana<tt
x B. T:Un>(5<m>n.
fall+lands/5cc.
0'.717SIO
10'0>
Csbic Iccl einalc 472 0 Cubic cms./scc. K>(ograms Grams

Cubic reel< minute 0.1247 carrot>5/5 et. foot 4>0)>nds/scc. 1.818<10 x Ho<5C powtr
Cubic (eel>minute 0.4720 Liters! sec. foot pounds/sec. 1,945 x1 Kg;caro<isa!min, Kgs,<meter 0 6720 Lbs fool
Cubic lect<minute 62,43 Lbs. of water/min, foot.poundsl ace, 0'356<)0 x Kilowatts
Kgs.isq. cm. 0.9678 Atmatpneres
Cubic feet<seclnC 0646317 Mithon gala./day Calla>>s 3?SS Cubic cen«meters Kgs 'sq Cih, 32 Sl feel of water
Cube fact.<second 448.831 Gallons imio, Gallons 0.1337 Cubic (cel Kgs sq cm, 28 96 Inches of mercv<y
Carrons 231 Cubic inches Kgs isq,cm, 2048 Lbs so tool
Cahic iachcs 16 39 Cube ccntiecters Gairons 3.785$ 10 x Cubic eaters Kgs.isq ce, 14.22 Lbs sq >hen
Cubic inches 5.787xl0 ~ Cubic lest Gaoons 4.95<10.> Cubi» yards
„Cubic inches 1.639xlO > Cubic meters Gairons 3,78$ Liters Kgs,iso. miHimcter Kgs sq mete<
10'0>
Cubic inches 2.143<10 > Cubic yards Car rons 8 P>nts (hq ) Kit~ lilcrs Liters
Cubic inches 4.329<10'vbic
Gsrrons Cartons 4 Ouaita(hq)
inches 1.639<10 x Li(C<5 Killmctcrs 10> Centimeteis
Cubit inChCS 003463 Pints ((iq ) CsHlss, Imperial 1.20095 U, S,GSHons K>romete<S 3281 feet
Cvb>c inches 001732 Ova<($ (tiq.) Cartons, U.S. 0.83267 Impermt gallons Kilometers 10> Meters
Cubic ccntimcters
Kilometers 0 6214 Mi<CS
Cable elltcrs Povhd5 0( wite<
Cubic meters
10'5.31
Cubic fact
Cat(ass water 83453 K>(ornate>5 . 1094 ysfd5
Cubic meters 61.023 Cubic inches CCHans/min. 2.228 a I Cubic leal/sec. Killmcler5 'hr. 27,78 Ccht<iiietc>5 ser
Cubic <saic<5 ).308 Cubic yaids Gsironsimin, 0'.06308
Lite>5/scc. K>rometers!hr. 54 68 Feet min.
Cubic merc<5 2643 Gallons Gllrohs/<i>ih. 8.0208 .Cu, tt.lhi. Kilometers 'h<. 0 9113 fact sec
Cubic meters IO> Liters Kilomcreis hi, 0 5396 Kno(5
Cubic meters 2113 Pints (iiq ) CIHla5 wile</mln, 6 0086 „Tons water/24 hrs. Kiiomctcrs 'hi. 16 67 Me(Ms min
Cubic meters 1057 Quarts Oiq ) Kiloectcis ni. 062)4 M<tcs ni
Crsiss ttray) I Ciains (svoir.)
Csbic ywlls 7.646 a)(P Cubic centimeters Grains (troy) 0,064d0 Grams Kms, hi.!Sec, 27 78 Cms sec 'sec
Cubic yaid5 27 Cub>c feet Gisins (tioy) 0 04167 Pennyweights (t<oy) Kes./h«,SCC. 0 9113 Ft sec sec
Cubic yards l6.656 Cubic inches Grains (troy) 2.0833$ 10'x Ounces (tioy) Kih5 < hi.l SCC. 027)S Meters sec sec
Cubic ywds 0.7646 Cubic meters
Cub>c yards 202 0 Gs<(ons Crsiss iU.S. gal. , 17.118 Pwh/million
Cubic ywds 764 6 Liteis Cia>ha/U.S gal< 142.86 I,bs /milhon gll,
Cubic ys<ds 1616 P>nts(hol'vsr
Cub~0 yards 807.9 ts Diq ) Grains/>mp. gsl. ll.2d6 Parts/mithon
Transamorlca De(ave) tne: p<590 4

Eny(ne and Compressor Dlv.
Form CAT.S39 30/79
Instruction Manual
CONVERSION FACTORS (cont'd)
Multiply By To Obtain Multiply To Obtain Multiply By To Obtain
Kilewak5 56.9? B. 'f Units'min. Ibgigrsml 10'0

Grams tesads 'cubic iach 21.68 Grams 'Cub» Cm,
Kitowa'115 4,425<10'31
fecal lbs,/min, Pounds <cubic inch 2,768alg' Kgs CUbiC IIICIC(
Ki<Ow at(S 6 fool rb5. <5tc. Iktidittrs a Liters Povflds 'CiiblC lnCh 1728 Lbs <cvbic fool
Kiiowst15 I 341 Hotsedowtt
14,34 Kg»a(or <as/min. Milli(haters 0.1 Cenlimetets Pssads<(sst ) 488 Kgs imettt
Ki(Owat(S Grams'crn
Watts Millimclers 0.03937 tnches PO mds/inch 178 6
K<10walls I(P
K<lswattaevrs 34)5 BtitishfhtrrtQIUnits ildiigraas/liter I Psits/mithon Psvhda'aq (sst 0 0160? feet of
foot (bs, Pounds/sq foot 4,S83x 1 cm,
wite'gs.isq
Kilowatt hou<S
Kilo»s(1 bout 5
? 6SSx10'
34) Hpi St»»wars<< S. kiilien gals./day 1.54723 Cubic Il./scc, Povndsrsq fool I0
0'.945a ' pounds~SO inch
Kilowatt hovfs 860 5 Kilogram»stories
kmer'5 ischcs 1.5 Cubic It./min, teshd$ 'Sq.lich 06804 AtmOSphCreS
Kilowatt.hours 3.671<10< Kilogram meters
Povnds /Sq inch 2.307 Feet of water
10' Cubic centimetcis Iknstts(sag(s) 2.909<10 ~
Radians Pounds sq inch 2 036 Inchts o(mercury
Liters
blat S 03531 Cvbic feet Osaccs 16 „Brims Peunds, Sq <nch 0 01031 Kgs sq Cm
literS 61.02 Cubic mchcs Ounces 137.5 Grains
10 CubiC nICtt<5 asses (dry) 67.20 Cubic mensa
Lilt<5 Ounces 0.0625 Pounds
bters '.308a
10 a Cub» yards Ounces 2d 3l9527 Grams In(h(5
(tsar(5 Oiq.) 57.75 Cvb>c
btets 0 2642 Gs<1ons Ounces ..0.9115 Ounces ltroy)
LI(C(5 2 l)3 Pint 5 (hq ) Ounces ,2.790xlg < Tons tlong) Osiatai, Argeshne 101.28 Pounds
Litets 1.057 Ovsrts(hql Ounces .2.835$ 10 i Tons (metric) Quintal, Bra(it 129.SC Pounds
~ Cubic II isCc Quints(,Castile, Peru 101.43 Poind5
Liters imia, 5 886510 Ounces.trey 480 Cisln5 Ouintal. Chile Pounds
4.403<10 ~ Cats. sec, IOI 41
liters mm. Ounces. troy 20 Pennyweighls (troy) Ouintsl. Mexico I 0 I 47 PounCS
Ovnccs. (roy O.OS333 Povnds (troy) Quintal, Metric 220 46 Povncs
Lsmbtr Width (tn 3 x 31.103481 Grams
Length(ll,l Bond feel Ounces. troy I
ThichaCSS ba.) 8 0208 Ovt((tow rate
Ounces (avoir,)
12
Ounces. (roy 1.09714
Ig.fl 'I I. ~ (lt ~hi.l
Osaces ((laid) 1.805 Cubic inches
Meters 100 Centimeters Ounces U(uid) 0 02957 Liters Temp. ('C.l+ 273 I Abs temp <'C)
Me(cia 3 281 feet Temp ('C.l 1178 I.d Temp i'F,)
Meters 39 37 Inches Osaces/Sq.inch 0 0625 Lbs /sq inch Temp 1'f.) 460 I Abs temp I'.l
Mete<s 10 Kitomele<s Temp I',(-32 5'9 Ten<0 i'C 1
Mctcis Mithmelers parts'mill(eh 0.0584 Grmns<U 8 gat,

Pa ( I 5 i II ( I 0<l 0.07016 Grmns! Imp. gsl,
'0'.094
Mete<s Ysids <<I

Tees ilshg) 1016 Ki(Ograms
Mcttrs rr.in. 1.667 Centimeters'Scc Parts/mithon 8.3l5 Lbs.lmithon gsl, Tons gong) 2240 Povnds
Meters min, 3 28) feel min, Tons gong< 1,12000 Tons <St<0< 1,
Fact sec.
teanywcights (trty) 24 Gtmns
Meters!min. 0 05468 Pthhywclgh(5 (1(oy) 1.55517 Grams
Meters/mm 006 KiloitlttC<5<tl<. Tens (metric) )0< Kilogisms
Miles ihr. PCnnywCigh1$ (trOy) 005 Ounces(troy'1
Tons (metric) 2205 POundc
Matc(simin, 0 03728 ~ Pennywcights(trey) 4.1667xl0 a Pounds(troy'l
kcters<scc. 196 8 feet min Tens (shsrt) 2000 Pounds
feet sec. tsvads )6 Ounces
MeleisiaeC 3.28) Drsms To<I5 (sho(U 32000 OunCc5
tet hi, Pounds 256
Mtters I sec. 36 Kit erne 5
Povnds 7000 G<CUIs
Ton 5 (Shvt (i 901,18486 Kitog<sms
Mettrs'scc, 006 Kitomctets min, Tona (Short< 2430 56 Pcunds "tiOyt
Pounds 0.0005 Tons (shor tl
Mcte<si Stc 2.237 Miles 'hr. Tons(short< 0 89281 Tons:tong
Mitts min, Pounds 453,5924 Grams
Meters/scc. 0.03728 ~
Povnds (troy)
TOOS(ShOr(1 29166 66 Ouncea:tiO(1
Pounds ).21528
14,5833 Ounces(troy) Tons (shor 0 0.901)8 Ions <metric<
kicrsss IO ~ Me(era Pounds
Cthtllilcltr5 tevads ltrsy) 5760 Grains Tens eiwatt( 24 h<5. 83 333 POUnCS wi:er hOui
Iklcs I 609x) 0< loh50(wite< 2Ch<$ 0,16643 Ca!tons min
Miles 5?80 feet Pounds (troy) 240 Pcnnyweights (troy)
Pounds (troy) 12 Ounces (troy) IOnSO(water 24hiS., 1.3349 Cv (t hr
Miles I 609 Kilomcteis
POvnds (trOy) 373.24177 Grams
M,les 1760 YMC5
Pounds (tro)) 0 822857 Pouhds tsvow,)
Wsks 0 05692 8 I Units min
Centimeters'stc. 13.1657 OvnCC5 (avolf,)
Witta 44 26 foot pounds min
Iktcs/hr, 4C 70 POunda(trOy)
WattS 0 7316 foot pOUnds sec
Miles/ht. 88 feel<min. Pounds(troy) 3 6735x 1 Tons ((ong<
Pounds!ttoy'1 43<10' Tons (shor t) Watts 134)x)0 < Ho(st pew C(
I 467 Feet sec
0',1)
M i(Ca/hi. Watts 0 01 C34 Kg,cato<its mm

Miles iht„ 1.609 Kilomctersihr. Pounds(lroy) 10n5 0<le(tie)
3.7324<10'.01602 Watts 10 a hilowa<15
Mites/hr. 0 8684 Knok
Meters min, ~ seals ef water Cvbic ftet
Mi(es/hr: 26 82 Wet(a<Ours 3 415 8:itiehlhermilUnitS
POUfid5 0( ws'lef 27.68 Cubic mches
Watt hours 2655 foot povncs
Mile S! ~ ih. 2682 Centimctcts/scc. Pounds o( water 0.1198 Gallons
Watt hov<S I 341<)0 ' Ho~ st po*ti hcu's
Mites/m<n, 88 fact sec, Cubic It./sec, Witt hOU<5 860'5 KI<og<amca<0<its
Ki'tome(era/min, tesads ef wslcf/mih
Miles(min. I 609 2.670<10'.01602 Witt hOur 5 361.1 hitogrimmcte<5
Mitea <min 60 Mites!h<, tessdsicsbic Issl Ctsmsi cubic cm. Ws1(moots Kilcwatl heu<5
10 <
Povndsf cubic foot 16 02 Kgs /cubic meter
Ibllicrs Kilogfaln5
Pounds/Cubic foot 5.78?x)0~ Lbs < ubic inch
Transamhrlca Detavat Inc. page 5

Engino and compressor Olv.
Form CAT.139 10/79
0
, 3 ~ARCS LOGIC SYMBOL CROSS REFERENCE CHART
(5
t 0 TOOTLE HEHORT DlfPER ENTI ATDR OH DELAT TIHER Of F DELAT TlaER

SH
FLIP FLOP
(Of f RETVRIO (SINGLE SICTS (TlalHG DII (TINING GUTS
A SIGNAL HOaEHTART tRODVCE5 A SION T PROOVCE5 AN OUTPUT RKHOYES AN OUTPUT

OUTFVT IF SINGLE HO OUTPUT IF ALL OUTPUT IF ALL
INPUT TURNS NIPUT SIGNAL (5) FOLLOHIHG A FOLLOH IHG A
CONTROL INPUT OVTtUT PULSE DEFINITE DELAY
CONTROL DltVT CONTROL IHPVT A CORR ESPONDIHG tROOVCES AN DEFINITE DELAY
YHKH DIPVT AFTER IHPVT IS AFTER IHtVT
5IGHAL5 ARE OFF OVTtVT ON ANO TNK OVTPVT VHTIL
SIGHAL IS OFF SIGNALS ARE OH SIGNAL l5 ON
OTHER OUTPUT Of F RE5E'I (RI PRK 5ENT IS RE NOTED
NfJA
STANDARD FF „ MEM DEL DEL
TRESS ISTS
SWFLY SUPPLY SVIPLY
( )~( ) ( )+( ) ( ) ( )~( ) ( )+( )
~H ~N H „FF SR MEM ~ D(L
0 FF 0 c
GD
ICOSA
LOGC
ST SOIR.
ELECTRICAL
RELAY LOGIC
stasoL
ELECTRICAL
50 ITCH LOGC
5T STOL
A)IXI.
ST AHOAN0
YST.IO
PL(ROC
DEICE
IISI
Cl-D-
4
TURSVLKHCK
AAPLIFIKR
HfJA
STANDARD
TAROS
HW
STANDARD
TATS 0 WS Wl—
L<
r
I\ C~
[ gl~ll IR
!yyyB
~
.8
'~t% W
. 5
;CI~MW~ ~a~i Avr~w
l~~+g~+q
I (WL D
K% Ill~'=.
'l
'-,~~ggl
,i.ua:satatatssl II "
I I
~~as
I+V.~ rr e
~M~ vp @ Q' Q
8
gj' 4 ~
4
sctjtas'j g
w
~ov jo~»
Kits JJTK» PIIJ»cs 4 »7
~frfw u~~ ~r~
g
go
gt t
th
re f Atr
N I ( I
Io tfw
I tata ~P OC ~ J»»JP
>I
~ ~ffP
'll j to
~o«t SIS
stj
jl
t'llT
I '
~ ~
Ts
t.. io
i g'
gM ~
~yaHW»art j g$
fof.
IO I Jrt I
Lit!Pi «) llj tjRf I Qr~w~tl ~T
I
~ Oj>
I i Ob~ yLKI~qPh~~y a. O~CwW

~ JJ~ J
.t ~tfe
PC J~lft'sj I
I i gg
«lj I
lit ~AI
I~ I
lIIOI —PI
r'g
tlfAT T OCIC»agtgt
lt f 'O'
SCAT N
~
S~tfe TLHC LOCitSk8~
— Ig~
~Tf,
~P f fl»»t«e tfe
L
«j~e Ot ~At
4
~ ~
It roe pce'tree» t JJII»oe t
tss jgttasjg .~ F tfj ICP«
I
A TKw
~ w»f
tlOl
J
~ ~
fit Il~sJ
———~
t rKt Jeer»o
~
O~l
Ae
Oa~iflg~.
1
~ Ot»to aloe
PJJT
J O IOP
rear»o oe-sso ore». r» sctcvf sf J oo.ss 4 JIJII «» A»»t»stats
tov»o fw»vll t stlgew»t Ol'awf
reer»o oo sso.ot.e». wpte O»tt J I 1 ~ WW fr~It

' IJ
—
T —
«serg Poet et»ofaoct
fttlft aetf«~v>
f CPA IVes»AIT Urealoefeg Jcc»tr »arse goocte ww
Tcj
SI~
e )Ij ' S—OIIL'
lotto 'a.
reer»P ~
Sfvcws» Oo.ggo C~>C lt ~Nt AA 'I 'Jff
I~ O~rg I Iltefff lfftaf I »aw

'1 ~IJ J I Petd~ga~+
Jfta.fvtta
gflcorg ~ teovr oe CJ
J a ~
~,\ I I~ I
r t're ear»»w
A Jr J ttel NrltIV
e
Ol
tso
<;"~
lc
op»IIIJ 1 w»f Jt Iv P 1
Jcl Jf
pa~) ~
1
lr ls pg oaf»
~ »Jf
pg
J 1
t»JT
Pe PJA
1KJT
fvt
If»
~rm>~pre Jotwoeffav 1 tlt » e
ll 4» t e wglr
fv p e»
l Ja go!weel«lf 4 TS Jlt 'P»fl» 4
r rrrr f'rr I err i /iirii;A. lI I p wtlaua gf I
~f
rpcseA»cg cw»of»IT(No to
ccatlrlcatloe
r Jispolno»- e A»p» caeocwe Joeop wo co»r
P~NJH
lief wft~tfe« lg ~~r»S foceo
14 peer Ilo oosso.cll Ao Awwf»
Aaw Va~t~
IL'w.gt w
gl I a, C S
rtf»r Aga oawsat K» rg AI~TTAt«o
,CO
J. Ir. catclF It. ttl ~I
ae aee
~ e w
$$
~~1
sf»»c»rro
fpptor
sg ooo
4 sos I
~ PIIINMafwoe
a~ IJTJIIIO««ac. I~
g1
4 LA Ctt Aaofe«we« eea ffgecsttlsn
BIPWWI
ffrgpr»g
jigteC /Itgtt Iao aae Its%~ pear la I CCCiggMP
.9,
0 Ocrval, aeaet vw» 'OO owofa
4 «e» ~ OOTIIW «agt«T w J/ger I A w
3
L AllllllalkAII(0AI(SOSPULIIYOBAYAL
l. (NQ OON HIP(5NVNS(ISCOIIQtONOTO NOW(X(0
Pit( Co eat CTIONS IYCVCTON(A
SOUO Ue\5 INNO( OS (NQ QQ StUtl NVW(QO
VENTS 'TO
I
COke(CTPONS I(tatltklhh W Sl(TN45 SVPPU(0
I
n
~
/ ~
ATMOSPHERE, OVTSaIOE
ciuttr anuus
(ILOC EXHAUS ~ SIREN ER
~ 45
Atxr m.PAXODY
I1 IY(4(AVAL
SoahhkOSYWOQQ(OMPANIOQ31
St(loll(COVPUNCSAI(NOT ItlokklkotOAT
CVSTON(l CoeetCTION55(CAIN(
OS POT(NUALSA(LVIK
NA(AIOOVI45 OtlMllok.(XCltfSOI SLOVSLK
CokktCTIONS AT Coaktlllok NO
L Allhtll4TOI(tIOPQlYSVPPOIT(olOWktkiQtltC
I V(SMllok~ SIA34(LOAOINL 3NTAI( I QNll4( htQ
I
~rez rwa
~l
I NVST NOT Q SVlto IT(0 IT TN( TVIIOCNAIC(A
S LIGHT GAUGE I 1 tIOY4t SVCN Vtk(5 ANO 0 AAN4 Al Ol to(0 NICQ5AIT
I IT 0(LAYAL(NCleQI INIL a
VENT PIPE 1 CVSTO kta TO tVtt(YANO UXTAllAlltlhl4 534NN la
I
I
I
Pica OOTT(0 Ukf I-~ a.
I
I
I
I
I
I~---C'-'- ----—- I
la
I, lNQTAlatalSSVI(OIOtkVSTItkalloatfNANQ
WCNQ Na0 A(CONN(CTlok Sll
(ZNAVSlOA5MSIta(SSVI( NOCTI(I43POIKTNAN lI
laCNtl Neo Al Coke(CT4N 301
I
I + EXHAUST IL littU(Q SNONN SOI INTAQ ~ (XNAIXTAat WNWVN
I Q ST. Plat IilkL
SON
I I I 11,LOCAltTNt INTACI~ tXNAVST 50 llNTIXNAVCTNfAT
I I EXPANSION JOINTS OOQ NOT KIT(I INTAXL
I
I I96 11 Nttaat IPAINT N44t OS lklACKhtC W(N IVQOL(3%
I I I
0 QWYAl'INl CIA(lW IYCT(4 lk A(CO IOA34( WIN
TNUIOPQC(4NSQa WIAQht(L
I I N. KXNAVSTWSSLKATAlltltf4TO (XQNO(OTO Aa It
I
I OVT(llLKV(I ASOV( IAVQ.
I IL EL(AE ha@APT(LP( Locfg LKKIEUOASQwLNNL
I
I ILES
I
DRAIN
I
I
I -- 4-+~~ 3
i
'St INTAKE
COMSLISTIOH AIR
EXPANSION
JOINTS
TAKE
AIR
S~ILEN E
(8%A'~P
I pfg~SaCnaPr
KeS tt~rp
INTAK'E
Fll TER
~
MANIFOLD &4 NXASt IIQS EESCR'IPFTOAS RE'PYSRPPSFS
E4 (E4
Im r rRPP(fsr ONuF tg -l(PCF SFKC laE(P-
~+3k
I
(9(I CePCOISIDEFPSKFl S=i~(PiSm PEXP.
J SIE WnUFE PFR(PS~ Salt +PS ~~ PE(F

+ EIeIGIIeIE.
I-----g
I
T~acaatl. 9
LUBE OII UNP TANK VENT
I
3(cakia ANIIIaa~Nul"fla
INE<CORHECi~(OH OHLV HO'f FOIL
OHS IEUO IOSI;
~ aakaaaeoeaaa
I I I 3 ~ ~as CAROL(NA POWER LLOHT

8 4 aeaaa ae aaa CAR SH E- l(
74044 5
oa LAYALTekaok NPC.
aeoea Ako ccaokalaoa cavakcaa II I I
oaaaakh CAUPOI3NA aaata
k EXHAUST INTAKF. $ CRANKCASE
INSTRUMENTATION CODE
APIIJ6 SCHKI(IATIC
~3 ~
FNPT SIZES
~ eaaa RLO tt Td
araeeeaa
9-505-74046 C
~ aaaa NONE ~eaewleeaaaae
L MlIT(NS Aao hhao uNNN Aac Soffuco (Y ot(AYAI
I lloal OND NVNI(al Coaa(I(Dao To Noalta(0 lift
(011'(CTNNIS IT CD(TON( 1
1 couo ua(s aoact of noa - (ND s(ANI aoasf a(0
CONN( CTNNS I (la tctaf hhaa 1 hffiacc SOTTO(0
IV 0(IAVAI.
A. (01 hhao IYNIou, (cc DNANINI oult
g fl(IN((CDDILINCSAI(10( IICDNNtlal(DAT
VEI(T cohoa(a coaa(cllots st(Aost 0$ IDT(NTIALIAlloacl
NATAAO ODNI10 OI(MINN.
Iy 1 ALLhfa50 To It faofta(Y Soffoaf(0 To Iaaaact

VENT hit VNNATI01 ~ I LANI( lOADNID.
/O'A'rF T. BOVID( SOOI V(NIS AIN OIANNAS DfcatD a(C(SSIAV.
IT OOA'vAL (NCN5((Slat.
1 lauALIATNNCONTIN(TO IOI To SDIILYAllOf 4
(acta( hflNI, hhac IIfhaca (ODNNINT ~ YALY(s ~
' NCT Soffu(0 I t

la N NCN'IANDO lt.
c((AN hfts AfT(a Ncuaac Aao TNNN To Ass(asuao(I
~ NL DNLAI(L(0INSTNONtNTATIONCoaatCTNNSAat NOT»
555NDP 55 OS(D AND Aat ILDC(fD. TO(St Aa( STAINANDON
a(LA~A tach~lfoa IN( As ac og(LDo
QHAOST ~AUST
~JACK ~KET +(0 OT@gg
p 8 2
h TURBO T J.W. TIIERMOSTAT
H(EATER
SAMPUNCD
~AI AIR l~
COO(.'ER COOLER ~KEEP WARM 131
>C PUMP
,I.gFILL
I
I
8
T~HR MO~AT
C
8 J W.
COOL'ER 8 RT6
D(CAKE
d
g fP '/Z'Af DggP/PT/cOW
J.W. PUMP $ /(D +uuIM
RAN
WATER
I
I OO R OUT
ID
I err rm rcopmr/z~o"ze/2/prmz-
ENGINE. AUXIUARY MODULE uwwdr/(DC r- ver eeywr
Q30I
~555555 lDDDNID
OVERFLOW QRAIN
( 3 5 5 55 CAROMNA I OWER LIGIIT
CAR SII E I I
0
$
i ~ ~~ 'T4b4(5 S3
Ilgwu Oh o V
55
h>, Ol IAVALTaaaa( 5NC
INODN Aao ooDVAIDDCN D5V5NDN I I
6„'1
ASME IIh NON-ASME IE DAN(ADA(CAU505555A 555h
II
ao WACKE,X WATE.R
1E INSTRUMENTATION CODE PIPING SCHEMA'TIC
to FNPT SIZES ~ DD~ RL 9 CC TD
~
9CI-8lo-7404 F'DDDO55
La ~ 5555 NONE
C' f I. AllITlNS MO tltsl0 Csola M C CVPtUCO IY OCIAYALP
2 IIIII UNI Ststtt NVNSCRS CON UfOIN TO NONSLRtO
KEA TURBO POC CONNtCIIONI IY COSTONC1.
1 POR hfNEC SYINOLA ttt
ORANINC OAT!1
fLlsllltCOVPUINS AS I INT RlCONlltllol0AT
0 0
CNSTONtR CONNICTNRS ItCAOSC Of POTCNTIAL,
EA'NE fAILCRLNAIA%IONR NI Ott MTNEL
ALlPNNN TO Ct PROPIRLY SIVPOITIO TO SNNNNTC
ROCKER
flflVNMTN1I f LAINt LOAOENL
ROCKER 1 f!NVIOC SOCN TINTS ANO ORANO AS OCCNIO NICQ.'ARY
LUBE LUBE IY 0 IIAVALCININICRON.

T. IISTALLATNNCONTRACIOMO TO COPPLY ALLOf f
f
UNINC PIPNIPE. Pltl10 ITTNNACROON CRT VALYCS
t
NOT SOPPUSO NITN NCSISSNOVLL
I
,1 10 IACROt RINCS 0 1 CAST IRON PITTIICS SNALL It
EE AUXlLIARY MODULE. OSIO IN TNC SVSICSL
1 AllfNINCTO It NICNANNCLLYCICMIOAPTtR
I
4
GEAR VENT Nt LINNMO PIN 1 'TO AISINILNNL
VENT IA ClllVAlRtCONNt10STNATNONOIATNNVALVTSIC
CASE LuBE SKE
SEE NOTEIII4
NOIMLCO a TNC RAIN LNIC OIL nf!sa.
C>TE l N. OPCN LNOS 0$ SICTN1S Of PIPS ART TO It MOTlCTIO ~
~ I4 KEEP NPINSTIILILNNftMCCSACASNITS.SR 010LRTO

tIOTICT ACMESI CONTANEMTNA
I WARM l1 tstl OTIOINfORLNICCSLSTTTLILOCIAVALfORN
FILTER OSSSI Asl TO It CONPUIO NITA
VKHT VKNT IA ORIAIILLOINSTRONUITATION CONNICTIONS ARC NOT
E IPIDM
MAIM SKE NOTCN
INTO MO Atl
tlICC Ill
TNCSS ARC STMOMOON !
SS~EEE 1I4E
I
OtIAVAl LNUNLS OR Ott AC SOOIRLIL I
t H~EAOE IL PATLR MO STRAlstR YUTlt,'C LO CONNSCT IRONNO
DRAIN ~
OAILT 01 LINC PIC
TOP. 00 10T CONSIST VCNT5
STRAINKR
~ORAL DRAIN
ST RAINER LO. II4
~NI,~EL.O VKI4T
DRAIN
rg
MP P SEK NOTE EOI4
PRESS
I
REL'A'S.
EPCDIEIK' LEAP/e%%u7PFE/
J
409CPY S2Aro t5NSCCPSY
littflTEOTPPC 4
E~D.
.F/44
VENT
PUMP
.$ :W OISD
r/r/rtrrr/~t
p~prsAE ~r Y
SOPSIC,
t
vCPC'd ~~IPSE~~
L.O. SUMP TANK S~DDDIEII
HEATER
cm/Frump aenps /For r
z d
L STRAINER I /IC07 QtKlTiLOEv

<Lo. KEEP
DRAIN SUMP REMOVAL
~ D«cTeo«IA
CAROLINA POWER LIGHT

svst«EDDIE CAR 5H E II
T4044 SS
It; aEAVAS neWS NEA

ssws AEo cosoassos OEVENce
AksIADEIIIAUIOAeAIEIIS ) 4 l
NOI4- PS5ME LUBE, 01L PIPING SCHEMATlC
(p PSSEIE TE 1K
LNSTRUMEI4TATIOH (ODE
~DMPI Slt
—-c..
«4«S.L. 0 CC-TO
4~DID o
03-820-7404 E
~ csss NONE I
~ 4 PAIS ESP«I I ASI
4 AQ WCNC Wllll Alt SVPtUtD IYOI(AYAl
4 iilh OWSCIECSNVWCISCOMQPDNDTONVWtltl
- FLAMBE hft CDNNCCTLVEW CV CVSTOVCL
4-S. AIMPAIOP
0 SOUOUNtlahltlf IEW QNDSflitSNVWIICO
I
I
4" @Sic QNVCCTPVNS ICPIQNT hhW IPITNLCS SLVPUCD
.----pp- '!
I ~ Y OCIAYAL
IE l
I- -+ ~ tDG- FROM STORAGE L
f0 PlfillSTWOI„ ftt OIAWL10 OAIIL
PLCCWQ COVPUNCS Alt
NOT ICQNNt1DKO A'I
I QQONCI COINKchafs stcAivc of PVT KNAALTALLOSK
TANK
I l 1 Allhhll TO St NOPKILYCVttOITKOTO NPIWZC
I hft
VDLATill1 IIMCIlOADLWL
CIRC ATIN HEADER
w4 (
I
l
I
T. CLVQNI TO SVPPLY A1D INSTAll
allffCD UIC l-4
AllhtWO SNOWN
TLC4g I L Alt PVLNV TO SI NKCNMLCALLYCLCANCOAfTCI
I NC I wtfaNC AND hvO I TO Assf NIUIL
I L hff Vttt SEEOWN Alt LNNPNVN
llf fll
SOft alfALIAQVNL
NAT VAIYNi ICNCTN Of htal. 101QI 0$ fhTEWQ
~ VALYl8IQVLTNI QCKSWYC PICSSV If lilt.
I ~. lt
TMK TO A'f CLCVAUON TO PIOYEDC PLOOOCO VICTNN
( I
Af IOTN fttO tVNPS, CVT NOT Oft TV ASOVC QMl IL
PI81 ILL tllYIOISVCN VtITS AIO 0IANQ AS DQNC0 Nf
KNCNICEVNL
I
CQLAIY'YOCIAVAl
A'AA Wit I LL All~ ICPICSCNT IVIIIVNCNT CONNKCTLONLLL I »I»

~SPI~BBE SUPPLY ELDER C»r; I N.
(~TYP.
II- -I 1 D~RAIN
"E
IL AllIAIIAND OLA4 NWltllCOIICSt010 TO TVCLW
I OYERfCOVIN CCNNC COONS AC S1011 ON LIST SVNCNTATION OLLAWNECL,
AI IV S
F.O. DAY TANI( I

OOPLEX FII.TER (ASME IK) ~P. L
V I
WITH CHANGE VALVE SEE NOTE II I
/ QE99 I
I I
PB/ AFT'EIIIEI ICNVL I
VENT I
~~IMP PIIMP
1'to MEME
<O~MP EEOE
g~ÃSf
4
I- J
/TCAI
/d/
/PCP
~IPIPQI/
IMAGE'F»
FNTKC CDEP
CVC PSQ72ZPHP
dffffftt ~ PPEWIIAPCV
EtdPVISI ILF.
~O~OPIEE 'tll MEII

VIITH CIIANGE 'VALVE
~EEIECT
~AECF4A «AHEM 9
CEIITIFIFO PLVDP dGVEVVLP/R, d~/PIVEP(4
I
4 ~HLIMPHREY VALVE QWKTW&$ - -/Nt/ 0
<4P
I I (POSITIVE SHVTOVF VAI.VF
~ AOAEE EMOI«E 9 4 MILL
ENGME L ~~o CAROUPIA POWER LIGHT

(E w)g E«Pe EMPEP CAR SH E ii
E))hog hg 404C
VEAU'PEI
VELAVALlitotOEII EPEV
LtotNAI EAVE AE«81 attENcw ) t I
~ ALLAMVECAUPaoEEA PEEPE
IIli '.ttliI!
EZo'ON-ASNE
»t
III ASME UI
FUEL OIL PIPING SCHEMATIC
6
~ PPOOPE 9
09-825-7404
«ALE NONE MMMM«MMM«1 ~ EP
goz r G V PRE55QR
VRo'5. SYI,
IL AllIfllflIIAIICO
(SOOI
All a OtlAVAI SVSIUIO
St«IS Nl«IIISColltftTWOTO II«ltlto
ITEWI
litt COSNILTSOEES IYCVSTOWIL
OY
', L SOHO UltlINVOI Of ISIW Olol Sf «tf NOVICIIO ~
ftc ~ COSNICTSONS IIMISLNThhNC ~ IflTENCS SVITUIO ~ f'

DIIAvAI
'
I IOI hhNOCVVlollHI
IllsslltCOVtLENCSAII
OIAWEWS OASIS
NOT ItCOVWtNOIOAT
CVSTOVtl CONStCTSONS ltfAVSC Of IOTLSSTSAL fAILVIt
"I AlltlhNC 10 IIMotif lY SVIIOITIOTO

SEAlAID DVISNS OttMTSOES
WSNSWETC tilt
LI
'. VWIATEON ~ flANCC LOAOSWL
CVSTOVtl TOIVIVLYAEO INSTALL
DOTTto UIC C ~ ~ 0
AllhhNC fIOWN AY
START AIR I
aDIIISSIDN VALVES
SIRaNERE I
4 sv
I ~ ~
I
f. ALl MNC Toft CltANIO INftINALLY~
tANITo STAIT Vt.
CLOWN CLCAV
/ I. CLSTONCI htSNC SSEOVLD Ct IVN AT A IOSEtt ltVtL

I'4I'X- 1 NAN IICVNI INLIT CDNNtCTSON IKL IWCL INSTALL
3 SEOESTV I l COLLtlfotlASEO OIAINS IN hhM I'I LOW
~RNEADE 'NNMLE ~ VENTS IIAI

SNltf CONVICTION
l
IOS IIIS IN 1ST W. f
~ ANY OTSW I lOW
I SL CLOTONII Istt Wftf AltSSEEVWVW fol WOST WNTAIR
I s I 1 LATEONL lVT WAY TAIT If LCMTN Of MNCV NVWIIC
8 s
3~ >g4 «gr f TO I
I I
0 I IETTEllll VALVIS ISVLT IN CICISWYI MISSVIC
I I tth I EOLIPRE550R 0 lot. II tfs IIAIESSVW MISSVII 0 Cot I NOW All TAIN
AIR HEADER DRIP YAIIIC f To tNCENt SEIADIL
lt
IL ALLhtVAC 10 SCSSLOVLL CO AIO htC flTTSSSCS To I'l
3 'WW lSL AIA f
Cliff IWWOIQNO MCSSVIL
6
~s Iy I ~
IL ST MWIAS WVST St INSTALLto TN A IOLNSONTAL
L 'AIR I I IVIVItWL
~FIVER FILTER I IL VNIAIILIOINSTIVWLNTATSONCONNICTSONIMt Nol
IfltoANO Mt ILVCCTO. TITSC MlCTASEOMOON
N N
IV
DI5T RIEEQTOR '. AIR 'TANR I I
DtLAVAL IIOWCS to IWC Al IIOVSAIS.
R~NR D VR Eu OR D~OV. DI.SOO I
I (A5IELE EII
I
k I
ly'4 I.
~MCiS LIE I 4 AND P I
I +AFTERCOOLER
I I
I LN)
4 4
Cl.
DRIP TAHK I
f I
EgXIL
LN
tk
I
I
/~ STAWlRVC
EIFQPA/NIVC ~/OLD
AM///~ .NCCO
A'P
AlR EOIAPRE55OR I
I
I
I
I
Alll I!IIIERS I
I
I Cols,'hdtv
l +AC 1EILCOOLE R I
I I
I I
I
r~/
I
J
CFEF/P/
AlR CONPRE55OR
~vf'//CW
~NO. 3
~ RDAss ENDINEE s
~ NEED Ea ARGLEHA POVVD IGH

I I I 3
START AlR MODULE5 S svsvDNENNEN
<ji ~ ND Ns ND 4OA<
W4
OSSA VNL TEENSOM EM.
N
I
4 Fe
NON-ASTEIE III, ASME III ENEDM NNI ssswNsssoss

NAEEENENA oasssosssvA
slvssssss
fasts
f l l
QOD
%I
EN.
Ds
~ 5TARTlhlG ALR
INSTRLSMENTATION CODE PIPWG SCHKMATLC
FNPT SIZES ~ Naaa RL. 9 IC 0
09-835-7404 D
auuaDVSD
Eaass NQHE I D a M PEEN Ass
LI l/L A-S
AOH
AP
Jr«IH
ftfrON
1 1 r 1
Pl
~pcft/1
10 1 WP
rrff 1 11r«
«ICN fir«
PS rDCH
LSC» CIC
Ttrp lOrr ttMP
LUOC LVL
I~ Vtf Orl «JCSS ~ SILCHCC
~ Pl«HOIJICOC C
LVtt OIL /1 IN
4/ TRIP Nrflr "P LOW Mtl /2 l« ICPC> r *155
PCSC1
LOW /'1 CSS lttf OIL FJJOO CA, LVCC Otl FILTCR
Tl 1 1
CJOVNL tft1
TV«40 04
0 'IIP
5 JPIJCR
LFJI Miw
ltff I fret«t JO
Qo CS LOrV LCVCL /5 TUPCO LVL 11f55 Lr01
N/CN VCtf 'P»17 LVOC IVL PIO Rrfrrt I Pf
CPA««Lift P CLPC«tlff7 57111
I
I /// ItrP
«ION TCMP
02 Hrt"«TFJrP
JP"»CY
L/IW FCMP
JACIILV
/PC»f7 1«tft MCSS ~
I
STOt Rt//0
A»TO
fI/MY
NÃfR JAC»ff WAff1 RIYIIR NV IIJFCR /N $«r/F
I CI HI$NC P
I N'SrrlfVCL /5 CONTPOL 1/1 PPCSS OF»H
I IVCL DIL CP TPAR 0 J«VF J«rt 0«t«
I SIYPINlP MAIHTSIIAIICF
I F/ 11/I''/4 NIOIICP LOVL CF rf FJIL OIL PRC5$ DKFJf/ONAC
RA t/OIV FIICL l«L DC KIIVCR J IlfOVTPtfdf
F/LTCR CCH PJNCL 0 30 AIIYILIAPY
CCH 0 JOIFIO Cf Sl»IIDSON /7 DIFICRcrvfIRL 11$ $ $ LVOt CVL POMP
Do Qo Qo Qo Qo PC/AY LDC«ff/F lltlL OIL FILTfR ~ 37 QIOC OIL
5
OKRAICO TRIP«lO
/rl lOSt C/1CVLA1INO AIM«
OF Fr/ID 57/IRT N5 CCN «0/ c»7 /I SF/M.rrtf Pl/i PRCSS
CTCIT 1CIAY 4 MOFtfl/OI/ LOSS OP LCFF OJ//» ~ JO JACIICT /VAttR
Qo Oo Oo Oo,'f
2/
01«ASf CD
Drfltl OCR A
FIJSC CIAO/RAT/NO Kptp
PCVCRSt PWR FPJNtftP Is s1117IAIS RIR PAf$$
ft
IW 1CIAY CLOS/HO CRT PfLAY 1/4 rr7 ORN» ~ FOIL 0/L CIJY tANK
11IP /HIOT YJLVC
P . 6«gtgr Qiga
) Jl CCVCAAIOR JS
7POVOLC
C/u CICP/DRO
FAIL//PC
NIAH 20 ffrtVS7IOH PIR PPl55 TCNKAATVPC SCLCCTOR
N5 44zRR" OftJCVPAtlVT
PtLJT 711
ffLPT
l»f11 TCD
Tf,vt'HC lf11'CSF RrfNF POS I 4 CIL POLO.
INC MHCL t./LCVL I ~ 14.
12 71t« Rt NICH 7CNP LOW IfMP 2l CRPARCRSC F«l$ 5 It Vlf«LD.
LSLLR~tg ~~l ~; IL IS'PIRI 42
NICN
Irtr«
ItMP
ocr Atrt
llW Mfft
OJ
LtrtfOIL
/«F
NICHC P
l 'tf DL
CC
LVOC Orf
DVF
Ltrv PPttt
IJJOO
~ 22 CHC «C 5 tllD lf
/4
It lON
lf OVT
Cr JW IH
CFACN PO
—
Or
Lvtc 0/L Pr/.TlR IIOIIT ll
0 "—
VW OVF
.I
'l 0 -Xftff < lf» rrACL CC r~ Mtlt JS ANCINt NNPS
1 PAW Pr
~ ~ v/ Af LlrtC OIL Pf
rr /11
IG795/" ~dr g yyrg q~Pa flf Tltr« rl« Tt V" ' ftr 1
LOW l«MP AI TIIH» LCVCL
I I Ctr.' It/5 Idw MCCS JP»CT JVIH 70 PCPO
FA rr
1
I
I
L pa
I Q IL/«QI JJC«CT NATCH CAVCP OJT
JAC»CT
vAfcp Dv/ t. ~ rr . Ft r
I writ frf15 0/Lf LOW LOW 7
~
LtrV Pffft DVV /IIII» Lfvff Nr IN I ~ 0IJ/Ar ITTPI OH
Sled /FFFCPC «frI CYFL PVSN 70 PCAD
KlKI"'NSE 12
FNP
~
OAI'ANH
LON MClt
CIL
/Nttt
IN
1
rr
litTN I
Jrl
OY
IC LOV 2$ NV A
Z l1111rHS CONT VOL ArR
TC ~tJMIHPLS KP 1 Jl JJ
PAW »0 I
Ct 0»CASK CO
71/P
l0$ $ OP
/O II/CO
CC PA/LCD 10
START
STOP lf ««r
CC
CIFI/NC PRL
~, I 1Jl P IVPC IIADICPTOP
2$ $ /kff«/AIFCLI/~5
Hf 4tM Dr«F f
C hr RC fr/f7
$. /1 0»OVKO IOP CVII
»gLT~ ~ I~
~
PPOTCCFIOIV STOP TH/HA , «
FPIP
~SIN~ ~Jrr»
32 NCO «4 D«t OH 3'C OA RA/HO 2 ~ PIPIRIHS
4- aaef/~«muL.
~TN
222
CT
IL
1CLAY
ALARM TRIP
4tr 014
j AAJprfc«ANlt
Proof
LVOC OL ~ I
JC
OtvICY
CIISJ OCD
PHAAIHCIRTOR
'5
f/M~I%ON
EV~t+
'«AJ
/O «52frfff251L.
I 4 Arr»
* ~ /rLLIIPI
JJ/Fllll~ltlt/ROC~~Of
N w~2ELICLHLlldCull
I
H/4N FCMP
TRIP
SfAHOOY
KIMP DN
FJC»IHD
5I RCPDI 10 LOP/7
0 r
11 Pv FA/Hl tr/I/p
V«JCr JJ«K
I
/11 lvff
L
KRllZLZIL) ~(C) f/LPP/
VE
3 t SHlffDOIVH
I NTIAJaV AIVO
N ~PA»f LLILSS~O/ «J<CL VI/NO tf C f~lOHI,, ~Tuk~rA 57574M VCTIVC
I/HIT Irv/IILRSLC
rr«rl VAVJJIIV
4 VVTW»tr NVT JNO PANtL Nvf HJrfrtrJL J IM A 35
lr»CRCCHCT /t Otv«J NA«nu t«f/4
C 1
5/PIVS
1 KArts 11 1 toowo /SPAM TIINLTIONS
I COO'LAAJ
TA/rrA .PININ rrrtH I OJJNC 4
~ Dr/~ac TD START
7«HV d OIP IN»7M dtfftf
jl C~~+~
~TT «~INC 1 If. ANNI/A/CIA 1 I 1 NJ
Hs
///IN~ID
/frrLSSSNJNH~P
~ 110IIVIV'I/IN
II NAMSKJrf
t
11«rN 1,
70 PCAO Or
ftD
I«trr 'AM «LAff
11 II
1
crt rrf SHLY $ 70«
'77 /VCL DIL

EHQSfE
J~
Al 'RIVISICR PVHP LL252L5L 5ILfrILLI/JSTALLl
r~lw Ip ~ I/IIJL NO «AMr«tt /Atty t«NA
»ISI ~ IALV CAL
57
A~ t ~
0
Q
rl ill
115
Tpir NISN rptts eppNI'ceil c ct
Qn
CPPNVCRst Pdlt5 C tt RCIVPN Xl
0
irrttt NPNIPOLO
PIP
l tt ItfPINT CNNNCC
Ãeoc Sneer tdd 1 ~
pNTIO»NL
td ~ 3
PACSS Pd
ltliti'C SVNVIPSLO t 53
tst tlt
RIP PPCSS Ld ~ ps<re 0 $0 011
0» SIS
TINT
gaectr Ctc
~ rl tie
IVPICP PPCS $
Itin 0» rpcts c rt f. Qa Qtl g TINT Qtt
Q» art
tv@. OL oodtrct c ds
00 000
QT Qt ~ 20 0 ldd'Nt 5NOTOOINN
5VSICIII RCTIVC SNVIOOIPN Ldtle lo 8
VI
rue ppctt
~ Ps 2SC
W~ ~
tdt'IR
SO t ""t
22
LOSS aL Pdtst l Ss
8 '15$
5
gI rl '
~ Ord 0 iso
Lode OIL PPCSS IPS CSC
I'ILrat Oor
LOSS OIL htctt Pl.t ;„05
PILTClt IN ~ Ps C2C
IIC
P$ 42PI ps sttl p5 ste
TINP Lddr PPCSS Ludt dlL C ld ~ CI ~tdt +v Aic
~
~ rs
toi
toe 0
tvpsoac Rtcsttt c tt vp5 Ate
t5l ,"„0
8 8 S. ~ 013
Q»0»
I
TVPCO OIL PPCSS Pd C td VCNT
~ ps ite
'Stir Loorlttss Tsddo aL c tt ltl Qn SNOTOOIIN
. Dc Rclivpre
tdt.td
I PS VtNr I2 2 I2
~
2IC
TRIP Ldo PttCS PPMrrd»ICC c Id
VISANS»IICN Loerdor. C'lI 8
Tdlr NICN VICPPTISN C.ttN Q ~Ps
vrs
tCO
Lte
~ 1$ IO
CC 8
~ iovd ~
SI0
rs lo ~
8~'-'d
vo v/I
Ttlr INCR TTIVP SOIPINCS l IS
Ol
Sl I
Ct
Lld
dl
tdt SIS
Sl
tlS
At
lt Pli Qii
Tsir NlcN me dpepcr CRTCR

.
r it 8 ~ ps
Itt
Pt
Ite 12 I lt
mr ICASN Ttttt LLOC o» r It Q ICC
spdtiNO LCTICC Ioepoor C t3

Itttte
Itdi v ps
lte
„„8
~ PS ~ 5
Pa 450 'trt
,tdttolt CCVICC INICPLOCN C'll
tto
Tltlr OVflttrlto 5 20
PSI SIS
~ ps tse
tt
~ PS
Ttl 0 ~
PSNNtl IS dtti
Qtt
Co Psl ONVLT vt Itd Pt At +I
PS ICC Ps
Q dts tt 'so
VCC
clinooutv at NNL
~ PS SAI ~ rs stl ~ rd'Sot ~ Is td
IINIT TRIPI'fO L..J at st sod Qu tot
vrs $0
II W Ptt
ps ANI ps Atl psle
Q POSITIOIV INOICRIOR
SNCST I
I ~vo ~ 2IO ~VOIT Rl Oi ei ol
C SIL
0'3» ~ tl
/ p$ sse
+SLT
5CPVICl Rlc
tl lt
S I
Ro
A Qt
A Q.
Ps sdl
~
SI
Ps
~21$
tdl Ps te
.ev
0 Pit
5
Co P5l
CI PI CI NI
&
STSPIINC Pit htttt Pl l tld / CW7ROL PANEL SC'8fltATIC
'VVA/I
='NCIN
ov olrctl Sl Sl II IS
QSI Qlt
VAIIPIJL AMI NI»»II ~ /V. V
CVa. ~
~ 7404& D
ed»L
V
Field Fids» ~tOS SN
~lit
I
tt Ps
Oe QSC
FinO RNC» tor Jd t

VCISS
~
lit PS.JOdl PS- Cod
a SOI
go o
Rr».TT lo Lo»D tdr rd rN
~
ttt ~ COS
3'T Fs.sari PJ Jrdt PJ Jro
~+70 ~ Tt 'I rst
g o
DC I'DSICN tot CII
0
TC»T 'ts ~ Csl
PJ JIC
a rta
DC PCXIISN fPyftd ~ Cd
PS JIC
Sf»T LA ttS ~asti
o
Ru»»l»y tos JN toa Jd
VslsT td tsd ps Jsri psst ps Jsdl psslss ps JJdt ppsscr ps.sso pssscs ps.sso psosdd PS JCNI
Qalo agl +also aaN @+i» +oui +siss Qws /Ate%'ros
QTSCI
Coo
Qsc Qa Qst Qa
8
M
*Q
Qa Qa Qa Qa Pst
Qls
I
apr sscc INI Ta»N csvct
m Q
QCT
8 PS Ildl PS Itdl
tl~
+als ~
788 G~ Qst
ISJSISIO» I»DION?ON
s
S»CCS t » Carrvpo Nc/IIV
IPS COSC TN»N CCVCC
OQSC Ct Ct Dt If ON Trio raw
Qir
n st ct »t
EHGISIE
PANEI SCHEMATIC 'CSVTRDL
aassaw aaaaaapoaa aaa I" aaaaaia? sar S»s.t Osaat

~ casa saa - '5CSDTISDS8 D
<tS IOC
~ I
v5
IC
Nt rite
)LINC I
p
~
QSL
CNCIHC 4OLL
IO ()) Itt/NV Io STNFIIHC NIN

TR 4l
/$45%I
L~
) + to)
< IOI to
51
I 55
IS Ps
CI
tool ~ ~LOON
CI
55
IS ~I PSCLI Qtv
SC IIIAIN 5$ OHOCOTOLTASC HnoY
IC
At«NIT WK ANAV 5$
(TO /ITN. PK SCCOHOHlll5) OCLTA OWO. Ovothj SNt t
8 i4 —pl--0
SIAFI P/I
54
IC
I
---.<I--
())
(8
—()-e—
()l TN PVI
T
PS Itol 50 Fltto FLNSH
to avoy
CI
NCTIYotf SNCITOOIONS CI
Ot
PS Stot ~ 'f
Al Ct
FlfLO FIOSIl CILIA Ot«L l«othj SNT.S
$$ ~ CCCITCANCC LOCIIOOT
Oh
I Ol "I CICIT54 It(S CNI jtf
th 55
FS $ 4l PS«)dol
HOTC jf to 4 54 pl
'C
CC
n
CC
ONOI
51
I
L.
PS ICNI
~ 5OLT v C TO OIIOP OCLTA o«o. OI0555 sir/
454OT TO LONO CC
CO
O
Ot
PINOT TO LdltO
PS jvol (/O4 COSTON fh5 OSC)
Ct
P$ 4vot
I tNC r-~
$C
I
5HIno
Qvt Holt to
COT'II One OWO. ONFLT SHC j
$5 (I)
I
tlfOFN IIIof«I * s
I. J FOO NOT/j AFD CIO/Nt/O
CT Ht 4$ NV Pjl
TO OF//T If 4/'IIIO O««F
~ ~
SC ~v
CIFD
'«I"$ $5 NAINTCNAIICC NOOC
N NI ( IO4 CNCIOF/$4 Otf) EKLQB
UHC tt AF TV P."L4ZEQ .
$$
~O
Ft ~-~-Rg-—- ~4
EhfCINE
IIMCIt -~-%(() tc)- J-mW-e- ~
«IIIV«L NO «aa«OII
m)(rM. a~HE(.~MNbC..
VV«a«v(«D IV«N SHT. 4 OF It
I)A(()() 7 D
IOI
tO2 4
I till'OL l47
VHC
IOS Ctr ( I44
I04
IO5
ll
I- (2) 028
l45
I40
I0C
IOT 242222 CIM 4
p
VIIE 044 It~
rtoraNI EKT
TIIOI/Oto E7<Ntt44tt I'
IOO I I4$
I
IOS TIttla CJS ISO
Otlr
Tttt P I I ISI
IIO
I
IIE LINC Ttl IS)
IIO
II 4
LOSS Or
t trit PELH1
rHIP
p3Pb~ LIHL'SO IS4
IS 5
II5 CLNEOHISH
IIIIPIO ~a)"~"%~ LINE TSO tSC
IIC NIIPI TIIII'SN

IST
ISC
IIS R"~tt I SS
IIS
220
ISS 520
HIHPII//NP ;4%~ I ~ VHC
tLI
I22
TIIIP
'(s"'W~ LIHf 254
225
,I-@<I+ Llltf 007
I24 VNC SSL
II
ICC
d'~fi~ OI
LINC SSS
OI ~ I2
I21 CEH
.
~z'%~ LINE ILSC
I 29 Ltltf $ 22,
I5 I JWTOSM I I4 Ltltt $25

LICCttot
I72 TNIPP40
VNC OSI
225
ISC
In
ftlLLIIEIE
EPOSÃ
I— LIHS'TS
Cll IIIHSS 442T 2254NIIS HCTSTT
NUQ,EHB.
Talo
-...
259 $AFE TY~ELAIED
259 1E NON jE al aaa~aaaaaa
~~%ataaa» a
440 EHCINE..- -..

Cgrfrmi SmEL EC &6Ci fi
Poeuttattt tra ' ~ .,;a SNC ~ O'L.- C'ttttW
~ d
to I IIOVO( tct
20)
tc ~
to ~ 245
204
241
201 tcl IIHC 2(0 h(YIC tt IPICCIO
204 A
r QIA VAIHTCNAH(C tAS
OTCAPTIOHPI AIf/IITfAIIH(C tOI
j Or[COT IOHHC,
( )IA I Di
O OISAATT(WAS
NI
Pt lid/ I 7d
2 I0 [0
tpiSIIVIKV QV T OTACTINO PIP
P5 ljdl
m tOI 1
td'OI hN IHtCH HH(C
tl2 td CCP TIVHTI'VOTOOOIHO i Q
R 'lt ~STOP
CI I[II CI
t)A <Wr--41
[
—-~i QII 0 tr
tOI S
tl4 IC
25) [0 [9
ldl AfAI P).ldtt
Cl Pl IOO)
PI(4 I
tI Ag IS 254
.TR
~~-3 [-~
STOA rR
SIC .A,~k Qa
CIS
OC/)4 Ter
K [[[S
TDt4 QAI
Std ~It,tl),220 25)
VS
'HAS 4 PS Rdl
OA
240.
Pt
~-"--Vdr—-tt —-O~-~-t[~~
Pl'4242
(
——-
[ETIO
rH
[2[c r[AH) to
~
t20 R(TIVRT" SIAITOOICHS 2CI

CI tOA Id [[[ g[
22[ Kl
'R
I 20I 44 Pit(O tlJISH
TOIO
22), 244
ttO 20$
HOTS CI tdl Cd SSS
R(ld I 20A'cd
SOS
2)0
AI IC
2))
SKI(ID 0 4~ 21)
V[TCR
AOTX'0
COOPPV
Kt.
~ Kl A)OPIV
Kr
210
t)S
QSI
21[ Htr At TO SH(rt TIAO
AIIC PI(KVP
214
v ~
Ht .—MlCLGS -..
SAEETv RF
li UHC ttt[ Ilvild
TOAIHIHS )TS D
CAD Ql GVCINE
SAVC 244 SPIC 240 CQVlROL PAhfE[. SCtt~MA [C=
VCIICW ICO ACCVAII VC IVC " OVT 4 OP IL
~ cccc cca ~ SNPf04C 5P
Sdl
303 Pt IOCT
gj PIIC POIITIONOOV./ V.A.
CI
300
FI
5 P$ TCC
I
I
5
DC5TA DOC. DI0$41 dvC3

i PC SOCC
PI $ 43 Plkdol 5505TCN lllC.CNADlr

I
I
3 I0 I QFI 0'Q
I
Sl I
Sl 3 VOCTDCC TO OOOOP OCCTA DPIL DION
i SIT TITIP COC40ATT TICLDY
PI
SI ~
tdo
SIS CIIOINC OICITCPCCO
CI
Sl ~
PS tSDI 4551A DIIO. 400454 CNt 0
SIT N 7
SIO
PS IODO
PPNDir rNFP FNF
SI ~ EA'EPIC. DTNDr
Sto
Stl cDAC Doort Mp
lit rATP DAr.
Stt
I
StS
335
l
I
5
aa OT(
St4 j
Std
~TNOC DCTDT
TSS (TO CCN PT40TONOORrCS)
C
~
ii
I
334
'SFO
Sdl
I Z C~B~nkoo
~t-III +~~
"P +—4-
I
COIC SCO
~
C~
i '50DI-Iwm-f
Z~~I.k.
I
QFI
~ w
0
50~4vddo
o —— - Qdl
el
AS
I
—- A55-+~
5
'vroOT
DctrA tovd: poocds CNt D
w wndll nF
Fk TO
hl
FIIFFT
EONIRiX PANEL
'eoA' I ae.c
~
k
I AR
ENGINE
OF TDIF
SENENICIIC'alnw
500TCCIS555
00
~
It v
P
0
40 I I($ 700 r»t
~ Cl
CIIJC Scl
4»4
404 ~ »5
445
r»l
4»S
QCC
SWIOJIIO 450
4(0 $ 70P ~ 5(
PS lsC CAAf SIS Q

st st(4 t . 704 t Cls,~i,CSS,ACS Stl ~ 5$
$ 4$
~ Is 4ft, ~ It PA(cf(t Itf $ 7447 4$ 4
Qa ~ 55
Asc I
4($ ;It( 45$
PS SO
Asc I cls,ctt 4$ 4,
AVMIIAS
Vl I I SII ~ 51
CI
.QC
rn ~ 5$
A(Put S
P$ stC I I
~ I~
AWl 4$ 4, 4$ $ . ACC. 45$
AIAVtC
.Oll
I
~QCC JLA~ St 440
~ CI
4tl
~ tt ~ Cs
rts ~5~
Rtc(M 4
4$ 4 »CC
At/hit 5
+ ICCCSSI
ACAVC ~
LI'f
4CC
I I
Plct CO$ 70M Clts
SSO I
Q« ~ Cl
Alc $
1 PAJCCO 70 Stvvt
Atvlt ~ C(,4Ct,4CS,
~ »st ~»
CCVOC
Pc
47( JPASW77V'A»COO»JCCPAI
1 JC ~CSIY JOCI(l'Av&P
Id dts
PS $ »C
QCS
Itf lit70 LOAO
Afvf'JSCN!
~I
~ lt CIC.»77 Tfct OVA
r($ Ps $$ 0
SJO700(VA $ 7$ 7fM Actlvf
P5 (00
4$ 5 CI CctL 14 VCC SOS
$7447(AS
pi as Clt(7 AYAICAO(fCMflt».$70(VS
PS tsC PS SIC PS tsc CIS 47( »lt 47$ 474 eIK~I~Lf 4 ~WC'lfOEE
Pl Ot gl » Qlt gccfg rc ovccc Ic 0744Io
PS 4CO
A/+~PS
J
OVt ~PgjMCg.
NON iE ~»
I
4lf EHG(HE.. ~
Q»
dd( OC (tslttt 44M»»l ~ IA «»MVCIC M%
~ c»cc — v
c»o.
'AC
CCWmaj. PAHEL SCHEH(ATiC
» v
7 OP (X
5X.JHDCII D
ll It caUC
55 I
)CCC CCC )CCT

)
aaa
Pn t 5 Qlc
IHICCIOR llCHT
COHaCHICH C Ollltt
Ul I
TCO aVIT
TC I STHIH HSING'CR
5IO Q~ Wrr tl
Sll
Slt
Q TCICH IHOIC RTOC
SI ~
SIS TC SCC.CIC
I 5 CTC. I'5 $ 5
5 IC CIC I
~ RS
al 4 U 4 4 4,
4
4
I 4
n STHCH CO
IC CTHCCRS
la ~
4 '
aa
SIT 0 '4 g
aa Q aa 4 0~ 4 I'I 0 CO IH
.555 0 0 g D D 0 CO lO OOT
tl CICIN
$ IO tt CCI OCT
$ 50
55 I
Stt 4 al U 4 al U 4 al
Stt
555
-'I:,"il- -5" '-....
Ctc
$$0
lc OHCHHO OUC
Ctla
555 C QIS
RIC
IIOT tlva H IT ~+, 557
SS ~ ec H8 Rt 5 RIC
SIUI Rlt
5$ $ Rtt C l ICHC 4 CCCCO K
' c ~
.5$ T
NON iE
~ allava Iaa auaDcla aaa
~ aaac
'4aacI
aa4 'M
.. ENGINE
DDNTIVLRCNEL hKlQTIC
4 CHT, ~ OP'.,
ItSDCG D
'C JET <>- jE--w--~i
lat
lat
444 Jer
f TANT'N
~
wtAI I trON 1
(I)
<>-- —————-~-—I 445
I
~-t-()-T-4-
~
—---4L»»t-
CIN
- +- -t )-8.~NICO>4-
TN I
- -a~~~rpt —5
fl.—
8
—Ip-lit»-
I ~$
/5;Att I
Airv. Iarot ol pararr 414 V-~ «»
( IP
'N
41 Arrtt I 1
EI
I
/ a
I )r(ll4aZ
taatt
'a r
PA+0-6-e Carat l t-
-RI-W ~
/Tr»
In
J 4/t
«- ——- — 5»— + —--0 ~
4 a /Srt/ t»
f 0-9-Dg 5»
'\ /
Itt VAC
I TN <~ I
ID% QNP
-gp" «r-ra ar '„ 4AI NCIOON its
(so Nrv, toov, ts)
ara Qt Aarto
ATOP+OTANT
o ———----—-Qt» —-g 4
—— ux CrecccATI»o pa»rp Qia
ara
/srpNT E) (Ntt» trAAar) » + )
<> $
Pt'TIPI 41 ( TO
ItO VAC
~ <>-~-a
~~OICV
I M-"--~~«-w —----8 —-i
4tr Ito VAC 4I I
t»tptrtt To
-+-VI —
I -~«
I A Pelt
445 ROC Ora
+
Art T»t»a»Or/ T 4»
-~<>-3 >-a~<>- —M-- m NCATON
4 «-(
I
I-+~r o/tra m
K I I
()
+-<I+~----"-Hl
TN
g
—5-- —- ——- ——~'P
CM ttgtt OAV TANN
(T~I
(ts»tr, Itov, ss) I I I
I I
Q~~ ta
r Aar-gf I 4 ~n
am + -—-I}---I
'if'y~„EI
a CM tttat
411
5TOP+JTANT
<)- ———
0, ———
aav
-+—-~ E)
AN. crrrcrsATN/o Narar»
(Ntt» trANII)
441
44
~
(D
g) (I>
Nr NI
4-+™~--
Io ~1
I g-+-v-+ < )il
~ ~
~ AO.
~ I Pttttt r 41 < TN TO
"—- —5 — )+I+
m
—
r+»ID J
(5) TN<
4 TO
~ ~Ca ID
~ TI Its VOC
U4e ra»a/ ~ tt
ID
itO
/ VAC 4tt
414
4tl N TNr
I( ltt 414
~~R
SAFETY RELA ED
lat ENCilNE
ASTROL FttrNEL ECHE((Apl'
411
5
7$ 5
70t 'II3 SRS
70$ 1I5
~
TOI 'TI5 11$
HICH a P
Ntrtrte
SPANC
apt IOCL Oll
705 TIC NO NOTS RI
SPPPC
II
JONPCI
Ndrt RI irl p ~ ~ ~ I 55 $ 1PPINCN
POS. Cl
7$ 5 ~
POS.P I btl I 5
Pol, tl
005
VIS
TI9 Litt OP OrterrtrO SSI HN«aP
~OLS Nd, tttn Pzu« ap.s
lrr tI rr
TINP TOIL OIL
70$ 754 TPIP 1$ I /I $ 15 naze
I POS. Hl POC.T 5
Tlo 75l ITS
7IS
'TI5
7St
755
TSI
1st
~iy «I' Tr
PCTCNCC INN
TPIP
Pdl.tl
15$
T$ 5''o. ~deal
t ld
OTIC OIPP.
P»OTC CTIIN
PO$ .
Terp
Nt
~ $5
ISC
~lrrt . Nd
V
5 I
Ot« IIOJNO
1tlAY
OPCNITCO
POS. 3 I
7IC LINC Ht uNC Ter p

1ST
OCNCNITCN NCI Sto
CI
Pl.«
ur'I I IN
1$ 0 NION
lOSt 04
TIIIP
15$
«0
551
I
OVCPCNPNINT
ASIAN TPIP
lid.
~ v
PCCNT
Pl Ntrr/TPIP
POLtt
SI0 I
Pl IC
~ >5
«0
I It ~ OL Nl 75$ I 555 ~ 10$ . SI 1
1IS Sol ~ It
Tto TAIN
Tcr u«c'ol TNIP CCN $ 10 OCSCL IOV A
PS Il lorr ptctt TCt
PS CIC NITN TCNP NIIN rtuP SII ~eat CIASINI Orf
III 10150 OIL ~I r. IN SCAPI«I Tm1
POC tl Pl ~ PICL Irt POL Jt $ 55
PCO. SS
Oll
TCI $ 05 IIC
eon
TNIP
TC5 IOC NICN TCNP
~ 17 ctN attldeo
LIIN Pettt 55'I Lttt ~On «.O.
~iPOSot
NCN P»ztt ~ S.ICO NICN OIL
,'TRS = TCC rr OPT PPTSO
Ar ~ IV CAVNC55C ~ LINC OL NV N
I
~
POL Cl
751 t tl oil 10$ .1 5 IIS PC4. JS
On
Iltl
1$ 4
u«c nt
SIO
TSIP
NII« TCNP
1CS
aPT f I lOIC
INCNOP
INL Nnu
NICN TCTIP
Ltdf OIL
\ t.l ~ II ir ~ I
~ rr I Nlclrct Iurte Vr crtirrlvte tt» ~
I. I OOT
POLOI
~
I RD
POS. $ 5 Oil II POS.NI
I T~ 71l 5 td ~
lll
007
=
1$ l Sl'I
Tprp LONPPCSI ap.» HIS«a P

tz derv «rett Pl TIC
IIV
IPCKCT
NN Tte AI ji
LOCI OIL
tr LTCA
IOIC N OICNET JIITCA
~
EPOS. II
I'O*tr POS. Ot POL C$
Pt 715 ~ IC Nl $ %5 ~$1
7$ 5 ~ IT
75$ TNIP Cucet dot ~ NICN TCNP Lot lCVCL

orTCPCNINL NIIN VP ttT NILNtT
SIT ir~
VISNITIOM
71$ TNIP
I'to
~ rr tNITCP IN ttlltrt
JV
155
'OS. Fl ~ OL tt l ~
~ I1
Pot, 05 Slr
POS. CI
7 $0 ~ RI
7IO 7 II EIVGIISE
CDIITRX.RMC EI. SCHEMSITlC
~I
'5 I II Nirlrw INI Lirri»55 IVLII -. 5 t«T. NO't
I lu. Ndrc~I~CSLLLT~» I«
QQN ] E cp» ~ I«t CAIL
'
~ .57(046 D
EKD Hcl
IX+~
L%5
o
0
u
L+g
0
o
GH
CKQ
ORB
K%2
fSKj~
HKQ
. o o
o
0 0 DGl
Gfg h EZRA) h)
) o HIH
EK2 HHI
CRT h) FRJA o
, h) RDl o
I h
hh O „Qf+
HKQ h)
iBGi
0
R?Zl 0 v
V
h)
GKG
Qfg
~~tt ~IAv M 5ll
0($ $ (r 0
D »sit »orts I.N.
alit Mlrfs I ~ .
fA( Cffcp(ar(o» aepl 4; orv NIP FCM Oft(A(P//OH PPP F (V(a OF/ pere
$ »V Tea»VH Lo 5 R a(al DICAVPL ~I plahl Oc 5 Pocf rsloon e 1~
SI,IF(
C 5
/50 PS(C
22$ PS(1
trA'ef(AR N(A
1
Pmhoalf TCR
Ceres Ceocf 20 0 (00"Hl
r Clt 46(
r Sso ($ 0 I
~
~ Ate(JIM
Ao(al(V
~2 After Dc 1 Poet
Riser v(c'fAvccrpcc
I 5400
C
5$ 04(
224
Nd
c((a Wee
dl,ts «0 Ps(r lo. Co(necls 111/(5rfe Nhf(v fhfpc(tro. 0 40 I 5$ 0 45$ 2 IL»»CAOIT AI Ivs»for(OH'ID I'514 054 lv
C
Rl
~ tlS PSIR
40 NS!r ao I((f55
I 2(. No(en H/CN (H CJFS/Hfr» clNFpea(tro.
tt. 5
l
0 Co OIII
O'(00
I flo als I
I $ $ 0 csi as uovio cfvfa Teeecmirrc 1 (Sff 4fl Pc.)
5 AHes
crmt
4
0 So 0/Ir r LIO.»45 4 ac cfLR1 DC 4 POIC LR IDIO ott Ad
12 ~ 10 Ps(R ao PRfsc 1 I dv/ ress ici I'PA!H44
D,ds,dt,d(,N( 4 is PSIR v(v(1 71(ICCD 25. PctPT PI TPAHIIfks (P(FNAF SFPPT ce NT 1 0 cc cc(pafA I fro 4$(25 I ic
4 POS.
PO(ACR SVPPLV Isst0(0
s
2 ppc
os&,DAd(-fv,e(
dl,el
(0
st
so of JN r(vers
.Vehl/Ha $ 7111 tl, PIMOVC
Rt rhavsrfel co sfc. JvrfR 1 srepf cw pr sl Slop.
Vtmpfe (C SH(PC Al VICO.
Sro/.'(CLAT
5
IO
0 $ 00
0 IOO II'.Sto
SSO Slo
7
mccRr
~7
$0
11c» peter
TPCNOA(CTCR
IF 574
Ssi Oat
Oad 2
I
Je(p
R(AJ'PX
Cr
C,ds st ilepp(Jvc cev/cc co(Ho(n 2$ . II A,CV(RAPTOR It.C CV. IN F475 $24 4(AISR Acsisroe so Oaw rF sts old
C Ii <5 Is(I TP(P HFIV( 24. AMA(hc(NTDN cpeo Scr 70 o(fpert Avllv N c COHTNCT (Nhavhc(prfs lt C CCN VALVC ntrt tes
S
M tm $2 10$ HOQTTOH ~ S(PC K SIC Ott
CHhf(TC
C IS ill(P Nr fec
71(P Nlto OVF
(p»CHION/Nor oprNS) vecrss o(7(fe(vtcr HO!co ao(Hs Ho.
((Deme(LT Orf(V) CONFNcr.
l7
ll
AAPALLCL o(VC(cf
.oil
ce,olt I'$75 Ii(
I'$7$ '($ 3
I OiacoN SS 2 Pos Scvl»rvaocKAtac) I 4$ 'Isr
$
lli I
IVJFHJFS
~
C
op i5
IC
IO 15/R NdP co IorfR 21, pi!roc SR(p Leer /meocr, mp/NTN/Hro pos(rsoe, 1(1 Atp oveslr i$
Oeirscl
Peep(art osvricr c(L .ooc r'Srt Sal
5~
$$
s Iot Sv/(cpa(A(6 Atr. IR CFPJ
clvca srrpr, Niter ovec
P 5$ 5
F 5ao
»»
I
I'QPA1$
RCT(la( PPK
DP fo
i$
PSIR Nop Io marte
Te(P LPTO
IH OICMT(o»MI, Pcl(r(ON OHLF'.
tri shsreat svhwa (MA(HO pccoc(rrfo c/IFN (Nrcmoe L(c(n,ccwvfN(Iver
(4
I'I
PPISS SVJ. II'Sit
$11 oli dPRKIDPIC 5 (Hrfe(OR
I titHT IP'ftl'0$
5$ 0555
OSC
I CPCVlf H/NO$
C
C
(S
20
tl a5
PSIS'o
psir
pslr
LPID Ld
11(P LPI(V
OVTLCT I
$ 11(P H(NTCR Hl I jf
SCPLF/rs COHOVIT.
tt. SOLCHO(0 VALVCCWL 70 OC 1CPJHAMFCO Al sr retmr LOAD CND
I4
CHCCK Vav.
S(A/SOCK
(21
F 5$ $ .$ 7$
0
2
CJILCCW
AsHCAOFF
$1
54
cvlafr $ (MTCN
CFP(P Hf(FFCR F.sss
(
ict
I Avsrcc
cf
2 IS FILTCN I'521 oot 2 HCACRIH 57 sovemrrre I'SCI Oli I tetr(HC»c(er
C 22
tS
0 PSII'5 LPS(V
PSIR toc((0(n ui/ofter
OF CFACV(T.
so, p(CM/r RF w
rss(FAVNvfsts»rrufet AFFC/sorcpfr csr n(ISING.'
20
ti
1fcv(NFOP
rrsr vav.
I'$10 04(
I'$13 277
2 CfaaorRAAI $0 TCMP /AD(CRTDA
TC Slt $ (V
Ir Stevsat OOP(C
C
C
C
25
24
io pssr tPtD
i5 Pf(I 7P(P V/4
I. AVr»CV/7»4$ 0l/e(»eer CA@tO'FNONdftpr 22
cs
4 Aor vav.
4 ANF atlc iv.o
Ir crt itt
57$ 7$ 1
—
I
I
~ VHTCF
sa/mpeerr
/A/NPHPCV
CI
~2
Ct
TC 5C1P1. 4'(tel'VRL
(CAD(0 CNSC 5(u(TCN
~
IF scs (61 I
SCOOC ~
5II 05
i OMff1
PCTSCW
ld
INK
C tl is PSIP 71(P NPCC sc. NVH case eeowo ro eeovHD 4(cr. 7/4'I'CCRV»f 5 Sfo I $ 0 lit ~ OTRACNSF HSRH
~
I1i04$ '202
OIS I
2
ffofRNL
D.C',4(
C t4
tt
IS PSIF CPIO
iS Rl(R TRIP 0$
p»aov(oc A sR/ccw sho(RC 5(MF rvpc aoceraasece IJHoce cacN
TCPNP(AL saoce rrem(HAL ANo Ar CACK /HSTPVA(t(n sr(RA
ZS
tc
5 ANV etv, N.D
trvft c(rvtf
mt(voel II Slt $
070 4 Aro
CC
CS
lt
IFHJVVA(C(NTOR
SSC
I srt
dlTJF
ao, $ $ 0 44( I $ (P(AFDHS C(0(no 6ACCN no r IVPJ(AC
tt,d(,et'.P( 7O fLNSN '/fto
21 ltVCI OAV4C F.5$ 0'ire I S(Ma(ONS 47 LAV(r» AAIOCN nsrf nt Il/AHA t

C,O,C Dc Ave/LPSLC 24 OIT/cec ISOLR70R le 4477 2 Drapvec ao ID'» JFCD P57$ '(47 ~ se(AHAf
4(»1( 5 reer(HO 29 SAvlllc rav. I Sls'(2C 6 AL'me»(efr t(CHT» davt r rlt irs
Co
Ar»D,C»SI SC.RI
et Ni Si
$ (J(RN Srf f0 So
tl
Sot. VtV. I sn44 ocl
$ (5 ipsm PHPCT lo l(cef» WHHR Fels'Ili I
IVPNAS
IVJ(NAt
Co
D/,Ri SS
pr/s(N 70
SPICO I to 10
OILIFV 52
Ihcsc SIV
Aires $ (v
IAfscslv D(II
F
F $ 17 Oaa
I
OA5 4 dpevsoear ri
lf
tcvct s(«Tee
Scat
(SCf 447 AL.)
nssav17 -i Jaasvtrefa
ICDCRAL
$ 11 0$ 1 T(MCP/S(01 COI(C CLCMDVF nsrf scr AAO
C $ 7 PSIC IPCN rrh(J'A( F.SSSO(2 t lrev/Nt la (Coo((r(»6 4AIC nsrs orl
'dl/NI
it 45 PS(N crf/Wf(0J(ec /NR(HTCHNHCC $5 Tchrr su IF sll$ DJt
$ $ Ol ~ I ffHO/PL 1$ 5 (aav vptvC
Intrs'ohc
n175 (SL I
ARO
CACOO V
.C
C ~1
~5 TP(P LPL0
Ps(i'0
PS(r crro pd
$4 c(pcvlr
clef(JIT
ds(R Dc AcA 2
CKR Hc
rois
Ite 2 Poet I SI(.07$ ~ av
W
cva(MVLAFDR AA4 c(c//4
01 aoo(c rarmt»n
SLI $ 27 I
I
4(A(41
Aeo
i
D,C $1 LO(e tfVCL io/ $4 1/JVC DILlr1,9 90 SCC. F 4$ 0 Ii~ 2 dr(chcvsc
A(CP,C iC ~ 5 PSIP hm(JVFCHN(vc'r $7 cerhcnoR F 5( ~ 006 t SPPRCVC
~0 DIOOC I'$(7 007 tl Cf
6~ IHD(CAFCS LOCNTFOA( (HD((NTCC ltpm(H~HNF(

IACHIDfodr 0(VHCR
I CH tH$ (JVC gHO cN$ (J(c coerpoc reef L
ON CIHCRWCW (SCNI
V5 IN mR(N CONTROl. Doeeo Vtcd) cf(NRNFOR coereoc
~ HV Cof/c COJVTAOI.I»trit (CCP)
45 Nl $ (VITCHCCPN (5(vce) cot roJvre locpr(SJV
1c IN mic ch(cc)
'I ON Jk(C COVIP.A(OOVLC (Plm) Q mCC
4 DN Ivrt 0(c c(pr Temc
~ 7 IN 1CMolf TPA(VIFCRJV(eta (PFPI
4 io iv por(c/Apr co(neoc sevvct (Acp)
K II cosromce Loc(FT(OH
4 it RCACTOR PAorflr(ON PAHCL
7 gt) pI!
vllljtlgo, I
fN((IA'E
E()NTAXPl NEL SCRflfAT(C
vaeca»aa HH vaaa«al a»h a' avm', $ (n R or (2
7(N CCSCRIPTION PPRT N(a I,
QO (orprxs IN ntxl fc(rdox) I0 COCSTCO IN IfcMre(&dot) OIO ~( .~ I srphrfhc fep $0((Nolo
2 NdrehrrlC ht(XVP
srt spIc
alt 007 (OO
OTY.
4
2
P.
447
~ II
COvreeoh Stt SPCC I 4 IS
1 I lktltaocoupac R551 4'SIOkdd 4
I I 5
50(. IR QI
707 NCCN OOY. SYNFN M(2OR
4 TNCRNocovfat src sptc CSO
H Te(OMOCOVP(t 5lC ShtC IC 4$ 0
(fkr IO I Nor (stto) I Ttthtlhfda $ 7PIP 2 CIPCVIT P att 0$ 5 IO CI ~
7 htl
TtdcfINC( STRIP l2 CIRCVIT P Stl dlt t ads
IO Tldltffhh( STRIP 4 CIPCVIT F $ 9l Oll 5 ~ ~ I
$ 0arh Ql Soa.ts
tl TrhhtlNR( STRIP ld CIPCVIF P'III'IOT 5 4I4
Qf I2 PPCSSVht SVIIFCN 4 577 OCC I aod
I5 olff. FerssscvflcN F 577 021 2
IC (0 TN(hht057IIF
rk(1NOsrlf r
Src 5ptc ill
ll1
CCI Srt sptc
CCS
l4 SIC SOX ~ 0 F SIO It ~ 1 ~ II
CRRC,
pfrr: Nt
L..a I'I
IC
I
I ~
~
I2 ~ IO
~ ~
p Slo 07$
F SIO 077
I
20 (ar St Clat 25$ It
0 r
Qt
In
~~Car
05
20
SI
TNIRMOIVC(a R$ 5Y
Trpha srh(p SRpcptr
Trhha STRIP'TPPP
Vlt 007 042
P SIO Ila
P.SIO IIT 5
I
I
22
Sh(RCS
2$
ta
PRFSSVOC Shtrda r.dn Odd t 4$ $
spapr 15 (CVta SR'IFCIF /'Std 011 I add
(Nfc 445
) III
""" NDN
(~f. SNCCF
QN(Rcpt(0 IN Iree n 0 aocrrco

lE o lt IN ITthl tl
~
QSS PS Su aOCPTCO
(1C dch) [FC SCN)
(I pdrst OT OT
If~~f) Cf(. I ad
01
I C7( d ad CYa phd Rd I
0~
I
CT( 2 ad 0~L aol C
~ srhcr as 0 C47'I cfa. 1 po 0 10
hh
C
I
I, Off 1 15
I 'I
—I
) Cn.d ad p.
~cdd
(42 C
I ~lhd0
ces 0
hdl I
07
hd I Z. IOIN7IPY
$. w~rr~f~ar
NON I
rkCNOS Of
1
el
QIO LOCATCO It( (227$ Ib (Ih(SC. 50%)
cfa, ~ ad
Ql
~ I cra
PN C
STSCN hd 0 hh 'C
F.
„„„0 0
2,.o'ra
C74. etP C PS<70~ CI

. QC
C.
dPdccdk cefekf Ikcx
5 po ess ~ (OI I
rhk Pfe
ats'C (~UKBdtLXth efs C I aOI C
~
~(IN
+Cia C CTL C ad ~COO II cra 4 hd hie Jtf PI S 7 IN 1 c 1 Teka
1St.h r dk0 Skttr atfthxffdtd
QIS
bh.f
att Cta.l asg iB I CYa 5 hd
OT
actchr p Npk" 0
hept I
fvsc
PCSOt eeh p 509
S"~ (Pttdfd
hhs 0 Na
1 ct cOkrehc k are foe ckeeC
fr
Sxelhc NO Nfrk xyek I 2
Ic cekkccr 70f cloak I drip teems
70 1101(e ep Oe 741efee Js
NUCLEAR
ENGIIIIE WIRING SAFET'Y ~ cUAL ewe
«kNee Ckkf
~
kek
Est( rnc sfcio
RELATED
1» Iff ~
ectcew ececfNIC
mZCrWCW). SCICZSIAnC
teed r skf I Of 5
~ cec I cee 6B849DO6 C
9 cocltrt O NV lrfdt lc (SRSOMISC CCK) QO Cdtdrtd IH trrht st I CKlp TC Cdtt )
Jtaar l
LOICICTVTL
Gsttttr QIXI
AL
OUT
ZZS { tgdrtR JSOO t
IosC 5TC
Ia~
RS TTC
Qg
~f COO'I
QLO OOT QO
Qe
COO C
GE~O. Ldtt OIL l«taasdjrlr

Qo
8' o
Itdats!'aratr
Qtr Cl t
LL ~ LO
Qi
$ ~80rL Isr
Qtr Wort c
Qd
CS I CLLO
~NOMIC
raartR TNTFNIocrlr
Qtl
NON iE
Qso coclrto ttt ttttt »
Cd
<SRIO rtrlr tdt) Q ~n
'» Q
~«tt CI
TNttasdlrl I
Qtt
«aa %ww
~ ~~
SKID
ENGINE
s
I
ELECTRICAL SCHEMATIC
SKID WIRING «atra«a aaa «aa««aa I s „) a«as.r 4n SNT 2 OF 5
~ I«ac car~. aa EBB 74 C
If y
1IIIIhRRN1I%8888
onwwnnnnaanrnnnranenar
HHRWHHHHWHBHHBSHHHH
MRSSESRRSESWHSIQlgn
ESIWWWQKIWannnAASBHWA
~
IISR~I
tta
WRRR~RS
WRBH~B
EaxannrHHFgouaraano
EWWWESWWQ UHDEHHHR
aERWWERWRnnnnnraaaa
Eraarrraaoananrraaa
EGRWWEEHDEEWWEEWWHEIXBWP
naawwrrwwnHBHEEHWBW
saaaaEERSEE%%%%%%%%
En%War%REER%WE%WE%
sERREERREEarsnrwasR
~
~
WKM~CBI
IIW~W2%
wSUS~RE
WR!XW
MKiK%
WKZW~NS
tIBI
RLS
saaawEHRSErwanraaanrr
RA%a%ERR%SR%an%a%% WNI|%~%%
WKLY~%%
snwwssrw'EERRRBEQnsx
0
EERWRSE EERWSHEHBSW
QEWWREEWEESWWESWWSR
aaaaaaaaaaaaaaaaRRR
%%%%% EEW'SESS%HE%%%%
~RR
0 AD%ra%Ear%Br%Era%SR
%ERR%%%%%%%%%En%%%%
%ra%a%ra%Bans%Ear%
EEWWRREW~WWWEKI%%%%
EERRSSESSERSSEHRRSR
Sr%War%a%raw%ra%Sr%
Era%as%war%a%EBS%ra
SESS%RESS%Sar%KISS%a WRBR~K%
EN%%%%%%%%%%%%%%%%%Ml'KR
EEaaasrarraarraarr
RE%a%sr%Sr%ax%narra watta~as
EE%WWREWEEWWWEEWWERW
sr%SR%ERE%as%Ega%%%Em
EERRWRERWASKIREwwwww
%%%%%%%%%%%%%EGRESS
%raw%WE%Ear%%EH%a%a
Doaanoanosuauaauaaa
RE%SR%Bar%a%WE%%%ra
BESSHHESEEGS ESSRSH
W~
EEWWRWEWEEWWWEBWRWRGF
Oj jo
oil fl
Of
Of
«
Or OF »VKL ~
~ ~ Or DJNFKF
ICV CKSCK> ~ ON
SMKT A>A At»tl>O, V>hrc
f»KT NO
ltt Sftc
Ott Ah
t 4~ I'
cl 5 M K» A> h ~ fr» f tf 4~I
E VK P >SNPKCSS
5 v Ttl.a>A D>5»MCOTOA ~ lt
CINNEA>$$ TKCS« $ 1ltt INA e>e«VITLE vlLvt I ~ I>
N>OI DAC$$
5 )»KK>NO CCVICC ILTCALOCK $ )$
0» p SCC Oe«0.
tl c s»AA>en Dtvlcc»OT«OVT cvL t)$
CAI»NCASC ~ 9'50$
E 'hc>ee>$ teu>»f CLD
IKR FAC$ $ KS 1 A>L SN>JIOff CVL, tI 41$
4>5
~ $ >4>T)0>KN CVL
,E$ 9 INTA«S tt>N'TOLD
Ol>f >CC 0> ~ 4 «15 1$ $ I $ 95 CILC»NI
CTCCSS luc TK$$ $ LS vthvl Itt I
(t) Q>9 V P SIC e 0 )9$ ».NO»4 g>— JAC«CT KAIIAKCCSS
10
ll
SNA«
vu'»C
>>0 F 51$
Stl'Its I
IKJVN4>LT
5 PAV NC F
>t SWITLC VALVC ~ 04>CK VtNT F 515 Itl I
ctct)5
~„t MS (t)Q>t V P
FKOH t>>$ >KC
P>P> N Cj
E CC
l~
ftJCL 0>l COC$ 1TR
INC $ 5
> ~
STOP A>JN CALVE
f»$ $ $ KC4>ANION
K
9.519.01$
$1» tlt I
I
CILCON
NOK$ACN
Stl Of Ott.)4444 tlt>VENT S $ 1$ .ltd I
~ Ce«L >V Tl>VCR I«OT ARO
VCNT C ~5 fuel 0>L PKCSS

IC t>OJNT>NS»ACC I 5'tl 091
~ I KRO
14>P LOK'ACSS F $ 1)'ISC C ALTON
NION TCIIP
Vl FILTER IN ll ~
N>CN DLCSS. ~ 51) $ $ 9 I
SEAM~
ttl'F
5 ~ SC fvth FVMP/
05 DRIVt TAILVKC
I~ VI)ART>ON F $ 1$
4 ~ $1S t11
lll
Scc L~.TTOM.TIOOP f t 55 LCJEE 0>L DKtll
CO
tl )
N«KNEAS TEMP
Mlle» 1EPIP P'5'IS 5$ 0
10
tI
HICN 'tCMP
, T 4 tt TR>D VIV VC 0«CRStCCO Stc SPEC
t
44t AMDT
VAOKCT
ts STM>T A>R DOM>5$ (ON VALVC 5it SPEC ~ 4 I CALCC)N
CATER
p tl TR>le LO>V PACSS F $ 1$ Stt I 49$ CACCO>V
~ KC>> TttlP
LVSC 0>L T '30 P5t
t00 F
E 10 TR>P LOut PKCSSLult 0>L
OCRSPtf D
Qtt Qn
5 $$ Tl>KSO OIL fll5$ LS

fAOM tNS
IS Dll P>P>NC LCK 0»>tell lll I404$ 5 c'll TVA)o DIL KAccs RS
Pe P>M)
4 4$
COululttlu
A>A SVPPLT
VENT
WGC
(t) QT 7 DS I
t 14 TRIP Lculppc5$ 4ATKCT ualtlt
t'tl V>CKAsuKTCN LOCKOVT
E tSN TK>P CICCSS Vt)KAT>ON
p»
VCNT 4 «Ne
C I~ TK>P NICN1\Ml'OOC OIL >ch>e>ts INT0 »ea>catt OS INC
$$ MftLt. C)e>>NOT 0>L 5/4'IOKN>RIC
~$ 5 $5 DAN>N 10 SVMR
~ 4$ 1 9.KttD Re»CS CCTKJCCN CVLIIKJCRS F
, C'll SAKE>NO ctnct INTERLOCK ITCD «VICES $ >OICT.
P IS
04
.i S S>R
S.SS
tC'll
S>L
+
C $4
t.t)
tl
a NLl VtAllMJ$1 fACE DOK>N OR Ct
STLWtl SN> CLDca
C
T 'TAIS TVCC CONKtCTS SCT»tCN AltL
« e$ $ 5 EO TRIP O>CASC t >4

t.t>e
CN4
PI>VP DISCIL F 0>SOC Cut OC VILVC
O. SET,TTST F IA) SA«CTF, Kl
guess>LS«) >v 4 tSMSf
p C SS
C KP
CO PSI 5>JPPLT
$ >e>JTDoutu Slt>4c t»O

4 C St
SCNSOAS OJR1NS SNOP TtST
a I/CV)tt T>JS>NO >51$)CON>>OCTO FOR
~ COVKTCT>ON '10 PANE>,CKCtPT f>$
CNIC CNOF VSCO) Se>OCVN 5/O'W
'TN>S Du>$ .
IJITODKJN cvl. C Ot
4
011
NOTS 9 0 S 90 WIT TA>TVCD
t»S +
+
4
t tf
CKO
a)VS>NO ISstt'00 \CA>V>ltlttttCL«
CKCCPT
CINI.PLATCO STttl
a\ NCIICD. PITT>t>4$ AKE
SPKKF 5, SVSTT M $ >KMJN SMJtDOA>N V
+ C'Sf
~O',
LS STAKT
2
C SIL $ >rln>NOR>A fut$ 5LO ~~Q
44>FFJF Jttf
4 +
+ t Kt
]tutti)
0$ 94$ $ $ >JA>t CO
C $ DENOTES Tutt TERMIMITIDN)IT
CN4tut TEAM>NAK RACK IDCIJIPT
Qt fu A
D>STR>S
0 10 OOV
0>L ~IT
+
~4»CK
Tt AIKIN AL5.
I. CONT COL ~ >$ 0>CPK» a>IL
I
4 e
Qt Q COOStt R
CVL
N/vv 4« ffvf>evt f»C»>/ ~ ee»N> e««« ~
I I
AO STAKt
0I
lltA
0151K>0 ~ E $ >R SIAKTINC P>A futllAS
Ke>cvuc 4»4 eu»NKII ~ rr 4 tv ~ V» ««M«V
4 ~
CP t'$
~ C»lt
AV >$ ~
Cr». C.
fVI04lf
N 4 N ~ SC IV I~HSLHHI 405405
0
C CI4 4 ~ rj'N 54C lo 7
0
r
SHCO
5HCO 5L~cH
P
C
N
I
4
SI ~ I5
5I4CS
Sl4 ls
SI40$
SI ~ lo
SHCS 5'Sits
4 PCI'.
~ INSIOC
l~
HCIICC'RETA
N SI475
H 5lrot to ~OErAi C
DIN P~tfELAH~II T~g
55
R SlrtC ~A55L Irr7~01rc
R
g COIIOINT II.O.
~DIA II.
t-5 CI
g
Sr-* ~0
IS C ~4
I EIE dloor~
544 40
o 4
0 C C
0
H
I
Ci
50 NCN
45
gsta
IN
lf 4 I ELIC!KALE!
~swu wnvg M ~SH WH IIIIH
~R~RM~I fti R R crOv
Io
~
ICJ
CM05I56EWE ~lt00
H
ssc 0 rois pON ofllcs
PANEL CSJTOUT F
oo55pouENT plACEASENT
oorloioa AAD ~ AWMCII ooo " 'ooHOH ' 4 SPt I OP t
~ foal rro roo. ~ 'HC 6I SOO 7 E
a
/((SL((Tl N4t> 0OS

ooa ~
IINTN Rla IS~
ITN OIC'O
~a/I
St/C(I/Fr
raorNaa Fact.
~CP~&4t~/T
4/~ d t
~+M//
0
(t) Trocaar sang/
(Ij~cfM~EQST/4
)I
NS~R)vflasr
J Ff TE~OI/O/al ~r
Tat TSS TSO

Sct ONNIINCIPTSR
0 Tsa Ts'1 Ts ~ 1st
Stt (STOIC /0R vis

FQ F,F
(RP Qaop
Qo
00060
Qa
QUOIN
(LLoalrr O
- (S) Ovtr SOINET /Ec Ngg
SILT CJI
((Lort~/I J
(ST Ftcar tact ~ II
~FE ~ (t)~oa QlasT Tac/
0 (0~aS
IE
gQTS
00000 ~n~ gLr ri ~ ~rcNJ
/S 7~~5INLT
J
~EI~J
00000 SN
jf
6 o"
NO
055 1 CSS
I acI IfII/
1 F
dtART
TIF
LJ LJ LJ
~ 1 ram ~
LJ LJLJ LJ LJ
i ri 0
0
~,
al I'1
LJ fI '1 0
I I v tacroror ~ Jrcotos 'a It taICl05tatt
0 Q v~ta
00000000 "'"'"
(I) ~SI ~ It 0 0 5N'F aa alaoaca(
0 0
(t) OOI (NIT 0 0
J
P
0
0
0
0
0
TONIF
0
rr/O
D
CNF alar
0/ 0
0
~~El a
0 0 0
0 0 I~NSIOE F 0
0 0 0 0
0 0 0 0
~R g~u~us~rsal.
CCCCKdP
A "«m
Vl W~~ VlEW~N
Ct) gN~ITEQ~
saOLrag Sa/5
(i/Oa~. TR Ctna
a~~p~
~CN
0/TN
~N
cl I)L og a M~I CONC~El
P5NNIPf
r
'a)
J/or//I//5'J~lll
I I (TIO~NN I
i( at)taglt a~S$ I
aa)> T~ao(N r to~a. AN L AIT()VT

aa COH@NSV T PLACEHENT
(a)- II((TS
0)ig.ig g~~rr~r
0~4/ ~ C
OITIIOL a/e «INNII~ arr
~ caca
..I/I Iea
cca~
..".
~
~ SNR g 0/ t
8
4/10 JNN/s
MATERIAL LIST
I< M
~ Pl T
<TEL< IOTO Af'OJO<X Tt<t<P<2<tt<PT

0//I/<co /s<tc rorro/2/L capt/ttc/
s OA tu
I < M
I 1 at
A APOI
I 5 COVER a
R w N a
5 s «T ~ ~
tt a w N ~
5/R ~ M
~ OP LOGIC Lttetfr 1' ~
~' AAO LO PC .Ceaef
I< 51
fptpf loafe Lte»ef OOC
M It MR<IT L I Ll<PIINT 'I OO I
551 LOS C CL M Pif
CPPCC»
OR It I
~ Cf«C AP/hes
.OC5
tat I
s
51 t<
21 ~ ~
LCL ~ C A OOI ttt
l...
~ ~ ~. ~
50 IOO < GR I 05 ~ J oa I a f Oa
I
H OI
I 5/R PP AL<etffl I N\PlflTs N V NL
tt <5
~ ~ s ~ '.. ~
ATTACINI<hulsgf«MT<ITIN«LWO~ <<IT ~
flflf<STILLLIlll
a<CEP<hflll. ~,Lll u
AIC At<PIINETNIRNN
05 05 Ot
f1 «IAAel 1 A<The I CAN< Tl PVI I V AN N
Ma«PI M< 1 N Sf TKEL« ~ fl OPIA<AC Vfll
MfCV W'PNNN KelETAPLfMa«ttflstst
PLL 515
~ ~ ~ ~ ~ ~ ~ It ul. NEEIT Lel\ tl\Ihls ~ fl NNL Ne«I IE«L
I I Pal«PPN N«E
Ps«tf ANT Nluteh PON IL
JR~IT A ~TIA
cUTGUT As s<fowu f/5'wt<T cechNEL5
~ ~
AERIE
I ~ PMETMLT«IN
~ AMEN ICC
uac.esr-«fs«E«<
«Mfa
Il flu< ~ V«u
5 ~, ~ poet«<ALT phut PL 'IN a
ORCUITI M QULE QShETO LS< 1 .Tt.", Afflla NC 'PI«POPP fl
~
Mcl pots s Ref e u I'c v vsp L
cLEAR Gas»ET HOLcS ap<0 Ao<ACEHT cuTs st srs' ~
leh Pe « I la ul IP N us SIT<I PIP L
~
Mafia<I PIET 'I
~
Affle ~ IIC 1<A IA
~
~ Mcp tvf I «TM a us V Ehp I
1 sM«N«tauceaw vfveea
0 0 0 0 0 0 ~ I ~ Ie«APN N« l
'E~
~ W
E «11 Mt 1
a,p<5 4 a R QN 005 ~ ~ ~ ~ ~ <5
~ Nh D»W u AL a a NCP Pe Ee
~ NTI R»NI us us e a NCI TIE RV ~
9 A A
Oats<5
I
Oa
5
I tfl5 Ia
5 4 I ~ «et PIET EI «late<i POEt L
L It«PIET IL
AP
O.
IT
~
*' ~~
IL EIEIPOET L
CLICE PIET a.
~ Loci posf I«tee au< v Iflp N

4 A R O<5 A ~, ~ A~0 I Nfs owl<ass«e auovhs uvu
6
I
3
.OOS a
uoT Oas t ICE
lt
4
ANO
IS
<POT
It
A
I/R
22
~ '
OS
:-: ~
CS
2-
l
~
~ .l
05
.
~
tx I ~
STEP
I
I x
ROC INO RNO lltat C»O I, 5
'1
xp xx
~ ~
~ xn
~
< xxx
5 T I< 15 tx p EX I XXX
Isc'II0N A A I
OR
0
5/R
0
OR
<5
0 0
A
VXX
tl
0
l.-'!. ~ .:,: ~
~
~
t ~ IX e '
xp 1
l
xxx
N~OT: PORT DE5< 5<<ATRA<5 MATCH LOS<0

ELE«E«TS TO POSITION SHOs<H
AQ ASSEM LY
I» II
~
~ ; I I 0 V<
wit ) QSTDQRV
f5 PNEUMATIC LOSIC BENRD ASSE
ta ~
I«TCO«L AN AN<eaN ppp . Iee
AEC
CUSTOMER FIELD
CUSTOMER FIELD
CONNECTIONS
CONNECTIONS
-
TS I TS2 TS3 TS4
4II
0 4$ 4
C 4 5 SAAAC
4I 545 t5 I
ld t50
41$ 455 1$ 5
~ 54 CSC
C5S
445 154
0 AII0114
t51
SIC
El 4
ttt C
CSt
~ 104
040
44 C4I
410
I
t4t
C4 015
410 SPAAC
CSSC
Ctt CACCO $00
54 415
414
CSISCCCCCA 05t CddtaAIA SISS ttt tl ld Slttt CICSCSAICA dtt
04I 10
415 C4$
414 544
~ 11
~ 10
141 tdl
140 ttC Qvrt
I tdt
4 1 1 AIAAACSS
4 0
~ tt I
10
III C05
440 4tt Clt 104
44 I
41C
dt tlt ttl
CSI ttC
~ II ~ tt 04
Ctt
4 4
441 ~ tt
450 4 4
105
CVCSSMMSP 4~
SKAtlda CtS tdC ltd CAC
IV
NON 1E
~ Mal IWNe I4
~ II II% NIINPI I I
Wv+ WPWw Wl ~
twg
CAACCJIIA SSSA01$ AIV

~
TERMlNAL 66IIIIECTIOIVS
$ tCA I
50%'4%6 C
0 Afa
CUSTOMER FIELD CUSTOMER FIELD
CONNECTIONS CONNECTIONS
TS6 TS7 TSB TS9

~ 01
} OAAAf
401
I~
A<, COOtP. MODAl 40
5AA ill 405

404
401
551 400
IAAAS 54 MO
40ll
4014
41 ~
flO115
lt
114 1
Ilt IVIIOK ~ Il
OAC IAHK
OAV IAlnr
I lO OIOICA510M
COSIOJICA llII IOA
411 CllfIOMCAOIC
~r(ccsmscrt IAAAf 411

~ 11
7055«t4151. A15551551O'41'ICCOCC
Olx run MA II. COMIPOC CI V lt CI
Sf/ At@ADO«SAOAO ~ 14 41
SMT. 7WzP) 501
kVCACAItOM
) OOAAO
CA
~
410
tt 41'
440
SAAAC 401
OI
40t CI
ACtAOC IAAMSICO
IS
} 445
AI
NON 1E
~««««««««4
««
TERMINAL C5VNECTIONS
t«1 1 «««««
~ 4«A 044 4046 C
CAAOCNA OSAIVIC W
TS5-I TS52
~A { ltsroe ~0 Iot
IOT
SIAJI AIO
SolfVOO
II1 INbeC
SPAJC Ilo NAS PKOCIP
114 Ilt
1$ 4 ITS
c coro»to cot O0 AWIWO
lit ,I ta»IATIA Jolt 4,0 5»o
4 tl PSA 1St
SPJPC
lol TSIO-2 TSIO.I
I05
St t IOI STAOT JIA ~4
lol
«I
4 Ct»olo A ) Ilsroc
SPAOC
}cotrcpwo cocJ Tlow
Wl »CKIP ~ 14
~1
44 1050
OOK
4 44 ACAOV 10 Too cvsro»to Illc
JAIA ~ 0$ 4 ~ '
50»1
cll NIATIA 4 ItI I
$ t
541 I>t acl pcoJP 1 41A
510 ISI I t54 50A
Tt l51 JST
STOA lrt SPAJf
JC544» Ahht~»
ISI
OV,
5 14
l$0
CCACTITJ rf COCOS
NCJrto Jtt I Stlt

5414 I51 TCCTAaf 10 I
St 45
555 l40 15
Jt1 14 I rtlp 5. 4 PISAr
4
5454 55
l44 5 octo Step SPAAC
tr Tt»ctf nao PSJSN 51
SAIJC
~ot ~I
~ 11 ~ I
~ Ol Atllrlaoll» OCN It»loca 1CKTAOf ro IS
405 ~ otolr TA», PANR OACOP 44 SMJt
JCO Of~Art
SAVTOOWN
44
401 44
~ 05 SPAJC
~ 01
AIO Io 54
4lo l14 Il 51
AI1 l11 $ t
~ 10 »0 II ~0
~ II lot PON»414 STOP
Il ~I
411 I1 PIOICATION IS At 4
SCUBA
4tt ISS P$ 5t
OtAcrco oucreATS lol IO t4 44 $ 4 PIPJP
Ptorlcno» PANR 105 I 1 AAIAANCSIP Ir 1$ 45 J54
IIO
'5
Jlt
I
I4
Itt ~l Pt»011 4
II
SSAJ
4
I
JIAcroo JAortcrtpr
I'JNR
I ~ WNCNC SCAI1
ISI PA»f4 I II
1 J
ISA TIA
SPAOC t
CUSTOMER FIELD CUSTOMER FIELD

CONNECTIONS
NIIN~A
SAF TY
R A
»WE AAPINWIW
t
T —~
CONNECTIONS
TERMINAL CCCVNECTIONS
tr
644560.74046 C
-
C
EE~EEMEE EKHEHIESH )Rll II1ll
85RN
I Of%.1 Al
0~
WXH c~m mm~~~g

~ AA l A@i'I— ~ AllAO Ale r
I
t
I
I I
VII Alk
I
Pl DIAAI
A
P—~--ql-I
I
OolftlIOR
I CCRIRCL
5 W
]»'~ RAIIC
~
R
I IOCRT
Alsf I sit
Col TROL
eOI
~0
OAR
ISI IOAI
IAT-AC Jg II t2
Asuel amAI
I„
AI
4 ~C
a
its
al le 2I
AIOTOR
OAKRATKo
POIKATIKwETKR Rl
d I
A
OOTCRAOR
ACTUATOR
OR CltiNQ C~ROIZC
PAAra II ean oo w Aosltee CR ~ Tt etooRO
IIP SOR AARALLCL

0 IKRATIOR
lo
Ilrt
eOVERNOR AOJUST UNIT PARALLEL EXCITER ON/OFF AND FIELD FLASH
—— — OOITOMCR Rstao ~tv-' Ill I

El OCLAIAL TC»AIQL
IR~ ~le
IS
Q OCLTA TCRIRIAL SICKT
OIIICACR TfeuIIAL
v TINleeOTNTOS
Oefevel
Ar A
ENGINE
Al".DR NTEN;ONNECT
Hll AAAN IAAIAO AIAWAA
OCMC I ANTCMAMAIL rWITCN

FCMOIC AM5
CONTACI5 5CI IT ON 005IIXW

MTO MAN
MOT NLA LCWCII AWI'I
IXI
ISI
~~ III
«I~ IST
A
AI
Atwws ~ Wl
LrMCIC ARL ALr NCMOTC MNI.
I
WC 5l ION
2AI WM~IAI
~~2 Coo II iWI .
MATNG AA II» wcwM Crew
TSI ~2
Ol A
IAI IW»~~ I ~lt tl I X
AIK 5
~445 WCTU'O NORMAL
Al MW»IIAT 5 CCWMCT CLOICO
4SI 4W»~152
IORI45 OCTLWN IO NORMAL
MATOAtCO CCNTACT5
AKXXIVACT CLCTCO
MANIAWCO COW'ACTS
X-CONTACT CLO5CO l CONTACT CLO5CO
T 1
I I Atw
I I
AM5
j Lg-— «AM5 I
~ +
44$
2 I IWOWN II
( O
AMTO I 544
4
555
n
25 Il IT
I 55 "bDC4
j Itl
25l 4
f~ I Jccg af
J
O'I 55 I
~ 'RE42
~42
i~o
IFOWCF CRWCN FcFCNT25NCTCR IFCNCR CRNCN FOTTNTCARTTR I

I Ca cwO Sn oNTCTo I
fcA owe sn u«eno
LUEMCTc CENFAo
tNITO 52ltACC Nr»ILATONg

rwLL NNTK4 CCNTTICLNI
JP.TWO neXO TTI

Xtt IXKi 22 CIOI 225
Lc IA
AUTD ADJUST PREPOSITION MANUAL VR ADJUST.

AUTO/ MANUAL SELECT 525c
~~X
4
TNS OSCT
I
OSCT I OF
Ttsttsstttstttts ~ ~
Itslsttsl
ENGINE
ACuCA NTERCONNEC7
~ rr pttr wa,r
~+LORS
7
IIv I ~ vv'I vvvI ~ vv) vp v)vvvl
~ IX %d S)
~ÃS Q SI) 4S
)lv
~II
441 SIO 40
IO 4)IIv)IICIATOR
DwG. 04'100 )1044A
74 k) ~
I I I I It
II SOSI IC1 SIYI 441 4SOS
) ) ) )T 7 7 IS
IIOOO,
SICO
IOSSI
I
A
I
66T
~l l~ GENERATOR TROUBLE ALARM ANO TRIP
o ll
fe TICS SIOST ~ ~1KXT
~ )AC
~ SIST
~ l-l~~s)os) 104 1
~ ~ f4o — vv TITS Svttl
v TINNSIOOSISS
Oalaval
~ v
gQ 74046
~i
"
SAFE SHUTDOWN ANALYSIS SUMMARY
Enclosed is a clarification to Harris Nuclear Power Plant's

CP&L's Shearon
previous submittals. This submittal provides a summary of information
contained in our Safe Shutdown Analysis in Case of Fire. The summary
is provided by fire area, with the exception of the plant area designated
as 1-A-BAL. Due to the size of this area, the summary information is
provided on a plant elevation basis for this fire area (i.e., floor by
floor) . It should be noted, however, that analysis of this area was done on
an area basis (see CP&L's 2/24/84 submittal, Attachment 1, Pages 12 and
13), not by "floors". The following format was used to present the
summary information:
FIRE AREA: FSAR 9.5 Designation
SSA AREA: Safe Shutdown Analysis Area
FIRE ZONES: FSAR 9.5 Fire Zones (SSA Zones)
PLANT LOCATION: General description of the plant location (i.e., Reactor

Auxiliary Building, Elevation 305, etc.) .
DESCRIPTION OF EQUIPMENT NEEDED FOR SAFE SHUTDOWN IN THE AREA: General

description of the equipment in the fire area, along with a list of
cable by system located within the area.
E UIPMENT IN THE AREA: Describes what Safety Train "A" and "B" equipment
and cable are located within the fire or SSA area. Asterisk indicates
redundant safe shutdown -equipment located in the fire or SSA area.
COMPLIANCE:'tates which section of appendix applies to the fire area.
DEVIATION REQUEST: Provides a general list of deviations and references

the page(s) of the Safe Shutdown Analysis in Case of Fire in which more
details can be found.
CONCLUSION: the type of protection provided within the fire

Summarizes
area and states compliance or equivalent protection which was provided.
(1277)
.8406150213
ShPE SHUTDOWN hRhLYSIS SUMMhRY, Cont.
~ ~
The following fire areas do not contain safe shutdown equipment or

cable and are therefore not addressed in this summa~:
FShR Fire hosea SSA Area ~Bu11dia
'hTTGB Turbine
5-F-ML FPFSAL Fuel Handling
5-F~F FPFCBF Fuel Handling ,
5-F-FPP FPFFPP Fuel Handling
5-I-ML Maste Processing
"~
j ~ ~
i:
LEGEND OF ABBREVIATIONS
ACP Auxiliary Control Panel

Auxiliary Feedwater
Air Handler Number
AH Number (Local) Air Handler provides local cooling
CCW Component Cooling Water
COND Condensate
CH/CX Chilled Water Supply & Return
DG Diesel Generator
Exhaust Fan Number
FO Fuel Oil
FP Fire Protection
Feed Water
MCB Main Control Board
MCC Motor Control Center
Main Steam
RCS Reactor Coolant System
Residual Heat Removal
Supply Fan Number
SA Service Air
SGR Steam Generator
SIS Safety Infection System
SSA Safe Shutdown Analysis
SW Service Water
WC/WC-2 Water Chiller
CVCS Chemical & Volume Control System
Asterisk (*) indicates redundant safe shutdown equipment located in

the fire or SSA area.
FIRE AREA: 1-A-ACP FIRE ZONES: None
SSA AREA: FAAACP
DRAWING: CAR-SH-SK-668S17
PLANT LOCATION: Reactor Auxiliary Building, El.

Control Panel Room) 286'Auxiliary
DESCRIPTION OF E UIPMENT NEEDED FOR SAFE SHUTDOWN IN THE FIRE AREA:
l. Auxiliary Control Panel containing the following controls for systems:

MS 4 AH-2 & 4
sw4 4 4'VCS
DG 4 RHR 0
SIS 4
AH-1 & 3 + RCS
AH-15 4
2. Cables for the following systems:

AH-1 & 34 AH-92
AH-10 + AH-93
AH-11 AH-23 & 29 4
0'H-12
AH-24 & 25 4
AH-13 + CCW 4
AH-15 4 COND
AH-16 4 cvcs 4
AH-19 0 DG +
AH-2 & 4+ E-85 4
AH-20 AF 4'S
AH-28 4 4
AH-5 g RCS
AH-6 4 RHR +
AH-7 + s-64 k
AH-85 + S-65
AH-86
AH-9 $
f 4'W4
4'IS
WC-2 +
E UIPMENT IN THE AREA: Redundant safety equipment is located within

the Auxiliary Control Panel, which is separated by metal plate in
accordance with Regulatory Guide 1.75. However, the redundant Safe
Shutdown System Controls are located in the Main Control Room, which
is a different fire area. Safety Train "A" cables outside the panel
are separated from "B" cables by three-hour fire-rated, full-height
enclosure. (For details, refer to CP&L submittal of 2/24/84,
Attachment 1, Page 55, "Fire Area Passive Protection".)
(9155)
FIRE AREA 1-A-ACP, Cont.
COMPLIANCE: The design is in compliance with III.G.2.a.
DEVIATION RE VESTED: None
CONCLUSION: No deviation is required because in case of fire in this

area, the plant shutdown can be achieved from another fire area, the
Main Control Room. Also, the Auxiliary Control Panel is electrically
isolated from the Control Room Board(s) by qualified disconnect switches
or analog isolators. Also, this area is protected by an early warning
ionization detection system throughout the fire area. Based on the above,
the requirements of 10CFR50, Appendix R, Section III.G.2.a have been met.
(202475)
FIRE AREA: 1-A-BAL FIRE ZONES: 1-A-1-PA (FAABLl-1-PA)
1-A-1-FD (FAABL1-1-FD)
SSA AREA: FAABL1 1-A-1-ED (FAABL1-1-ED)
1-A-1-PB (FAABL1-1-PB)
DRAWING CAR-SH-SK-668S06

190'ESCRIPTION
OF EQUIPMENT NEEDED FOR SAFE SHUTDOWN IN THE SSA AREA:
1. Air Handler AH-5 (local)*

2. RHR Pump 1A-SA & 1B-SB
3. Valves for the following system: CX*
(See Safe Shutdown Analysis in case of fireTable 9.5B-4c for a

list of support equipment for ma)or components listed above.)
~AH-28 *SW
~AH-5 *WC
*RHR
E UIPMENT IN This area does contain redundant safe shutdown

THE AREA:
systems; however, they are located more than 20 feet apart and have multi-
cycle sprinkler system actuated by thermal detectors located above the
equipment and cables.
COMPLIANCE: This design is in compliance with III.G.2.b except as

noted in the deviation request below.
DEVIATION REQUESTED:
1. Partial suppression and detection within the fire area.
(For details of the deviation, refer to CP&L submittal dated 2/24/84,

Attachment 1, Page 20.)
CONCLUSION: This fire analysis area provides sufficient separation

between redundant trains of SSA equipment (approximately 100 feet of
horizontal distance). Additionally, multi-cycle sprinklers actuated by
thermal detection is provided to protect redundant safety shutdown
equipment.
(9759)
FIRE AREA: 1-A-BAL FIRE ZONES: 1-A-2-COR (FAABL2-A-COP)
1-A-2-MP (FAABL2-2-MP)
SSA AREA: FAABL2

OF EQUIPMENT NEEDED FOR SAFE SHUTDOWN IN
216'ESCRIPTION
THE SSA AREA:
1. Air Handler AH-28*
2. Motor Control Center 1D22
(See Safe Shutdown Analysis in case of fire Table 9.5B-4c for a

list of support equipment for the major compo'nents listed above.)
3. Valves for the following systems:
CX*
SW*
4. Cable for the following systems:

AH-10 AH-9
AH-11 RHR*
AH-28* SW*
AH-5* WC-2*
EQUIPMENT IN This area does contain redundant safe shutdown

THE AREA:
equipment and cable; however, they are separated by more than 20 feet
and have multi-cycle sprinkler system actuated by thermal detectors
located above the equipment.
COMPLIANCE: This design is in compliance with III.G.2.b except as

noted in the deviation request below.
DEVIATION RE VESTED:
1. Partial suppression throughout the fire area.
(For details of the deviation, refer to CP&L's 2/24/84 submittal,

Attachment 1, Pages 20 and 21.)
(3252)
FIRE AREA 1-A-BQL, Cont.
CONCLUSION: This fire analysis area provides sufficient separation

between redundant trains of SSA equipment (approximately 60 ft. of
horizontal distance with no intervening combustibles) in addition to
multi-cycle sprinklers actuated by thermal detectors, along with
ionization detectors and is provided to protect redundant SSA equipment.
(155786)
FIRE AREA: 1-A-BAL FIRE ZONES: 1-A-3-COR (FAABL3-3-COR)
1-A-34-RHXA (FAA-BL3-34»RHXA)
SSA AREA: FAABL3 1-A-3-MP (FAABL3-3-MP)
1-A-34-RHXB (FAA-BL3-34-RHXB)
DRAWINGS: CAR-SH-K-668S05 1-A-3-PB (FAABLB-3-PB)
CAR-SH-SK-668S08 1-A-3-COMB (FAABL3-3-COMB)
CAR-SH-SK-668S09 1-A-3-COME (FAABL3»3-COME)
CAR-SH-SK-668S10 1-A-3-COMI (FAABL3-3-COMI)
CAR-SH-SK-668Sll 1-A-3-TA (FAABL3-3-TA)
CAR-SH-SK-668S22

IN THE SSA AREA:
236'ESCRIPTION
OF E UIPMENT NEEDED FOR SAFE SHUTDOWN
1. Air Handler AH-29
2. Motor Control Centers 1B22 and lA22

3. SW Booster Pumps 4
4. Air Handler AH-9
5. Air Handler AH-6 (local) +

6. Air Handler AH-7 (local) ~
7. RHR Heat Exchangers k
8. CCW Heat Exchangers ~
9. CCW Pumps
4'0.
CVCS Charging Pumps 4

11. Air Handler AH-10 ~
12. Air Handler AH-ll (local) 4

13. Auxiliary Feedwater Pumps 4
(See Safe Shutdown Analysis in case of fire Table 9.5B-4c for a
list of support equipment for the major components listed above.)

CVCS4 CX <
RHR4 SI +
AF ~ CH+
ccw4
(782606)
FIRE AREA l-A-BAL, Cont.
AH-1&3 + AH-6 < E-85 4

AH-10 + AH-7 4 FO 4
AH-11 + AH-85 AF W
AH-12 + +
X'H-86
MS W
AH-13 + AH-9 4 RCS 4
AH-15 + AH-92 < RHR P
AH-16 AH-93 S-64 ~
4"
4'H-19
AH-23 4 S-65 k
AH«2&4 W AH-29 4 SGR v
AH-20 8 AH-24 SIS
AH-28 4'H-25
SW ~
4
A'CW
4 WC-2
4'H-5
COND +
CVCS k
DGW
4'QUIPMENT
IN THE FIRE AREA: This area does contain redundant safe

shutdown equipment and cable; however, protection exists or was provided
to meet III.G.2.b and III.G.2.c and/or a deviation request was provided.
COMPLIANCE: This design is in compliance with II.G.2.b and III.G.2.c

except as noted in the deviation request below.
DEVIATIONS RE UESTED:
1. Partial suppression and detection with the fire area.
2. Deviation from providing one-hour rated enclosures.
3. Deviation from considering IEEE-383 cable as an

intervening combustible.
4. 'Deviation from considering pump oil as an intervening

combustible.
5. Deviation from providing 20-ft. separation.
(For details of the deviations, refer to CP&L's 2/24/84 submittal,

Attachment 1, Pages 20, 21, 22, 23, 24, & 25 except for Item 4
which is described below).
(033630) -10-
FIRE AREA 1-A-BAL, Cont.
Below is a summary of some of the major deviations:
1. Deviation from providing one-hour rated enclosure:
Charging/SI Pumps lA-SA, IB-SB, and 1C-SAB which are located

in Fire Zone 1-A-3-PB (FAABL3-3-PB). The pumps are located
approximately 17 feet apart with a three-hour rated, 11-foot high
concrete wall between them. The pumps have a concrete ceiling
at Elevation 247. Multi-cycle sprinklers actuated by thermal
detection is provided in each pump room and at Elevation 247.
Ionization smoke detection is provided throughout the entire
fire zone. Hose stations, portable extinguishers, and manual
alarm stations are available in and adjacent to the fire zone.
Fire loading in the fire zone is low at 12,500 BTU/SF. Access
into the charging pump rooms is through seismically-designed
air-tight doors which have a four-to-six-inch high step-up.
Also, access to Elevation 247 is limited to only a permanent
ladder.
2. Deviation from providing 20 ft. separation:
Component Cooling Water Pump 1ASA and the pump housing of

Component Cooling Water Pump 1CSAB during maintenance outage
of Pump IBSB. There is a 21-foot separation from the motor of
each pump. The separation between the motor of Pump 1A-SA
and the pump housing of Pump 1C-SAB is 15 feet with no
intervening combustibles.
Multi-cycle sprinklers actuated by the thermal detectors

are installed in almost the entire fire zone. Ionization
smoke detection is provided throughout the fire zone.
Hose stations, portable extinguishers, and manual alarm
stations are available in and adjacent to the fire zone.
Fire loading in the fire zone is low at 12,500 BTU/SF.
Floor drains are installed. A fire watch will be provided

if Pump 1B-SB is out of service for more than seven days.
(4233) -ll-
FIRE AREA 1-A-BAL, Cogt.
3. Deviation from considering IEEE-383 cable and pump lubricating

oil as an intervening combustible:
Auxiliary Feedvater Pumps P1A-SA and P1X-SAB. The cable
trays run in excess of 14 feet vertical distance from the pumps.
The pumps are located approximately 30 feet apart and are
separated by 10-foot high walls. These valls extend 16'-3" and
18'-3" perpendicular from the vest wall at Column B (see
Modification 14a for description of location of fire breaks in
cable trays). Multi-cycle sprinklers actuated by thermal
detectors are installed in the fire zone over all safety-related
equipment. Ionization detection is provided throughout the fire
zone. Hosestations, portable extinguishers, and manual
are available in and ad)acent to the fire zone. Fire
alan'tations
loading in the fire zone is low at 12,500 BTU/sq. ft. Floor

drains are installed.
Auxiliary Feedwater Pump 1B-SB is located approximately 15 feet

between Pumps 1A and IC. This contains eight pints of
pump
Mobil lube oil with a flash point of 400'F. This oil is
contained within the pump and motor housing. If
a spill did occur,
adequate floor drains have been provided. The same protection
and detection as stated above is also provided above this pump.
CONCLUSION: Except for the areas noted in the deviations requested above,
this fire area is provided vith sufficient horizontal separation or
one-hour rated enclosures, along vith multi-cycle sprinklers actuated by
thermal detectors above the redundant safe shutdown equipment. Also,
ionization detectors are placed in areas vhere early warning detection
is needed. In those areas where deviations are requested, equivalent
protection is provided as detailed in CP&L's 2/24/84 submittal,
Attachment 1, Pages 20, 21, 22, 23, 24, and 25.
(6780) -12-
FIRE AREA: 1-A-BAL FIRE ZONES: 1-A-4-COR
1-A-34-RHXA
SSA AREA: FAABL4 1-A-34-RHXB
'1-A-4-CHLR
DRAWINGS: CAR-SH-SK-668S05 1-A-4-COMB
CAR-SH-SK-668S12 1-A-4-COME
CAR-SH-SK-668S13 1-A-4-COMI (FAABL4-4-COM)
CAR-SH-SK-668S14 1-A-4-CHFA (FAABL4-4-CHFA)
CAR-SH-SK-668S15 1-A-4-CHFB (FAABL4-4-CHFB)
CAR-SH-SK-668S23 1-A-3-TA (FAABL4-4-TA)
PLANT LOCATION: Reactor Auxiliary Building El.
261'ESCRIPTION
OF EQUIPMENT NEEDED FOR SAFE SHUTDOWN WITHIN THE SSA AREA:
1. Chilled Water Pumps*
2. Condenser Water Circ. Pumps (Chilled Water System)*

3. Closed Exp. Tanks (Chilled Water System)*
4. HVAC Chillers*
5. AH-19 (local)*
6. AH-20 (local)*
7. MCC-1B35*
(See Safe Shutdown Analysis in case of fire, Table 9.5B-4c for a

MS+ FP +
AF~ SA 4
cvcs + sw 0
10. Cable for all safe shutdown systems (systems listed in the Safe
Shutdown Analysis in Case of Fire, Table 9.5B-4f) both SA and SB
trains are located within this SSA area.
E UIPMENT IN THE AREA: This area does contain redundant safe shutdown
SA and SB cable and equipment. However, protection exists or was provided
to meet III.G.2.a, III.G.2.b and III.G.2.c and/or a deviation request was
provided.
COMPLIANCE: This design is in compliance with Appendix R, Section III.G.2.a,

2.b, and 2.c except as noted in the deviation request below.
(1417) -13-
PIRE k~ l-A-BAL, Cont.
DEVIATIONS REQUESTED:
1. Partial suppression anddetection within the fire area.

2. Deviation from providing three-hour rated enclosures.
3. Deviation from providing one-hour rated enclosures.
4. Deviation from considering IEEE 383 cable as an intervening
combustible.
(For details of the deviations, see CP&L's 2/24/84 submittal, Attachment 1,

Pages 20, 21, 22, 29, 30, 31, and 32.)
CONCLUSION: Except for the areas noted in the deviations requested above,
this fire area is provided with sufficient horizontal separation or one-hour
rated enclosures along with multi-cycle sprinklers actuated by thermal
detectors above the redundant safe shutdown equipment. Also, ionization
detectors are placed in areas where early warning detection is needed.
In those areas where deviations are requested, equivalent protection
has been provided as detailed in CP&L's 2/24/84 submittal, Attachment 1,
Pages 20, 21, 22, 29, 30, 31, and 32.
(3659) -14-
FIRE AREA: 1-A-BAL FIRE ZONES: 1-A-5-CEH
1-A-5-HVA (FAABL5-5-HVA)
SSA AREA: FAABL5 1-A-5-HVB (FAABL5-5-HV3)
1-A-46-ST (FAABL5-5-ST)
DRAWINGS: CAR-SH-SK-668S16
CAR-SH-SK-668S17

IN
286'ESCRIPTION
OF EQUIPMENT NEEDED FOR SAFE SHUTDOWN THE SSA AREA:
l. Air Handler AH-12*
2. Air Handler AH-13*
3. Motor Control Centers 1A21-SA and 1B21-SB

4. Motor Control Center 1A31-SA
5. Cable for all safe
shutdown systems (systems listed in the Safe
Shutdown Analysis in Case of Fire, Table 9.5B-4f) both SA and SB
trains are located within this SSA area.
EQUIPMENT IN THE AREA: This area does contain redundant safe shutdown
equipment and cable; however, protection was provided to meet 10CFR50,
Appenidx R, Section III.G.2.a or a deviation request was provided.
COMPLIANCE: This design is in compliance with Appendix R, Section III.G.2.a
except as noted in the deviation request below.
1. Partial suppression detection within the fire area.

and
2. Deviation from providing three-hour rated enclosures.
(For details of the deviation, refer to CPSL's submittal dated 2/24/84,

Attachment 1, Pages 29, 30, 31, and 34.)
CONCLUSION: safe shutdown equipment, except for the
The redundant
steam tunnel (1AA-46-ST) located in this analysis area, is separated by
three-hour rated enclosures. This analysis area, except for the steam
tunnel, is also protected by an early warning ionization detection
system. In those cases where deviations exist, equivalent protection
has been provided as detailed in CP6L 's 2/24/84, Attachment 1, Pages 29,
30, 31, and 34.
(2432) -15-
PIRE ~EA: 1-A-BATA FIRE ZONES: None
SSA AREA: FAABTA

Room Train "A") 286'Battery
DESCRIPTION OF EQUIPMENT NEEDED FOR SAFE SHUTDOWN IN THE FIRE AREA:
1. Battery 1A-SA
2. Exhaust Fan E28 (1B-SA)
3. Flow Switch FS-1AV-6635-SA

I

DG AH-7
SW AH-85
AF AH-86
MS AH-9
FO AH-92
AH-11 CVCS
AH-10 COND
AH-16 RHR
AH-19 SGR
AH-163 SIS
AH-15 RCS
AH-12 CCW
AH-13 AH-23
AH-20 AH-29
AH-26r4 AH-24
AH-28 AH-25
WC-2 S-64
AH-5 S-65
AH-6 E-85
EQUIPMENT AND CABLES IN AREA: All equipment and cables required for
safe shutdown in this fire area are Safety Train "A". The redundant
safe shutdown equipment is located in a different fire area.
COMPLIANCE: This design is in compliance with Appendix R, Section III.G.2.a.
CONCLUSION: All redundant equipment and cables are located in a separate

fire area. This area is also protected by an early
warning ionization
detection system. Therefore, the requirements of Appendix R,
Section III.G.2.a have been met.
(782543) -16-
ENFIRE AREA: 1-A-BATB FIRE ZONES: None
SSA AREA: FAABTB

Room Train "B") 286'Battery
1. Battery 1B-SB
2. Exhaust Fan E29 (lA-SB)

3. Flow Switch FS-1AV-6645-SB
DG AH-7
SW AH-85
AF AH-86
MS AH-9
FO AH-92
AH-11 CVCS
AH-10 COND
AH-16 RHR
AH-19 SGR
AH-163 SIS
AH-15 RCS
AH-12 CCW
AH-13 AH-23
AH-20 AH-29
AH-264 AH-24
AH-28 AH-25
WC-2 S-64
AH-5 S-65
AH-6 E-85
EQUIPMENT AND CABLES IN AREA: All equipment and cables required for
safe shutdown in this fire area are Safety Train B. The redundant safe
shutdown equipment is located in a different fire area.
DEVIATION REQUESTED: None

fire This area is also protected by an early warning ionization
area.
detection system. Therefore, the requirements of Appendix R,
(237167) -17-
FIRE AREA: 1-A-CSRA FIRE ZONES: None
SSA AREA: FAACSA

Spread Room Train "A") 286'Cable

AH-1&3 4 CCW
AH-10 4 COND 4
AH-ll ~ CVCS 4
AH»12 DG 4
AH-13 4" E-85 4
AH»15 W MS
AH-16 $ RCS
AH-19
4'HR
4'H-2&4
S-64 W
AH-20 4" S-65 'P
AH-28 4 SGR
AH-5 4. SIS
AH-6 SW 4
4'H-7
WC
AH-85 4 AF
AH-86
4'H-9
AH-92 +
AH-93
AH-23
AH-29
AH-24
AH-25
EQUIPMENT AND CABLES This area contains redundant safe shutdown

IN AREA:
systems. All Safety Train "B" cables which pass through this area are
protected in accordance with III.G.2.c of Appendix R. Redundant ductwork
serving Fire Areas 1-A-CSRA and 1-A-CSRB is located'in this area. No
ductwork modifications are required since a loss of ventilation to
these areas will not impair safe shutdown. For details, refer to CP&L
submittal dated 2/24/84, Page 43, "General Comments".
COMPLIANCE: This design is in compliance with Appendix R, Section III.G.2.c.
DEVIATION RE UESTED: None
(206388) -18-
FIRE AREA 1-AWSRA, Cont.
CONCLUSION: Safety Train B conduits, )unction boxes, and cable tray

located within the fire area were enclosed in one-hour fire-rated
enclosures, along with an automatic preaction sprinkler system actuated
by thermal detectors and an early warning ionization detection is also
provided throughout the fire area. (For details, refer to CP&L submittal
dated 2/24/84, Page 43, "Modifications"). Therefore, the requirements
of Appendix R, Section III.G.2.a or III.G.2.c have been met.
(033612) -19"
FIRE AREA: 1-A-CSRB FIRE ZONES: None
SSA AREA: FAACSB

Spread Room Train "B")
286'Cable

AH-1 &3 MS
AH-10 RCS
AH-11 RHS
AH-13 SIS
AH-15 SW
AH-16 WC
AH-19 AF
AH-264
AH-20
AH-28
AH-5
AH-6
AH-7
AH-85
AH-86
AH-9
AH-92
AH-2329
AH-2425
CCW
COND
CVCS
DG
E-85
FO
E UIPMENT AND CABLE IN AREA: Only Train "B" safe shutdown equipment and
cables are located in this area. Redundant Train "A" safe shutdown cables
are located in Fire Area 1-A-CSRA (FAACSA), separated from this fire area
by three-hour fire barriers.
DEVIATIONS RE UESTED: None
(181770) -20-
PIRE AREA 1-AWSRB, Cont.
CONCLVSION: All redundant equipment and cables are located in a separate

fire area. This fire area is protected by an automatic preaction sprinkler
system throughout the fire area actuated by thermal detectors. Early
warning ionization detection is installed also throughout the fire area.
Therefore, the requirements of Appendix R, Section III.G.2.a
have been met.
(033629) 21
FIRE AREA: 1-A-EPA FIRE ZONES: None
SSA AREA: FAAEPA

Penetration Area) 261'Electrical
DESCRIPTION OF EQUIPMENT NEEDED FOR SAFE SHUTDOWN WITHIN THE FIRE AREA:
l. Air Handler AH-24 (1X-SA)
2. Press. Heater Backup Group "A"

Distribution Panel lA-SN
(See Safe Shutdown Analysis in Case of Fire, Table 9.5B-4c for a
3. Valves for the following system: CX

AH-1&3 AH-23
AH-10 AH-24
, AH-ll AH-25
AH-12 AH-29
AH-13 CCW
AH-15 COND
AH-16 CVCS
AH-19 DG
AH-264 E-85
AH-20 AF
AH-28 MS
AH-5 RCS
AH-6 RHR
AH-7 S-64
AH-85 S-65
AH-86 SIS
AH-9 SW
AH-92 WC
AH-93
EQUIPMENT IN THE AREA: Only SA cable and equipment are located within this
fire area.
(160177) -22-
PIRE AREA l-A-EPA, Cont.
CONCLVSION: All redundant equipment and cables in a separate

are located
fire area. This fire area is also protected by a multi-cycle sprinkler
system actuated by thermal detectors and early earning ionization detection
are provided throughout the fire area. Therefore, the requirements of
Appends R, Section III.G.2.a have been met.
(160193)
FIRE AREA: 1-A-EPB FIRE ZONES: None
I
SSA AREA: FAAEPB

Penetration Area) 261'Electrical
1. Air Handler AH-25 (1X-SB)
2. Pressure Heater Backup Group "B"

Distribution Panel 1B-SN

3. Valves for the following systems: CX

AH-163 AH-24
AH-10 AH-25
AH-11 CCW
AH-12 CVCS
AH-13 DG
AH-15 E-85
AH-16 AF
AH-264 MS
AH-28 RCS
AH-5 RHR
AH-6 S-64
AH-85 S-65
AH-86 SCR
AH-9 SIS
AH»23 SW
AH-29 WC
EQUIPMENT IN AREA: Safe shutdown "B" train cable

and equipment are
located within this fire area. Two Train "A" cables pass through the
area; however, they are considered to be not required for safe shutdown.
(306612) -24-
FIRE AREA l-A-EPB, Cont.

fire area. This fire area is also protected by multi-cycle sprinkler
a
system actuated by thermal detectors and an early warning ionization
detection system is provided throughout the fire area. Therefore,
the requirements of Appendix R, Section III.G.2.a have been met.
(312114) -25-
FIRE AREA: 1-A-SWGRA FIRE ZONES: None
SSA AREA: FAASGA
PLANT LOCATION: Reactor Auxiliary Building,

Room Train "A") 286'Switchgear
1. Battery Charger lA-SA

2. Battery Charger 1B-SA
3. Distribution Panel 1A-SA 125V DC R
4. Distribution Panel 1A 125V DC
5. ESS Sequence Panel lA-SA
6. Transfer Panel A
7. 6.9kV Emergency Switchgear lA-SA

8. 480V Emergency Switchgear 1A2-SA
9. 480V Emergency Switchgear lA3-SA
(See Safe Shutdown Analysis in Case of Fire Table 9.5B-4c for a list of
support equipment for the major components listed above.)
MS AH-6
SW AH-7
FO AH-86
AF AH-85
DG AH-93
AH-10 AH-9
AH-11 AH-92
AH-15 CVCS
AH-16 COND
AH-1 RHR
AH-3 SGR
AH-19 RCS
AH-12 SIS
AH-13 CCW
AH-20 AH-23
AH-2 AH-29
AH-4 AH-24
WC-2 AH-25
AH-28 S-64
AH-5 S-65
E-85
(001171) -26-
m —
PIRE AREA 1-A-SWGRA, Cont.
*'"
located in this area. Redundant Train "B" safe shutdown equipment is
located in Pire Area 1-A-SWGRB (FAASGB), separated from this fire area
by a three-hour fire-rated barrier.

fire area. This area is ionization
also protected by an early warning
detection system throughout the fire area. Therefore, the require-
ments of Appendix R', Section III.G.2.a have been met.
(237442)
FIRE AREA 1-A-SWGRB FIRE ZONES: None
SSA AREA: FAASGB

Room Train "B") 286'Switchgear
1. Battery Charger lA-SB

2. Battery Charger 1B-SB
3. Distribution Panel 1B-SB 125VDCR
4. ESS Sequence Panel (B)
5. Exhaust Fan E-29 1B-SB Battery Room B
6. Transfer Panel B
7. 6.9kV Emergency Switchgear 1B-SB

8. 480V Emergency Switchgear 1B2-SB
9. 480V Emergency Switchgear 1B3-SB
(See Safe Shutdown Analysis in Case of Fire, Table 9.5B-4c for a list of
support equipment for the major components listed above.)
MS AH-4
DG WC-2
AF AH-20
FO AH-6
SW AH-7
AH-11 AH-85
AH-10 AH-86
AH-1 AH-9
AH-3 AH-92
AH-16 CVCS
AH-19 COND
AH-15 RHR
AH-12 4 SGR
AH-13 SIS
AH-28 RCS
AH-2 CCW
AH-23
AH-29
AH-24
AH-25
S-64
S-65
E-85
AH-5
-28-
(021168)
FIRE AREA l-A-SERB, Cont;.
EQUIPMENT IN AREA: Redundant ductwork and HVAC dampers serving Fire

Area 1-A-ACP are located in the area. However, loss of ventilation to
the ACP area will not impair safe shutdown, which would be conducted
from the Main Control Room. Safety Train "A" cable to a distribution
panel is located in this fire area; however, it
is the alternate
supply, and the main feed is located within another fire area. For
clarification, see CP&L submittal dated 2/24/84, Page 61.
CONCLUSION: All redundant equipment and cables are located in separate

fire areas. This fire area is also protected by an early warning ionization
detection system throughout the fire area. Therefore, the requirements
of Appendix R, Section III.G.2.a have been met.
(028728) - 29-
FIRE AREA: 1-C FIRE ZONES: 1-C-1-BAL (FACRCB-1-BL)
1-C-1-RCP1A (FACRC1RCP-1A)
SSA AREA: FACRCB 1-C-1-RCP1B (FACRC1RCP-1B)
1W-1-RCP1C (FACRCIRCP-1C)
DRAWINGS: CAR-SH-SK-668S01 thru 1-C-1-CHFA (FACRCB-1CHFA)
CAR-SH-SK-668S04 1-C-1-CHFB (FACRCB-1CHFB)
1-C-3-„EPA (FACRCB-3-EPA)
PLANT LOCATION: Containment Building 1-C-3-EPB (FACRCB-3-EPB)
l. Air Handler AH-2 lA-SA RCB Fan ~

2. Air Handler AH-2-1B-SA RCB Fan +
3. Air Handler AH-3 lA-SA RCB Fan ~
4. Air Handler AH-3 1B-SA RCB Fan +
5. Air Handler AH-1 1A-SB RCB Fan W
6. Air Handler AH-1 1B-SB RCB Fan+

7. Air Handler AH-4 lA-SB RCB Fan%
8. Air Handler AH-4 1B-SB RCB Fan~
(See Safe Shutdown Analysis Table 9.5B-4c, for a list of support

equipment for the ma)or components listed above.)
AH-1&3 4
AH-2&4
AF
O'HR + RCS
SIS
W
W
MS swk
EQUIPMENT IN AREA: This area contains redundant safe shutdown cable
and equipment. Provisions have been made through separation and
suppression and detection systems to meet the requirements of
Section III.G.2.d. See compliance and deviation request below.
COMPLIANCE: This design is in compliance with Appendix R Paragraph III.G.2.d

except as noted in Deviation Request below.
1. Partial suppression and detection within the fire area.

(For details of the deviation, refer to CP&L's 2/24/84 submittal,
Attachment 1, Page 68.)
CONCLUSION: Within the fire area, redundant equipment and cables required
for safe shutdown are located and protection has been provided such that
the requirements of Appendix R, Section III.G.2.d have been met except
for the deviation listed above.
(9952) -30-
FIRE AREA: 1-D-DGA PIRE ZONES: (FADDGA-1-RM)
1-D-1-DGA-ASU (FADDGD-1-DSU)
SSA AREA: PADDGA 292'-D-1-DGA-RM
1-D-1-DGA-ER (FADDGA-1-ER)
1-D-2-DGA-HVD (FADDGD-2-HVD)
DRAWINGS: CAR-SH-SK-668S24 1-D-3-DGA-ES (FADDGA-3-ES)
CAR-SH-SK-668S25 1-D-3-DGA-HVR (FADDGA-3-HVR)
PLANT LOCATION: Diesel Generator Building,
El. 261', 280', and
DESCRIPTION OF E UIPMENT NEEDED FOR SAPE SHUTDOWN IN THE FIRE AREA:
l. Air Handler AH-85 (1D-DD)

2. Air Handler AH-85 (1B-SD)
3. Diesel Generator Control Panel CP-1D
4. Diesel Generator Engine Control Panel CP-1D-SD
5. DC Leads DG (1D-SD)
6. Power Panel PP-1D231
7. Motor Control Center 480V MCC 1D23-SD
8. Emergency Diesel Generator 1A-SA
(See Safe Shutdown Analysis in Case of Pire, Table 9.5B-4c for a list
of support equipment for the major components listed above.)
AH-1 6 3 AH-23
AH-10 AH-29
AH-11 AH-24
AH-12 AH«25
AH-13 CCW
AH-15 COND
AH-16 CVCS
AH-19 DG
AH-2 6 4 E-85
AH-20 PO
AH-28 AF
AH-5 MS
AH-6 RCS
AH-7 RHR
AH-85 S-64
AH-9 S-65
AH-92 SGR
AH-93 SIS
WC-2
EQUIPMENT IN This area contains only Safety Train "A" safe shutdown
AREA:
equipment and cables.
(8272) -31-
FIEG:. AREA 1-D-DgA, Cont.
CONCLUSION: equipment and cables are located in a separate

All redundant
fire area. Pire zones within this area are also protected by some of the
following methods: Multi-cycle suppression system, thermal ionization,
and ultra-violet detection system (see CP&L's 2/24/84 submittal, Attachment 1,
Page 62 for more details). Therefore, the requirements of Appendix R,
(064333)
FIRE AREA: 1-D-DGB FIRE ZONES: 1-D-1-DGB-RM (FADDGB-1-RM)
1-D-1-DGB-ASU (FADDGB-1-ASU)
SSA AREA: FADDGB 1-D-1-DGB-ER (FADDGB-1-ER)
1«D-2-DGB-HVD (FADDGB-2-HVD)
DRAWINGS: CAR-SH-SK-668S24 1-D-3-DGB-ES (FADDGB-3-ES)
CAR-SH-SK-668S25
PLANT LOCATION: Diesel Generator Building,

El. 261', 280', and
292'ESCRIPTION
OF E UIPMENT NEEDED FOR SAFE SHUTDOWN IN THE FIRE AREA:
l. Air Handler AH-85 (1A-SB)

2. Air Handler AH-85 (1B-SB)
3. Diesel Generator Control Panel CP-1B-SB
4. Diesel Generator Engine Control Panel CP-1B-SB
5. DC Leads DG (1B-SB)
6. Emergency Diesel Generator 1B-SB
7. Power Panel PP-1B231
8. Motor Control Center 480V MCC 1B23-SB

AH-1&3 AH-23
AH-10 AH-29
AH-11 AH-24
AH-12 AH-25
AH-13 CCW
AH-15 COND
AH-16 CVCS
AH-19 DG
AH-2&4 E-85
AH-20 FO
AH-28 AF
AH-5 MS
AH-6 RCS
AH-7 RHR
AH-85 S-64
AH-86 S-65
AH-9 SGR
AH-92 SIS
SW
WC-2
EQUIPMENT AND CABLES IN AREA: This fire area contains only Safety Train "B"
safe shutdown equipment and cables.
(008035) -33-
PIRE AREA 1-D-DGB, Cont.

fire area. Pire zones within this area are also protected by some of
the following methods: multi-cycle suppression system, thermal ionization
and ultraviolet detection system. (See CP&L's submittal, 2/24/84,
Attachment 1, Page 63, for more details.) Therefore, the requirements of
Appendix R, Section III.G.2.a have been met.
(443344) -34-
FIRE AREA: 1-D-DTA FIRE ZONES: None
SSA AREA: FADDTA
DRAWINGS: CAR-SH-SK-668S24
CAR-SH-SK-668S25
PLANT LOCATION: Diesel Generator Building

1. Fuel Oil Day Tank lA-SA

(See Safe Shutdown Analysis in Case of Fire, Table 9.5B-4c for a list
of support equipment for the ma)or equipment listed above.)
DG
FO
~*'ocated
within the fire area.

fire area. This area is also protected by a multi-cycle sprinkler system
actuated by thermal detection system. Therefore, the requirements of
(008037) -35-
FIRE AREA: 1-D-DTB FIRE ZONES: None ~
SSA AREA: FADDTB
CAR-SH-SK-668S25
PLANT LOCATION: Diesel Generator Building

DESCRIPTION OF E UIPMENT NEEDED FOR SAFE SHUTDOWN IN SE FIRE AREA:
1. Fuel Oil Day Tank 1B-SB
(Safe Shutdown Analysis in Case of Fire, Table 9.5B-4c for a list

of support equipment for the ma)or components listed above.)
DG
FO
are located within the fire area.
DEVIATION REOUESTED: None

fire area. This area is also protected by a multi-cycle sprinkler system
actuated by thermal detection system. Therefore, the requirements of
(008039) -36-
FIRE AREA: 1-0-PA FIRE ZONES: None
SSA AREA: FAOPA
PLANT LOCATION: Diesel Fuel Oil Storage Tank Area

1. Diesel Oil Storage Transfer Pump (lA-SA)
2. Diesel Oil Storage Exhaust Fan E-85 (1A-SA)

E-85
DG
FO
EQUIPMENT IN AREA: Only Train "A" safe shutdown equipment and cable
are located in this area. Redundant Train "B" safe shutdown equipment
is located in a separate fire area.
COMPLIANCE: This design is in compliance with III.G.2.a.
CONCLUSION: All redundant

safe shutdown equipment and cable are located
in a separate fire area. This area is also protected by a multi-cycle
sprinkler system actuated by thermal detectors. Therefore, the
requirements of Appendix R, Section III.G.2.a have been met.
(032778) -37-
FIRE AREA: 1-0-PB PXRlj ZOMEB: Nona
SSA AREA: FAOPB

1. Diesel Oil Storage Transfer Pump (1B-SB)
2. Diesel Oil Storage Exhaust Fan E-85 (1B-SB)

E-85
DG
FO
EQUIPMENT IN AREA: Only Train "B" safe shutdown equipment and cable are
located in this area. Redundant Train A safe shutdown equipment is located
in a separate fire area.
DEVIATIONS RE VESTED: None
CONCLUSION: All redundant safe shutdown equipment and cable are located
in a separate fire area. This area is also protected by a multi-cycle
sprinkler system actuated by thermal detectors. This fire aea meets
the requirements of Appendix R, Section III.G.2.a.
(021501) -38-
FIRE AREA: 12-A-BAL FIRE ZONES: 12-A-5-DIH (FCABL1-5-DIH)
SSA AREA: FCABAL

IN THE FIRE AREA:
286'ESCRIPTION
OF E UIPMENT NEEDED FOR SAFE SHUTDOWN
1. Air Handler AH-92 (lA-SA)
2. Air Handler AH-92 (1B-SB)

list of support equipment for the ma)or components listed above.)

AH-12
AH-13
AH-15 W
AH-16 $
SGR
WC-2
4. Valves for the following system: CX+
and cable; however, their functions are duplicated by other equipment

and cables located in separate fire areas. CP6L's 2/24/84 submittal,
Attachment 1, Page 36, provides a description of the function of this
equipment.
CONCLUSION: The equipment with duplicate functions are located in

a separate fire area and an early warning ionization detection system
has been provided in Zone 12-A-5-DIH. Therefore, the requirements
(008071) -39-
FIRE AREA: 12-A-CRC1 FIRE ZONES: 12-A-6-RCC1 (FCACRC-6RCC1)
SSA AREA: FCACRC 12-A-6-ARP1 (FCACRC-6ARPl)

12-A-6-CR (FCACRC-6-CR).

Room Complex)
305'Control
l. Auxiliary Relay Panels +

2. Isolation Cabinets ~
3. Main Termination Cabinets ~
4. Process and Instrument Control Cabinets+
5. Solid State Protection ~

list of support equipment for the list of major components listed
above.)
AH-1&3 4" AH-93

AH-10 4 AH-23
AH-11 + AH-29 4"
AH-12 4 AH-24
AH-13 4 AH-25 g
AH-15 k COND
AH-16 4 CCW
AH-19 k CVCS
AH-264 4 DC
AH-20 k E-85
AH-28 + AF
AH-5 0 MS
AH-6 4 RCS
AH-7 RHR
AH-85 0 s-64 +
AH-86 k S-65
AH-9 SGR 4
SIS 4
SW
WC-2
(024289)
PIRE AREA 12-A-CRCl, Cont.'0
E UIPMENT AND CABLES IN AREA:Safety Train "A" and "B" cable and
equipment are located within this fire area. However, the plant
design allows for shutdown of the plant from the Auxiliary Control
Panel with controls which are electrically isolated from systems
on Elevation 305.
COMPLIANCE: The design is in compliance with Appendix R, Section III.G.2.a.
CONCLUSION: Safety Train "A" and "B" equipment and cable are located
in the same area. However, redundant components are provided in a
separate fire area which would allow the capability of safe shutdown
from the auxiliary control panel. This area is also protected by an
early warning ionization detection system. Therefore, the requirements
(029509)
0
FIRE AREA: 12-A-CR FIRE ZONES: 12-A-6-CR1 (FCACRM-6-CR1)
12-A-6-RT1 (FCACRM-6-RT1)
SSA AREA: FCACRM

Room)
305'Control
l. Auxiliary Equipment Panel 1NS ~

2. Main Control Board~
3. Main Termination Cabinets
4. Intermediate Distribution Panel
list of support equipment for the major equipment listed above.)
AH-163 ~ AH-24 <
AH-10 k AH-25 >
AH-11 ~ CCW W
AH-12 4 COND 8
AH-13 ~ CVCS
AH-15 + DG
AH-16 4 E-85
AH-19 + AF 4
AH-2&4 < MS
AH-20 ~ RCS 4"
AH-28 0 RHR 4
AH-5 4 S-64 %
AH-6 4 S-65
AH-7 P
4'GR
W
AH-85 W SIS
AH-86 ~ SW g
AH-9 ~ WC-2 +
AH-92 AH-93 4"
AH-23 W
AH-29
IN THE AREA: Equipment and cable for both Safety

AND CABLE
4'QUIPMENT
Train "A" and "B" are located within this area. However, shutdown
can be achieved from the Auxiliary Control Panel which is in a different
fire area (for details, refer to CP6L submittal dated 2/24/84,
Attachment 1, Pages 46 and 47).
DEVIATIONS REQUESTED: None
(0153) -42-
FIRE AREA 12@A-CR, Cont.
CONCLUSION: A the loss of all equipment in this fire

fire resulting in
area could not adversely affect safe shutdown (for details, refer to
CP&L's 2/24/84 submittal, Attachment 1, Pages 46 and 47). This area is
also protected by an early warning ionization detection system. Therefore,
Appends R, Section III.G.2.a has been met.
(031933)
FIRE EA: 12-A-HVIR FIRE ZONES: 12-A-6-HV7
12-A-6-IRR
SSA AREA: FCAHVI

& Ventilation Room) 305'Heating
l. Air Handler AH-15 lA-SA RAB Fan 4

2. Air Handler AH-16 1A-SA RAB Fan +
3. Control Panel EHC24 1X-SA & EHC26 1X-SB
4. Motor Control Center lA36+
list of support equipment for the ma)or components listed above.)
AH-15 +
AH-16 4
WC-2 k
SGR 0
Train "A" and "B" safe shutdown equipment. This equipment provides
cooling for the Main Control Room fire area. Nonsafety backup cooling
systems are available upon loss of cooling due to a fire in Fire
Area 12-A-HVIR. Shutdown can also be achieved and maintained from
Fire Area 1-A-ACP (FAAACP) upon evacuation of the Main Control Room.
Refer to CP&L's 2/24/84 submittal, Attachment 1, Pages 48 and 49
for more details.
COMPLIANCE: with Appendix R, Section III.G.2.a

The design complies
because capability to shutdown the plant may be achieved from an
alternate location to the Control Room. For details, refer to CP&L's
2/24/84 submittal, Attachment 1, Pages 48 and 49.
CONCLUSION: Capability to shutdown the plant is not affected by loss

of equipment by fire in this fire area. This fire area is also protected
by an early warning ionization detection system. Therefore, the
requirements of Appendix R, Section III.G.2.a have been met.
(310149) -44-
FIRE AREA: 12-I-ESWPA FIRE ZONES: None
SSA AREA: FCIESA
PLANT LOCATION: Emergency Service Water Intake Structure (main reservoir)

1. Air Handler AH-86

2. Electric Heating Coil 120 SA
3. Exhaust Fan 88
4. Emergency Service Water Pump P1A-SA
5. Motor Control Center 480V MCCOY lA32-SA
list of support equipment for the major coponents listed above.)
AH-86
SW
EQUIPMENT IN THE AREA: Safe shutdown SA train cable and equipment are
located within the fire area. No SB train equipment and cable is located

(see CP&L's 2/24/84 submittal, Attachment 1, General Comments, Page 69).
DEVIATIONS RE VESTED:
1. Provision of fire-rated door in the exterior wall.
(For details, refer to CP6L's 2/24/84 submittal, Attachment 1, Page 69)
CONCLUSION: Only safe shutdown equipment and cable of the Train "A" are
located within the area. This area is also protected by ultraviolet
flame detection provided over the emergency service water pumps and
ionization smoke detection in the electrical equipment room. Therefore,
(279731) -45-
FIRE AREA: 12-I-ESWPB FIRE ZONES: None
SSA AREA: FCIESB
PLANT LOCATION: Emergency Service Water Intake Structure (Main Reservoir)

l. Air Handler AH-86

2. Electric Heating Coil EHC 120
3. Exhaust Fan E88 1B-SB

4. Emergency Service Water Pump PlB-SB
5'. Motor Control Center 480V MCC 1A32-SA
list of support equipment for the ma)or component listed above.)
AH-86
SW
E UIPMENT IN THE AREA: Safe shutdown SB train cable and equipment are
located within the fire area. No SA train equipment and cable is located
(see CP&L's 2/24/84 submittal, Attachment 1, General Comments, Page 71).
DEVIATIONS RE UESTED:
(For details, refer to CP&L's 2/24/84 submittal, Attachment 1, Page 71.)
CONCLUSION: Only safe shutdown equipment and cable of the SB train are
located within the area. This area is also protected by ultraviolet
flame detection provided over the emergency service water pumps and
ionization smoke detection in the electrical equipment room. Therefore,
(279761) -46-
0
FIRE AREA: 12-0-TA FIRE ZONES: None
SSA AREA: FCOTKA

DESCRIPTION OF EQUIPIKNT NEEDED FOR SAFE SHUTDOWN IN THE FIRE AREA:
I. Diesel Fuel Oil Storage Tank IA

EQUIPMENT IN AREA: fire area is a steel-lined concrete room
The
containing diesel fuel oil. No additional equipment is located
in the fire area. The redundant B fuel oil storage tank is
separated from this fire area by a three-hour fire-rated barrier.
CONCLUSION: This fire area meets the requirements of Appendix R

Part III.G.2.a.
(038427) -47-
FIRE AREA: 12&-TB FIRE ZONES: None
SSA AREA: FCOTKB

1. Diesel Fuel Oil Storage Tank 1B
diesel fuel oil. additional equipment is located in the fire area.

No
The redundant A fuel oil storage tank is separated from this fire area by
a three-hour fixe-rated barrier.
COMPLIANCE: Redundant equipment is located in a separate fire area.
CONCLUSION: This fire area meets the requirements of Appendix R,

Part III.G.2.a.
(021409) -48-
S
FIRE AREA: 5-0-BAL FIRE ZONES: None
SSA AREA: FPOBAL
DRAWING: CAR»SH-SK-668S26
PLANT LOCATION: Diesel Fuel Oil Storage Tank Area El.

242.25'ESCRIPTION
OF E UIPMENT NEEDED FOR SAFE SHUTDOWN IN THE FIRE AREA:
Cables for the following systems:

DG 4
E-85 4'O
EQUIPMENT IN AREA: Redundant cables in conduit and electrical )unction

boxes in this area were located in close proximity.
COMPLIANCE: Safety Train B cable and )unction boxes were enclosed in

three-hour fire rated enclosure (for details, refer to CP&L's 2/24/84
submittal, Attachment 1, Page 54, "Modifications"); therefore, the
design is in compliance with Appendix R, Section III.G.2.a.
1. Three-hour fire-rated doors at the access stairways into the

building (for details, refer to CP&L's 2/24/84 submittal,
Attachment 1, Page 54, "Exempt Request and Justification" ).
CONCLUSION: The Safety conduit and )unction boxes were enclosed

Train B
within a three-hour enclosure and a early warning ionization detection
is also provided. Therefore, the requirements of Appendix R,
(9878) -49-
FIRE AREA: 5-S-BAL FIRE ZONES: None
SSA AREA: FPSASW
PLANT LOCATION: Emergency Service Water Screening Structure

(Auxiliary Reservoir)
DESCRIPTION OF E UIPMENT NEEDED FOR SAFE SHUTDOWN IN THE FIRE AREA: None
EQUIPMENT IN AREA: Screenwash nonsafety related, service water

pumps,
valves: MOV-3SW-B1SA-1, 3SW-B2SB-l, associated cables in conduit and
)unction boxes.
DEVIATIONS REQUESTED: For details, refer to CP&L 2/24/84 submittal,

Attachment 1, Page 37.
1. Provision of detection in the fire area.

COMPLIANCE: Not required for Section III.G.2. No safe shutdown

equipment is contained within this fire area.
CONCLUSION: above-listed service water valves are required only

The
during an accident condition to isolate the Auxiliary Reservoir from
the Main Reservoir. In the very unlikely event of a fire in this
area, should the valves be destroyed by fire, the service water system
is supplied with water from the main reservoir.
(0917257) -50-
Harris Antitrust Submittal
NRC Data Request
Item 1
Page 1 of 1
Question 1: (Ref. Page 8)
How does CP&L serve the members of North Carolina Eastern Municipal Power
Agency (NCEMPA), which are served through the VEPCO system?
Response:
Pursuant to The Power Coordination Agreement with NCEMPA, CP&L transmits

power from the generating units to the points of interconnection between
CP&L and VEPCO. NCEMPA has an agreement with VEPCO concerning the
transmission of power from those points of interconnection to those Power
Agency participants. CP&L is not a party to that agreement.
9 go 5>< o oo f
II
NRC Data Request
Etem 2
Page 1 of 1
How was the Town of Ayden served before it became a customer of CP&L?
Response:
The Town of Ayden was served by the City of Greenville (previously a full
requirements wholesale customer of VEPCO) over a 33 kV line.
NRC Data Request
Item 3
Page 1 of 1
Does Laurel Hill Electric Company come under the jurisdiction of the
: FERC?
Response:
No. The Laurel Hill Electric Company operates only in the State of North
Carolina and has no resale customers. It is under the jurisdiction of
the North Carolina Utilities Commission.
NRC Data Request
Item 4
Page 1 of 1
Are Rate Schedules RS13 and RS13A, and RS14 and RS14A still validf What
are the differences between RS13 and RS13A, and RS14 and RS14A?
Response:
These rate schedules are no longer valid. Rate Schedules RS13 and RS14
were the schedules filed in 1980 under FERC Docket No. ER80-344. Rate
Schedules RS13 and RS14 were applicable to electric membership
cooperatives, and to all municipal and private distribution utilities,
respectively. Rate Schedules RS13A (applicable to EMC's), RS1'4A
(applicable to full requirements municipal and private distribution
utilities), and RS14B (applicable to partial requirements resale
customers) were the schedules which resulted from the settlement between
the parties involved in Docket ER80-344. The table below is a comparison
of the rate schedules as -hey were filed and subsequently settled.
Rate Com arisons

As Initiall Filed A roved For Settlement.
RS-13 RS-14 RS-13A RS-14A RS-14B
P.O.D. Charge $ 342.00 $ 977.00 $ 398.514 $ 487.705 $ 1,198.760
Demand Charge 6.809 7.527 6.678 7.200 7.050
Energy Charge
kVar Charge
0. 016
12'2C
0. 0156 0.014752
12c
12'01540
0.01539
12'ate
Schedules RS13 and RS14 reflected the rates requested under FERC
Docket No. ER80-344. Rate Schedules RS13A, RS14A, and RS14B were in
effect from August 18, 1980 to January 12, 1982. These schedules were
superceded by the schedules which were based on the settlement between
the parties in 1981 under FERC Docket No. ER81-538. In response to
question 1.f.(2) of Regulatory Guide 9.3, CP&L provided the old rate
schedules in its previous filing in order to reflect the transfer from
one rate schedule to another since issuance of the Harris Construction
Permit in 1978.
NRC Data Request
Item 5
Page 1 of 1
Was Electric
Domestic Company a full requirements customer of CP&L prior
to its acquisition by CP&L?
Response:
No. Domestic Electric was'erved by the City of Rocky Mount

Company
prior to its being acquired by CP&L. At that time, the City of Rocky
Mount was a full requirements customer of CP&L. (See response to
Question 7)
NRC Data Request
Item 6
Page 1 of 1
r
Was the electric distribution system owned by Pinehurst, Inc., a full

requirements customer of CPSL prior to their acquisition by CP&L?
Response:
Yes. It was previously served at a transmission voltage of 115 kV.

NRC Data Request
Item 7
Page 1 of 1
Ques'tion 7: (Ref. Page 12)
Concerning the purchase of Domestic Electric Company by CP&L, was there a

referendum or a vote held by the customers of Domestic in relation to the
sale of Domestic to CP&L7 If
so, were any objections voiced? 'lso,
please respond to the above questions with regards to the purchase of the
distribution system previously owned by Pinehurst, Inc.
Response:
Domestic Electric Company was a privately owned utility and

therefore was
not subject to the voting of customers. However, CP&L gave Notice of
Intent of the purchase by media advertisements once a week for three
successive weeks. In addition, letters were sent'o all active accounts
served by Domestic or the City of Rocky Mount that would be affected by
the purchase in the event it
was approved by the NCUC. Also, the
information was placed on file in area offices. No complaints were
received and, therefore, no hearing was held.
The distribution Inc. was also privately owned

system owned by Pinehurst,
and therefore was not subject to the voting of customers. However, the
Company published a Notice of Intent in local newspapers once a week for
three successive weeks'. No protests or petitions to intervene were
received and therefore, no hearing was held. The Village of Pinehurst
granted a franchise to CP&L by passing an ordinance on September 21,
1981.
NRC Data Request
Item 8
Page 1 of 1
Is French Broad EMC a member of the North Carolina Electric Membership

Corporation (NCEMC)'7
Response:
No. French Broad EMC is not currently a member of NCEMC.

NRC Data Request
Item 9
Page 1 of 1
Does CP&L have any agreements to purchase emergency power from any resale
customer other than the City of Fayetteville. Has any other resale
customer expressed an interest in such an agreement?
Response:
The answer to both questions is no. City of Fayetteville is the only

The
sale-for-resale customer on the CP&L system that currently has generation
capability. CP&L has an agreement with the City of Fayetteville to
purchase power from the City. We anticipate that French Broad EMC will
have some generation capability from their Capitola project by the end of
1984. However, French Broad ENC has not expressed an interest in such an
agreement.
NRC Data Request
Item 10
Page 1 of 1
Please provide a copy of the Contract between CP&L and French Broad EMC
concerning the Capitola project. Also, how is French Broad EMC connected
to the Capitola project?
Response:
Attached is of the contract between CP&L and French Broad EMC that
a copy
is on file with the FERC, under Carolina Power & Light'ompany's FERC
No. 124. This contract provides for partial requirements service to
French Broad EMC.
Under this contract, the power generated by the Capitola project (having
a design capability of 3 MW) is to be used entirely by French Broad EMC
to serve itssystem requirements. The Capitola project is located on
French Broad's system at its. Marshall point of delivery from the CP&L
system. By the terms of the contract, power from this project does not
flow onto the CP&L system.
AGREEMENT BY THE
FRENCH BROAD ELECTRIC MEMBERSHIP CORPORATION
AND
CAROLINA POWER & LIGHT COMPANY
Dated June 14, 1982

TABLE OF CONTENTS
Page
ARTICLE 1 TERM OF AGREEMENT 2
ARTICLE 2 POINTS OF DELIVERY
ARTICLE 3 PARTIAL REQUIREMENTS SERVICE

ARTICLE 4 RESERVE CAPACITY
ARTICLE 5 BACKSTAND CAPACITY AND

BACKSTAND ENERGY
ARTICLE 6 TRANSMISSION USE CHARGE

ARTICLE 7 SPECIAL SERVICE CHARGE 10
ARTICLE 8 REACTIVE POWER SUPPLY
ARTICLE 9 NO DUPLICATION OF CHARGES 12
ARTICLE 10 PROVISION OF BACKSTAND 12

SERVICES FOR ADDITIONAL
RESOURCES
ARTICLE 1 1 NOTIFICATION 13
ARTICLE 12 ACCESS TO BOOKS AND RECORDS 14
ARTICLE 13 REVISION OF AGREEMENT 15
ARTICLE 14 APPROVAL
ARTICLE 15 SUCCESSORS AND ASSIGNS
ARTICLE 16 APPLICATION OF ELECTRIC TARIFF 19
ARTICLE 17 SUMMARY OF MONTHLY SILL'INGS 20

AGREEMENT BETWEEN FRENCH BROAD ELFCTRIC
T
MEMBERSHIP CORPORATION AND
CAROLINA POWER 5 LIGHT COMPANY
This Agreement, made of June, 1982 is

this 14 day
between French Broad Electric Membership Corporation ("FBEMC")
an electric membership corporation organized and existing under
the laws of the State of North Carolina with its principal
of fice in Marshall, North Carolina, and Carolina Power
\
& Light Company ("CP8L"), a corporation organized and existing

under Chapter 55 of the General Statutes of North Carolina,
known as the Business Corporation Act, with offices in
Raleigh, North Carolina.
WHEREAS, FBEMC presently receives wholesale electric
service from CP8L under its Resale Service Schedule RS-15A

which is part of its FPC Electric Tariff, First Revise'd Uolume
No. 1; and
WHEREAS, FBEMC desires to continue receiving wervice
under Resale Service Schedule RS-15A, or such superseding
service schedule which is applicable to full requirements
electric membership corporations purchasing power and energy
f or use and resale; and
intends to install and operate at its
WHEREAS, FBEMC
Capitola Dam Site in Marshall, North Carolina a low-head

hydroelectric generating facility with two turbine-generators
%%%
with a. design capability of 1.5 MW each (the "Capitola Units" ),

and
desires to purchase reserve capacity
WHEREAS, FBEMC
and backstand energy services from CPSL related to the Capitola

Units ~
in consideration of the foregoing

NOW, THEREFORE,
premises and of the mutual benefits to be obtained from the

.covenants herein set forth, the'parties do hereby agree as
follows:
ARTICLE 1
TERM OF AGREEMENT
of this Agreement shall commence on the date

The term
of commercial operation of the first Capitola Unit to achieve
commercial operation and shall continue in effect for a period
of 35 years, and thereafter shall be automatically extended for
succeeding periods of 10 years except that this Agreement may
be terminated by either party at the end of the initial period
or any renewal period upon 3 years'rior written notice to the
other party prior to any such termination date; provided,
however that this Agreement shall terminate without further
action by either party in the event that FBEMC should retire
from service both of the Capitola Units. This Article shall be
construed in every particular as subject to Article 13 of this
Agreement.
ARTICLE 2
POINTS OF DELIVERY
2.1 Marshall Point of Deliver

The services to be provided under t'his Agreement
shall be available at only the Marshall Point of Delivery
unless a different point of delivery is established pursuant to
Section 2.2 at which backstand service for the Capitola Units
would be provided. Power and energy from the Capitola Units
shall be used by FBEHC entirely on the load side of the
Marshall Point of Delivery, and such power and energy shall not
be transmitted over the CPSL tranmission system. FBEMC shall
take whatever actions may b.e reasonably necessary, including .
I
the installation of facilities at the Harsh*11 Point of
Delivery, in order to effectuate the use of all power and
energy from the Capitola Units on the load side of the point of
delivery and to prevent the transmission of such power and
energy over the CPEL transmission system or the flow of power
and energy into the CPSL system.
2.2 Different Point of Delivery
The parties recognize that it may be necessary or
prudent for FBEMC to receive the output of the Capitola Units
into the FBEMC system at a point of delivery other than the
Marshall Point of Delivery and that, in such event, it would be
necessary for FBEMC to receive the backstand services provided
for in this Agreement at such other point of delivery. In the
event that FBEMC elects to deliver the output of the Capitola
Units into the FBEHC system at a point of delivery other than
the Marshall Point of Delivery, all of the provisions of this
~ ~
~ ~
~ LE
Agreement shall apply to point of delivery to the

such other
same extent as they apply to the Marshall Point of Delivery in
the absence of such election. FBEMC shall provide CPhL with

reasonable notice prior to effectuating the delivery of the
output of the Capitola Units and associated backstand
r services
at any point of delivery other than the Marshall Point of
Delivery.
ARTICLE 3
PARTIAL REQUIREMENTS SERVICE

3.1 Provision of Partial Requirements Service
To meet FBEMC's requirements for power and energy at
the Marshall Point of Delivery over and above the power and
energy generated by the.Capitola Units,shall sell and
CPhL
FBEMC shall purchase partial requirements service. Except as

L
otherwise provided in this Article 3, CP&L shall furnish
partial requirements service conditions which are
on terms and
the same as the terms and conditions applicable to fg11
requirements service to be provided pursuant to CPhL's Resale
Service Schedule RS-l.5A (or any superseding service schedule
applicable to full requirements electric membership
corporations purchasing power and energy for use and resale).
3.2 Determination of Partial Re uirements Billin Demand
(A) FBEMC's maximum partial requirements demand

shall, in each month, serve as the billing demand under CPGL's
Resale Service Schedule RS-15A (or any superseding service
schedule applicable to full requirements electric membership
corporations purchasing power and energy for use and resale)
~
~
N
~ ~
for the rendition of partial requizements service at the

Marshall Point of Delivery. When both Capitola Units are
available for service, FBEMC's partial requirements demand
shall be the metered demand at the Marshall Point of Delivery.
When the Capitola Units (or either of them) are unavailable for
C
service, FBEMC's partial requirements demand shall be the

metered demand at the Marshall Point of Delivery less the
potential output (in kW)of the Capitola Units (or either of
them) which are unavailable for service at such time, such
potential output to be the generating capacity that would have
been available to FBEMC from the Capitola Units (or either of
them) based upon the average hourly stream flow of the French
Board River at the Capitola Dam determined for the day that the
Capitola Units (or either of them) were unavailable.
(B) In this Agreement, the reference to
unavailability for services of the Capitola Units (or either of
them) shall not extend- to (i) the lack of sufficient stream
flow to operate such Units (or either of them); (ii) a
voluntary refusal by FBEMC to operate the Capitola Units (or
ei.ther of them), other than for the performance of nozmal
maintenance or repairs, in any hour in which the Capitola Units
(or either of them) might have been operated by FBEMC; or (iii)
the retirement from service of the Capitola Units (or either of
them).
'
(C) The parties recognize that CP5L's resale service

schedule applicable to full requirements electric membership
corporations purchasing power and energy for use and resale may
be changed to provide foz the determination of charges thzough
measurement of billing basis other than as
demands on a
presently provided in such service schedule. In the event of

any such change, appropriate modifications shall be made to
reflect the modified method of determination of charges.
ARTICLE 4
RESERVE CAPACITY
4.1 Purchase of Reserve Canacit

(A) CP5L shall sell, shall purchase;
and FBEMC
reserve capacity to backstand the unavailability for service af
the Capitola Units (or either of them) in an amount determined
in accordance with this Section 4.1 In each month of each
calendar year, FBEMC shall purchase reserve capacity in an
amount determined by multiplying the rated capability of the
Capitola Units that are in commercial operation by a percentage
which is equal to the percentage reserve carried on the CP5L
Combined System (as defined below) in the immediately preceding
calendar year. The reserve capacity shall be adjusted for
losses to the CPKL generation resources. The rated capability
of each of the Capitola Units shall be the metered net output
of each such Unit when both Units are operating simultaneously
at full load under the condition of a full pond (pond elevation
at top of flash boards). The following formula, using actual
resources and actual peak values from the preceding calendar
year, shall be used in computing the percentage reserve on the
CPhL Combined System:
Total Capability of the CP&L Combined System
minus CP&L Combined System Annual Peak
CP&L Combined System Annual Peak

For'the'purposes of this Section 4.1, the above terms
shall have the foll.oving meanings.
"CP&L Combined System" shall mean, collectively, the
systems of CP&L, FBEMC and North Carolina Eastern Municipal
Pover Agency.
"Total Capabili.ty of the Combined System" shall mean
the sum of:(i) the total net plant capability of all
generating facili.ties owned by and available to CP&L at the
seamount
time of the CP&L Combined System Annual. Peak on the same basis
as reported in FPC 'Form 12, Schedule 1, Column 10, and the net
of any firm purchase and fi.rm sales (i..e., which vould
consti.tute "firm po~er" as that term is defined in FPC Form 12,
Schedul.e 16) being made by CP&L at the ti:me of the CP&L
Combined System Annual Peak, but not incl.uding the SEPA
capacity allocation for wheeling by CP&L to SEPA's preference
customers; (i.i.) the total net plant capability (calculated on
the same basis as the values reported in FPC Form 12, Schedule
1, Column 10) of all generating facili.ties which are owned by
and available to North Car'olina Eastern Municipal Power Agency
at the time of the CP&L Combi.ned System Annual Peak, and the
net amount of any firm purchase and firm sales (i. e., which
would constitute "firm powero as that terra is defined in ppC
Form 12, Schedule 16) being made by North Carolina Eastern
Municipal Pover Agency at the time of the CP&L Combined System
An'nual Peak; and (iii) the capabi.lity of the Capitola Units,
calculated on the same basi.s as would be reported in FPC
Form 12, Schedule 1, Column 10, were FBEMC required to file
such a report, determined as of the time of the CP&L Combined
System Annual Peak.
"CP&L Combined System Annual Peak" shall mean the
highest 60-minute net integrated peak demand recorded for the
CP&L Combined System during any month in the cal.endar year
(calculated on the same basis as the values reported in FPC
Form 12, Schedule 13, Section E, line 23), less the SEPA
capacity allocation for wheeling by CP&L to SEPA's preference
customers included in the net i.ntegrated peak demand of the
CP&L Combined System.
Xn the event that CP&L should sell any ownership
interest in its generating facilities, other than that to be
sold to NCEMPA under the Agreement between CP&L and NCEMPA
dated July 30, 1981, to a joint owner and if
the load served by
the joint owner is included as a part of the CP&L Combined
System Annual Peak, t hen the terms contained in the above
formula shall be revised, if
and to the extent appropriate, to
reflect the availabili.ty of such ownership interest to meet
loads i,n the determination of the percentage reserve on the
CP&L Combined System.
(B) FBEMC shall pay a monthly reserve capacity
charge calculated in accordance with Exhibit A.
4.2 Use of Reserve Ca acit
At all times that reserve capacity, or any of it, is
not actually being used to offset the'.oss of availability
r
of
the Capitola Units, or either one of them, such reserve
capacity shall. be available to CP&L for any use thereof
. determined by CPhL.
ARTICLE 5
BACKSTAND CAPACITY 'AND BACKSTAND ENERGY
5.1 Provision of Backstand Ca acit and Backstand Ener v

In each hour of the month in which the Capitola Units
(or either one of them) are unavailable for use, FBEMC shall be
entitled to receive from CP5L sufficient energy to satisfy
FBEMC's .requirements at the Marshall Point of Delivery. Such
energy shall be classified on an after-the-fact basis, as

follows: The first energy to be classified shall be that
energy associated with reserve capacity, as set forth in
Section 5.2. The next energy to be cl.assified shal.l be that
energy associated with partial requirements capacity, as set
forth in Section 5.3. Any remaining requirement for energy to
meet FBEMC's total energy requirement in that hour shall be
classified as deficiency energy, as set forth in Section 5.4.
5.2 Ener Associated with Reserve Capacity
In each hour in the month in which the Capitola Units
(or either one of them) are unavailable for use, FBEMC shall'be
entitled to receive from CPAL energy associated with reserve
capacity required at the point of delivery. The rate for
energy associated with reserve capacity shall be the same as
the rate for pa'rtial requirements energy furnished under

Article 3.
5 .'3 Ener 'Associated with Partial Re uirements Caoacf tv
After FBEMC has received with
the energy associated
reserve capacity required at the point of delivery, FBEMC shall
next be credited with energy up to the level of FBEMC's maximum
partial requirements demand for, that month. The rate for such
energy shall be the same as the rate for energy furnished under
Article 3 hereof .
5.4 Deficiencv Ener

After FBEMC has received the energy associated with
reserve capacity required at the. point of delivery and energy
associated with partial requi.rements capacity, FBEMC may, if
needed, receive deficiency energy, which shall be energy in
excess of energy associated with reserve capacity required at
the point of delivery and energy associated with partial
requirements capacity (as determined for that month) up to the
level of FBEMC's actual energy requirement. The deficiency
energy shall be adjusted for losses to the CP5L generation
resources. FBEMC shall pay CP5L for each kilowatt hour of
deficiency energy at a rate per kilowatt hour calculated in

accordance with Exhibit B hereto.
ARTICLE 6
TRANSMISSION USE CHARGE
In connection with CPhL's commitment to provide

backstand capacity and energy services associated with the
10
Capitola Units (or either of them), FBEMC shall pay CP5L a

monthly transmission use charge. The amount of such monthly
transmission use charge shall be determined by multiplying the

rate for transmission use included in CPKL's Resale Service
Schedule RS-15A (or any superseding service schedule applicable
to full requirements electric membership corporations
purchasing power and energy for use and resale) by the
difference between FBEHC's maximum 15 minute load served at the
Marshall Point of Delivery during the month by the Capitola
Units and CP&L and the maximum 15 minute partial requirements
demand established at the Marshall Point, of Delivery during the
month. Exhibit C hereto sets forth the methodology for

determination of the transmission use charge; provided,
however, that the values to be employed in the determination of
such charge shall be modified
C
if
necessary to be consistent
with the results of any proceeding or settlement involving
CP5L's resale service schedule applicable to full requirements
electric membership corporations purchasing power and energy
for use and resale.
ARTICLE 7
SPECIAL SERVICE CHARGE

FBEMC shall pay CPAL a one-time charge of $ 30,000 on
or before the date that FBEHC first receives partial
requirements service under this Agreement for the design of the
accounting system required by this Agreement. Thereafter,
FBEMC shall pay CPEL in each month a special service charge of
~ ~
$ 1000, plus escalation as hereinafter set forth, for

dispatching, after-the-fact accounting to be performed by CPKL
in connection with rendition of the services described in this
Agreement, and a fee. This charge shall be in addition to any
other charges applicable under this Agreement. Said $ 1000, the
base charge, shall be increased effective March 1 of each year
by the same percentage that the Consumers Price Index for Urban
Wage Earners and Clerical Workers (CPI-W), all items
(1967~100), as published by the Department of Labor, Bureau of
Labor Statistics, increases from the base month to'he
preceding January 1. The base month shall be November 1981.
If said CPI-W, as the same is now computed and published,
should be discontinued, or enlarged upon, or changed,
I
the
escalation shall calculated on. the .equivalent of the CPI-W,
be
0
and for the purpose of determining and calculating the

equivalent of the present CA-W, use shall be made of the
successor index or indices and the formulas announced or
published by the Department of Labor and its successors, as
being proper for conversion of any successor index to the
equivalent of the present CPI-W.
ARTICLE 8
REACTIVE POWER SUPPLY

shall install and operate switched capacitors
FBEMC
sufficient to maintain, as closely as practical, zero reactive

power flow between CPSL and FBEMC at the Marshall Point of
~ ~ 12
1 ~
~ ~
"~
Delivery. The Power Factor Adjustment provision. set forth in

Resale Service Schedule RS-15A, or any superseding schedule,
shall be applicable to reactive power flow at the
Marshall Point of Delivery.
ARTICLE 9
NO DUPLICATION OF CHARGES
It
is the in'tent of the parties that in the
computation of the monthly billing to FBEMC there shall be no
duplication of charges under this Agreement and the Exhibf.ts
hereto.
ARTICLE 10
PROVISION OF BACKSTA'ND SERVICES
FOR ADDITIONAL RESOURCES
parties acknowledge that FBEMC may wish to

The
acquire generating facilities in addition to the Capitola
Units. CPhL will provide-reserve capacity and backstand energy
services for such additional generating facilities on
principles to be negotiated by the parties prior to the
commencement of commercial operation o'f such additional
generating facilities; provided, however, that the principles
of this Agreement shall apply to the provision of reserve
capacity and backstand energy services for new small
run-of-river hydroelectric generating facilities unless:
(i) the operating characteristics of the new generating
facilities are suc'h that application of the pr'nciples of this
Agreement would be unreasonable; (ii)
application of the terms
and conditions of this Agreement would have a material adverse
effect on CPSL or FBEMC, or (iii) the resale service schedule
applicable to full requirements service to electric membership
corporations purchasing power and energy from CPAL for use and
resale is not available to FBEMC.
ARTICLE i1
NOTIFICATION.
Capitola Units are unavailable for
Qlhenever the
service, FBEMC shall notify CP5L of such outage as soon as
practicable. At the end of the month in which the outage
occurred, FBEMC shall confirm in writing, by letter to a person
designated by CP5L, (i) the occurrence and duration of the
outage and the hours during which the Capitola Units (or either
of them) were unavailable for service, (ii) the stream flow in
day-second-feet (DSF) of the French Broad River at the Capitola
Dam for the days during which an outage occurred and (iii) the
actual net hourly output of the Capitola Units.

14
ARTICLE 12
ACCESS TO BOOKS AND RECORDS
(A) During normal business hours and subject to

conditions consistent with the conduct by CP&L of its regular
business affairs and responsibilities, CP&L shall provide
FBEHC, or its
authorized representatives, with access in a
timely manner to those of CP&L's books, records and other
documents and, upon request, copies thereof, which set forth:
(a) matters, including costs and methods of cost allocation,
applicable to the transactions described in this Agreement to
the extent appropriate to enable FBEMC to verify the costs foz
which it
is'illed pursuant. to the provisions of this Agreement
to the extent that such costs are not derived from Resale
Service Schedule RS-15A (or such superseding service schedule
which is applicable to full requirements electric membership
corporations purchasing po~er and energy from CP&L for use and
resale) and (b) other matters relating to the transactions and
duties of CP&L described in this Agreement. Such right of
access shall not include internal audit reports or documents
prepared by CP&L's internal audit staff, or any books, records
and other documents sub j ect to a valid claim of privilege by
CP&L. FBEMC shall maintain the confidentiality of any
nonpublic information obtained through such access and shall

not disclose any such information except as required by law.
FBEMC shall bear the cost of any copying, review or audit of
such books and, records.

(B) During normal business hours and subject to
conditions consistent with the conduct by FBEMC of its regular
~
~ ~
15
business af fairs and responsibilities, FBEMC shall provide

CPhL, or its authorized representatives,with access in a
timely manner to those of FBEMC's books, records and other
documents and, upon request, copies thereof, which set forth
matters relating to the transactions and duties of FBEMC
described in this Agreement. Such right of access shall not
include internal audit reports or documents prepared by FBEMC's
internal audit staff, or any books, records and other documents
subject to a valid claim of privilege by FBEMC. CP5L shall
maintain the confidentiality of any nonpublic information
obtained through such access shall not disclose any such
and
information except as required by law. CPGL shall bear the
cost of any copying, review or audit of such books and records.
ARTICLE 13
REVISION OF AGREEMENT
13.1 Generall
This Agreement shall continue in full force and
effect and shall not be modified except as set forth in this
Article 13. modification of this Agreement will be of
Any
prospective effect only, unless both parties agree to
retroactive application.
13.2 Revisions to Accommodate SEPA Allocation
The parties acknowledge that if FBEMC receives an
allocation of po~er from SEPA, it may be necessary or
appropriate to modify the terms and conditions of this
Agreement. In such event, the parties will commence
16
negotiations for such modifications of this Agreement as may be
necessary or appropriate to accommodate the SEPA allocation.

13.3 . Revisions to Accommodate PURPA
The parties acknowledge that Section 210 of the

Public Utilities Regulatory Policies Act of 1978 (PURPA) may
make it necessary or appropriate to modify the terms and
conditions of this Agreement. In such event, the parties wi~1
commence negotiations for. such modifications of this Agreement
as may be necessary or appropriate to accommodate PURPA..
13.4 Further Agreement Occasioned by Termination of
Resale Service Schedules f or Electric Membership
Cor orations
In the event that. CPhL seeks permission from the
Federal Energy Regulatory Commission (FERC) to terminate its
effective resale service schedule applicable to pux'chases of
power and energy by full requirements electric membership
corporations for use and resale, and in the event that FERC
grants such pexmission, or in the event that CPKL's Resale
Service Schedule RS-15A (or any superseding service schedule
applicable to full requirements electric membership
corporations purchasing power and energy for use and resale)
becomes no longer applicable to FBEMC at points of delivery
other than the Marshall Point of Delivex'y, then CPSL and FBEMC
shall negotiate an agreement relating to the rates, terms and
conditions for partial requirements service at the Marshall
Point of Delivery that recognizes the operating characteristics
of the FBEMC's system which shall become effective on the date
of termination of such resale service schedule.
0
17
13. S Other Revisions

CP5L and FBENC agree that this Agreement and the
rates and other matters set forth herein and in the exhibits
hereto shall not be changed unless (a) CPhL and FBEHC agree to
such change, (b) the FERC in a rulemaking proceeding requires
or otherwise makes such a change necessary, or (c) CP5L or
FBEi~fC receives approval f or such a change f rom the FERC
following a hearing under Section 206 of the Federal Power Act.

This paragraph shall not affect the operation of the formula
rates set forth in this Agreement and in the exhibits hereto
and shall not affect CPKL's right with respect to matters
contained in its Resale Service Schedules and its FPC Electric
Tariff to unilaterally make application to the FERC for changes
in the rates conditions of service under Section
and terms and
205 of the Federal Power Act and pursuant to the rules and
regulations promulgated thereunder.
ARTICLE 14
APPROVAL
This Agreement, and any amendments hereto, is subject

to the approval of FBEMC's Board of Directors and the
Administrator of the Rural Electrification Administration
(REA), and shall be of no force or effect unless such approval
is granted. Such approval shall be evidenced by the furnishing
to CP5L by FBE~ifC of a copy of the notif ication received by
FBEffC that this Agreement has been approved, or that any
amendment hereto has been approved, by, the Administrator of
18
REA. Furthermore, this Agreement must without

be approved
modification after hearing, or accepted for filing without

suspension and hearing, by FERC. If FERC conditions its
initial acceptance or approval of this Agreement in a final
order which requires modifications hereto which either party is
unwilling to accept, the parties shall undertake, during the
ninety (90) days immediately following the issuance of such
order,. to renegotiate this Agreement to achieve such
modifications as are necessary to restore the overall ecohomic
benefits to each party to the levels provided for in this
Agreement as originally executed. If such renegotiation does
not produce a modified Agreement during the aforesaid ninety
(90) day period, each party shall have the absolute right to
withdraw from this Agreement.
ARTICLE 15
SUCCESSORS AND ASSIGNS
This Agreement shall apply to and be binding upon the

successors and assigns of the parties hereto as fully as the if
words "successors and assigns" were written herein wherever
reference to FBEHC or CPAL occurs in this Agreement. This
Agreement shall not be assigned by either party without the
written consent of the other, except that it may be assigned
without the consent of CP5L by FBEHC to the United States,
represented by the Administrator of the REA or any successor
19
agency as additional security under any mortgage securing any

REA loan or to any purchaser of the FBEMC system or any part
thereof under foreclosure of said mortgage in the event of
default by FBENC thereunder.
ARTICLE 16
APPLICATION OF ELECTRIC TARIFF
First Revised FPC Electric Tariff Volume No. 1'of
CPSL, as the revised from time to time is
same. may be
applicable to service provided under this Agreement.

Therefore, in this Agreement whenever reference is made to
Resale Service Schedule RS-15A, or any superseding service
schedule, such reference includes the. applicable service
schedule, rider (or riders), and general terms and conditions.
0
~ hr
20
'I ~ .~ ~
V
ARTICLE 17
SUMMARY OF MONTHLY BILLINGS
CPhL's monthly billing under this Agreement shall be
in accordance with Exhibit D.
Signed and sealed as of the day and year first above

written.
Carolina Power 5 Light
Company
Witness:
Senior Vice President
French Broad Electric

Membership Corporation
Witness: By:
John Cor'bett
President
E:CHIBIT A
FBEi4lC
Detail Exhibits for CPSL's S stem Annual Production Demand

Related Cost:
TITLE PAGE
Calculat'on of Monthly Charges for Generating

Reserves FBENC-Pl
Annual Production Demand Related Cost FBE."1C-P 2
Return on Production Related Investment FBEa4C-P3
Production Related Electric Plant In Service FBENC-P4
Production Related Other Investment FBEiCC-P5
Production Related Working Capital FBE'41C-P6
Production Related Administrative &
General Expense Allocation FBEMC-P7
Composite Cost of Capital FBEiMC-PS
Long-.Term Debt FBENC-P9
Long-Tern Debt - Capital Structure FBENC-P10
Preferred and Preference Stock FBEA1C-PZ1
Common Ecuity FBENC-P12
Annual Demand Related Production Oall Expense FBEMC-Pj3
Production Related Depreciation and
Amortization Expense FBENC-PZ4
Production Related Taxes Other Than Income
and Revenue Related Taxes FBEA.1C-P3.5
CP&L System Annual Production Cost Income

Tax Calculation
I
FBENC-? Z6
Part 'l — General Information FBE:1C-Pl 7 thru P I <
Part 2 — Annual Production Demand Related Costs FBEi41C-P20 ~~lru -P2.

V
Par"t 3 — Computation of Monthly Rates and

Charges for Reserve Capacity FBEl1C-P24 th '- a2c
FBEMC-P1
CALCULATION OF MONTHLY
CHARGE FOR GENERATING RESERVES
Line
Wo. Ztom Amount
Production Demand Related Cost

(Line 9, FBEMC-P2)
kw Resources (Form 12,
Schedule 1, Column 10) k'<
Rate to be Charged for Generating

Reserves (Divide Line 1 by Line 2) /kN
Rated Capability or FBEMC Generation
in Commercial Service per FBEMC. - CP&L
Agreement
Reserve Percentage as Calculated
per Article 4.1 of the FBEMC - CP&L
Agreement
Amount of Reserve Required at POD (kÃ)
(Multiply Line 5 by Line 4)
Amount of Reserve Recuired .at
Production Level (Note A)
Annual Cost of Reserves
(Multiply Line 7 by Line 3)
Monthly Reserve Charge
(Divide Line 8 by 12)
loss f towhee the loss fac torrePre-

1
Note A: Line 6x1
sents CP&L's t ansmission system losses to the produc-
tion level.
~ (
a f ~
FBEMC-P2
CP&L SYSTEM
ANNUAL PRODUCTZON DEMAND RELATED COST
12 MONTHS ENDTNG DECEMBER 31,
Line PRODUCTZON
No. Ztem Reference Amount
Return on Znvestment FBEMC-P3, Line 10

2 Operation Maintenance Expense FBEMC-P13B, Line 53
&
'ol. (2)
3 Amortization of Extraordinary
Property Losses Note C
4 Depreciation Expense FBEMC-P14, Line 6
5 Taxes Other Than Zncome Taxes FBEMC-P15, Line 6

Col. (2)
6 Zncome Tax FBEMC-P16, Line 13
7 Gross Receipts Tax Note 8
.8 Non-Associated Utility Sales
for Resale Note A
9 Annual Production Demand Sum of Lines 1 thru

Related Cost 7 minus Line 8
Note A: Capacity related revenues associated with firm sales to

non-associated utilities (excluding revenues for sales of
capacity to FBEMC pursuant to this agreement or to.any
joint owne ) as reported in Account 447 (excluding revenue
related taxes).
Note B: Sum of lines 1 through 6 multiplied by T
g
where T 1
g 1-GRT
1 GRT t
rate 1
Note C: The treatment of extraordinary property losses shall be

consistent with the most recent NCUC decision or general
ratemaking.
~ V
FBEMC-P3
RETURN ON PRODUCTION RELATED INVESTMENT
32 NDNTEB EVDE IG DEC.NBER 31,
Line PRODUCTION
Vo. Item Re erence AND NN
ELEC RIC PLAEVZ ZN SERVICE:
Gross "Plant Zn Service - ~ ~ —--

-—- FBEMC-P4, L. 4i Col. (2)
Less: Accumulated Depreciation FBEMC-P4, LE 8E Col. (2)
Less: Accumulated Def erred

Income Tax FBEMC P4, L ~ 13, Col ~ ( 2)
Net Plant In Service Line 1-2-3
OTHER INVESTMENTS:
Elect 'c Plant Held for

Future Use FBEMC-PS, L. 3, Col. (2)
Extraordinary Property Losses FBEMC P5 E L~ 4 E Co 1 ~ ( 2)
7 'tEORKING CAPITAL FBEMC-P6E L ~ 11, Col ~ (2)
8 TOTAL INVESTMENT Lines 4 th u 7
COMPOSZ E COST OF CAPZTAL +FBEMC P8p L 4E Col (4)
10 RE URN ON INVESTMENT Line 8 x Line 9

PBEHC-P4
PROOUC ZON RELATED
ELECTRIC PLANT IN SERVZCE
12 HONTHS ENDING OEC VBER 3Lg
SYS PROOaC™ION
Line (1) (2)
Va, Item Reference Amount Reference Amount
,Cross Plant Zn Service (Note A):

1 Plane, Zn Service (Note C) Moto P Noto F
2 Pollution Cancel CAP Note F Nato F
3 Ceneral Plant and

Inrangible P lant Note F Nato H
4 Total Lines 1+2+3 Lines li2+3 ~
5 Percenc, Allocated to Production t.4, Col. (2)

Oemand Plane. L.4, Cal. (1)
Accumulated Oeoreciation (Note A):
6 Plant Zn Service (Note C)' Nato F
Allocated General Plant Hate B
$ Total Line 6i7 Line 6~7
Accumulated Oefer ed Income Tax (Nate E):

9 ~
+lant In Service (Note G) Note C
10 Pollution Control CHIP Note C
ll Allocated Ceneral Plant, Note 0

12 Other Note F
13 Total Lines 9il0illi12 6 Lines 9 i10+11+12 5
Hors As Thirteen months average balance af items listed w PERC-1.

Note Bc Allacat'on ~ (Mace H. PBEHC P4) x (13 mas. average General Plant Accumulated Oepreci,ation from FERC-1.
p. 408,. Linc 25, Col. (c) J.
Mote C: The accumulated deferred income tax related to gross produc 'on plant in service is provided by a
functional analysis oi Company Backs.
Note Os he accumulated defer ed income tax elaced to gross general plant in service (Note C, above) allo
cated to produccion based on general plant allocarian percentage fram PBEHC P4t Note H.
Hate E: The creacment of accumulated deferred income taxes shall conform to the mechodolagy used pursuant to
page FBEHC-P21.
Note F: Analysis of Company Books.
Note Cc Plant Balance excluding General plant and Zntangible plane ad)usted to reflect for the effect of CHZF
in the Rare Base.
Note H: Allocation factor based upon ratio of production demand ~ages and salaries in elec ric aoerac'cn and
maintenance expenses ta tocal ~ages and salaries in elec r'c operation and maincananco expenses
excluding administ"ative and general sages and salaries included therein.
FBEMC-PS
PRODUCTIOH DEMAND RELATED

OTllER INVESTMENT
12 MOHTllS ENDING DECEMBER 31,
SySTEM PRODUCTION
Line (2)
No. Item Reference Amount Reference Amount
Electric plant iloid For rotcro Co~olloto~a
Gross Investment (Acct. 105) Note B Note B
Accumulated Depreciation Note C Note B
Total Line 1-2 Line 1-2
Extraordinary Property Losses PERC-ld p. 110d

{Acct. 182) Lind 35, Col. (d)
and Note D $ Note D
Note A: Thirteen months average balance of items listed in FERC-1.

Note Bc Gross Investment includes: (1) any land which has a designated date of transfer'o CHIP (Account 107) of 10
years or earl icrl (2) any new facilities which havo never been included in plant in service (Account 101)
and which havo a designated date of transfer to CHIP (Account 107) of 5 years or earlier. Any facilities
transferred from plant in service (Account 101) to Account 105 shall be included in accordance with then
current HCUC treatment of such facilities.
Note C: Analysis of Company Books.
Note D: The treatment of Extraordinary Property Losses, FERC Account 182; shall he consistent with the most recent
NCUC decision or general rulemaking. In addition, unamortized balances associated with the Brunswick Cool ing
Towers and the South River project shall not be included in this Account for the purposes of this Agreement.
FBEMC-P6
PRODUCTZON DEMAND RELATED

ÃORKZNG CAPZTAL
22 NON NE ENOENG OECENEER 31,
SYSTEM PRODUC ZON

r ine (1) (2)
Vo. Ztem Reference Amount Reference Amount
Mater'als a Suaolies (VE ote A)

Non-Fue 1
Product'on Note. B 100%
2 Transmission Note B
3 Distribution Note B 0%
4 General Note B Not& B
5 Total (Lines 1 thru 4) FERC-1, p. 207 $
6 Prenavments (Note D) FERC-1, p. 110 $ Note C
CASH RE UZREMENTS
Production Demand OaM Expense FBEMC-P13B,

Line 51, Col. (2) $
8 Allocated A&G Expense FBEMC P7

Line 17, Col. (2) $ ~
9 Adjusted OaM for Cash Recpxirements Line7~8 $
10 OaM Cash Requirements E125 x Line 9
11 Total Production Related Working Capital Lines SN 6+10
Note A: Thir een months average balance of items listed on FERC-l., p. 207.
Note B: Analysis of Company Books.
Note Cs Allocation percent from FBEMC-P4, Line 5, Col. (2).
Note D: Prepavments other than uel related.
~ ~ ~»
FBENC P7
PROOQC ZON OENANO RELATED

ADiVZNZSTRAT VE ANO GENERAI EXPENSE ALLOCATION
12 NONTwM ENDINC OECENBER 31 ~
Svstom Produc 'on Related

Line (L> Al acat on (2)
Va Item Desex'at'on Account Reference An:aunt .a a» Amount
Related ta Races a Salariesl
AAC Salaries 920 FERC 1,
p» 419
Qf ice Supalios '6 Fxpenses 921 FERC 1,
p. 419
Admini'strat've Expenses 922 FERC I,
Transferred Crodi- p» 419
Outside Services 923 ~ FERC I>
p 419
Znjuriba 6 Damages 925 Nato A
(Excl. Nuc. Liab. Zns.)
Employee Pensions 6 926 FERC-L,
Benefits p 419
Franchise Requirements 927 FERC 1,
p. 419
Oupl'Lcaco Charges 929 FERC L,
p» 419
General Advertising 930.1 FERC-1,
p» 419
4 12
Bise. Ceneral Expense
Rents
Naintenance of General Plane

930 F 2
931
932
FERC-L,
p. 419
FERC 1»
p
FERE-1,
4L9
p» 420
L3 . Tatal-NaS Related Add Lines 1 thru 12 $ Nate B
Spec 1 'a II r Ass icned .

L4 Property Znsurance 924 Note C $ Nate C
15 Nuclear Liability Insurance 925 Nate D Nate C
16 Regulatory Comm. Assessmencs 928 FERC 1,
p» 419 Nate C
12 .ocal Adm. a Ceneral Expenses Add Lines I.3 and
1,4 thru L6
voce A: Injuries and Damages expenses. Account 925, fram FERC-1. p 419, less Nuclear Liability
Znsurance expenses 'ncluded therein.
Note B Allocatian factor based upon ratio ot production wages and salaries in eloc ric
operation and maincenanco expenses to tacal wages demand
and salarl.os in electric operation and
maintenance expenses oxcluding administrative and general wages and salaries included
therein»
Note Cl Analysis af Company Books.
Vote Ol Nuclear Liability Insurance Expenses included ln Account 925, '"an FERC-L,
p. 419.
FBEHC-PB
COHPOSITE COST OF CAPITAL
12. HOHTHS ENDING DECEHBER 31,
(4)
Total Com an~Ca~ita 1 ization (3) Composite Cost
Line (1) (2) Cost of Capital of Capital
Ho. Item Reference Amount Percentaoe ooxooooogQ ~Col. 2 x Col. 3g
1 Long-Term Debt Note A
2 Preferred 6 Preference
Stock Note B
3 Common Equity Note C
4 Total Without ITC Lines 1<2t3 100.00
5 Long-Term Debt Note A
6 Preferred a Preference
Stock Note B
7 Common Equity Note C
8 Job Development ITC Note D
9 Total With ITC Lines 5t6>7<8 100.00
Note As I'ine 1, Column (1) above from FBEHC-P10. I.ine 1, Column (3) above from FBENC-P9.
Note B: Line 2, Columns (1) and (3) abovo from FBEHC-Pli.
Note C: 'Line 3, Column (1) above from FBENC-P12, Line 6. Line 3, Column (3) shall be that percentage allowed in the most
recent HCUC retail rate case.
Note D: Line 8, Column (1) above from FERC-1, Page 111, Line 33. Lino 8, Column (3) shall he equal to Line 4, Column (4).
FBEHC-P9
LONC-TERN DEBT
12 HONTIIS ENDXNG DECEHBER 31,
(5)
(1) '(2) (3) (4) Annuallzed
Princ(pal Net Proceeds Interest Cost Rate interest for
Amount Prom Sale for Year to Haturltv Year
Total (FERC-1, p. 219D, Llno 24,

Col. (d) and p. 116A,
Line 40, Col. (c))
Embedded Costs ~ —-~-—

Tata1 Col. "-<
<5>
Total, Col. (2)
$
$
FOEHC-F10
LONG-TERN DEUT
CA P ITAL STRUCTU Ill
13 MOMTIIE EIIQIMG EECEMRER 31,
(1) (2) (3) (4) (5)

Principal Unamortized Unamortized Unamortized Unamortized Loss
Amount Premium Discount Debt Expense on Reacquired Debt Net Proceeds
~Mots E~ ~Col. lt2-3-4-5$
Note Ac Principal Amount from FEUC-1, p. 219D, Line 24, 'Col. (d).
Note 0: Una~nortized Premium on long-Term Debt from FBllC-1, p. 111, Line 17, Col.
(d).
Note Cs Unamortized Discount on Long-Term Debt from FEBC-1, p. 111, Line 18, Col. (d).
Note D; Unamortized Debt Expense from FEAC-1, p. 110, I.ine 34, Col. (d).
Note E: Unamortized Loss on Reacquired Debt from FEUC-1, p. 110, Line 42, Col. (d).
PBEMC-Pll
PREt"ERRED AND PREk'ERENCE STOCK
12 MQNTilB ENDING DECEMBER 31,
l1) (2) (3)

Preferred and 'of
'umber
Principal Annual
Preference Stock Reference Shares Outstanding Amount Dividend
PERC-1, p. 215,
215A
Total $ . $
E m b e dd e d os
Co. t = Total Col. 3) $
l l ~ 2) $
FBENC-P12
COt1MON EQUITY
12 MONTHS ENDING DECEMBER 31,
Line
No . Item Reference Amount
1 Common stock issued FERC-1, p. 111,

Line 1
. 2 Reta'ned earnings FERC-1~ p ~ 111,

Line 10
3 Unappropriated and undistr'buted FERC-1, p. 111,
subsidiary earnings Line 11
4 Accumulated liability for FERC-1, p. 224
customer fuel credits
h
Deferred taxes associated with FERC-1, p. 214D
accumulated liability for
customer fuel credits
6 Total Lines + 2 +
3 + 4 -1 5
FBENC-PL3A
ANNUAL DENLND RELATED
PRODUCTION 06N '(PENSE
EXCLUDING FUEL USED IN ELECTRIC GENERATION
(Col.
12 NONTHS ENDING DECENBER 3Lg
1) (Col. 2) (Col 3)
line Ref. or FERC Total Product on
~
Proauct on
No I em Account No. Ca a Demand Enercv
Steam Power:
. Operation Supervision and
Engineer'g 500 (Note A) $ 0 $ 0
Sale ot Fly Ash (Rev.) 501 1 0
Sale of Fly Ash (Zxp.) 501. 2
Fuel - Labor 6 Niscellaneous
0
Extenso 501.4
Steam Expense 502
Elect=ic Expense 505
Niscellaneous Steam Pover Expanse 506
Rents 507
Naintenance Supervision
and Zng neer'ng 510 (Note A)
10 Naintenance of Structures 511
11 Naintenance of Boiler Plant 512
12 Naintonance of Electric Plant 513
13 Naintenance ot Niscellaneous
Steam Plant SL4
14 Total Steam Power (Add Lines
1 thru L3)
Nuclear Power:
15 Operation Supervision and
Engines 'ng 517 (Note A) $ 0
16 Coolants and Mater 519
17 Steam Exnenses 520
LS Elecrric Expenses 523
19 Miscellaneous Nuclear
Power Zxoenses 524
20 Naintenanca Supervision
and Eng'nee 'ng 528 (Note A)
21 Haintanance of Structures 529
22 Nalntenance o Reac"or
Plant Ecpxlpment 530
23 Naintenance of Elec="ic Plant 531
24 Naintenance of Niscellaneous
Nuclear Plant 532
25 Total Nuclear Paver (Add Lines
15 thru 24)
Hvdraulic Power:
26 Operation Supe Piston and
Engineering 535 (Note A) $ 0
27 Mater for Pover 536
28 Hydraul'c Zxcenses 537
29 Flectric xpenses 538
30 Naintenance of Hydraulic
Power Generation Expenses
31 Nalntenance Suoervision
and Eng.reerxng 541 (Note A)
32 Haintonance ot Structures 542
33 Naintenance of Reservoir s,
Dams. and Materways 543
34 Naintenance ot Elect=ic Plant 544
35 Naintenance of Niscellaneous
Hydraul'c Plant 545
36 Total Hydraul'c Power (Add Lines
26 thru 35) $ $
FBENC-P13B
ANNUAL DER(AND RELATED
PRODUC ZON O&EV EXPENSE
EXCLUDZNQ FUEL USED ZN ELEC RZC QENERATZON
12 NONTEE "NOENG OEC 'lBER 31,
JCal. 13 (Col. 3)
Line Ref. or FERC Total Product'on Produc" on
No. Ztem Account No. Cmmmaav Demand Ener=v
Other Power:
37 Operat'on Supervision and
Eng'eer'g 546 (Note A) $ $ 0 $ 0
38. Oil Handling Comb. Turbine 547.4 0
39 Generation Expense 548
40 Miscellaneous Othe=, Power
Qenerali"ed Expenses ~ 549
41 Rents 550
42 Naintenance Supervision and
Engineer'g 551 (Note A) 0
43 Maintenance of Structu es 552
44 R(aintenance of Generating
and Electric Plant 553 . 0.
aVaintenance of EViscellaneous
Othe" Power Generating Plant 554
46 Total Other Po~er (Add Lines
37 thru 45)
Other Power Suoolv Expenses:
Purchased Power 555 (Note B) . $
System Control and Load
-Dispatching
~
556
49 Other Expenses 557 (Note C)
50 Total Other Powe Supply (Add Lines
Expenses 47 thru 49)
51 Total ?roducti.on Expense (Add Lines 14
Excluding Fuel Used in + 25 + 36 +
Electric Generation 46 B 50)
52 A6Q Expense [FBEMC-P7, Line
17, Col. (2)) $ $ 0
53 Total Product'on Demand OaN Cost (Add Lines
51 and 52)
Note A: All supervision engineering related OaR( expenses are redistributed to the appropr'ate
and
funct'onal accounts based upon the labor component rat'o of these accounts to the total
excluding supervision and enginee 'ng.
Note B: Analysis of Comoany Books. Net of Purchased and Znterchange Powe included in Account 555
excluding credi"s for sales of caoacity to FBENC pursuant to this agreement (or to any
other joint owner), i
any.
Vote C: Excludes net provisions for Deferred Fuel Cost (Account 557.1) and Liability Customer Fuel
Credits (Accounts 557.2 and 557.3) .
~ ~ ~
~
FBEtIC-P 14
PRODUCTION DE.'CAND RELATED
DEPRECIATION AND AMORTIZATION EXPENSE
12 MONTHS ENDING DECEMBER
31'ine
Deoreciation
No. Item Exoense
(Note A)
PRODUCTION PLANT
Steam
Nuclear
Hydro
Other Production
Production Related General Plant
Total Depreciation (Add Lines 1 thru 5)
Note A: Production depreciation will be the sum of the oroduction

plant depreciation expens based on an analysis of the
values reported on !age 429 of FERC-1, as ad j'usted for
Accounts 404 through 407, if
applicable, plus an allocated
portion of general plant deoreciation exoense (allocated
according to from FBE!CC-P4, Note H) reoorted on page 429
o f FERC-1.
%
FDENC-PI5
PROI)UCTIOtt DEtthtlD BELATED TAXES

OTIIElt Tllhtl INCOllE AND llEVFtlUE llEl,hTED TAXES
12 NONTlls EtlDIttG DECENUEn 31,
Production
l.ine Taxes Other Than Income Tax And 1
No. ttavenue ttalatud Taxos ttefaranca Amount Amount
Taxes Belated to Nages a Salariest

tl.C. Unemployment tlota A
S.C. Unemployment Noto A
Fcd. Soc. Sec. l. Unemployment Nota A
4 Total {hdd l,ines 1 thru 3) , tlota 8
5 Property t'ther Tax Expense ttoteh h I C tlota D
6 Total Taxes Other Than Income Taxes l.ines 4 + 5
tlute A: Taxes other than Income Taxes shall be those {reported on FEttC-1,. p. 222) as listed abovo.
Note Dt Allocation factor based upon ratio of production demand wages and salaries in electric operation
and maintenance expanses to total wages and salaries in electric operation and maintenance expanses
excluding administrative and general wages'nd salaries included therein.
tlota C: Production plant related property taxes include tlorth and South Carolina Property Taxes (FEttC-1,
p. 222) and in South Carol ina the property related pnrtion of the S.C. Public Utility Corporation
Licenses.
tlote 0: Thc percentage for allncatinn to production shall ba obtained from FDEHC-.P4 by dividing tha sum of
Lines 1 and 3 of Col. {2) by tha sum of Lines 1 and 3 of Col. (I).
FBENC P16
CPSL
PRODUCTION COST
SIST'NNUAL
ZifCONE TAX CALCQZATZON
13 IIONEEE . IOE:IO ONCE JIER 31,
Line
'.fo. Item Reference Amount
Basks for Taxable Income:
1 Return on Investment FBE(4C-P3. fine LO
2 Deferred Income Taxes Nota A
3 Amort. Investment .ax Credit Nate 8
4 Interest Expense Allowance FBE..C-PB, Lkna 5 x FBE!fC-P3,

Line 8
5 Addit'onal Income Tax Deductions Nate C
6 . Subtotal Line L +
- Line
Line 2 + f kne 3-
Line 4 5
7 Zncome Tax Rcpanskon Factor )fate 0

8 Taxable Income Line 6 ~ Line 7
Tax Comoutation:
9 Tax Rate Nota
10 Current ncoma Tax Allowance Line 8 x Line 9
ll Oefe ed Zncome Taxes Line 2
12 Amor . Investment Tax Credit, Lkna 3
13 Total Zncome Tax Allowance Line LO ~ Line 11 - f ina 12
Note Af The net of the functionali

ed portions of Account 410.1 (Provision for Defer ed
Income Taxes. Util'ty-Operating Zncomel and Account, 411.1 (Provision for Deferred
Income Taxes, Credit Qt'lity Operating Zncome) associated with product'on
facilk 'es.
Note Bc .ha amounts credited to Account 411.4 (Investment Tax credit Ad3ustmentsE Utility
Operationsl and debited to Account 255 (Accumulatad Deferred Znvestmcnt Tax
Credit) for prooort'onare amounts of tax credit deferrals allocated over the
average useful life (or such other appropr'ate perxod of time) of elect='
utility property elated to oroduction to which the tax credits relate.
Note C: .ha net product'on-relaced amounts required to ad5ust for di erences between
booked utility mcoma and expensos and chose utilized for tax purposes, as
included in the Company's Zncome Tax Vouchers and on oage 223 of FERC-1. Such
amounts shall not duoLicate costs or charges provxded for kn Lines 2 thru 4
hereof.
Note 0: .he factor computed as one (1.0) minus where
effec ave income tax rate (sae )fate E below).
t, t ks the current comoosi e
iVote E: The current composite ef ective income tax rate,

ormula:
t, computed from t.".e following
where
where
t,
t
is the current statutory federal income tax rate (presently .46) and
's the current statutory Nor h Carol'na state income tax rate (presently
s
.06) ~
~ ~
FBEiMC-P17
PART 1
GENERAL INFORMATION
The computation of the rates and charges in all Exhibits to this

Agreement involves allocations of investments and expenses. When
an allocation is called for, but no allocation basis is described
in either an Exhibit or in this Agreement, the allocation shall
be made on .the basis of the allocation method utilized in CP&L's
cost-of-service study pursuant to the most current NCUC rate case
order. All references to specific data locations in F.P.C. Form
Ho. 1 and Form No. 12 contained herein are based on the reports
for the year 1979; they are, therefore, illustrative, and compara-
ble data in the respective documents in subsequent years shall be
used. In the computation of rates and charges in all Exhibits to
this Agreement, there shall be no duplicat'on of charges. As to
any investment, CP&L shall not simultaneously capitaliz an allow-
ance for funds and charge a return on such investment;
These computations also are based on costs reflected in certain

specifically referenced accounts under the FERC Uniform System of
Accounts as of the effect've date of th's Agreement. If changes
are made in the Uniform System of Accounts after such date which
cause the costs to be shown after such date in accounts other than
those referenced herein, the computation shall continue to reflect
those costs despite the change in accounting methods. Cp&L's sub-
account numbers are shown on various Exhibits for reference purposes
only.
FBEHC-P18
The rates described in these Exhibits include factors which shall

recover taxes, fees, assessments, other expenses, and adjustments.
The factors would'over such items 'existing at the commencement
of'ransactions hereunder and shall be adjusted as necessary to
reflect: (1) any applicable changes in such existing taxes,
fees, assessments, other expenses, and adjustments; (2) the
imposition of such appLicable charges; or (3) the inclusion of
accounts currently allowed by FERC but not used by CP&L.
Allowance for Construction (AFUDC) (incLuding

Funds Used During
Allowance forBorrowed Funds Used During Construction) and asso-
ciated costs used in the determination of the rate and charges
in these Exhibits shall be calculated as though no Construction
Work In Progress (CNIP) is included in the Rate Base exceot for
pollution control CNIP tnat is included in rate base. This shall
include adding AFUDC on all'xpenditures except for pollution
control CNIP.
The AFUDC rate for purposes of these Fxhibits shall be the rate
actually used for the year shown on page 428 of the Annual Rector
o CP&L to the Federal Ener v Regulatory Commission (F.P.C.
Form 1), hereafter referred to as FERC-1. If AFUDC is not calcu-
lated for any plant investment on the CP&L system, then the AFUDC
rate shal'l be caLculated as prescribed by the NCUC as of the
effective date of this Agreement. As of the effective date of
this Agreement, CPGL's APUDCrate is calculated net of income
taxes. Should CPGL change its method of calculation of the A:QDC
rate so that the rate is not net of income taxes but is a gross
rate, then preferred income taxes shall be appropriately reflected.
FBEMC-P20
PART 2
, ANNUAL PRODUCTION DEMAND RELATED COSTS
In any year annual production demand related costs include the

production costs for CPGL-owned =capacity plus costs associated
with capacity purchased less revenue associated with capacity
sold.. The methodologies set forth below basically describe the
calculations shown in Fxhibit A:
A. Return on Investment: This item of annual demand related
cost shall be computed by multiplying the Syst: em Investm nt
in Production Facilities by the embedded weighted composite
cost of capital.
(a) S stem Investmentin Production Facilities: This
investment consists of Product'on Plant and an allocated
portion of General Plant and Intangible Plant balances=
(including related purchased plant balances not classi-
fied, if any) less related accumulated depreciation;
less related accumulated deferred income taxes, plus
extraordinary property losses (except for extraordinary
losses related to South River project and Brunswick
Cooling Towers), pollution control CHIP, and allocated
portions of normal working capital.
(b) Comaosite Cost of Capital: Four items of cost of capi-
tal are computed. These are as follows:
(1) long-term debt
(2) preferred stock
ll i
FBENC-P21
( 3 ) common, stock
(4) job development investment tax credits in
Account 255.
The embedded cost of capital of each of these elements,
stated as a percent, is weighted on the basis of capitaliza-
tion ratios and summed to arrive at the composite cost, of.
capital. For long-term debt and preferred stock, weighted
annual net costs to CPGL of each are computed. For common
equity,.the percentage allowed shall be that allowed in. the
most recent NCUC retail rate case order. For accumulated
deferred job development investment tax credits, the cost
shall be the composite cost of capital. Accumulated
Deferred income Taxes shall be deducted from system net
investment based on the following formula of FERC accounts:
(281 + 282 + 283 - 190). However, any transactions in
Account 283 which are not of an operating nature and,
therefore, not recognized for ratemaking purposes in deter-
mining Deferred Income Tax Expense shall be excluded. Such
determination shall .be based on an analysis of the Company's
~
books. However, if
at any time in the future the NCUC, as a
result of a decision or general rulemaking directly affecting
CPGL, is utilizing a different methodology concerning the
treatment of accumulated deferred income taxes, CP&L may, at
its option, for the purposes of this Agreement, adopt such
revised methodology.
e
FBEHC-P22
Oueration and Maintenance Ex enses: Produc tion .Oper ation

and Maintenance Expenses consist of the related cost
demand
portion of Accounts 500 through 557 plus an allocated por-
tion of Administrative and General Expenses in Accounts 920
through 932.
Deareciation Exnense: Depreciation shall be the sum of Ae
Production Plant Depreciation Expense, reported on pag 429
J
of FERC-1 as adjusted for Accounts 404 through 407, if

applicable, plus an allocated port'on of General Plant
Depreciation Expense reported on page 429 of FERC-1,
adjusted to eliminate the effects of non-pollution control
CNIP in the rate base and to reflect the inclusion of
pollution control CWIP in the rate base.
Taxes Other Than Income Taxes: Two iCems of taxes other
than income taxes are computed. One is for taxes related to
production wages and salaries, and the other is for taxes
related to property.
(a) Tax Expense Related to Production Races and Salaries:
This item includes taxes directly assignable to oroduc-
tion wages and salaries and an allocated portion o
taxes assignable to administrative and general wages an™
salaries.
FBENC-P 23
-(b) -Pro ertv and" Other Tax Expense Related to Plant

Investment: directly assignable to Production
Taxes
Plant, if any, are identified, and remaining plant
taxes not directly assignable to any plant classifica-
tion ar allocated on the basis of gross book plant
(Accounts 101 and 106) with a portion of the General
Plant taxes further allocated to production on the
basis of production related General Plant.
Income Tax: Income tax expense is computed based on the
product of the Return on. Investment, adjusted for Interest
on Long-Term Debt, deferred income taxes, and investment tax
credit, and the then-current Combined Income Tax Factor.
Don-Associated Utilit Sales for Resale Revenues:
Capacity
related revenues associated with firm sales to non-associated
utilities (excluding revenues for sales of capacity to FBEbiC
pursuant to this agreement or to any joint owner) as reported
in Account 447 (excluding revenue related taxes).
1
FBENC-P24
PART 3
'ONPUTATIOiT'F NONTHLY RATES AND

CHARGES FOR RESERVE CAPACITY
A. Commencing at least 90 days prior to the initiation of

service under this Agreement, and thereafter by December 1 of each
year, CP&L shall provide to FBENC estimates of the mon"Nly rate
in dollars per kN for Reserve Caoacity. -Except as otherwise pro-
vided in this Section, these estimated rates shall be applied by
CP&L respectively in the remainder of the fi
st calendar year in
which this Agreement is in effect and thereafter in the next
calendar year following the December 1 estimate in computing
charges to FBENC for said services. CP&L shall inform FBENC of
the basis on which these rates were estimated. It is agreed,

howevor, that the percentage allowed by the ilCUC in CP&L's most
current rate case as of the time the estimate is made as a return
on 'ts common equity investment in electric operations shall be
used to compute any estimated rate pursuant to this Section.
The monthly charge for Reserve Capacity shall be based on:
(1) the estimated rates for sucn services as described in the
preceding paragraph, and (2) the actual monthly levels of Reserv
Capacitv purchased by FBENC as determined in Section 4.1.
At any time that CP&L estimates, either at its own option or
in response to a request by FBENC, that the expected total amount
of Demand Related Production O&N expense to be included. in the
charge for Reserve Capacity for the then-calendar year deviates
more than plus or minus five percent (+5%) from the amount of
FBEMC-P25
such expense which was included in the original estimate for such
rates, CP&L (1) shall provide FBEMC with
revised estimate of
a
the monthly rates. for Reserve Capacity for such year reflecting
the change in the estimate of the Demand Related Production O&M
component; and (2) may, if
the revised estimated rates are more
than five percent (5%) higher than the original estimate, and
shall, if
the revised estimated rates are more than five oercent
(5%) lower than the original estimate, bill FBEMC using such new
rates for the balance of that calendar year, beginning with
service rendered in the second billing month following the month
in which such revised estimates delivered to FBEMC
were
Zf FBEMC challenges CP&L's estimated rates and, as a result
of such challenge, new estimated rates are determined, .such new
estimate shall be used prospectively only. No interest shall be
due or payable on any differences between charges based on
different estimated rates or between charges based on rates
estimated and actual amounts due.
B. On February 15, or as soon thereafter as available, but
in any event not later than April 1 of each year, CP&L shall
provide FBEMC with a computation of the charges for Reserve Capa-
city actually due and payable for the preceding calendar year in
accordance with Exhibit A, and any adjustment between the est'-
mated payments made and the actual amount due shall be payable by
or be credited to FBENC on the next monthly statement. Zn com-
puting the charges actually due and payable in accordance with
FGEMC-P26
Exhibit A, .the cost of common equity for the year shall be the
return on common equity allowed by the HCUC in CP&L's then most
current rate case order for its common equity investment in its
electric operations. CP&L's then most current rate case order
shall mean the most current order as of the end of the calendar
year for which the. charges actually due and payable are being
computed. Zf FBENC challenges CP&L's computation of charges
actually due and payable for the preceding calendar year, such
challenge shall be subject to the General Terms and Conditions of
the Applicable Resale Schedule; and if, as a result of such
challenge a new adjustment is determined, CP&L shall credit or
increase FBEHC's next monthly statement in an amount to correct
the adjustment plus simple interest calculated at the current
FERC Refund Rate. Such interest shall accrue from the date of
payment of the statement on which the original adjus ment was
made by CP&L.
EXHIBIT B
DETERMZNATZON OF FBEMC'S DEFICIENCY ENERGY CHARGE
FOR THE MONTH OF
1. Monthly Deficiency Ener Charge:, For each hour in which

CPGL supplies Deficiency Fnergy to FBEMC, the power sources in
operation during such hour shall be ranked in descending order of
cost, using Monthly Average Energy Costs for CPGL units and, for
purchased power from each source, the total cost to CPGL from each
source divided by the kWh purchased. from each source. Monthly
Average Energy Cost shall mean the monthly average fuel cost of a
generating unit in dollars per kNh determined in accordance with
Item 7 below, plus the most recent 12-month average energy related
operation and maintenance costs of that unit (exclusive of fuel
costs) in dollars per kWh, determined in accordance with Item 6
below. Subject to taking account of sales to others, the highest
cost source or sources of energy in such hour shall be used to
supply the Deficiency Energy. Should the power from the highest
cost source not be sufficient to have supplied the Deficiency
Energy, .the next highest cost source shall be used, and this pro-
cedure shall be continued until the Def:ciency Energy requirement
in that hour is satisfied. hourly amounts of Deficiency Energy
The
thus supplied from each source during each month shall be summed
and the kNh o determined shall be multiplied by the rate applica-
blee to such source to obtain the monthly charge for the energy
supplied from such source. Start-up costs incurred to provide
Deficiency Energy by any source shall be included''in the Defi-
ciency Energy charge for that month from that source.
The sum of the charges from all sources supplying Deficiency
Energy in a month (including applicable star -up costs) times the
~ ~
revenue related tax factor shall be FBEMC's base energy charge.

FBENC's Monthly Defic'ency Fnergy Charge in that month shall be
the sum of FBEMC's base energy charge and the lesser of (a) 10$
of the base energy charge, or (b) $ 0.005 per kWh times the total
kWh of Deficiency Energy supplied in that month.
Formula is: Total Charge = Base Charge + the lesser of (a) 0.1
-
x Base Charge, or (b) $ 0. 005 x Total Monthly Def i'-
ciency Energy kWh.
Base Charge /Charges from all sources required

= (
to supply Deficiency Energy) x Tax Factor.
Where: Charge from each source = (Rate x Billing kWh) +
Start-up Costs
Rate (5/kWh) as determined in item 2.
Billing kWh as determined in Item 3.
Start-up cost(s) as determined in item 4.
Tax Factor as determined in Item 5.

2. Def'ciencv Ener v Rate
A. CP&L Gene generating unit which
ation: For each CP&L
supplied Deficiency Fnergy in a month, the unit monthly rate in

dollars per kNh shall be the sum of the following costs for such
unit: (1) the energy related portion or" the monthly average
plant operation and maintenance costs (exclusive of fuel) in
dollars per kWh, including allocated common plant 0&M; (2) 100%
of monthly average fuel costs in dollars per kWh.
Formula is: Rate in $ /kNh = POM + F
Where: POM = Energy related portion of average O&M
(exclusive of fuel), Xtem 6
F = Monthly average fuel cost, Item 7.
CP&L utilizes
*h
a
*~:
third party in supplying Defi-
purchase from a
h h
ciency Energy, the rate in dollars per kWh shall be the total
cost to CP&L for each such purchase divided by the total kWh
supplied by the third party plus a factor for miscellaneous and
unquantifiable costs in dollars per kNh.
Formula is: Rate in 9/kWh = (PC + CA)

Where: PC = For each purchase utilized to supply Defi-
ciency Energy, the total cost in dollars
paid by CP&L for each such purchase divided
by the total kHh supplied by the third
party.
CA = Factor for miscellaneous and unquantifiable

costs for third party transact'ons (Item 8).
3. Deficiency Ener v Billin kNh: This value shall be deter-

mined for descr'ed in
each source supplying Deficiency Energy as
Ztem 1. The total kNh of Deficiency Energy supplied in each hour
shall be determined in accordance with Section 5.4. The total
kNh of Deficiency Energy shall he adjusted for losses by dividing
the kWh of Deficiency energy required at. the point of delivery by
one minus the loss 'factor; where the loss factor represents
CP&L's transmission system losses to the production level.
4. Start-ua Costs: Whenever is purchasing Deficiency

FBEMC
Energy, FBEMC shall be charged with those start-up costs which

would not have been incurred but for the need to supply Defi-
ciency Fnergy. The star -up cost charged to FBEMC shall be based
upon the methodology and values utilized by CPGL in determining
start-up costsI in the dispatch of its system.
5. Revenue Related Tax Factor: This factor is based on the

revenue related taxes or assessments applicable to the revenues
-5-
billed under the Deficiency Energy rate. The factor is derived

as follows:
Formula is: TF =— 1-CTR
Where: TF = . Revenue-related tax factor.
CTR = Composite tax rate of revenue related taxes.
6. Ene rrv Related Portion of 0&M Costs (Exclusive of Fuel):

Fnergy related
costs (exclusive of fuel) stated in doLLars
0&M
per kWh for an individual fossil steam unit .shall be such unit's
total 12-month 0&M costs (exclusive of fuel) divided by the cor-
responding 12-month generation and the resultant rate in dollars
per kWh multiplied by the ratio of (i) the most recent 12-month
energy related cost '(exclusive of fuel) for all CP&L fossil
0&M
steam units to (ii) the most recent 12-month total 0&M cost
(exclusive of fuel) for all CP&L fossil steam units. .Energy
related 0&M cost for combustion turbines and nuclear units shall
be determined similar calculation, utiLizing the
by using a
applicable costs for the fuel source involved.
7. Monthly Fuel Costs: For any given generation unit, this

value in dollars per kWh total fuel expense
shall be the monthly
for such unit divided by the net kWh output of such unit during
that month. Start-up costs specifically charged to FBEMC or
others shall be excluded in determining Monthly Fuel Costs.
~ ~
~ ~ ~ ~
r
8. Factor for l~1iscellaneous and Unauantifiable Costs for Thi d

Party Transactions: The factor in dollars oer kNh shall be the
value allowed in CP&L's interchange contracts in effect during
the month in which the transaction occurs.
,a
EXHIBIT C
FBEMC
Detail Exhibits for CPGL's Monthly Transmission Use Char e
TITLE PAGE
Calculation of Monthly Transmission Use Charges FBE'AC-Tl

CPkL Allocated Transmission Cost-
Cooperative Group FBElfC-T2
Return on Transmission Related Investment-
Cooperative Group FBENC-T3
Transmission .Related Income and Revenue Related
Taxes - Cooperative Group FBENC-T4
Transmission O&N, Depreciation, and Other Tax
~
Expenses - Cooperative Group FBENC«TS

Transmission Related Working Capital ~
Cooperative Group FBE!IC-T6

Transmission Related Other Znvestment-
Cooperative Group FBEi4IC- T7
Transmission Related Electric Plant Zn

Service — Cooperative Group FBENC-TS
FBEMC-T1
CALCULATION OF MONTHLY TRAiVSMISSION USE CHARGES
Line
Ne. Item Amount
Annual Transmission Related Costs

,...Cooperative Group (Line 9, FBEMC-T2)
Annual kH Billing Units - Cooperative Group
(Statement BL for Period II of Company's
most currdnt filing)
Rate to be Charged for Transmission Use
Demand (Divide Line 1 by Line 2) /kN
Marshall POD 15-Minute Maximum Load
(Article 6) kN
Marshall POD 15-Minute Maximum Partial
Recpxirements Demand (Article 6) kN
FBEMC Demand Subject.to Transmission
Use Charge
(Line 4 less Line 5)
Monthly Transmission Use.Charge
(Line 3 multiplied by Line 6)
FBEHC-T2
CP&L ALLOCATED COOPERATIVE TRANSMISSION 'COST

12 MONTHS ENDING
Line
No. Item Reference Amount
(2)
1 Return on Investment FBEMC-T3, Line 9
2 Operation & Maintenance

~
Expense FBEMC-T5, Line 3
3 Depreciation Expense FBEMC-TS, Line 6
4 Taxes Other than Income

and Revenue Related Taxes FBEMC-TS, Line 16
5 Deferred Tax Expense FBEMC-T5, Line 11
6 Income Tax & Revenue Tax FBEMC-T4, Line 6
7 Transmission Rents Note A

8 Non-Associated Utility
Wheeling Charges Note B
9 Transmission Annual Cost Lines 1 + 2 + 3 +

4 + 5 + 6 - 7 - S
Note A: Includes Leased Facilities Charge applicable to Trans-

mission facilities. Analysis of Company's filed State-
ment BL for Period II.
Note B:
Period II i
Analysis of Company ' f led S tatements Bc( and BL for
and other supporting statements and work-
papers.
FBEMC-T3
RETURN ON TRANSMZSSZON RELATED ZNVESTMENT

COOPERATXVE GROUP
12 MONTHS ENDZNG
f,ine TRANSMXSSZON
No. Ztem Re~erence Amount
Electr' Plant in Service

Gross Plant FBEMC-T8, Line 4,
Col. (2)
Accumulated Depreciat'on FBEMC-T8, f ine 7,
Col. (2)
Accumulated Defe ed Zncome Tax FBEMC-T8, Line 12,
Col. (2)
Net Plant Zn Service Lines 1 - 2 - 3
Other nvestments
Elect ic Plant Held for Future Use FBEMC-T7, fine 3,
Col. (2)
WORKZNG CAPXTAL FBEMC-T6, Line 6
7 - TOTAL ZNVESTMENT Add Lines 4 thru 6
COMPOSZTE COST OF CAPX AL Note A
RETURN ON ZNVc.STM NT Line 8 x Line 7
Note A: Analysis of Company's filed Statement AV Eor Period ZZ.

FBEHC-T4
TRAtlSHISSIOtl RELATED
ItiCOHE AtlD REVEtlUE ABLATED TAXES
COOPERATIVE GROUP
l2 HONTllS ENDING
TOTAL COOPERATIVE
Linc DEttAHD RELATED TAAllSHISSION
tlo. Reference Reference Amount
(2)
SIT Before Increase tloto A
2 PIT Before Increaso Note A

3 Revenue Related Taxes Hoto A
4 Total Incomo S Revenue Rolated

Taxes Before Rate Increase Linos1+ 2 t 3 $
5 Total Increase in Taxes Due to

Rate Increase tlote B $
6 Total Income and Revenue

Related Taxes Lines 4 t 5 $ Note C
tloto As Analysis of Company's filed Statement BL for Period II and other supporting statements and workpapors.
tlote B: That information referred to in Note A with detailed broakdown in Company's filed Statement BK, page 2.
tlote ct Allocated based on the ratio of Cooperative transmission related rate base to total Ccoporative rate
base as determined from an analysis of tho Company's Statement Bf for Period II and othor supporting
statements and workpapors.
FBEC TS
TRANSHZSSZON OSHg QEPRECZAT OMg AND OTHER TAX EXPENSES

COOPKRATZVK CROUP
12 MONTHS KHDZNC
TOTAL COOPERATZVE
Line DEwJEND PZLATKD TRANSiVZSSZCN
No. Ztem Rezerence Amount Re erence Amoun'c
(1) (2)
Oaeracion and Maintenance Kxcenses

T ansmission Expense Note C Note C
Aac Expense (Related to

Transmissxon) te C Hate A
Tocal Transmission Dail Expanses lines 1 + 2 Lines 1 + 2
Ocareciation Kxuense
Transmission Depreciation Expense 'tote C Note C
Depreciation Excense on Transmission

Ralacad Cenezal Plant Note C Noce A
Total ansmission Depreciation
Expense Lines 4 i 5 Lines 4 i 5
Deferred .axes
Related Note " Note
-'ransmission
8mneral Plant Related Note
C
C Note A
C
Labor Related Note C Note A

ether Rote C Note C
Total Deferred Taxes „Lines 7i8~9~10 $ Lines 7i8+9+LO $
Taxes Other Than Zncome and Revenue Related

12 Related to Wages 8 Salaries Rote C Note A
13 Related to Ceneral Plane Vote C Nota A
14 Related to Zntangible Plant Note C Note B
15 Related to Transmission Plant Hota C Note C

16 .otal Transmission Taxes Other Than
Zncome Taxes 8 Revenue axes, Lines 12+13+14~15 $ Lines 12+13i14+15 $
17 Total Transmission Related Expenses Lines 3+6+11+16 $
Mote Ac Allocation factor based upon ratio of t"ansmission wages and salaries in electric operas'on and
maincanance expenses o total demand related wagos and salaz es in electric operac'on and main-
tenance expenses excluding adminisc acive and general wages and salaries included therexn as
provrded in Stacemenc AZ for Peraod ZZ.
Rote Bc Zncangible taxes are allocated based on ratio of transmission olant to total plant in service
as shown in Statamenc BL for Period ZZ.
I
Rote C: Analysis of Company's Statemenr. BL for pez'od ZZ and ocher supporting stacemenrs and workpapers.
Z spec ic allocations are necessary to isolate componencs chat ara - ansm).ssxon related, such
allocac ons shall be consiscenc with those allocac'ons used in the cost allocacion sc dy con-
tained 'n Statements BR and BL for Period ZZ.
FBEMC-T6
TRANSMISSION RELATED WORKING CAPITAL

COOPERATIVE GROUP
12 MONTHS ENDING
Line TRANSMISSION
No. Item Reference Amount
Materials & Sunalies (Note A) 5
Non-Fuel
1 Transmission Note B
2 General Note B
3 Total Lines 1 + 2
4 Prepayments Note B
5 Cash Allowance FBEMC-TS, Line 3,

Col. (2) x .125
6 Total Transmission Related-
Working Capital Lines 3+4+5 $
Note A: Average balances as contained in Statement BK for

Period II.
Note B: Analysis of Company's filed Statement BL for Period
XX and other supporting statements and workpapers.
Xf allocation is necessary to isolate components
related to transmission, such allocations shall be
consistent with those used in Statement BL for
Period II (i.e., Same ratios for transmission
components as those in allocation factor shown in
cost allocation study in Statements BL and BK for
Period ZI).
FBhHC-T7
TRANSHISSION RELATED OTHER INVESTHENT

COOPERATIVE GROUP
12 flONTIIS ENDING
TOTAL COOPERATIVE
Line DEHAND RELATED TRANSHISSION
No. Item Reference Re orence
Electric Plant Held for Puture Use /Note A} c

1 Gross Investment (Acct. 105) Note B Note B
2 Accumulated Depreciation Note B Note B
3 Total Line 1 — Line 2 $ Line 1 - Line 2 $
Note Aa Average balances as provided in Statement BL for Period II.

Noto Bc Analysis of Company's Statement BL for Period II and other supporting statements and workpapers.
~ ~
'
~ i ~
PSENC TS
TRANSNXSSZON RELATED
ELECTRZC PLANT ZN SERVZCE
COOPERATXVE CROOP
12 iVONTHS EiVDZNC
TOTAI COOPERATZVE
Line OENAND RELATED TRANSiVZSSXON
Vo. Ztem f
Re e "ence Re erence Amou c
(2)
Crass Plant Zn Service (Note- Al:

1 Plant Zn Service (Note E) Note 0 Note 0
2 CWZP for Pollucion Control Note 0 Note 0
Cenaral Plane and
Zntangible Plant Note 0 Note f
'Total Lines 1+2+3 Lines li2+3
Accumulated Depreciation (Note A):

5 Plant Zn Service (Note E) Note E Nota 0
6 Allocated Canaral Plant Note E Viote D
7 Total Lines 5+6 lines 5~6
Ace~i laced Defe ed Xncome Tax'

Plant Zn Service (Nota E) Nota Nota 8
for Pollution Contml
0'ote
9 CNZP 0 Nota B
10 Allocated Ceneral Plant. Nota 0 Note C
11 Allocated Other Note D Note C
12 Total X ines 8+9+10+11 $ Lines 8+9~10+11 $
Note A: Average balances as contained in Statemenc, SK for Period ZZ.

No'te 34 Accumulated deferred income tax related to gross c ansmission plant in service as provided in State-
ment BL or Period ocher supporting scacements and workpapers.
ZZ and
Note C Accumulated deferred income tax related to gross general plant in service (Note B, above) allocaced
to transmission based on general plant allocation percencage from FSEHC-TS, Note C.
Noes Dz Analysts of Statcmenc BL for Period ZZ and other suppor ing scatemencs and workpapers.
Note E: plant balance excluding general plant and intangible plant as stated in Statement BK for Per'cd ZZ
and other suoport'ng scatements and workpapers.
Vote f: Allocation factor based upon ratio ot transmission wages and salaries in electric operation and ma'n-
tenance expense to total demand related wages and salaries in elec r'c ooeration and maintenance
expenses excluding administracive and general wages and salaries included therein as sho~n ia Stace-
menc AZ or Period ZZ.
Nota C: Ztsms containing t"ansmission related components as provided in Statement SL for Period ZZ and sup-
por ng workpapers. Allocac'ons to the cransmxssion funct'on will be consistent with che allocac'on
used in Statement BL 'for Period ZZ (i.e., ratio of transmxssion to total demand related for alloca-
tion factor in C.A.S.).
~ ~ ~
EXHIBIT 0
'BEi41C,
S UNMARY OF MONTHLY BILLING
MARSHALL POINT OF DELIVERY
Line
No. Item Units Cha "che
Partial Requirements Point

of Delivery Charge (Viote A) POD
Part'al Requirements. Demand

Charge (Note A)
Partial Requirements Fnergy
Charge (Notes A & B)
Fuel'djustment Clause
Charge (Not'es A & D) kWh
5 kVAr Charge (Note A) kVAr $
Reserve Capacity Charge

(Exhibit A)
Reserve Energy Charge
(Note C) kWh
Deficiency Energy Charge

(Exhibit B) kÃh
Transmission Use Charge
(Exhibit C)
10 Special Service Charge

(Article 7)
Total Bill
(Sum of Lines 1 through 10)
Note A: Rates in effect pursuant to the Company's most recent:ERC

rate filing. The applicability and billing units shall be
in accordance with the Company's currently effective terms
and conditions.
Note B: Energy shall be the energy associated with Partial Require-
ments Demand including backstand ene gy pursuant to Sec. 5. 3.
Note C: Energy shall be the backstdnd energy associated with Reserve
Capacity pursuant to Sec. 5.2.
Note D: Applicable to the total ene gy delivered to FBENC less tha-
determined to be Deficiency one gy.
~ ~
ATTACHMENT 1
l
~ c
C, ~
84022~0165
'PrefaCe
',is narrative has been written to address informal comments made by the iVRC
Auxiliary Systems Branch (ASB) reviewer during a Fire ?rotection meeting held
on" December 2.5, 1983 in Bethesda, Maryland.
Introduction
In the preparation of the SHNPP Safe Shutdown Analysis in Case of Fire plant
functions were reviewed and certain systems, functions and components needed
to assure plant capability
I
to achieve and maintain safe plant shutdown
identified.
The following narrative describes those systems and functions which require
protection and components which formulate the basis of the safe shutdown
analysis.
I
Safe Shutdown Systems Identification
sign Basis Event,-
For the purpose of this review and submittal on the safe shutdown capability
of SHNPP, the spectrum of the postulated exposure fires in. a given plant area
will involve either in situ or transient combustibles located in or adjacent
to that area. The effects of such fires are analyzed to determine if they may
adversely impact systems, structures or components essential to safe plant
shutdown. No other design basis event is.assumed to occur concurrent with the
fl
postulated fire.
In general, recognizing the confined physical location of such fires and the
operational flexibility and physical diversity of systems available to achieve
safe shutdown, one can assume that the plant's defense in depth fire
protection features will limit fire damage to the extent that unaffected plant
systems will be able to attain safe shutdown. An extensive effort would be
required to identify the effects of postulated fires in all potential plant
locations on all the plant systems which are normaLLy available to support
e shutdown. As a conservative alternative to this approach; a minimum set
of plant systems (safe shutdown systems) and components is identified in
response. to the requirements of LOCFR50 Appendix R. The identified systems
and components can achieve and maintain safe shutdown regardless of the
location of the fire and the loss of offsite power. Demonstration of adequate
protection of this minimum set of systems from the effects of postulated fires
constitutes an adequate and conservative demonstration of the ability to
achieve and maintain safe shutdown for the purposes of fire protection.
The. safe shutdown systems selectedfor SEPP will be capable of achieving and
maintaining subcritical conditions in the reactor, maintaining reactor coolant
inventory, maintaining reactor coolant pressure control, removing decay heat,
achieving cold shutdown conditions within 72 hours and maintaining cold
shutdown conditions thereafter'.
1 ~ I
)I gg
Assumptions and Definitions
The following are the initial assumptions used in this review:
o The unit is operating at 100X power upon the occurrence of a fire and
postulated concurrent loss of offsite power.
o The reactor is tripped either manually or automatically.
o The only failures considered are the postulated loss of offsite power
and those directly attributable to the Eire.
o No piece of equipment required for safe

shutdown is assumed to be
outmfmervice for maintenance except as allowed by technical
specifications
Definitions for the various modes of operation.
HOT STANDBY Reactor at OX thermal rated power excluding decay

heat, k ff
less than 0.99 and RCS average
temperature greater than or equal to 350'F.
HOT SHUTDOWN Reactor at rated thermal power excluding decay

OX
heat1 K ff less th n 0 99 and RCS average

temperature less than 350'F but greater thun
200 'F.
COL D SHUTDOWN Reactor at rated thermal power excluding decay

OX
heat, K ff less than 0.99 and RCS average

temperature less than or equal to 200'F.
1
"Safety" Functions
ie following is a list and d'escription of the specific shutdown functions

ecessary to satisfy Appendix R acceptance criteria:
(1) Reactor Reactivity Control
(2) Reactor Coolant System Inventory Control
(3) Reactor Coolant Pressure Control
(4) Reactor Heat Removal
(5) Process Monitoring
(6) Miscellaneous Supporting Functions
Reactivity Control
with the technical specifications, the reactor reactivity

accordance
control function will provide sufficient shutdown margin to ensure that (1)
the reactor can be made subcritical from all operating conditions, (2) the
reactivity transients associated with postulated accident conditions are
controllable within acceptable limits, and (3) the reactor will be maintained
sufficiently subcritical to preclude inadvertent criticality in the shutdown
condition.
The two means of reactivity control are contro'1 rods, which provide the
immediate shutdown reactivity, if
zeq'uired to trip the reactor from power, and
soluble boron addition from the boric acid tank by the normal charging path,
will maintain adequate shutdown margin for the transition from 'hich
HOT STANDI'o COLD SHUTDOWN.

, Nopostulated fire will prevent the initiation of a reactor trip either by
means of an automatic or a manual actuation. No postulated fir will prevent
he addition of soluble boron necessary 'to maintain required shutdown margin

hroughout the shutdown period.
Reactor Coolant System Inventory Control
The reactor coolant system inventory control function will ensure sufficient.
makeup inventory is provided for:
'l
o . Reactor coolant system fluid losses due to reactor coolant system

leakage as allowed by the technical specifications, and
o Shrinkage of the reactor coolant system water volume during cool-down

from HOT STANDBY to COLD SHUTDOWN conditions.
Adequate performance of this function is demonstrated by maintaining reactor

coolant level within the pressurizer.'
the assumed fires, reactor coolant makeup is achieved by operation of the

charging of the chemical and volume control system. A Boron Injection Tank
(BIT) injection path may also be used, for added operational flexibility.
For the assumed fires in this analysis, inventory makeup to the RCS will be
from the Boric Acid Tank by the normal charging path. The negative reactivity
inserted by the control rods and boron addition will maintain the reactor core
subcritical by the required SHUTDOWN MARGIN while cooling down'he RCS.
Reactor 'Coolant'ressure Control
Reactor coolant pressure control ensures that (1) reactor coolant system
integrity is maintained by providing overpressure protection, (2) fuel
cladding integrity is protected by restricting power operation to"within the
nucleate boiling region by maintaining reactor coolant system (RCS) pressure
and temperature within Technical Specification limits, and (3) sufficient
befooling margin is provided to minimize void formation within the reactor
essel. RCS pressure can be maintained by energization of the pressurizer
heaters ~Overpressure protection of the RCS is provided for in HOT STANDBY
(prior t o cooldown and depressurizati'on) b y th e pressurizer safety'alves.
ed flexibility is provided by thee pressurizer
res power operated relief val ves
an pr~ssurizer auxiliary spray valves
ORVss) and va ves. After
Af depressurization, when
t'e RCS is aligned with the Residual eat Removal System (RHR) overpressure
ua Heat
suction rel'ief valves nr by activating the.
protection is provided by RHR suctio
e po nt capability.
pressurizer PORV Iow pressure setpoint ca ab RCS pressure-temperature
will be maintained within Technical Specification limits
ts b y controlling
cooldown.
Thus, for the assumed fires

res,
adequate
ade subcooled margin is achieved and
maintained by operator action usinng pressure
on us res and temperature information
received from the RCS p ressur
sure and temperature instrumentation.
Reactor Heat Removal
The reactor heat, removal unction is capable of transferrinng fisssion product

a func
unc
ecay heat from the reactor coree aat a rate such that specified acceptable fuel
deca
ign limits and design conditions oof thee reactor
rea coolant pressure boundary
reactor trip with an assumed loss of offsite
e not exceeded. Followinng a rea
power, decay heat is initially e,
a y removed bby natural circulation of the RCS h eat
transfer too thhhe main steam system throu g h thee steam
s generators, and operation
of main steam PORVs Deca
o cay h eat removal requires that sufficient feedwater be
supplied to the steam generatorsrs to make up for the inventory discharged as
steam by the main steam p ower operated
o relief valves. Thee aux fe
auxiliaary'eedwater
system (AFV) will su supply
1 su 'i
sufficient feedwater to makee uup for'ventory losses
ur ng initial maintenance of HOT .STANDBY and subsequent cooldown. Feedwater
durin
'is available from the condensate
ensate storage tank, and alternatively from the
emergency service water s y stem.em Feedwater may be supplied to the steam
generators by the motorMriven auxiIJ. ary feed pump or by the steam
, turbin~riven auxiliary fee d pump.
After reduction of reactor coolant system temperature below 350'F, the RHR
system is used to establish long term core cooling through the removal of
eca'y heat from the to the environment through the component cooling water
RCS
(CCV) system and the emergency service water system.*
Process Monitoring
The process monitoring function is capable of providing direct readings of

those plant: process variables necessary for plant operators to perform and/or
control the. previously identified functions.
Various process monitoring functions must be available to achieve and maintain

the reactor coolant make"up, pressure control and decay heat removal functions
adequately. For the assumed fires, maintenance of HOT STANDBY requires that
pressurizer level and RCS pressure instrumentation be available. RCS
temperature is maintained during HOT STANDBY by proper decay heat removal via
steam generators and main steam PORVs. In the natural circulation mode of
operation, the difference between the hot-leg and cold-Leg wide range
mperatures (T„-Tc ) provides a direct indication of the existence of a
natural circulation condition.
Operating personnel, by monitoring RCS pressure and hot-leg temperature (Th)

instrumentation and by manual control of the pressurizer heaters, will
maintain RCS pressure to ensure that adequate sub-cooled margin is achieved
for the RCS temperature which existed during this- period. Maintenance of
pressurizer level control is achieved by-monitoring pressurizer level
instrumentation and manual control of CVCS charging flow.
Maintenance of also requires the control of the secondary system

HOT STANDBY
to the compensate for variations in the primary system performance. Steam
generator level and pressure are available to ensure adequate monitoring of
controlled decay heat removal. Steam generator level control is achieved by
manipulation of AFV system flow, based on steam generator level indication.
I
4 ~ I
Steam generator pressure is monitored for controlled manipulation of secondary
ystem pressure.
ihe transition from HOT STANDBY to HOT SHUTDOWN will use the instrumentation
discussed above to monitor the natural circulation conditions, subcooling
margin, heat removal and compliance with the plant pressure/temperature limits
as they pertain to the low temperature overpressure protection of the RCS
(cold leg temperature is conjunction with RCS Pressure).
Miscellaneous, Support Functions
The systems and equipment used to perform the previous functions may require
miscellaneous supporting functions such as process cooling and. ac/dc power.
These supporting functions will be available and capable of providing the
=support necessary to ensure acceptable performance of the previously
identified safe shutdown functions. For the purpose of the fire scenarios,
the various systems required to provide support to safe shutdown equipment or
systems are the emergency power systems, Emergency Service Water System, HVAC
the CCW sys'em.
Description of Safe Shutdown Systems
The following isdescription of systems and components required to attain

a
safe shutdown in response to the requirements of Appendix R. Redundancy of
equipment is specified for'each component. In some caZes, supporting or
backup equipment which may be available to provide operator flexibility is
listed also.
Emergency Power Supply (6.9KV, 480Vac, 120Vac, 125Vdc).
Emergency power supply for safe shutdown equipment and instrumentation is

required since loss of offsite power is -postulated. required emergency
The
power equipment includes the emergency diesel generators (2) and their
I
i'espectfve support equipment, associated AC po~er from electrical distribution

equipment, the Class lE batteries, battery charge'rs, inverters, and the power
ling between this equipment and the vital switchgear or equipment to'be
pported. Diesel generator can be monitored from the ACP and controlled
locally as required. Either of the two emergency AC power supply buses and
associated powertrains are adequate for safe shutdown.
Auxiliary Feedwater System
One of three ABf pumps (two motor driven, one turbine driven) and associated
valves are required for'afe shutdown.. These components are controllable from
the Auxiliary Control Panel,
1
if
the Control Room becomes uninhabitable.
The normal AFW system water supply is the condensate storage tank with
emergency service ~ater available for use as a back-up water supply.
Residual Heat Removal System
of two residual heat removal flow paths is required to reach COLD'

OWN. This requires an RHR pump, heat exchanger, and valves in the flow
path to be available. If the control room is uninhabitable, the required
equipment can be operated from the Auxiliary Control Panel.
Charging and Boration
One of three. centrifugal charging pumps is required for safe shutdown. The
centrifugal pumps and the boric acid transfer pumps and necessary valves are
controllable from the Auxiliary Control Panel, if the Control Ropm/ becomes
I
uninhabitable.
Two separate and independent charging and boration flow paths have been
identified, any one of which is adequate for safe shutdown.- The Boric Acid
Tank has sufficient boric acid solution to achieve cold shutdown from worst
"initi'al core condition to provide makeup for reactor coolant system
and
inventory control, As a backup to the normal boric acid supply-boric acid
nk-the operator can align the charging pump suction to the refueling water
torage tank.
Component Cooling Water System
The CCW system is required to provide cooling for the RHR system. One of the
three CQT pumps and one of two heat exchangers is required for safe
CCW
shutdown. The CCW pumps

/I
are controllable from the Auxiliary Control Panel, if
the Control Room becomes uninhabitable.
Emergency Service Water System
The EWS system provides cooling water at a maximum temperature of 95'F to

remove essential plant heat loads by utilizing the Auxiliary Reservoir or its
backup, the Main Reservoir. One of two ESW pumps (controllable at the
Auxiliary Control Panel) is required for safe shutdown.
in Steam System
Portions of the main steam system are required for safe shutdown to maintain
water inventory and to provide steam generator pressure relief and heat
removal. The active components in this syst: em consist of the main steam
isolation valves, the main steam power operated relief valves, isolation
valves to auxiliary feedwater turbine and the main steam safety valves. Steam
generator pressure relief and heat removal can be accomplished with the main
steam power operated relief valves.
Ventilation
All pumps and electrical .equipment of the systems that are required for safe
shutdown are located in area or rooms provided with redundant safety related
HVAC
Systems.'rol
Room environment is also maintained by redundant HVAC Systems.

/
I/
Ins trumentation „
strumentation required for safe shutdown consist of indication for steam

. generator level and pressure, RCS pressure and hot and cold leg temperature
pressurizer level and pressure, condensate storage tank level and boric acid
tank level. Cooldown can be accomplished using a single reactor coolant loop
and steam generator; instrumentation would be required for that loop and steam
generator. Pour instrument ac.channels provide power for the
instrumentation. Channels I III
and are powered from either the 125Vdc 4A
battery or the 480Vac safety related system (SA). Channels II
and IV are
powered from either the 125Vdc SB battery or the 480Vac safety related systems
(SB). The batteries are normally supplied by the chargers.
Sufficient instrumentation is available assuming one of the safety buses is

available.
-11-
TABLE 9.5B-3 REVISION 2
SAFE SHUTDOWN ANALYSIS IN CASE OF FIRE
ire Area: l-A-BAL, CARS Area Identifier FAABAL

eactor Auxiliary Building, Balance of Building EL 190.00, 216.00, 261.00,
286. 00
Pire Area Passive Protection

Fire area 1-A-BAL is enclosed by 3-hour fire rated barriers. Openings through
the fire area boundaries are prote'cted with 3-hour rated fire doors, 3-hour
fire dampers, mechanical, electrical and HVAC penetrations are sealed with
3-hour fire resistance rating material. Stairways are enclosed by 2-hour
rated enclosures provided with 1-1/2-hour fire rated doors and l-l/2-hour fire
dampers.
General Comments
Pire Area 1-A BAL is the largest fire area in the plant. It occupies five
elevations in the Reactor Auxiliary Building; 190, 216, 236, 261 and 286. For
the Safe Shutdown Analysis this fire area was divided into three, as shown in
the attached isometric. To justify this approach certain floors and walls
within the fire area were upgraded to 3-hour fire resistance barriers with
exemptions requested from provision of fire dampers as detailed in the fire
damper exemption request. In such cases all mechanical, electrical and HVAC
penetrations are sealed with 3 hour fire resistive material.
j e Shutdown Analysis Area A consists of the following fire zones:
Elevation 190
1-A-1-PA (PAABLl-1-PA) 12,800 BTU/SF
1-A-1-PB (PAABLl-1-PB) 12,500 BTU/SF
1-A-1-ED (PAABL1-1-ED) Negligible
1-A-1-PD (PAABL1-1-FD) Negligible
Elevation 216
(FAABL2-2-COR) Negligible
'-A-2-COR
1-A-2-MP (PAABL2-2-MP,) 3,800 BTU/SF

1-A-2-PT ( None ) Negligible
Elevation 236
1-A-3WOR (PAABL3-3-COR) . 7~000 BTU/SP

1-A-3-MP (FAABL3-3-MP) 2,500 BTU/SP
1-A;3-PB (PAABL3-3-PB) 12,500 BTU/SP
1-A-3-COMI (PAABL3-3WOMI) - 26,900 BTU/SF
1-A-3-COME (PAABL3-3-COME) 39,000 BTU/SP
1-A-3-COMB (FAABL3-3MOMB) 36,600 BTU/SP
1-A-3-TA (PAABL3-3-TA) Negligible
1-A-34-RHXA(FAABL3-3-RHXA) 8,000 BTU/SF
1-A-34-RHXB(FAABL3-3-RHXB) Negligible
,.Elevation 261
1-A-4-CHPA (PAABL4-4-CHFA) 68,500 BTU/SF
1-A-4-CHFB (PAABL4-4-CHFB) 59,200 BTU/SP
1-A-4-COMI (PAABL4-4-COMI) 36, OOOBTU/SP
1-A-4-TA (PAABL4-4-TA) Negligible
Safe Shutdown Analysis Area B consists of the following fire zones:
Elevation 261
1-A-4-COR (FAABL4-4-COR) 88,600 BTU/SF
1-A-46-ST (FAABL4-4-ST) Negligible
1-A;4-COMB (FAABL4-4-COMB)49,000 BTU/SP
1-A-4MOME (FAABL4-4-COMB)21,400, BTU/SF
Elevation 286
1-A-5-CEH (FAABL5-5-CER) Negligible
1-A-5-HVA (FAABL5-5-HVA) 24,500 BTU/SF
1-A-5-HVB (FAABL5-5-HVB) 61, 700 BTU/SP
1-A-5-HV3 (FAABL5-5-HV3) . Negligible
1-A-5-BATN (FAABL5-5-BATN)51,000 BTU/SF
Safe Shutdown Analysis Area C consists of the fire zone:

1-A-5-HVB (FAABL5-5-HVB) 61.700 BTU/SF
The fire damper exemption request with the detailed table at the end of tnis
report lists the penetrations involved, their size, location and fire loadings
the immediate vicinity on both sides of the penetration. Since the fire
dings listed in the above mentioned table are low or moderate, the-exemption from
rovision of fire dampers in these floors is justified.
-13-
TABLE 9.5B-3 REUISION 2
rea: ~ 1-A-BAL A, EL.~ 190', 216', 236', and

Auxiliary Building 261'eactor
Safe Shutdown Analysis Drawings CAR-SH-SK-668S05, CAR-SH-,SK-668S06,

CAR-SH-SK-668S07, .CAR-SH-SK-668S08, CAR-SH-SK-668S09, CAR-SH-SK-668S10,
CAR-.SH-SK-668S ll,
CAR-SH-SK-668S13 and CAR-SH-SK-668822
See Fire Zones 1-A-1-PA CARS Zone FAABLl-1-PA

1-A-1-PB CARS Zone FAABLl-1-PB
1-A;1-FD CARS Zone FAABLl-1-FD
1-A-1-ED CARS Zone FAABLl-1-ED
1-A-2-PT CARS Zone None
1-A-2-MP CARS Zone FAABL2-2-MP
1-A-2WOR CARS Zone FAABL2-2WOR
1-A-3-COR CARS Zone FAABL3-3-COR,
1-A-3-MP CARS Zone FAABL3-3-MP,
1-A-3-PB CARS Zone FAABL3-3-PB,
1-A-34-RHXA CARS Zone FAABL3-34-RHZA,
1-A-34-RHXB CARS Zone FAABL3-34-RHXB,
1-A-3MOMI CARS Zone FAABL3-3-COMI,
1-A.-3-COME CARS Zone FAABL3-3-COME,
1-A-3M0MB CARS Zone FAABL3-3WOMB,
1-A-3-TA CARS Zone FAABL3-3-TA
1-A-4MHFA CARS Zone FAABL4-4-CHFA
1-A-4-CHFB CARS Zone FAABL4-4-CHFB
" 1-A-4WOMI CARS Zone FAABL4-4MOMX
1-A-4TA CARS Zone FAABL4-4-TA
Passive Protection
This area is enclosed by 3 hour fire rated barriers. Two hour fire rated
barriers with 1 ll2 hour fire rated doors enclose stairwells. Smoke
removal is by normal ventilation.
Active Protection
Area active protection consist of the following as listed by fire-zone
below:
Fire Zone 1-A-1-PA (FAABL1-1-PA) and 1-A-1-PB (FAABL1-1-, PB)-
Multicycle Sprinklers actuated by thermal detection is provided
throughout the fire zone.
Fire Zone 1-A-1-FD (F~l-1-FD) and 1-A-1-ED (FAABL1-1-ED) - Early

warning ionization detection is provided throughout the fire zones.
Hose stations, portable extinguishers and manual alarm stations are
available in and adjacent to the fire zone.
1-A-BAL A
Fire Zone 1-A-2-PT — Hose stations and portable extinguishers are

located adjacent 'to the fire zone. A manual alarm station is located
inside the fire zone.
Fire Zone 1-A-2-MP (FAABL2-2-MP') - Early warning ionization detection
is provided throughout the fire zone. Hose stations, portable
extingu5.shers and manual alarm stations are located in and adjacent
to the fire zone.
Pire Zone 1-A-2-COR (PAABL2-2MOR) - Hose stations and portable
extinguishers are located in and adjacent to the fire zone. A, manual
alarm station is located inside the fire zone.
Fire Zone 1-A-3WOR (FAABL3-3-COR) — Hose -stations, portable
extinguishers .and manual alarm stations are provided in and adjacent
to the fire zone.
Fire Zone 1-A"3"MP (FAABL3-3-MP) — Hose stations, portable
extinguishers and manual alarm stations are provided in and adjacent
to the fire zone.
Fire Zone 1-A-3-PB (FAABL3-3-PB) - Multi-cycle sprinklers actuated by
thermal detectors are located throughout the fire zone except between
columns 18 thru 23, D to E and 30 to 36, 9 to E. Early warning
ionization detection is provided throughout the fire zone. Hose
stations, portable extinguishers and manual alarm stations are
provided in and adjacent to the fire zone.
Pire Zone 1-A-34-RHXA (FAABL3"34-RHXA) — Hose stations, portable
extinguishers and manual alarm stations are available adjacent to the
fire zone.
Fire Zone 1-A"34-RHXB (FAABL3-34-RHXB) - Hose stations, portable
extinguishers and manual alarm stations are available adjacent to the
fire zone.
Fire -
Zone 1-A-3&OMX (FAABL3-3-COMX) Multi-cycle sprinklers
actuated by thermal detection are provid d over safety train A and B
cable trays in columns 42 to 43, I
to L. Early warning ionization
detection is provided throughout the remainder of the fire zone.
Hose stations, portable extinguishers and manual alarms stations are
available in and,adjacent to the fire zone.
Fire Zone '1-A-3-COME (PAABL3-3~ME) - Multi-cycle sprinklers
actuated by thermal detectors are provided over safety train A and B
cable trays between columns 42 to 43, E to H. Early warning
ionization detection, is provided throughout, the entire fire zone.
Manual alarm stations are available in the fire zone. Hose stations
and portable extinguishers are available adjacent to the fire zone.
Area„ 1-A-BAL A
Pire Zone 1-A-3-COMB (FAABL3-3-COMB) — Multi-cycle sprinklers

actuated by thermal detectors are provided over safety train A and B
cable trays and most of the fire
zone. A section between columns 41
to 43, D to E. Early warning ionizat5on detection is provided
throughout the fire zone. Manual alarm stations are available in and
adjacent to the fire zone. Hose stations and portable extinguishers
are available adjacent to the fire zone.
Pire Zone 1-A-3-TA (PAABL3-3-TA) - Hose stations, portable
extinguishers are available adjacent to the f5re zone. A manual
alarm station is available inside the fire zone.
Pire -
Zone 1-A-4-CHFAL (FAABL4-4~A) Multicycle sprinklers
actuated by thermal. detection are provided over the charcoal filter
unit. Hose stations, portable fire
extinguishers, and manual alarm
stations are provided in, and adjacent'o, the fire zone. Early
warning ionization detection is provided throughout the fire zone.
Fire Zone 1-A-4-CHPB (PAABL4-4-CHFB) — Multi-cycle sprinklers
actuated by thermal detection are provided over the charcoal filter
unit. Hose stations, portable fire
stations are provided in, and adjacent to the zone. Early fire
warning ionization detection is provided throughout the fire zone.
Pire Zone 1-A-4-CHFB (FAABL4-4-CHFB) - Multi-cycle sprinklers
actuated by thermal detection are provided throughout the fire zone
except in an area bounded by column line L; a line parallel to and ?
ft west 'of column line Jx, a line parallel to and 8 east of column ft
line Jz, a line parallel to and 12 ft
south of column line 43, and
column line 43, and a line parallel to and 14 ft'north of column line
43. Early warning ionization detection is provided throughout the
fire zone. Hose stations, portable fire extinguishers, and manual
alarm stations are provided in, and adjacent to the fire zone.
Fire Zone 1-A-34-RHXA (PAABL4-34-RHXA) — Hose stations, portable fire
extinguishers, and manual alarm stations are provided adjacent to the
fire zone.
Fire one 1-A-34-RHXB (FAABL4-34-RHZB) Ho - stations, portable fire

exti uishers, and manual alarm stations ar provided adjacent to the
fire. I
zone.
TA Equipment .Exposed to a Common Fire
Review of the equipment located in this area indicates that separation
criteria was met or an exemption request is provided. A fire could expose
certain Safety Train A and B valves, which would not adversely affect
shutdown. Also redundant, train cable and equipment in certain zones could
be exposed, but as protected or explained below would not adversely affect
the safe shutdown.
-16-
" Area': 1-A-BAL A
.
Comments
Valves MOV-2SW-347SA-l, MOV-2SW-B48SB-l, MOV-2SW-B49SA-1 and
MOV-2SW-352SB-1 are Service Water System Valves located in
t'hp return from the Emergency Cont inment Fan Coolers'They are normally
open during plant operation and are required to be open during safe
shutdown. Postulation of fire in this area with resulting loss of power
to these valves would not affect their function. These valves will fail
as is which's the open position. '=
r
2. Instrument 'rack A21-R17-ESF-A and associated conduits 16041S-SA-3 and
17023H-SA-3 and )unction boxes 31519-SA and 31520-SA were not protected
from their redundant counterparts. Although these instrument racks,
located in Fire Zone 1-A-3-TA (FAABL3-3-TA), contain instruments
associated with essential systems, loss of instruments will not jeopardize
operation of respective systems because alternative means can be used.
The alternatives to the condensate storage tank level transmitters
LT-9010A and LT-9010B, located in instrument racks A21-R17-ESF-A and
A21-R15-ESF-3 respectively, are the Auxiliary Feedwater Pump Suction
Pressure Transmitters PT-2250"A and PT-2270, located, respectively in
instrument racks Al-R14 and Al-R29 on E1.236.00 in Fire Zone 1-A-3-PB
(FAABL3-3-PB). Therefore, we conclude that no further analysis of these
instruments is required.
3. Valves MOV-2SI-579SA and HOV-2SI-578SB are Safety Injection System
Isolation Valves in the RHR Recirculation System. They are located in
Fire Zone 1-A-3-HP (FAABL3-3-MP). They are normally open during plant
operation and are required to open during safe shutdown. A fire on this
elevation with loss of power to the valves will not cause them to close.
Therefore, we conclude that no further analysis of these valves is
required.
4. Valves MOV-2CS-V609SB and MOV-2CS-V610SA are Chemical and Volume Control
System Valves located in series and used for isolation'during LOCA. They
are located in Fire Zone 1-A-3-MP (FAABL3-3-MP). They are normally open
during plant operation and are required to be open during safe shutdown.
Postulation of afire on this elevation with resulting loss of power to
these valves will not cause them to close. Therefore, we conclude that no
further analysis of these valves is required.
5.. Air Handling Unit AH-11(13-SB) and AH-ll(IA-SA) located in Fire Zone
1-A-3-MP (FAABL3-3-HP) only provide local cooling for the equipment in the
area.'.
Valve AOV-3CX-W10SB, located in Fire Zone'1-A-3-PB (FAABL3-3-PB)y is

required for safe shutdown. It
is a chilled water distribution valve on
the discharge side of Air Handling Unit AH-6(lB-SB). This 3 way valve is
designed to fail such that flow is maintained between coil and unit.
Therefore, we conclude that no further analysis of this valve is required.
, Area'1"A-BAL A
Valve MOU-3CC-B6SB, located in Fire Zone 1-A-3-PB (FAABL3-3-PB) is >
required for safe. shutdown. It

is a component'cooling water system
suction isolation valve for component cooling water Pump B'. is lt
normally open and required to be open for safe shutdown. A fire on this
elevation with resulting loss of power to the valve will not cause to it
close. Therefore, we conclude that no further analysis of this valve is
required.
8. Drawing SK-668S11 indicates that a partial barrier will be installed
between boric acid transfer pumps. This modification will be removed
since further agalysis indicates that an alternative method of Boric Acid
addition is available. Operation of Valve 2WS-D633 will allow the
introduction of boric acid through the CVCS system. This valve is located
in the area of drawing SK-668S09 (C18). Also, modifications extending
sprinklers will removed.
Modifications
l. Provide a multi-cycle sprinkler system actuated by thermal detection in
Fire Zone 1-A-2-MP (FAABL2-2-HP) between columns 15 through 39, E through G
to protect all equipment and related contzols required for safe shutdown.
'7
A~ Provi'de multi-cycle sprinklers activated by thermal detectors to protect
all equipment and related controls required for safe shutdown in Fire
Zones 1-A-3MOR (FAABL3-3WOR) and 1-A-3-MP (FAABL3-3-HP)
3. Provide a curb between air handling units AH-11(lB-SB) and AH-ll(1A-SA)

located in Fire Zone 1-A-3-HP (FAABL3-3-HP).
Provide 1 hour rated enclosure for'he following:
Junction Boxes B-1453-SB, B1452-SB
Conduits 12775A-SB-l-l/2, 12768A-SB-l-l/2,
15436G-SB-4, 12774A-SA-1-1/2, 12767A-SA-1-1/2,
15449R-SA-3, 12212A-SB-4, 15400A-SB-4, 11779B-SB-4, 16000B-SB-4
Cable Trays P1806-SB, P1306-SA
All of the above are located in Fire Zone 1.-A-3-MP (FAABL3-3-MP).
5. Provide a 1 fire
rated enclosure for valve MOU-3CC-V167SB located in
hour
Fire Zone 1-A-3-PB (FAABL3-3-PB). This is a component cooling water
system valve. It
is the outlet isolation valve from the RHR Heat
Exchanger. This valve is normally closed but required to open for safe
shutdown.
6. Provide 1 hour" fire
rated-enclosure for the following conduits and
)unction boxes located in Fire Zone 1-A-3-PB (FAABL3-3»PB).
l
Junction Boxes B1455-SB, B1414-SB, B1457-SB, B1482-SB, B1483-SB, B1593"SB.
Conduits 16044M-SB-2, 16044X-SB-3, 12761A-SB-2, 16046L-SB-3, 16046G-SB-3,
16046F-SB-3 16044Y-SB-3, 16040Y-SB-3 16046B-SB-3, 15434J-SB-3 12763A-SB-2
-18-
Area.'1-A-BAL A
j
f
The ollowing. cables, located in Fire Zone 1-A-3-PB (FAABL3-3-PB), will be
removed from cable trays and existing conduit and be rerouted in dedicated
conduits:
10953A, 10953B, 12208B, 12259A, 12260A, 12260B, 12263A, 12264A, 12761A,
12763A
8. Cables required for safe shutdown vill

be removed from cable trays P1803
and C1808, located in Fire Zones 1-A-3-COME (FAABL3-3WOME) and 1-A-3WOMB
(FAABL3-3-COMB) and will be installed in separate, 1 hour protected
conduits. No protection of cable trays will be required.
9. Provide a 1 hour enclosure for conduit 17022S, located in Fire Zone
1-A-3-COME (FAABL3-3-COME)~
10. Extend sprinkler system to cover conduit 17022S.
ll. Provide multi-cycle sprinklers actuated by thermal detection above

Auxiliary Feedwater Pumps P1A-SA and PlX-SAB along the partial high walls
separating the pumps.
12. Provide 1 hour fire rated enclosures for conduits and junction boxes,
located in Fire Zone 1-A-3WOME (FAABL3-3MOME), listed below:
Conduits 15432U-SB-4, 16044A-SB-4, 15432V-SB-4, 16030K-SB-2, 15412X-SB-2.
These are protected for their entire length.
Junction Boxes B1586-SB, B1587-SB, B1588-SB, B1476-SB, B1477-SB.
" Classify the existing wall at column line

in Fire
KZ between columns 24Z and 27,
fire rated in order to
Zone 1-A-3-COMI (FAABL3-3-COMI), as 3 hour
maintain separation of redundant equipment a'nd systems associated with
AH-23, AH-29 and Containment Fan Coolers AH-1(3A-SB), AH-l(1B-SB),
AH-2(lA-SA) and AH-2(1B-SA).
14. Cable trays acting as a source of intervening combustibles between
redundant safety related equipment wil1 be provided with fire breaks~.
The cable trays so equipped are listed below for Fire Zone 1-A-3-PB
(FAABL3-3-PB).
a) Between Auxiliary Feedwater Pumps P1A-SA, and PlX-SAB

C1808, L1801, X1803, P1803
Tray P1217 and C1208'ass within 20 ft
of pumps IA-SA in the
North-South and East"Rest directions. Since they do not run
between redundant equipment they are not provided with
firebreaks.
b) Between component cooling water pumps 1B-SB and 1C-SAB component
cooling water heat, exchanger 1A-SA
'
and 1B-SB
P1808, C1808, L1801, X1803
0
'rea:
I
I
1-A-BAL A
c) Between Service Mater Booster Pumps lA-SA and 1B-SB. Pump 1B-SB is
'ocated in Fire Zone 1-, A-3-COMB (PAABL3-3-COR).
P1 300~ C1303 7 L1303 ~ P1 305~ Cl304 L1 401 ~ Xl500 Pl21 7 ) C1 208
os ~
Trays P1217 and C1208 pass within 20 ft, of booster pump 1A-SA in
the North-South and East-Vest directions. Since they cannot
convey a fire between the redundant units, they are not provided
with fire breaks.
d) Between CVCS charge pumps '1A-SA, 1B"SB, 1C-SAB
P1300t C1303s L1303s X1300
15. In Fire Zones 1-A-4WOMI (FAABL4-4MOMI) and 1-A-4"CHFA (PAABL4-4~A),

remove essential cables 12550A, 13285A, and 13286A from cable tray P1808
aad reroute cable in separate protected conduit. Extend multicycle
sprinklers, actuated by thermal detection, to protect new conduits.
Reroute cable in separate protected conduit.
16. In Fire Zones 1-A-4-COMI (FAABL4-4-COMI) and 1-A-4-CHFA (FAABL4-4-CHFA),
remove essential cable 13285E from cable tray C1810 and reroute cable in
separate protected conduit. Extend multicycle sprinklers, actuated by
thermal detection, to protect the new conduit. Reroute cable in separate
protected .conduit.
Exemption Requests and Justifications
1 Request exemption from installation of fire detection and automatic
sprinkler systems throughout the entire Fire Area 1-A-BAL A.
Justifications for each fire zone are listed below.
1-A-1-PA (PAABLl-1-PA) and 1-A-1-PB (FAABL1-1-PB) - A multi-cycle
sprinkler system actuated by thermal detectors is provided throughout
the entire fire zone. Manual alarm stations are located inside the
fire zone. Hose statioas, portable extinguishers are available ia
and adjacent to the fire zone. The fire loading in 3A-1-PA
(PAABL1-3.-PA) is low at the 12, 800 BTU/SP and ia
is low at 12,500 BTU/SP. 1-A-1-PB-'PAABL1-1-PB)
1-A-1'-PD (FAABL1-3.-PD) and 1-A-1-ED (FAABLl-1WD) — Ionization

detections provided throughtout the entire fire* zone. Manual alarm
stations, portable extiaguishers and hose stations are available
ad)aceat to the fire zoae. The fire loadiags in each zone are
negLtgible.
1-A-2-COR (PAABL2-2-COR) - A manual aiarm station aad hose station
arte provided inside the fire zoae. The fire loading is negligible
(1,000 BTU/SF).
-
1-A;3-TA (PAABL3-3-TA) No automatic suppression or detection is
provided based oa negligible combustible loading, less thaa 1,000
BTU/SF. ft
of fire area, low transient combustible loading and cables
in conduit. Manual alarm- stations are provided in stairways and
hoseline backup from RAB stations or yard hydrants is available.
1-A-BAL A
1-A-2-HP (FAABL2-2-MP) — A mutli cycle sprinklers system actuated by

thermal detectorsis provided in most of the fire zone over safety
related equipment. Hose stations, portable extinguishers and manual
alarm stations are provided in the fire zone. The fire loading is
low at 3,800 BTU/SF.
1-A;2-PT - stations, portable extinguishers and manual alarm
Hose
stations are available adjacent to the fire zone. The fire loading
is negligible (1,000 BTU/SP)..
1-A-3~ (FAABL3-3-MP) —A multi-cycle sprinkler system actuated by
therma1 detectors is installed in almost the entire fire zone over
safety related equipment. Hose stations, portable extinguishers and
manual. alarm stations are available in and adjacent to the fire
zone. The fire loading in this zone is low at 2,500 BTU/SP.
1-A-'3-COR (FAABL3-3-COR) -
Approximately half the corridor is
provided with multi-cycle sprinklers actuated by thermal detectors to
protect safety related equipment. Hose stations, portable
extinguishers and manual alarm stations are available in and adjacent
to the fire zone. The fire loading in this zone is low at 7,000
BTU/SF.
1-A-3-PB (FAABL3-3-PB) - A multi-cycle

sprinkler system actuated by
thermal detectors is provided throughout most of the fire zone except
for two small rooms along the west wall and a platform at elevation
247.00. Ionization detection is provided throughout the entire fire
zone. Hose stations, portable extinguishers and manual alarm
stations are available in and adjacent to the fire zone. The fire
Loading in the fire zone is low at 12,500 BTU/SP.
1-A-34-RHZA (PAABL3-34-RHxA) and 1-A-34-RHXB (FAABL3-34-RHxB) Hose -
stations, portable extinguishers and manual alarm stations are
available adjacent to the fire zone. The fire loadings in both fire
zones are low at 8,000 BTU/SF. ft
and negligible at less than 1,000
BTU/SP, respectively.
1-A-3-COME (PAABL3-3-COME) -
A multi-cycle sprinkler system, actuated
by thermal detection is installed over cable trays in the corridor,
covering approximately 35 percent of the fire
zone. Xonization
detection is provided over the entire fire zone. Manual alarms =
stations are available in and adjacent to the fire zone. Hose

stations and portable extinguishers are available and ad]acent to the
fire zone.
1-A-3-COME (FAABL3-3~ME) - A multi-cycle sprinkler system actuated,
by thermal detectors is provided over cable tray runs in the
corridor. Early warning ionization smoke detection is provided
throughout the fire zone except over the boron recycle holdup tank
cubicle at the southern end of the fire zone, column line 24Z to
18Z. Hose stations, portable e..tinguishers and manual alarm stations
are available in and adjacent to tne fire zone.
, Area: 1-A-BAL A
1-A-3"COMB (FAABL3-3-COMB) - Multi-cycle

sprinklers actuated by
thermal detectors are provided over safety train A and B cable trays
most of the fire zone. A section between columns 41 to 43, D to
'nd
E. Early warning ionization detection is provided throughout the

fire zone. Manual alarm stations are available in and adjacent to
the fire zone. Hose stations and portable extinguishers're
available adjacent to the fire zone. The fire loading is low at
36,600 BTU/SF.
1-A-34-RHXA, (FAABL3-34-RXHA) — Hose stations, portable extinguishers
and manual alarm stations are available adjacent to the zone. fire
The fire
loading is low at 8,000 BTU/SF.
.1-A-34-RHXB (FAABL3-34-RXHB) — Hose stations, portable extinguishers
and manual alarm stations are available adjacent to the fire zone.
The fire loading is neglibible (less than 1,000 BTU/SF).
1-A-4-CHFA (FAABL4-4-CHFA) and 1-A-4-CHFB (FAABL4-4-CHFB)- Early

warning ionization detection is provided throughtout the entire fire
zone. Multicycle sprinklers actuated by thermal detection are
provided over the charcoal filter unit and safety related cable
trays. The combustible loading in this fire zone is low (68.5000
BTU/SF). Manual alarm stations, portable fire extinguishers, and
hose stations are available in, and adjacent to the fire zone.
1-A-4WOMI (PAABLY-4-COMI) — Early warning ionization detection is

provided throughtout the entire fire zone. Multicycle sprinklers
actuated by thermal detection are provided over the cooridor and
safety related cable trays. The combustible loading in this fire
zone is low (36,000 BTU/SF). Manual alarm stations, portable fire
extinguishers, and hose stations are available in, and adjacent to
the fire zone.
1-A-4-TA (FAABLY-4-TA) —No automatic fire detection or suppression
is provided based on negligible combustible loading (less than 1,000
BTU/SF). A manual alarm station is provided in this fire zone and
portable fire exrtinguishers and hose stations are available in
adjacent fire zones.
2. Request exemption from providing 1 hour fire rated barriers in t e
following fire zones:-
1-A-3-MP (PAABL3-3-MP) - Exemption is requested from 1 hour.
separat"on of air handlers AH-11(1B-SB)'and AH-11(1A-SA) based on
negligible combustible load. The redundant counterparts are 9 feet
apart and a 6 inch curb is provided to prevent oil spills.
Multi-cycle sprinklers, actuated by thermal detection were added in
the zone because of other redundant air'andling units more than 20
feet apart,. Manual alarm stations, hose stations and portable
extinguishers are available in and adjacent to the fire zone.
Pireloading in the fire zone is low at 2,500 BTU/SF.
Area: 1-A-BAL A
1-A-3-PB..{FAABL3-3"PB) —. Exemption from separation by 1 hour rated

enclosure is requested of air handling units AH-6-(1B-SB) and
AH-7(lB-SB) from AH-6(1A-SA) and AH-7(1A,-SA) located too close to
meet separation criteria in sprinklered areas. These units are
located approximately 10 feet apart from their redundant
~
counterparts. There are intervening combustibles. Multi-cycle
sprinklers, actuated by thermal detectors are provided in almost the
entire fire zone. Early warning ionization smoke detection is
prodded throughout the entire fire zon'e. Hose stations, portable
extinguishers'and manual alarm stations are available in and ad)acent.
to the fire zone. Fire loading in the fire zone is low at 12,500
BTU/SF. Floor drains will drain any oil spill from the units.
3. Exemptions are requested from consideration of intervening combustibles in

the case of IEEE-383 qualified cable insulation running in ladder-type .
open cable trays near ceiling level between the following pieces of
equipment listed by fire zone below:
1-A-3-PB- Auxiliary Feedwater Pumps P1A-SA, and PlX-SAB. The cable
trays run in excess of 14 feet vertical distance from the pumps. The
pumps are located approximately 30 feet apart and are separated by 10
foot high walls. These walls extend 16'-3" and 18'-3 perpendicular
from the west wall at column B. See modification 14a) for
description of location of fire breaks in cable trays. Multi.-cycle
sprinklers, actuated by thermal detectors are installed in the fire
zone over all safety related equipment. Ionization detection is
provided throughout the fire zone. Hose stations, portable
extinguishers'and manual alarm stations are available in and ad)acent
to the fire zone. Fire loading in the fire zone is low at 12,500
BTU/SF. ft. Floor drains are installed.
Component cooling water pumps 1B-SB and 1C-SAB. The cable trays run
in excess of 14 feet vertical distance from the pumps. Pump 1C"SAB
is required to operate during maintenance outage of pump lA-SA.
These pumps are located more than 100 feet apart horizontally. Train
B cable trays XL808, P1803, C1808 and L1801 are located approximately
10 feet horizontally to the west and over 20 feet above CCR pump
1C"SAB. All other cables are run in conduit. See modification 14.b)
for description of location of fire breaks in cable trays.
Mult-cycle sprinklers, actuated by thermal detectors are installed in
.the fire zone over all safety related equipment. Ionization
detection is provided throughout the fire zone. Hose stations
portable extinguishers and manual alarm stations are available in and
ad)acent to the fire zone. Fire loading in the fire zone is 12,500
BTU/SF. Floor drains are installed.
Component cooling water heat exchanger IA-SA and 1B-SB. The

cable tray described in the CCW. pump exemption above are, also
between the CQ4 heat exchangers. The heat exchangers are
also over 100 feet apart.
S
1-A-BAL A
Service Water Booster Pumps 1A-SA and 13-SB, the latter pump
is located in Fire Zone 1-A-3-COMB (FAABL3-3-COMB).
The cable trays run in excess of 14 feet vertical distance
from the pumps. These pumps are located about 180 feet apart
but each has less than 20 feet horizontal distance from cable
trays running in the area. See modification 14.c) for descrip-
tion of location of fire breaks in cable trays.
Multi-cycle sprinklers actuated by thermal detectors are
installed over safety related equipment in Fire Zone 1-A-3-PB
(FAABL3-3-PB), where Pump Q.-SA is located and Fire Zone 1-A-3WOHB
(FAABL3-3-PB), where Pump 1B-SB is located. ionization smoke
detection is provided throughout both fire zones.'
Fire loading in Fire Zone 1-A-3-PB (FAABL3-3-PB) is low at

12,500 BTU/SF and in Fire Zone 1-A-3«COMB (FAABL3-3-COMB), it
is low at 36,600 BTU/SF. Hose stations, portable extinguishers,
and manual alarm stations are available in and adjacent to the
fire zones. Floor drains are installed.
Charging Pumps'IA-SA, IB-SB, and 1C-SAB. The cable trays run
in excess of 14 feet vertical distance from the pumps and are
located approximately 17 feet to the east. These trays are
also located outside the pump rooms. See Modification 14a
for a description of the location of fire breaks in the cable
trays.
Multi-cycle sprinklers actuated by the thermal detectors are
installed in almost the entire fire zone. Ionization smoke
detection is provided throughout the fire zone. Hose stations,
portable extinguishers, and manual a1arm stations are available
in and adjacent to the fire zone. Fire loading in the fire
zone is low at 12,500 BTU/SF.
Exemptions are requested from providing 20-foot separation

between redundant equipment located in the fire zones below:
1-A-3-PB (FAABL3-3-PB) — Component Cooling Water Pump 1A«SA
and the pump housing of Component Cooling Water Pump 1C-SAB
during maintenance outage of Pump 1B-SB. There is a 21-foot
separation from the the motor of each pump. The separation
between the motor of Pump 1A-SA and the pump housing of
Pump 1C-SAB is 15 feet-with no intervening combustibles.
installed in almost the entire fire zone. Ionization
is provided throughoutthe fire zone. Hose stations, smoke'etection
portable extinguishers, and manual alarm stations are 'available

in and adjacent to the. fire zone. Fire loading in the fire
zone is 'ow at 12',500 BTU/SF.
Floor drains are installed. A fire watch will be provided

if Pump 1B-SB is out of service for more than seven days.
-24-
installed in almost the entire fire zone. Ionization smoke
detection is provided throughout the fire zone. Hose stations,
portable extinguishers, and manual alarm stations are available
in and adjacent to the fire zone. Fire loading in the fire
zone is low at 12,500 BTU/SF.
5. Exemption to requested from providing a one-hour rated enclosure

of the CVCS Charging Pumps'A-SA, 1B-SB, and 1C-SAB located in
F're Zone 1-A-3-PB (FAABL3-3-PB). The pumps are located
approximately 17 feet apart with rated 11 foot
a three-hour
concrete wall between them; The concrete ceiling
pumps have a
at Elevation 247. Multi-cycle sprinklers actuated by thermal
detection is provided in each pump room and at Elevation 247.
Ionization smoke detection is provided throughout the entire
fire zone. Hose stations, portable extinguishers, and manual
alarm stations are available in and adjacent to the fire zone.
Fire loading in the fire zone is low at 12,500 BTU/SF. Access
into the charging pump rooms is through seismically-designed
air-tight doors which have a four to six-inch high step-up.
Also, access to Flevation 247 is limited to only a permanent
ladder.
E k
Arey: 1-A-BAL B, EL. 261.00'nd

Auxiliary Building
286.00'eactor
I
Saf e Shutdown Analysis Drawings CAR-SH-SK-668S12, CAR-SH-SK-668S13,
CAR-SH-SK-668S14, CAR-SH-SK-688S15, CAR-SH-SK-668S16, CAR-SH-SK-668S17
Elevation: 261.00'nd
~ 286.~ 00'n Reactor Auxiliary Building ~
'See Pire Zones 1-A-46-ST CARS Zone PAABL4-46-ST

1-A-4-CHLR CARS Zone PAABL4-4-CHLR .
1-A-4W0MB CARS Zone FAABL4-4W0MB
1-A-4-COME CARS Zone PAABL4-4-COME
1-A;4WOR CARS Zone PAABL4-4WOR,
1-A-5-CEH CARS Zone NONE
1-A-5-HUA CARS Zone PAABL5-5-HVA
1-A-5-HV3 CARS Zone . FAABL5-5-HVA
1-A-5-BATN CARS. Zone PAABL5-5-BATN
Area Passive Protection

Area passive protection consists of 3 hour fire rated barriers, 3 hour
fire rated doors, 3 hour fire rated dampers in ducts. passing through fire
area b'oundary, and penetration fire stops. 2 hour fire rated walls with 1
1/2 hour fire rated doors enclose stairwells. Smoke removal is
accomplished by normal ventilation.
Area Active Protection

Area active protection is listed by fire zone below:
1-A-46-ST 'ose stations, portable fire

(FAABL4-46-ST) stations are available ad)acent to the fire zone.
1-A-4-CHLR Multi-cycle sprinklers actuated by thermal detection
(FAABL4-4-CHLR) are provided throughout the fire zone. Ionization type smoke
detection is provided throughout the fire zone. Hose
stations, portable fire extinguishersq and manual alarm
stations are provided in, and adjacent to the fire zone.
1-A-4-COMB Early warning ionization detection is provided throughout the
(FAABL4-4-COMB) fire zone. Multi-cycle sprinklers actuated by thermal
detection are provided throughout the fire zone except between
column lines D to E, 41 to 10 ft south of 43. Hose stations,
fire extinguishers, and manual alarm stations are provided in
and ad)acent to the fire zone.
Area. 1-A-BAL B
1-A-4- COME Multicycle sprinklers actuated by thermal detection are

(FAABL4-4-COME) provided throughout the fire zone except in an area bounded by
column lines „E, H, 41, and a line 'parallel to and 10 ftsouth
of column line 43. Early warning ionization detection is
provided throughout the fire zone. A manual alarm station is
provided in the fire zone. Hose stations, portable fire
extinguishers, and manual alarm stations are provided adjacent
to the fire zone.
1-A-4-COR Early warning ionization detection is provided throughout the
(FAABL4-4-COR) fire zone. station is provided in the fire
A manual alarm
zone. stations, portable fire extinguishers, and manual
Hose
alarm stations are provided adjacent to the fire zone.
1-A-5-CEH A portable extinguisher and hose stations are available
adjacent to the fire zone. A manual alarm station is provided
in the fire zone.
1-A-5-HVA Early warning ionization detection is provided throughout the,
(FAABL5-5-HVA) fire zone. A hose station, portable extinguisher and manual
alarm station are provided in the fire zone.
1-A-5-HU3 A hose station and manual alarm station are provided in the
(PAABL5-5-HV3) fire zone. Portable extinguishers are available adjacent to
the fire zone.
1-A-5-BATN Early warning ionization smoke detection is provided throughout
(FAABL5-5-BATN) the fire zone. Hose stati'ons, portable extinguishers and
manual alarm stations are available adjacent to the fire zone.
General Comments
1. Valves MOV2AP-V116SA and MOV2AF-VlOSB are the isolation valves for Steam
~
Generator No. 1. Valves MOV2AP-V117SA and MOVZAP-V19SB are the isolation
valves for STeam Generator No. 2. Valves MOV2AP-V118SA and MOV2AP-V23SB
are the isolation valves for Steam Generator No. 3. A11 six valves are
located in Fire Zone 1-A-46-ST (FAABL4-46-ST). All six valves are
normally open and are not required to close during shutdown Each valve
is designed to fail-as is, and will therefore fail in a safe position.
Therefore, we conclude that no further analysis of these valves is
required.
2. Valves AOV-2MS-V1SAB-l, AOV-2MS-V2SAB-l, and AOV-2MS-U2SAB-1 are the main
steam isolation valves and ar'e located in Pire Zone 1-A-46-ST
(PAABL4-46-ST). All three valves are normally open and are required to
close during shutdown. Each valve is designed'o fail closed, and will
therefore fail in a safe position. Therefore, we concl'ude .that no
of these valves is required. further'nalysis
-27-
Area: 1-A-BAL B
I
3. Valves AOV-3SA-V302SB and AOV-3SA-V307SA are the service air valves for
the HVAC Essential Service Ch'illed Water System Expansion Tanks 1A-SA and
1B"SB respectively, and are located in Fire Zone 1-A-4-CHLR
Qi (FAABL4-4-CHLR). These two valves are normally open and are required to
close dux'ing shutdown. Each valve is designed to fail clused, and will
therefore fail
ia a safe position. Therefore, we conclude that no further
analysis of these valves is requix'ed.
4~ Valves AOV-3FP-V120SB aad AOU-3PP-V133SA are the make"up water isolation
valves for the Chilled Water Systems Train A and Train B, respectively, and
are located ia Fire Zone 1-A.-4-CHLR (FAALB4-4-CHLR). These two valves are
normally closed and are required to remain closed during shutdown. Each
valve is designed to fail closed. Therefore, we conclude that no further
analysis of these valves is required.
Modifications
Provide 1 hour fire rated 'enclosure for the following junction boxes,
conduits, and cable trays located in Fire Zone 1-A-4-CHLR
(FAABL4-4-COME): junction box B1614-SR3; conduits (protect for entire run
or as indicated) 15418Q-SB-2, 17015H-SR3-2 (from floor to box B1614-SR3),
17014N-SR3-2 (from floor to box B1614-SR3), 15437V-SA-1 1/2 (from AH-20
( lA-SA) to column line 28); cable trays X1806-SB, P1816-SB, C1812-SB.
24 Provide 1 hour fire rated eaclosure for the following junctioa boxes,
conduits, and cable trays located ia Pire Zone 1-A-4-COME
(FAABL4-4»COME): junction boxes B1624-SR4, B1746-SB; conduits
160340-SB-4., 16034V-SB-4, 17012P-SB-4 (from floor to box B1746-SB),
16034Q-SB-4, 160341-SB»4, 17012R-SB-4 (from box B1746-SB to cable tray),
17022V-SR4-3, 17012P-SB-4; cable trays PI808, C1810 (partial length of
run) and conduits 17022V-SR4-3 and 17022S-SR4-3 from floor to box
B1624-SR4.
3. Provide 1 hourfire rated barxier, with Class B label fire door, across
east~est corridor to separate MCC-1B35-SB from MCC-3A35-SA ia Pire Zone
1-A-4-COME (PAABL4-4-COME) ~
4~ Extend existing fire suppression system (multicycle sprinklers actuated by

thexmal detection) to cover junction box B1624-SR4 located in Fire Zone
1-A-4-COME (FAABL4-4-'COME).
5. Za Fire
Zone 1-A-4-COME (FAABL4-4-COME), remove essential cables 12550A,,
13285A,'and 13286A from cable tray P1808 and reroute cables in separate
conduit protected with 1 hour firerated enclosure.
6 Ia Pire Zone 1-A-4WOME (FAABL4-4WOME), x'emove essential cable 13285E
from cable tray C1810 and reroute cable in separate conduit protected with
1 hour fire
rated enclosure.
7. Provide 1 houx fire rated enclosure. fox cable trays P1305-SA, C1300-SA,
and L1300-SA from column line H to column line F in Fire Zone 1-A-4-COME
(FAABL4-4-COME).
-28-
Area: 1-A-BAL B
8. Provide
P 1 hour fire. rated enclosure for the following conduits and cable
trays located in Fire Zone I-A-4-COMB (FAABL4-CO~~S): conduits
16034P SB 4» 16034N SB 4» 16076W SB 4» 16090G SB 4» 16074U SB 4,
15449L-SB-4, 16056S-SB-4 16088M-SB-4, 16074S-BB-4, 16078F-SB-4,
16078E-SB-4, 17042X-SB-4, 15432U-SB-4; cable trays P1808, C1810, L1810,
X1806, P1816, C1812.
9. Extended early warning ionization detection to include the area bounded by
column lines 13, 15, B, E in Fire Zone 1-A-5-HV3 (FAABL5-5-HV3).
10. Provide 3 hour fire rated 'enclosure for the f'ollowing )unction boxes:
B1658-SB, located in Fire Zone 1-A-5"HVA(FAABL5-5-HVA); B1648-SB,
B1649-SB, B1650-SB, located. in Fire Zone 1-A;5-HV3(FAABL5-5-HV3).
11. Cable trays acting as a source of intervening combustibles between

redundant safety related equipment will be provided with fire breaks.*
The cable trays so equipped are listed below for Fire Zone l-A-4-CHLR
9FAABL4-4-CHLR).
a) Between the following redundant safety related equipment:

HVAC chillers WC-2 (IA-SA) and WC-2 (1B-SB); Chilled Water Pumps P4
(IA-SA) and P4 (IB-SB); Condenser Water Circulating Pumps P7 (IA-SA)
and P7
(IB-SB)'rovide;cable
tray fire
breaks in cable trays X1300, C1300, C1311,
PI304» P1305 L1301» C131 0» C1301» '1309 C1302 C1400» C1200 C1205»
P1208» C1201» C1206» L1200» C1213» C1214» L1202» X1202» C1205» C1200»
X1204» X1102, C1200, L1202.
Exemption Requests and Justifications

1. Request exemption from provision of automatic fire detection and
suppression system throughout the entire Area I-A-BAL B. Justification,
by fire zone, is listed 'be1ows
1 -A-46-ST No fire detection or suppression is provided based
automatic
(FAABL4-46-ST) on negligible combustible loading ( I»000 BTU/SF). Manual
alarm stations, portable fire extinguish rs, and hose stations
e available in adjacent fire zones.
1-A-4-CHLR Early warning ionization detection is provided throughout the

(FAABL4-4MHLR) fire zone. Multicycle sprinklers actuated by thermal
detection are provided throughout the fire zone, except. in the
~
Volume Control Tank 1X"SN and Chemical Mixing Tank IX (NNS)

areas. The combustible loading in this fire zone is moderate
(88,000 BTU/SF). Hose stations, portable. fire extinguishers,
and manual alarm stations are provided in, and ad)scent to,
the fire zone.
* Fire breaks are pxovided as described in the FSAR Section 9. 5-1. As a

minimu, at least ore ire break will be provided between the redundant
safety-reLated equipment.
IL
l
Area. L-,A-BAL B
1-A-4-COMB arning ionization detection is provided thr oug h ou t th e

EarlJy war
L4-4-COMB) fire
ire zone
z except in the boric acid tank cubicle. Multicycle
sprinklers actuated by thermal detection a e provided over the
corridor and hazardous areas, both ar as together comprising
about 80 per cent of the fire zone. The combustible loading
in this fire zone is low (48,900 BTU/SP). A manual alarm
station is provided in this fire zone, and portable fire
extinguishers,'nd hose stations axe available in adjacent
fire zones.
*
I-A-4-COME Early warning ionization detection is provided throughout the

(FAABL4-4WOME) entire fixe zone. Multicycle sprinklers actuated by thermal
detection are provided over the cable tray runs located in the
corridor. The combustible loading in this fire zone is low .
(21,400 BTU/SP). A manual alarm stations is provided in this
fire zone, and portable fire extinguishers, and hose stations
are available in adjacent fire zones.
1-A-4-COR Early warning ionization detection is provid'ed throughout the
(FAABL4-4-COR) entire fire zone. The combustible loading in the fi.re zone is
moderate (88,600 BTU/SF). A manual alarm station is located
in the fire zone, and portable fire extinguishers, and hose
stations are available in adjacent fire zones.
1-A-5-CEH No automatic fire detection or suppression is provided based
on negligible combustible loading ( 1,000 BTU/SF). A .manual
alarm station is provided in this fire zone. Hose stations,
portable fire extinguishers, and manual alarm stations are
available in the adjacent fire zone.
1-A-5-HVA Early warning ionization detection is provided throughout the
( PAABL5-5-HVA) fire zone. The combustible loading in this area is low
(20,400 BTU/SP). Hose stations, portable fire extinguishers,
and manual alarm stations are available in, and adjacent to,
the fire zone.
1-A-5-HV3 No automatic fire detection or suppression is provided based on
(FAABL5-5HV3) negligible'ombustible loading ( 1,000 BTU/SF). Hose
stations, portable fire extinguishers, and manual alarm
stations are available in, and adjacent to, the fire zone.
1-A-5-BATN Early warning ionization detection is provided in this fire
(PAABL5-5-BATN) zone. The fixe zone is exclosed with 3 hour fixe rated
barriers, and the combustible loading is low (51,000 BTU/SF).
Hose stations, portable fire
extinguishers, and manual alaxm
stations are available in the adjacent fire zone.
2. Request exemption from providing 3 hour fire rated enclosure for the
following equipment in the Main Steam Tunnel, Pire Zone 1-A-46-ST
(FAABL4-46-ST):
Area: 1-A-BAL B
Valves AOV-2MS-P18SA-l, AOV-ZMS-P19SB-l,

AOV-2MS-P20SA-l, MOV-ZMS-V8SB-1;
Conduits 16058F-SB-l, 15440A-SB-l, 16052T-SB-3,

15436T-SB-3;
Junction Boxes B1573-SB, B1568-SA.
The exemption request is based on negligible in-situ and transient

combustibles in the
Main Steam Tunnel, Fire Zone 1-A-46-ST
(FAABL4-46-ST). The Steam Tunnel is open to the atmosphere, and the heat
from a postulated fire would dissipate into the atmosphere. In addition,
access to the Main Steam and Feedwater„ Pipe Tunnels is by stairs which
makes introduction of additional transient combustibles, such as a drum of
oil, very unlikely.
3. Request exemption from providing 1 hour fixe rated enclosures for one
train, either SB,
SA ofor
the following HVAC equipment located in Fire
Zone 1-A-4-CHLR (FAABL4-4-CHLR): air handling units AH-19 (3A-SA); AH-19
(1B-SB); AH-20 (1A-SA); AH-20 (1B-SB). These air handling units provide
local cooling to Fire Zone l-A-4-CHLR.
The exemption request is based on moderate combustible loading (88,000
BTU/SF) for Fire Zone 1-A-4-CHLR (FAABL4-4-CHLR) as well as provision of
many active fire
protection features. Active fire
protection features in
Fire Zone 1-A-4-CHLR (FAABL4-4-CHLR) include early warning ionization
detection thx'oughout the entire fire zone, multicycle sprinklexs actuated
by thermal detection throughout almost the entire fire zone, and provision
of hose stations, portable fix'e extinguishers, and manual alarm station
in, and adjacent to the fire zone. Also, the floor drainage system layout
would prevent the spread of combustible liquid resulting from an oil spill.
4. Request exemption from px'oviding 1 hour fire rated enclosures for one
train, either SA or SB, of the following equipment located in Fire Zone
1-A-4-CHLR (FAABL4-4-CHLR):
HVAC Chillers (ZA-SA) and WC-2 (1B-SB)

WC-2
Chilled Water P4,(1A-Sh) and P4 (1B-SB)
Pumps
Condenser Water Circ Pumps P7 (lA-SA) and P7 (lB-SB)
In each case, Safety Train SA equipment is separated from the redundant

Safety Train SB equipment by at least 135 ft.
The exemption req'uest is based on moderate combustible loading (88, 000
BTU/SF) for Fire Zone 1-A-4-CHLR (FAABL4-4M') as well as provision of
many active fire
protection features. Active fire
protection features in
Fire Zone 1-A-4-CHLR (FAABL4-4-CHLR) include early warning ionization
detection throughout the entire fire zone, multicycle sprinklers actuated
by thermal defection throughout almost the entire fire zone, and provision
of hose stations, portable fire extinguishers, and manual alarm stations
in, and ~d„'acent to the fire zone. Also, the floor drainage system layout
would prevent the spread of combustible liquid resulting from an oil spill.
Ill
1%
,Area: 1-A-BAL B
5. .Exemption is requested from consideration of intervening. combustibles in

the case of EEEE-383 qua'lified cable insulation running in ladder type
open cable trays near ceiling level. The cable trays involved are located
between the following safety-related equipment:
'UAC Chiller WC-2 (ZA-SA) and WC-2 (1B-SB)
Chilled Water Pump P4 (ZA-SA) and P4 (lB-SB).
Condenser Water Circulation Pump (IA-SA) and (1B-SB)
See modification lla for a description of the locations of fire breaks in
cable trays.
-32-
0
I'
Area: 1-AvBAL C, EL.

Auxiliary Building
286.00'eactor
Safe Shutdovn Analysis Drawing CAR-SH-SK-668S16

Elevation: ~
286.00'eactor Auxiliary Building
~
See Pire Zone 1-A-5-HVB CARS Zone FAABL5-5-HVB
Area Passive Protection

Area C is enclosed by 3 hour fire rated barriers, 3 hour rated fire doors,
3 hour rated fire dampers in ducts passing through the area boundary aad
peaetration fire stops. Smoke is removed by. normal veatilatioa.
Area Active Protection
Early varning ionization detection is provided throughout the area. Hose
stations, portable fire extiaguishers and manual alarm statioas are
provided in, aad adjacent to, the area.
Equipment Exposed to a Common Fire
No redundant safety related equipment vould be exposed to a common fire in
this area.
General Comments
1. Conduit's 15429'-SA-4, 15429R-SA»4, 15465R-SA-4 aad junction box B5099-SA,
located in Fire Zone 1-A-5-HVB (FAABL5-5-HVB), contain power cables which
'feed 480V emergency HCC lA36-SA. This HCC supplies equipment. associated
vith air handlers AH-15 and AH»16. No modification is required for the
conduits and junction boxes because two dedicated air handlers, AH-97 and
AH-98, are available as back-up to AH-15 aad AH-16. AH-97 and AH-98 are
NNS back-up conaectable to the diesel geaerators. Therefore, we conclude
that no further analysis of the conduits or juaction boxes i,s required.
2. The function of valve AOV-3CXW16-SA-1, located in Fire Zone 1-A-5»HVB
(FAABL5-5-HVB), provides chilled water to AH-13(iA;SB) and AH»13(1B-SB)
from the SA, chiller. The postulated fire may result in loss of entire
safety train SB iacluding the SA valve. However, redundant system Air
Handling Units AH»12(lA-SA) and AH-12(1B-SA), located in ARea 1-A-BAL B,
vould be functional and capable of safe shutdown. Therefore, we conclude
that no further analysis of the valve is required.
3. A postulated fire may affect redundant ductvork originating from the air
handler 1"A-5-HVB (FAABL5-5»HVB) aad serving Cable Vault B. Loss of
ventilation to Cable Vault B will aot impair safe shutdown capability.
See Fire Area 1-A»5-CSRB (FAABL5»5»CSRB) comment number 2. Therefore, ve
conclude that no further analysis of the air handlers"and ductvorks is
required.
»33»
*
0
Area: 1-A-BAL C
Modifications
1. Designate the wall at column line 29 from column line E to
containment as 3 hour fire rated since
This vill it qualifies by construction.
provide 3 hour fire rated barrier separation between
redundant equipment.
Exemption Request and Justification
l. An exemption is requested from providing fire suppressi'on throughout
the entire area. Automatic ionization smoke detection and a manual
alarm station are provided in the area. The valls, floor and ceiling
enclosing this area are 3 hour fire rated, and the fire loading is
lov (61,700 BTU/SF).
34»
ire, Area: 12-A-BAL, CARS Area Identifier FCABAL, Reactor Auxiliary Building
Safe Shutdown Analysis Drawing CAR-SH-.SK-668S19
Elevation: 286, 305, and 324 in Reactor Auxiliary Building, Unit 1-2
SHNPP Fire Hazard Analysis, Fire Area 12-A-BAL,
See Fire Zones 12-A-5-DIH CARS Zone FCABLl-5-DIH
12 A-5-CHF CARS Zone (none)
12-A-~F1 CARS Zone (none)
12-AM-CHF2 CARS Zone (none)
12-A-7-HV CARS Zone (none)
Fire Area Passive Protection

Fire area passive protection consists of 3 hour'ire rated barriers
enclosing Fi.re Area 12-'A-BAL(FCABAL), 3 hour fire rated doors, 3 hour fire
rated dampers in ducts passing through fire area boundary walls and
floors, and penetration fire stops. 2 houx fire rated walls wi.th I. 1/2
hour fire rated doors enclose stairwells. Smoke removal is accomplished
by normal'entilation.
Fire Area Active Protection
Fire area active protection is listed by fire zone below
12-A-5-DIH Hose stations,. portable fire extinguishers, and manual alarm

(FCABLI-5-DIH)stations'are provided in, and adjacent to the fire zone.
(El. 286.00') Early warning ionization detection is provided throughout
the fire. zone.
12-A-5-CHF ,Pxe-action sprinklers, actuated by thermal detection, are
(El 286 00') provided over HVAC charcoal fil'ter units E-17 (IX 6 2X-NNS),
E-18 (IX & 2X-NNS), covering approximately 75 pexcent of the
fire zone area. Hose stations, portable fire extinguishers,
and manual al'arm stations are provided in, and adjacent to
the fire zone.'arly warning ionization detection is
provided throughout the fire zone.
12-A-~F3. Premction sprinklers, actuated by thermal detection, are
(EI.. 305.00 ) provided over HVAC charcoal filter
units E-19 (IX-NNS) and
E-20 (IX-NNS), covering approximately 75 percent of the fire
zone area. Hose stations, portable fire extinguishers, and
manual alarm stations are px'ovided in, and adjacent to the
fire zone. Early warning ionization detection is provided
throughout the fire zone.
12-AM-CHF2 Pre-action sprinklers., actuated by thermal detection, are
(El. 305.00') provided over HVAC charcoal filter units E-19 (2X-NNS) and
E-20 (2X-NNS), covering approximately 75 percent of the
',
iFire Area.'12-A-BAL
fire zone area. Hose s ta tions, portable fire extinguisheis,
and manual alarm atations are provided in, and adjacent to
the fire zone. Early warning ionization detection is
provided throughout the fire zone.
12-A-7-HV Hose stations, portable fire extinguishers, and manual alaxm
(El. 324) stations 'are provided in, and adjacent to, the fire zone.
Early'warning ionization detection is provided throughout
the fix'e zone.
Various SA and SB cables and equipment in Fire Zone 12-A-5-DIH
(FCABL1-5-DIH) could be exposed to a common fire; however, for a fire on
this elevation, the function of these units is duplicated 'by other HVAC
equipment located in other fire areas.
Comments 'eneral
l. Safe Shutdown Analysis Drawing CAR-SH-SK-668S19 shows only the

portion of Fire Area 12-A-BAL (FCABAL) which contains safety-related
equipment.
2. Valves SV-3CZW32-SA-1 and SV-3CXW33&B-1 are the chilled water
distribution valves for air handling units AH-92 (lA-SA) and AH&2
(lB-SB) respectively. Both valves ax'e the 3 way type, and are
designed to fail such that chilled water flow is maintained in the
unit. A fire in Pire Zone 12-A-5-DIH (FCABAL1-5-DIH) will not cause
either valve'to fail in an unsafe position. Therefore, we conclude
that no further analysis of these valves is required.
3. The function of the indicated cables, conduit, instrumentation and
equipment located on this floor (CAR-SH-SK&68S19) is to support air
handling units AH-92 (iA-SA) and AH-92 (1B-SB). Th'ese units provide
cooling for Motor Control Centers located on elevation 261'. Loss of
cooling to these units will not adversely affect shutdown since
sufficient cooling can be provided by HVAC units located in other
fire areas.
TABLE 9.SB-3 REVISION 2
SAFE SHUTDOWN ANALYSES IN CASE OF FIRE
ire Area: 5-S-BAL, CARS Area Identifier F'PSASW

r eening. S true ture
Safe Shutdown Analysis Drawing: CAR-SH-SK-668S28
Elevation: 262 in Auxiliary Reservoir Screening Structure

SHNPP Fire Hazard Analysis, Fire. Area 5-S-BAL
detailed information
lists combustible load and

Fire area passive protection consists of 3 hour rated fire barriers
'nclosing the fire area.
Safety Train A and B equipment and cables in conduit could be exposed to a
fire within this fire area. However, the set of equipment exposed to a
fire is not required for shutdown..
Exemption Requests and Justification
1 Request exemption from providing detection for Fire Area 5-S-BAL
(FPSASW).~ Combustible loading in the fire area is negligible (less
than 1,000 BTU/SF) ~
~
2. Request exemption'from providing 3 hour rated doors in the exterior

wall of the ESW screening structure. ~
This exemption is based on negligible combustible loading in the area.
~3 7~
TABLE 9 'B-3
REVISION 2
SAFE SHUTDOWN ANALYSES IN CASE OF FIRE
Fire Area: 5-W-BAL, CARS Area Identifier FPWBAL

Ql Areas
Safe Shutdown Analysis Drawing (None)
Elevation: 236. in Waste Processing Building
SHNPP Fire Hazard Analysis, Fire Area 5M-BAL lists combustible load and
detailed information.
, Fire Area Passive Protection

enclosing the fire area, 3 hour and 1-1/2 hour rated fire doors, 3 hour
rated fire dampers installed inside ducts passing through fire barriers
penetration fire stops and redundant train partial separation barriers.
Smoke removal is by use of the dedicated HVAC system in the Waste
Processing Building Control Room and Cable Vault and of the normal
ventilation systems in other portions of the building.
Fire area active protection consists of automatic pre-action sprinkler
system in portions of the fire area and thermal fire detection for
.actuation of automatic fire suppression system. Fire extinguishers and
manual alarm stations are located in and adjacent to the fire area. Hose
stations are located in and adjacent to the fire area and hose streams are
available from nearby yard hydrants. Early warning ionization detection
is provided in some portions of the fire area.
Only nonsafety cable could be, exposed to a fire within this fire area.
Modifications
No modifications are required.
,.
General Comments
No sketch is required for this fire area.
1. . Mechanical valves 3CS-G5SN and 3CS-G6SN, located on elevation 261
between COL 41.-, 42 and 3-F, (part of Fire Area S-V-BAL) are air
operated valves required for safe shutdown. They are boric acid
filter isolation valves. These valves are normally open'and designed
to fail in the safe position
2. Analysis is not required for:
Power and control cables (no safety train designation) associated
with the above valves, ARP-122 backflush control panel, and auxiliary
control panel located in the VPB control. room. ~
! TABLE 9.5B-3 REVISION 2
SAFE SHUTDOW,ANALYSIS IN CASE OF FIRE
ire Area: 5-F-BAL, CARS Area Identifier FPFBAL

alance of Ar as
Safe Shutdown Analysis Drawing (None)
Elevation: 261 in Fuel Handling Building
BEBOP Fire Hazard Analysis, Fire Area 5-F-BAL lists combustible load and
. detailed information.
Comments
Analysis indicates that no equipment in this area is required for safe
shutdown;
No sketch is required for this area.
No fire in this area will adversely. affect shutdown.
TABLE 9 ~ 5B-3 RPTISION 2
SAFE SHU'iDOQN ANALYSES IN CASE OF FIRE
re Area: 5-F-CHF, CARS. Area Identifier FPFCHP

aa oal Filter Areas
Saf e Shutdown .Analysis Drawing: (None)
Elevation: 261 in Fuel Handling Building
SHNPP Fire Hazard Analysis, Pire Area 5-P-BAL lists combustible load and
Comments
shutdown.
No sketch is required for this area.

No fire in this area will adversely affect shutdown.
~
'ABLE 9.5B-3 REVISION 2

ire Area: 5-F-FPP, CARS Area Identifier FPFFPP
.uel Pool Pump Area
Safe Shutdown Analysis Drawing: (None)
Elevation: 261 in Fuel Handling Building, All Units
SHNPP Fire Hazar'd Analysis, Fire Area 5-F-FPP lists combustible load and
Comments
shutdown.
No sketchis required for this area.
No fire in this area will adversely affect shutdown.
TABLE 9 ~ 5B-3 REVISION 2
ire Area: l-A-CSRB, CARS Area Identifier FAACSB

able Spreading Room B
Elevation'286. in Reactor Auxili"ryBuilding, Unit 1
SHHPP Fire Hazard Analysis, Fire Area l»A-CSRB lists combustible load and
detailed. information..
Fire'rea Passive Protection

enclosing the fire area, 3 hour rated doors, 3 hour rated fire
inside ducts passing through fire barriers penetration fire dampers'nstalled
stops, and separation barriers isolating. redundant cable trays. Smoke

removal is by use of the normal and dedicated HVAC systems.
Fire area active protection consists of automatic pre-action sprinkler
system, throughout the fire area and thermal fire detection for actuation
of automatic fire suppression systems. Fire extinguishers are located
adjacent to the fire area. Hose stations are located in areas adjacent to
the fire area. Early warning ionization detection is installed throughout
the fire area.
Only safety train B equipment or cables could be exposed to a fire within
this area.
Modifications
No modifications are required. See General Comments below.
General Comments
l. Redundant cable trays and conduits in this area are separated by a
three hour fire barrier.
'2. Postulated fire may affect
redundant ductwork serving Fire Area
1-A-CSRA (FAACSA) and"1-A-CSRB',(FAACSB). No ductwork modifications
are required since a loss of ventilation of these areas will not
impair safe shutdown capability due to the low heat loads generated
by the energized cables. Fire dampers are provided in all ductwork
serving Fire Area 1-A-CSRB (FAACSB).
3l

SAFE SHUTDOWN ~ALYSIS IN CASE OF FIRE
re Area. 1-A-CSRA, CARS Area Identifier -FAACSA,
able Spreading Room A
Safe Shutdown Analysis 'Drawing CAR-SH-SK&68S18
Elevation: 286 in Reacto" Auxiliary Building, Unit 1
SUPP Fire Hazard Analysis, Fiie Area

1-A-CSRA lists combustible load and

enclosing the fire area, 3 hour rated do'ors, 3 hour rated fire dampers
installed inside ducts passing through fire barriers, penetration fire
stops, and separation barriers isolating redundant cable trays. Smoke
removal is by use of the normal and dedicated HVAC systems.
Fire area active protection consists of automatic pre-action sprinkler-
system, throughout the fire area, thermal fire detection for actuation of
automatic pre-action sprinkler systems and early warning ionization
detection throughout the fire area. Fire extinguishers are located
adjacent to the fire area. Hose stations are located in areas adjacent to
the fire area.
Safety Train A equipment and cables will be exposed to a fire within this
fire area. A11 B Cable required for shutdown passing through this area is
protected.
Modifications
1 hour rated enclosure for the conduits over their entire exposed lengths
in the area is provided:
16020Q&32-2, 16020'-SR4-2, 16020R-SR2-1 1/2
16020S-SR2-1 1/2, 16206E-SR4-1 1/2, 16106D-SR4-1,
10632'4-1, 10988B-SR4-2.
1 hour rated enclosure, over the following )unction boxes is provided:
B1702-SR2, B5071-SR4, B5245-SR4 ~
1 hour rated enclosure for'cabl.e tray'0078-SB for the entire length of

the tray is provided.
Genera1 Comments
1. Redundant cable trays and conduits in this area are separated by a
fire barrier.
'ostulated fir
may affect redundant ductwork serving Fire Area
1-A-CSRA (FAACSA) and 1-A-CSRB (FAACSB). No auctwork "ifications
are required since a loss of ventilation to these areas not will
impair safe shutdown capability due to the low heat loads generated
by the energized cables. Fire dampers are provided in all ductwork
serving Fire Area 1-A-CSR (FAACSA).
Fire Area'. 12-A-CRC, E. 305, CARS Area Identifier FCACRC, Reactor Auxiliary
Building
a feSh utdown Analysis Drawing CAR SH SK&68S20
Elevation: 305 Control Room Complex. (excluding Control Room which is in a
separate fire area - 12-A-CR)
SHNPP Fire'Hazard Analysis, Fire Area 12-A-CRCL, See
Fire Zones L2-AW»PICRL CARS Zone FCACRCH-PICRL
L2-A~CR CARS Zone FCACRC-6-CR'2-AH-RCCL
CARS Zone FCACRCW-RCC

L2-A-6-ARPL CARS Zone FCACRC-6-ARPL-

Fire area passive protection consists of 3 hour fire rated barriers
enclosing this fire area, 3 hour fire rated doors, 3 hour fire rated
dampers in ducts passing through fire area boundary walls, and penetration
fire stops. Smoke removal is accomplished by normal ventilation.
Fire area active protection is listed by fire zone below:
L2-A-6-PICRL 'ose
stations and manual alarm stations are provided
(FCACRCH-PICRL)in adjacent fire zones. 'airly moving ionization
detection is provided throughout the fire zone. Portable
fire extinguishers are provided in, and adjacent to the
fire zone.
L2-AH-CR Hose stations, portable fire extinguishers, and manual
(FCACRC-6-CR) alarm stations are available in adjacent fire zones.
Early warning ionization detection is provided throughout
the fire zone.
L2-AW-RCCl Hose stations, portable fire extinguishers and manual
(FCACRC-6-CR) alarm stations are'available in adjacent fire. zones.
EarLy warning ionization detection is provided throughout
the fire zone.
L2-AH-ARPL Hose stations and manual alarm stations are available in
(FCA-CRC-6-ARP1) adjacent fire zones. Early warning ionization detection
is provided throughout the fire zone. Portable fire
extinguishers are provided in, and adjacent to, the fire
zoneo

A review of the drawings associated with this fire area indicates that
various SA and SB el'ectrical cabinets, cable tray, conduit, and duct could
be exposed to a fire. However, the plant design allows for shutdown of
the plant from th Auxiliary Control Panel with controls which are
electrically i"olated from systems on elevation 305. No fire on elevation
305 would prevent plant shutdown.
Fire Area: 12-A-CRCl
eneral Comments
~
1. The common ductwork 'serving the Control Room passes through Fire Area
U.-A-CRC1 (FCACRC). A fire loss of ventilation and
cculd cause a
cooling to the Cont'rol Room. However, if
such an instance
necessitates Contx'ol Room evacuation, the operator could establish
and maintain shutdown from the Auxiliary Control Panel located in
Fire Area 1-A-ACP (FAAACP) on El. 286.00'n the Reactor Auxiliary
Building. The HVAC systems serving the ACP are totally independent
of any system on elevation 305'. Therefore, we conclude that no
further analysis of the common ductwork serving the Control Room is
required.
e
2. For a discussion of circuit design see General Comment for the

Control Room fire area (12-A-CR).
I
Fire Area: 12-A-CR, El. 305, CARS Area Identifier FCACRM, Reactor Auxiliary
Building.
Safe Shutdown Analysis Drawing CAR-SH-SK-668S20.
Elevation: Control Room
SHNPP Fire Hazard Analysis, Fire Area 12-A-CR, See

Fire Zones 12-A-6-CRl CARS
12-AW-RT1 CARS
for combustibles loading and other details

enclosing this fire area, 3 hour fire rated doors, 3 hour fire rated
dampers in ducts passing through fire area boundary walls, and penetration
fire stops. 2 hour fire rated walls with 1 1/2 hour fire doors enclose
the stairwell. Smoke removal is accomplished by normal ventilation and a
dedicated smoke purge system.
12-A-6-CRl Early warning ionization detection is provided throughout

(FCACRM-6-CR1)the fire zone including inside the Main Control Board. Hose
stations, portable fire extinguishers, and .manual alarm stations are
provided in adjacent Fire Zone 12-A-6-RTl (FCACRM-6-RTl) Portable fire
extinguishers are also'located in the Control Room.
12-A~-RTl Early warning ionization is provided throughout the fire
(FCACRM-6"RT1)zone. A hose station, manual alarm station and portable
fire extinguisher is provided in the fire zone.
A review of the drawings associated with this fire area indicates that
various electrical cabinets, conduit, duct and the control board could be
exposed to a fire. However, the plan" design'llows for shutdown of the
plant from the auxiliary control panel with controls which are
electrically isolated from systems on elevation 305. No fire on elevation
305 including the loss of all equipment witMn this fire area would
prevent plant shutdown.
General Comments
l. In the event of a major fire on Elevation 305 (either control room or
electric equipment rooms), the operator may abandon the control room
and proceed to the Auxiliary Control Panel (ACP) .
2. The Plant design has been reviewed to assure that control and .
instrumentation is available for the operator to shutdown the plant

from the ACP.
3. The. controls are independent of equipment on Elevation 305.
4. Associated circuits which could affect shutdown upon fault were
ident'ified and corrected .
a. The faults were postulated per NRC criteria: Hot Shorts,. Shorts
to ground and open circuits.
b. Also considered were erroneous analog signals due to effect of
heat on equipment.
Conclusion
'I
No fire on Elevation 305 could adversely affect shutdown.

Fire Area: 12-A-HV6IR, El. 305, CARS Area Identifier FCAHVI, Reactor
Auxiliary Building
fe Shutdown Analysis Drawing CAR-SH-SK&68S21.
E1evation: Elevation 305 in Reactor Auxiliary Building - HVAC Area
SHHPP Fire Hazard Analysis, 'Fire Area 12-A-HVGIR, see
Fire Zones 12-A-6-HV7 CARS
12-AW-IRR CARS
for combustibles loading and other detailed information

Fire area passive protection consists of 3 hour .fire rated barriers
enclosing this fire area, 3 hour fire rated doors, 3 hour fire dampers in
ducts passing through fire area boundary walls, and penetration fire
stops. Smoke removal is accomplished by normal ventilation.
. Fire Area active protection is listed by fire zone below:
12-A-6-HV7 Pre~ction sprinklers actuated by thermal detection are
(FCAHVIH-HV7) provided over the charcoal filter
air cleaning unit. Hose
stations, portable fire extinguishers, and manual alarm
stations are provided in, and adjacent to, the fire zone.
Early warning ioni'zation detection is provided throughout
the fire zone.
12-AW-IRR Hose stations, portable fire extinguishers, and alarm
(F CAHVI-6-IRR) stations are provided in, and adjacent to, the fire zone.
Early warning ionization detection is provided throughout
the fire zone.
This area includes various SA and SB components, equipment, cable in
conduit and duct which could be affected by a fire in this area.
No fire in this area would prevent the shutdown of the plant.
General Comments
1 During normal operation, AH-15 (iAWA) and.AH-15 (1B-SB) provide
cooling for the Control Room Fire Area 12-A-CR (FCACRM) which
consists of the Control Room, Fire Zone 12-AM-CR1 (FCAQQ&-6-CR1),
and Terminal Cabinet Room, Fire Zone 12-A-6-RT1 (FCACRM-6-RTL).
During normal operation, AH-16 (1A-SA) and AH-16 (1B-SB) provide
cooling for the Process Instrument Control Rack Room, Fir'e Zone
12-AW-PICRL, (FCACRCH-PICRl) the Computer Room, Fire Zone 12-A-6-CR
(FCACRM), and the Auxiliary Relay Panel Room, Fire Zone 12-A-6-ARPL
(FCACRCH-ARPL), all part of the Control Room Complex, Fire Area:
12-A-HVSIR
Fire Area 12-A-.6-CRC1 (FCACRM-7-CRC1). In case of fire in Fire Zone
12-AW-HV7, (FCAHVI-6-HV7) HVAC units AH-15 (lA-SA), AH-15 (1B-SB),
AH-16 (IA-SA), and AH-16 (1B-SB) may cease to function and cooling to
the Control Room Fire Area 12-A-CR and the Control Room Complex fire
zones Listed above may be lost. If such a fire occurs,. nonmafety
back-up systems AH-9? (1A 6 2A — NNS), AH-97 (1B 6 2B-NNS), AH-98 (1A
& 2A-NNS) and AH-98 (1B 6 2B-NNS) which can be manually aligned to
the Emergency Diesel Generator, will start and will provide cooling
for the Terminal Cabinet Room, Fire Zone 12-A-6-RTl (FCACRM-6-RTl},
the Process Instrument Control Rack Room, Fire Zone 12-AW-PICRl
(FCACRC-6-PICRl), and the Auxiliary Relay Panel Room Fire Zone
12-AW-ABPl (FCACRCW-ARP1), respectively. The Control Room may also
be evacuated and shutdown can be achieved and maintained from the
Auxiliary Control Panel, Fire Area 1-A-ACP (FAAACP) . Cooling for the
Auxiliary Control Panel Room is provided by AH-13 (1A-SB) and AH-13
(lB-SB) located in Fire Area 1-A-BAL (FAABAL), elevation 286.
iiesel
re Area 1-O-PA,
Oi'. Pump.A
CARS
Room
Area Identifier FAOPA
Elevation: 242 in Diesel Oil Storage Area, Unit 1

SHNPP Pire Hazard Analysis Pire Area 1~PA lists combustible load and

Pire area passive protection consists of 3-hour rated fire barriers
enclosing the fire area, 3-hour rated fire doors, 3-hour rated fire
dampers, penetration fire stops and spill retention curbs provided at the
doorways. Liquid waste is removed by sump pumps. Smoke removal is by use
of normal ventilation.
Pire Area Active Protection
Fire area active protection consists of automatic multi-cycle sprinkler
system, thermal fire detection for actuation of automatic fire suppression
system, and ultraviolet fire detection throughout the fire area. Pire
extinguishers arid manual alarm stations are located outside the fire
area. Hose streams are available from nearby yard hydrants.
uipment Exposed to a Common Pire
Only Safety Train A equipment and cables are exposed to a fi.re within this
fire area.
Modifications
No modifications are required because this fire area contains only Safety
Train A equipment and cables. Redundant equipment and cables are located
in Pire Area 1~FB.
General Comments
Analysis indicates that no redundant systems required for safe shutdown
are located within this a ea.
'ire Area.'W-PB CARS Area Identifier FAOPB

diesel Oil Pump B Room
Saf e Shutdown Analysis Drawing: CAR-SH-SK&68S26
Elevation. 242 in Diesel Oil Storage Area, Un't 1

SHNPP Fire Hazard Analysis Fire Area 1~PA lists combustible load and

Fire area passive protection consists of 3&our rated fire barriers
enclosing the fire area, 3Wour rated fire doors, 3&our rated fire
dampers, penetration fire stops, spill retention curbs provided at the
doorways. Liquid waste is removed by sump pumps. Smoke removal is by use
of normal ventilation.
Fire area active protection consists of automatic multi-cycle sprinkler
system, thermal fire detection for actuation of automatic fire suppression
system, and ultraviolet, fire detection throughout the fire area, fire
extinguishers and manual alarm stations are located outside the fire area,
and hose streams are available from nearby yard hydrants.
quipment Exposed to a Common Fire

Only Safety Train B equipment and cables are exposed to a fire within this
fire area.
Modifications
No modifications are required .because this fire area contains only Safety
Train B equipment, and cables Redundant equipment and 'cables are located
in Fire Area 1~PA
General Comments
Analysis indic'ates that no redundant systems required for safe .shutdown
are located within this area.
TABLE 9 ~ 5B-3 REVISION 2
SAFE SHUTDOWN AVALYSIS IN CASE OF FIRE
ire Area: 12-0"TA, CARS Area Identifier FCOTKA

iesel Fuel Oil Storage Tank A
Saf e Shutdown Analysis Drawing CAR-SH-SK&68S26.
Elevation 242 in Diesel Fuel Oil Storage Tank Building, Unit 1
SHNPP Pire Hazards Analysis, Pire Area.12~TA lists combustible load and
. detailed information.

, enclosing the fire area.
Fire area active protection consists of fire extinguishers located
adjacent to the fire area and hose streams from yard hydrants adjacent to
the fire area.
Equipment Exposed to'a Common Pire
Only Safety Train A facilities are exposed to a fire within this fire area.
odifications
Train A equipment. Redu'ndant equipment and cables are located in Fire
Area 12~TB (FCOTKB)..
General Comments
1. Analysis indicates that no redunant systems required for safe
shutdown are located within this area.
The Diesel Fuel Oil Storage Tank is buried underground and is of
Seismic Category I construction.
-52-
SAFE SHUTDOWN ANALYSIS IN CASE. OF FIRE .
ire Area: 12-O-TB, CARS Area Identifier FCOTKB

Diesel Fuel OiI. Storage Tank B
Safe Shut:down Analysis Drying: CAR-SH-SK-668S26.
Elevatioa: 242 in Diesel Fuel Oil Storage Tank 'Building, Unit 1

SHNPP Pire Hazards Analysis, Fire Area 12~TA lists combustible load aad

~
Fire area passive protection consists of 3-hour rated fire barriers
eaclosing the 'fire area.
Fire Area Active Prot:ection
Fire area. active protection consists of fire extiaguishers located
adjacent to the fire area and hose streams from yard hydrants adjacent to
the fire area.
Only Safety Train B facilities are be exposed to a fire within this .fire
area.
odifications
No modifications are required because this fire area coatains only Safety
Train B equipmeat. Redundant equipment is located in Pire Area 12~TA
(FCOTKA).
General Comment:s
1. Analysis indicates that no redunant systems required for safe
shutdown are located within this area.
2. The Diesel Fuel Oil Storage Tank is buried underground and is of
Seismic Category I construction.
SAFE. SHUTDOWN ANALYSES. IN CASE OF FIRE
ire Area'. 5-0-BAL, CARS Area Identifier FPOBAL

Piping Corridor
Safe Shutdown Analysis Drawing: CAR-SH-SK&68S26.
Elevation: 242 In Diesel Oil Storage Area, Unit 1
SHNPP Fire Hazards Analysis, Fire Area 5W-BAL lists combustible load and
,. detailed information.

enclosing the fire area, 3&our rated fire dampers and penetration fire
stops. Spill retention curbs are provided at the doorways in the
adjoining diesel oil transfer pump fire areas. Liquid waste is removed by
sump pumps. Smoke removal is by the normal ventilation system.
'

Fire extinguishers are located in the fire area; manual alarm stations are
located in the fire area; hose stations are located in the area and hose
streams are available for use from nearby yard hydrants. Fire area active
protection consists of early warning ionization detection provided
throughout the fire area.
Safety Train A and B equipment and cables could'be exposed to a fire
within this fire area. This includes cables in conduits and )unction
boxes.
Modifications
Modifications are required because this fire area contains Safety. Train A
and B equipment and cables.
Provide three hour rated enclosure to the following:
Conduits 16004SMB-4, 13286AWB-1 1/2, Li438H-SB-4,
15438GWB-3, 13285EWB-l.
Junction box B-216-SB, B9130-SB.
General Comments
This analysis indicated the neecL to designate, the corridor adjacent to the
fuel oil. transfe pump rooms as a new. fire area, 5-0-BAL (FPOBAL). The
SUPP FSAR Appendix 9.5A (Fire Hazard Analysis) will include this fire
area.
Exempt Request and Justification
1. Request exemption from providing 3&our rated fire doors at the
stairways in
the Diesel Oil Storage Building, Fire A~ea 5-0-BAL
(FPOBAL). ine stairways are underground and exit to the outdoors.
The combusti".le load in the adjacent ire area is negligible.
ire Area: l-A-ACP, CARS Area Identifier FAAACP, Auxiliary Control (Panel).
Ro om
Sa fe Shutdown Analysis Drawing: CAR-SH-SR& 68S17.
Elevation: 286 in Reactor Auxiliary Building.

SHNPP Fire Hazards Analysis, Fire Area 1-A;ACP lists the combustible load and

Fire area passive protection consists of 3 hour fire rated enclosure, a 3
hour fire rated door, 3-hour rated fire dampers installed inside ducts
passing through fire barriers and penetration fire stops. Safety Train B
cable trays are separated from Safety Train A cable trays within the fire
area by full height 3-hour fire rated enclosures. Safety Train B cables
enter the Auxiliary Control Panel from above and Safety Train A cables
enter through the floor below. They are physically. separated within the
panel by metal plate and/or conduit as required by .Reg. Guide 1.75.
Fire area active protection consists of early warning ionization detection
provided throughout the fire area. Hose stations, portable extinguishers
and manual alarm stations are available in adjacent fire areas.

A fire in this fire area
could expose Safety Train B equipment and cables
and Safety Train A conduit 16159X-SA-2. Safety Train A and B cables
within the Auxiliary Control Panel could also be exposed to a fire.
godifications
Nomodifications are required because in case of a fire in the Auxiliary
Control (Panel) Room, plant shutdown is achieved from 'the Main Control
Room, Fire Area 12-A-CR (FCACRM).
General Comments
A fire in this area will not affect any Sa e Shutdown equipment. Shutdown
of the plant can be achieved from the Main Control Room. The safe
shutdown equipment on the ACP is electrically isolated from the main
control'board by qualified disconnect switches or analog isolators'.
Conduit 16159X-SA-2 passes from the Safety Train A cable tray through the,
area where B Train equipment and cable trays are located. This conduit
contains power and control cable for HVAC dampers AC-D21A and AC-D22A .
which are located in ductwork providing cooling to the Auxiliary Control
(Panel) Room. The circuits are fused. These dampers are designed to fail
closed.
TABLE 9.5B-3 REVISIONS 2
ire Area: 1-A-BATA, CARS Area Identifier FAABTA, Battery. Room A
Sa fe Shutdown Analysis Drawing: CAR-SH-SK&68S17.
Elevation: 286 in Reactor Auxiliary Building

SHHPP Fire Hazard Analysis, Pire Area 1-A-BATA lists fire loading and detailed
information.

Fire area passive protection consists of 3&our'fire rated barriers
enclosing the fire area, a 3-hour fire rated door, 3&our fire rated
dampers inside ducts passing through fire barriers and penetration
A spill retention curb is also provided. Smoke removal is
fire'tops.
through the normal ventilation.

Pire area active protection consists of early warning ionization detection
provided throughout the fire area. Hose stations, fire extinguishers and
manual alarm 'stations are availabl'e from adjacent fire areas.
. Equipment Exposed to a Common Fire

Only Safety Train A equipment and cables would be exposed to a fire within
this fire area.
. odifications-
Train A equipment. Redundant equipment is located in Fire Area 1-A-BATB
(PAABTB) which is enclosed in fire barriers and is unaffected by a fire in
Pire Area 1-A-BATA (PAABTA).
TABLE 9.5B-3 REVISIONS 2
SAFE SHUTDOWN ANALYSIS ZN'ASE OF FIRE
re Area: l-A-BATB,
P
CARS Area Identifier FAABTB, Battery Room B.
Sa fe Shutdown Analysis Drawing: CAR-SH-SK&68S17.

SHNPP Fire Hazard Analysis, Pire Area 1-A;BATA. lists fire loading and detailed
information
.
Fire area passive protection consists of 3-hour fire rated barriers
. enclosing the fire area, a 3&our fire rated door, 3&our fire rated
dampers inside ducts passing through fire "arriers and penetration fire
stops. A spill retention curb is also provided. Smoke removal's through
the normal ventilation.
provided throughout the fire area. Hose stations, fire extinguishers and
manual alarm stations are available from adjacent fire areas.

Only safety'rain B equipment and cables could be exposed to a fire within
this fire area.
Modifications
No modifications are required because this fire area contains only'afety
Train B equipment'. Redundant equipment is located in Pire Area 1-A-BATA
(FAABTA) which is enclosed in fire barriers and is unaffected by a fire in
Pire Area 1-A-BATB (PAABTB)'.
«57«
TABLE 9.5B-3, REVISION 2
ire Area: 1-A-EPA, CARS Area Identifier FAAEPA, Electri "al Penetration Area A
Safe Shutdown Analysis Drawing: CAR-SH-SK&68S12.

SHNPP Fire Hazards Analysis, Fire Area 1-A;EPA
lists the combustible load and
Fire Area Passive Protection gJ
Fire area passive protection consists of 3 hour. fire rated barriers

enclosing the fire area, 3-hour fire rated doors, 1-1/2 hour fire rated
door through the 2-hour fire rated barrier around the stairway, 3-hour
and penetration fire stops. A spill retention curb is provided at the
doorway between fire areas 1-A-EPA (FAAEPA) and 1-A-BAL (FAABAL). Smoke
removal is through the normal ventilation.
Multi-cycle sprinklers actuated by thermal detectors and early warning
ionization detection are provided throughout the fire area. Fire
extinguishers and manual alarm stations are Located in and adjacent to the
fire area. Hose stations are located adjacent to the fire area.
Only Safety Train A equipment and cables could be exposed to a fire within
this fire area.
Modifications
in Fire Area 1-A-EPB =(FAAEPB)
ire Area: '1-A-EPB, CARS Area Identifier FAAEPE, Electrical Penetration Area B
Saf e Shutdown AnaLysis Drawing: CAR-SH-SK&68S12.

SHNPP Fire Hazards Analysis, Fire Area
1-A-EPB lists the combustible load and

enclosing the fire area, 3&our fire rated doors, 1-1/2 hour fire rated
door through the 2-hour fire rated barrier around the stairway, 3-hour
and penetration fire stops. A spill retention curb is provided at the
doorway between fire areas 1-A-EPB (FAAEPB,'nd 1-A-BAL (FAABAL). Smoke
removal is through the normal ventilation.
Multi-cycle sprinklers actuated by thermal detectors and early warning
ionization detection are provided. throughout the fire area. Fire
extinguishers and manual alarm stations are located in and to the
fire area. Hose stations are located adjacent t'.o the fire adjacent
area.
Only safety Train B equipment and cables could be exposed to a fire within
this area.
Modifications
No modifications are required because this fir
area contains only Safety
Train B equipment and cables. Redundant equipment and cables are located
in Fire Area 1-A-EPA (FAAEPA)
TABLE 9.5B-3'REVISION 2
SAFE SHUTDOWN ANALYSIS LN CASE OF FIRE
ire Area 1-A-SWGRA, CARS Area Identifier FAASGA, Switchgear Room A
a fe Shutdown Analysis Drawing. CAR-SH-SK&68S17

SHNPP Fire Hazard Analysis Fire Area 1-A-SWGRA lists combustible load and
~
Area Passive Protection 'ire

enclosing the fire area, 3Wour fire rated doors, 3-hour rated 'fire
dampers installed inside ducts passing through fire barriers, and
penetration fire stops. Spill retention curbs are provided at the
doorways between this fire area and Fire Zones 1-A-5-HVA (FAABL5-5-HVA)
1-A-5-BATN (FAABL5-BATH) and Fire Area 1-A-BATA (FAABTA). Smoke removal
is by the normal ventilation.
throughout the fire area. Fire extinguishers are located,in and adjacent
to the fire area. Fire extinguishers and manual alarm stations are
located in and adjacent to the fire area. Hose stations are located
a'djacent to the fire area.
Only Safety Train A equipment and cables could be exposed to a fire within
this fire area.
Modifications
in Fire Area 1-AW~B (FAASGB).
.I I>

ire Area 1-A«SWGRB, CARS Area Identifier FAASGB, Switchgear Room B
Safe Shutdown Analysis Drawing: CAR-SH- SK-668S17

SHNPP Fire Hazard Analysis Fire Area 1-A-SWGRB lists combustible load and

Fire azea passive protection consists of 3Wour fire rated barriers
enclosing the fire area, 3&our fire rated doors, 3-hour rated fire
dampers installed inside ducts passing through fire barriers and
penetration fire stops. Spill retention curbs aze provided at the
doorways between this fire area and Fire Zone 1-A-5-HVB (FAABL5-5-HVB) and
Fire Area 1-A-BATB (FAABTB). Smoke removal is by the normal ventilation.
throughout the fire area. Fire extinguishers are located in and adjacent
to the fire area. Fire extinguishers and manual alarm stations are
located in and adjacent to the fire area. Hos stations are located
adjacent to the fire area
Redundant ductwork serving Fire Area 1-A-ACP (FAAACP) could be affected by
a common fire. However, loss of ventilation in that fire area will not
impair safe shutdown which is conducted from the Main Control Room.
Conduit 16159N-SA-1 1/2 is the alternate power feed to instrument
distribution panel IDP-IANNA. The circuit is protected. Main power feed
is from inverters via conduit 16043H-SA located on elevation
305.00'.'eneral
Comments I
Conduit 16159Z-SA-2 passes from the Safety Train A cable tray through the
area where B Train equipment and cable trays are located. Tid.s conduit
contains power and control cable for HVAC dampers AC"D21A and AC"D22A
which are located in ductwork providing cooling to the Auxiliary Control
(Panel) Room. The circuits are fused. These dampers are designed to fail
closed.
Modifications
No modifications are required because redundant cabling and equipment are
located in Fire Area 1-AWQGRA (FAAASGA).
Loss of ventilation to Fire Area 1-A-ACP (FAAACP) due to failure of
ductwork located in Fire Area 1-A-SWGRB (F:~SGB) will not prevent
shutdown of the plant.
TABLE 9.5B-3 REVISION,2
SAFE SHUTDOWN ANALYSIS IN CASE OF PIRE
ire Area: 1-D-DGA, CARS Area Identifier FADDGA, Diesel Generator 1A
Safe Shutdown Analysis Draw1ngs: CAR-SQ-SK&68S24, CAR-SH-SK&68S25
Elevation: 261 in Diesel Generator Building

SHHPP Fire Hazard Analysis Pire'rea 1-D-DGA.
See Pire Zoaes 1-D-1-DGA-ER. CARS Zone PADDGA-1-ER
1-D-1-DGA-ASU CARS Zoae PADDGA-1-ASU
1-D-1-DGA-RM CARS Zoae FADDGA-1~
1-D-1-DGA-HVD CARS Zoae PADDGA-1-HVD
1-D-1-DGA-HVR CARS Zoae PADDGA-1MVR
1-D-1-DGA-ES CARS Zone FADDGA-1-ES
for combustible l.oads and detailed information.
Fire Area Passive Protection:

Fire area passive protection.coasists of 3-hour fire rated barriers,
3-hour fire rated doors, and penetration fire stops. Smoke removal for
.the above fire zones is achieved by normal ventilation.
Fire Area Active Protection:
Pire area active protection is listed by fire zone below: „
1-D-DGA~ — scanning (ultraviolet) type detection is for
'arly warning Flame
over diesel generators. Automatic multi-cycle suppression
provided
system actuated automatically by the thermal detection is provided in the
entire fire zoae. Portable extingu1shers, hose stations and manual alarm
stations are available in areas adjacent to the fire zone.
1-D-1-DGA-ASU — Thermal detection system is provided in the fire zone.
Portable extinguishers, hose stations and manual alarm stations are
provided in areas adjacent to the fire zone.
violet (flame) detection system and a portable
l.-D-1-DGA-ES — Ultra
extinguisher are provided 1n the fire zone. Eose stations, fire
ext1nguishers and maaual alarm stat1ons are available adjacent to the fire
cone.
1-D-DGA-ER — Early waraiag ionization detection is provided throughout the
fire zone A protable extinguisher is located in the fire
cone. Hose
stations, fire extiaguishers and manual alarm station are available
adjacent to the fire zone.
Equipment Exposed to a Common Pire
Only Safety Train A equipment and cables would be exposed to a fire within
this fire area.
odifications
No modifications are required because this fire area contains ou1y Safety
Train A equipment aad cables. Redundant equipment and cables are located
in Pire Area 1-A-DGB (FADDGB).
k
ire Area 1.-D-DGB, CARS Area Identifier FADDGB, Diesel Generator lB

Safe Shutdown Analysis Drawing: CAR-SH-SK&68S24, CAR-SH-SK&68S25
Elevation: 261 in Diesel Generator Building

SHNPP Fire Hazard Analysis Fire Area 1-D-DGB.
See Fire Zones 1-D-1-DGB-ER, CARS Zone FADDGB-1-ER
1-D-1-DGB-ASU CARS Zo'ne FADDGB-1-ASU
1-D-1-DGB~ CARS Zone FADDGB-1~
1-D-1-DEB-HVD CARS Zone FADDGB-1-HVD
1-D-1-DGB-HVR CARS Zone FADDGB-l.-HVR
1-D-1-DGB-ES CARS Zone FADDGB-1-ES
for combustible loads and detailed information.
Fire Area Passive Protection:

Fire area passive protection consists of 3-hour fire rated barriers,
3&our fire rated doors and penetration fire stops. Smoke removal for the
above fire zones is achieved by normal ventilation.
Fire Area Active Protection:
1-D-DGA-RM- Flame scanning (ultraviolet) type detection is provided for
early warning over diesel generators. Automatic multi-cycle suppression
system actuated automatically by the thermal detection is provided in the
entire fire zone. Portable extinguishers, hose stations and manual alarm
stations are available adjacent to the fire zone.
1-D-1-DGA-ASU- thermal detection system and a. portable extinguisher are
provided in the fire zone. Portable extinguishers, hose stations and
manual alarm stations are provided adjacent to the fire zone.
1-D-1-DGA-ES- .Ultra violet (flame) detection system is provided in the
fire zone. stations, fire extinguishers
Hose and manual alarm stations
are available adjacent to the fire one.
1-D-DGA-ER- Early warning .ionization detection is provided throughout the
fire zone. A portable extinguisher is located in the fire zone. Hose
stations, fire extinguishers and manual alarm -station are available
adjacent to the fire zone.
Only Safet'y Train',B equipment and cables could be exposed to a
this fire area.
fire within
Modifications
No modifications -e'equired because this fire area cnn':a ns only Safety
Train B equipment and cables. Redundant equipment and cabJes are located
in Fire Area l-A-DGA,(FADDGA).
SAFE SHUTDOWN ANALYSIS IN CASE OP FIRE
rire Area: l-D-DTA, CARS Area Identifier FADDTA

Diesel Generator Fuel Oil Day Tank lA
Safe Shutdown Analysis Drawing. CAR-SH-SK-668S24,. CAR-SH-SK-S25
Elevation: 262 in Diesel Generator Building.

SHHPP Pire Hazards Analysis, Pire Area 1-D-DTA lists combustible load and
detailed inform'ation.

enclosing the fire area, 3-hour fire rated door, 3&our rated fire dampers
and penetration fire stops. Spill retention curbs are provided at the
doorway. Smoke removal is by use of the normal HVAC system.
Pire Area Active Protection
Multi-cycle sprinkler system actuated by thermal detection system is
installed throughout the fire area. Fire extinguishers, hose stations and
manual alarm stations are located'djacent to the fire area.
uipment Exposed to a Common Pire

Only Safety Train A'quipment and. cables could be exposed to a fire within
this fire area.
Modifications
No modifications are required because this fire area contains, only Safety
in Fire 'Area 1-D-DTB (PADDTB)
General Comments
Analysis indicates that .no redundant systems required for safe shutdown're
located within this area.

Fi".e Area: 1-D-DTB, CARS Area Identifier FADDTB

Diesel Generator Fuel Oil Day Tank 1B
Safe Shutdown Analysis Drawing: CAR-SHAK-668S24, CAR-SH-SK-668S25

Elevation: 262 in Diesel Generator Building.
SHNPP Fire Hazards Analysis', Fire Area 1-DWTB lists combu'stible load and

enclosing the fire area, 3Wour fire rated door 3&our rated fire dampers
and penetration fire stops. Spill 'retention curbs are provided at the
doorways. Smoke removal is by use of the normal HVAC system.
Multi-cycLe sprinkler system actuated by thermal detection is installed
throughout the fire area. Fire extinguishers hose stations and manual
'alarm stations are located adjacent to the fire area.

.Only Safety Train B equipment and cables could be exposed to a fire within
this fire area.
Modifications
Train B equipment and cables. Redundant equipment and'ables are located'n
Five Area I-D-DTA.

General Comments
Analysis indicates that no redundant systems required for safe shutdown
are located within this area.
SAFE SHUTDOWN ANALYSIS IN CASE OF'IRE
ire Area: 1-C, CARS Area Identifier FACRCB, Containment *Building, All Levels
Safe Shutdown Analysis Drawings: CAR-SH"SK&88SOl through S04
Elevation: Various
SHNPP Fire Hazards Analysis, Fire Area 1-C
See Fire Zones 1M-1-RCP-1A CARS Zone FACRCBRCP-1A
1-C-'1-RCP-1B CARS Zone FACRCBRCP-1B
1M-1-RCP-1C CARS Zone FACRCBRCP-1C
1-C-1-CHFA CARS Zone FACRCB-1-CHFA
1M-1WHFB CARS Zone FACRCB-1-CHFB
1-C-3-EPA CARS Zone FACRCB-3-EPA
1-C-3-EPB CARS Zone FACRCB-3-EPB
1-C-1-BAL CARS Zone FACRCB-1-QL

Fire area passive protection consists of 3 hour fire rated enclosure.
'Containment hatches are equivalent to 3 hour rated fire doors.
Potentially radioactive fire water discharge is removed by containment
sump whch discharges to the Waste Processing System.
ire Area Active Protection

Active protection in the fire area consists of multi-cycle sprinklers
actuated by thermal detectors over charcoal filter housings and cable
tray. Hose stations, portable extinguishers and manual alarm stations. are
available in the fire area. Early warning ionization detection is
provided where cable trays are present in the electrical penetration areas.
Equipment Exposed To A Fire
The redundant cables, equipment and associated circuits necessary to
achieve and maintain shutdown in this fire area meet AppendiX R to lOCFR50
Paragraph III.G.2.D criteria.
Comments
l. Safety'Infection Accumulator Tank Isolation Valves 2SI-V535SA,
2SI-V536SB and 2SI-V537SA should operate when the RCS pressure drops
below 660 PSIG. They are normally open and should be capable of
closing. In the event of fire damage to these valves continued
cooldown to cold shutdown can be achieved within 72 hours.
Therefore, 'we conclude. that no further analysis of these valves is
required.
2 Equipment designated SN, excluding pressurizer heaters and PORV's, do
not require electrical power during safe shutdown operations.
Fire Area: 1-C
Pressurizer heaters and PORV's are designated SVi and are required for
safe shutdown. They require electrical power during safe shutdown
and are fed by non-safety cables which are connectable to the diesel
generator. Therefore, the cables and conduits are protected by
'automatic fire detection and suppression systems.
train is provided with two (2) in series motor operated
Each RHR
isolation valves in series, each powered from a different safety
train One valve in each train is provided with an alternative power
feed from its redundant division MCC and is brought to the terminal
"box at the outboard side of the penetration that is used by the
permanent feeder to the .respective valve.
Modifications
1. Extend automatic multi-cycle sprinkler systems actuated by thermal
detection to protect the following equipment as shown on drawings
CAR-SHWK&68SOL and S02.
AH-1(IA-SB) Containment Fan Cooler

AH-1(LB-SB) Containment Fan Cooler
Containment Fan Cooler 'H-2(IA-SA)
AH-2(LB-SA) Containment Fan Cooler

Cable trays and conduits to pressurizer heaters and PORV's.
emption Requests and Justifications
1. As listed above, multi-cycle sprinklers are located over charcoal
"
filters, cable trays and required equipment. An exemption from

providing sprinklers throughout the entire fire area is requested.
The redundant. cables, equipment and associated nonmafety circuits
necessary to achieve and maintain hot shutdown conditions in this
fire area meet Appendix R to LOCFR50 Paragraph IL'I.G.2.D separation
criteria. Automatic multi~ycle sprinkler systems actuated by
thermal detection are provided over cabI.e penetration areas, Fire
Zones 1-C-3«EPA (FACRCB-3-EPA) and 1-C-3-EPB (FACRCB-3-EPB). Early,
warning ionization is also provided over all electricaL cable tray.
General Comments
The drawings show that various SA, and SB instrument racks are within 20
ft of each other. A Loss of a set of ical A 6 B instrument racks does
not result in a failure to achieve shutdown because only one steam
generator is required to achieve shutdown. The following List specifies
the function of instruments on each rack Each grouping of an A and B
instrument rack supports the instrumentation associated with the'ocal
generator.
Fire Area: 1-.C
Sa fety Instrument
Rack I.D.
~ ~ Train ID Function
Cl-R2 LT-1FW-0476 IIIV Stm. Cwn 1A Narrow Range Level
Cl-R3 B LT-1~475 IIW Stm. Gen. ~ Narrow Range Level
Cl-R4 LT-1FV-0474 IV Stm. Gen. Narrow Range Level
LT-1FP-0477 IW Stm.. Gen. Wide Range Level
Cl-R6 PT-1RCW455 XV Pressurizer Pressure
LT-isa-0459 IV Pressurizer Level
Cl-R7 PT-1RC&403 IVV RCS Wide Range Loop A Pressure
Cl-RS A LT-1FW-0486 IIIW Stm. Gen. Narrow Range Level
LT-1RC&461 IIIV Pressurizer Level
PT-1RCW457 IX IW Pressurizer Pressure
Cl-R9 LT-1RCW460 IIV Pressurizer Level
LT-1~485 XIV Stm. Gen. 1B Narrow Range Level
LT-1FW-0487 IIW Stm. Gen. Wide Range Level
Cl-R10 LT-LmM484 IV Stm. Gen. Narrow Range Level
Cl-RI3 A LT-1FW-0496 XIIV Stm.'Gen. 1C Narrow Range Level
LT-1FVW497 IIIW Stm. Gen. 1C Wide Range Level
Cl-R14 LT-1FV-0495 IIW - Stm. Gen. 1C Narrow Range Level.

Cl-R15 LT-1~494 IV. Stm. Gen. 1C Narrow Range Level
PT-lRCW402 IV RCS Vide Range Loop C Pressure
ire Area: 12-I-ESWPA, CARS Area Identifier FCIESA
Safe Shutdown Analysis Drawing: CAR-SH-SK&68S27
Elevation: 262
SHNPP Fire Hazards Analysis, Fire Area 12-I-ESWPA lists the combustible'oad
and, detailed information.

Fire Area passive protection consists of 3 hour fire rated barriers
enclosing the fire area and penetration fire stops. Smoke removal is by a
normal once through ventilation system.
streams from fire hydrants are available and portable extinguishers
'ose
and manual alarm stations are provided in the fire area. Fire area active
protection consists of untraviolet flame detection is provided over the
Emergency Service Water Pumps and ionization smoke detection is provided
in the electrical equipment room.
A fire in this area will expose only Safety Train A equipment.
odifications
General Comments
No redundant systems required for safe shutdown are located. within this.
fire area.
The present design provides approximately 25 separation between
TE-1EV&591B-SB and TE-IEV&589B-SB and their redundant counterparts.
ft
These temperature elements are located outdoors, outside of Fire Area
12-I-ESWPA (FCIE3) and are not exposed to any load. fire
TE-1EV&589AWA and TE-1EV&589B-SB actuate the coolers in the electrical
equipment room at 70'F. these If fail
to actuate the coolers, other
controls inside the room actuate them at 95'F.
TE-1EV&59IA-SA and TE-1EV&59IB-SB actuate exhaust fans for the pump .
rooms. Since the exhaust fans are arranged to run when the pumps are
started, failure of these items will not prevent the fans from operating.
Therefore, these items could be lost with no impact on shutdown.
1
Fire Area: 12-1-ESWPA
xemption Request and Justification

Request exemption from providing 3 hour rated fire doors at the exterio-.
of the intake Structure. Present plant doors D1169, D1170 provide the
ESP
degree of fire resistance required for'he described occupancy and
hazard. Fire area fire loading is 7,500 BTU/sq/ft.
TABLE 9.5B-3 REVISION. 2
SAFE SHUTDOWN ANALYSIS IN CASE OF FIRE.
ire Area: . 12-I-ESWPQ, CARS Area Identifier FCIESB
Sa fe Shutdown Analysis Drawing: CAR-SH-SK&68S27
Elevation: 262
SHNPP Pire Hazards Analysis, Fire Area 12-I-ESWPB lists the combustible load
and detailed information

enclosing the fire area and penetration fire stops. Smoke removal is by
once through ventilation system. a'ormal

Hose streams from fire hydrants are available and portable extinguishers
and manual alarm stations are provided in the fire area. Fire area active
protection consists of ultraviolet flame detection is provided over the
Emergency Service Water Pumps and ionization smoke detection is provided
in the electrical equipment room.
A fire in this area will expose„only Safety Train B equipment.
difications
General Comments
No redundant systems required for safe shutdown are located within this
fire area.
The present design provides approximately 25 ft
separatioa betweea
TE-1ZV&591B«SB and TE-1EV&589B-SB and their reduadaat counterparts.
. These temperature elements are located outdoors, outside the Fire Area
+-I-ESWPA (FCIESB) aad are not exposed to aay fire load.
TE-1EV&589AWA and TE-1EV&589B«SB actuate the coolers in the electrical
equipment room at 70'P. these If fail
to actuate the coolers, other.
controls inside the room actuate them at 95'P.
TE-1EV&59ZA-SA aad TE-1EV&59ZB-SB actuate exhaust fans for the pump =
rooms. Since the exhaust fans are also arranged to rua when the pumps are,
started, failure of these items will not prevent the fans from operating.
Therefore, these items could. be lost with no impact on shutdown.
Fire Area: 12-1-ESWPB .
xemption Requests and Justification

Request exemption from providing 3 hour rated fire doors at the exterior
of the ESQIntake Structure. Present plant doors D1173 and D1174 provide
the degree of fire resistance required for the described occupancy and
hazard. They will be electronically monitored in'losed position. Fire
area fire loading is 7,500 BTU/sq ft.
«72»
TABLE 9.5B-3
ire Area: 1-G, CARS Area Identifier FATTGB, Turbine Generator Building,
nit 1, All Areas
Safe Shutdown Analysis Drying: None
Elevation: 240
SHNPP Fire Hazards Analysis, Fire Area 1-G

lists the combustible load and
General Comments
This is non"safety related area used
a for power generation. It is
separated from safety-related areas by 3 hour fire rated barriers. No
sketch is provided for this area.
No fire in this area will adversely affect plant shutdown.
«7 3»
$ 4 4 IO II I$ I4
1$ I~ IC IJ IO IS
~ e e ~
AHALY5i& AE4E*A C
SS
I
I
I
rr j,r
r
W I" AalALYSES ALGA 5
+r SS
gpss
I
I
.r
eI I
I /4
I
AIIALY515 AREA A
i O
v+a
I
e ee r rr
4' c/IKleee ~ towel ~ I/eot cite/eeet
4
4y ~ ecleoN O/eoo ooclceo towec tee/IT
I~ /r/ Ioe/I ~ telo/toe e/or/t 4/Iot
E1 / e/ Sleet//teer +el/tr
ps gf+ ~O/C o/ m Or/rot roe/
v/e
~ ~
/Ie rl
~ lO ~
rel
ENCLOSURE 1.
FIRE DAHPERS
ATTACHMENTS
1. Typical Duct Layout //1

2. Typical Duct Layout 84
3. Typical Duct Layout 85
4. Specific list of exemption requests including type and location
~Ob ect1ve
To demonstrate that the present design meets the intent of a three-
hour, fire-resistant rated floor without fire dampers in floors or
portions of floors separating Elevations 236 from 261 and 261 from 286.
To support the request for an exemption from provision of three-hour

rated fire dampers in the above-listed floors based on low combustible
loading below and above these slabs and thermal detectors, presence
of sprinkler systems, height and volume of the end fire zones under
consideration, sealing of all penetrations through these slabs.
Discussion
Approximately 176 fire dampers have been installed throughout the plant;
the installations were in walls and floors.
Approximately 12 additional fire dampers would be required as a result
of this exemption denial.
We are not requesting an exemption from installing fire dampers. We
are requesting specific exemption in areas where we do not believe
adding dampers will materially enhance the safety of the plant.
FIRE DAMPERS (Cont'd)
Ne performed an individual fire damper study indicating that

~ ~ ~
combustible loading in the area of the exemption request is low.

~ ~
This information is available as part of Table 9.5B-3 and the fire

damper study.
Early warning ionization type smoke detectors, thermal detectors,
manual alarm stations and automatic suppression systems are present
throughout the plant on both sides of the slabs under consideration,
as detailed in the Safe Shutdown Analysis by fire area.
All penetrations through these slabs are sealed with fire stops
having approved, three-hour fire resistance rating.
Low combustible loadings are present in the areas of consideration,
thus reducing the hazard of fire.
Fire damage to the duct is precluded because of the heavy gauge duct
which varies from 14 to 22 gauge. A fire damper gauge is 22. Heavy
duty supports, metal closure angles applied to the duct on both
sides of the barrier serve to render the ductwork impervious to
expansion deformation or heat, failure for periods of the expected
fire duration.
Localized high off-gas temperatures can be expected in the immediate
~
vicinity'f
~ ~
a fire. The air mixture dilution temperature at the
~ ~
duct (approximately 25 'feet) above the floor is not expected to

~
reach high temperatures.

~
Since the ventilation duct remains intact,

~
it. is considered an extension of the fire barrier. The integrity of

the fire barrier is thus considered undiminished.
CASE 41 4 DAHPERS
mxosaaz l
CASE f4 6 DAMPERS
CASE 45 2 DAHPERS
'
h
Et RE 2. Januar 1984
Page 1 9
TABLE 9. -
REVISION 2
SAFE S1lUTDO>N ANALYSIS IN CASH OF FIRE
FIRE DAMPER EXEMPTION REQUEST FOR FIRE AREA 1-A-BAL
LEGEND
I - IonizaCion Detection
T — Thermal Detection (Actuates Suppression System)
M - Multi-Cycle Suppression System

P — Pre-Action Suppression System
NNS — Non-Nuclear Safety
The BTU/SF under Column "Combustible loading (20'AD)" was based on the summation of
all concentrated combustible loadings (power, control, low level cable trays and
charcoal) within 20'AD and divided by 1256SF. The 1256SF is the area of 20'AD
circle.
Following data was used to calculate BTU load for each type of cable tray and
tombustibles.
P — Power cable tray — 1.8 x 10 5 BTU/LF
C — Control cable tray - 1.58 x 10 5 BTU/LF
L — Low level cable tray — 9.5 x 10 4 BTU/LF
Charcoal ~ 1.2xlO 4 BTU/LB

Oil ~ 1.5x10 BTU/GAL
SeeFigures 9.5B-1 through 9.5B-4 for approximate locations of 1lVAC Duct Penetrations.
The functions of instruments and equipment indicated under column "Safe Shutdown Equipment
(20'AD): are listed in Attachment A.
Safe shutdown equipment function: FS - Fail Safe
FAI - Fail As Is
NR — Not Required
TAB],E 9 'E-3
SAFE SHU,¹'K
AKALYS]5 ]K CASE OF FIRE
F]RE 'A.D'Eh EXL.P]1OK hEQ" S FOh FIRE AREA ]-h BAL
ELE AT]OK + 86 0 (SEE F]CORE 9 58 3)
HYA( Dn(i ]C. S]21(ih Flhi 2OKi —EC 10K DDC. ~ORE
PEKEIL4=]O'YAC D;C
F.'i'AC
nSI ]ELK
D
O'" r
I D NO.: Ch:.-2]ee
DDCI
CATEGORY
HPAC
S]S E"I
fiRE 20KE
COD(
Ln/d~]KG
SE]PRE5510.
'-" "" ShrE ShTTDO'~
EQL'] PHEKT
COHSV51 1 BLE
LOADING (20'AD)
(ETV/SF) YAL'-'E {70'M)) BTU S
AH-92 (1A-SA)
h 18
8
AH-92 (]B-SB)
]2-A-BAL
SOV 3CX-M32SA-](FS) see enc. 2
FD-3 2'x'l4 Sh]'iTY AH-92 0 14,590 Keg] 1 gib]a
SOV 3CX-M33SB-] (FS) sce enc. 2
(]A-ch) V ]2-.A-S-DIH P (T) Ko
DPR AC-D]]SA-](REQ.) [Protected
CASK I K
HCC-]A35-SA
B Transfer HCC-]835-SB [SeParated bY a 1 HR P-80'.0 1.44xl07
G-605 E 1-A-BAL GE~l[.c rated fire wall as C-80'.0~].26x]0
REV 5 L 21,400 dcscrlbed ln thc L-80'.0~7.6x]06
0 1-A-4-COHE ho SSA 9.58-3[ 21,550
K
A ]8
B 12-A-BAL
24x24 SAFETY all.ct 0 ]4o 590 Sane as FD-3
l'cgllglb]e
{iu-sc) I I "- h-5-Dl H Ko
CASE ] E
Transfer P-80'.Oi].44x]0
C-805
E 1-A-BAL Grille Sane as FD-3 C-80'.Oi].26x]) 1
L 21,400 L-80' 0 7.6x]0
REV 5
0 I-A-4 CONE 21,550
K
h I T 16
~
8 )2-A-BAL
FD-5 32x16 SAFETY AH-92 0
V Sane as FD-3 Neg]]g]b]e
( IA-Sh) I A 5 DIH P (T) Ko
CASE I E
B 'Transfer P-80'.Oi].44x]0 7
E
A-4-CONE'4,590
1-A-BAL Grille C-80'.0 1.26x]0 7
G-805 Sane as FD-3 L-80'.0~7.6x]06
L 2]s400
REV 5
0 I H (T) ho
27,550
K
A 16
8 12-A-BAL
FD-6 32x]6 SAFETY AH-92 0 14,590 Sane as FD-3 Negllglble
(]B-SB) V 12-A-5-DIH P (T) No
CASE ] E
C-805
8 I ~ I Transfer" P-80'.0~1.44x]0 7
E I A-BAL Cri]]c P-80'.0~].26x]0 7
REV 5
L 21,400 P-80'.0~7. 6x]06
Sane as FD-3
0 ]-A-4-Cnwi H (1) Ko 27,550
l
'IABLL 9.58-
SATE SHLIDOHX ANALYSIS II; CASE OF F]Fr
FIRE DAurKR EXEHFI]ON RI(L'ESI FOJ FIRE AREA I-A-IAL
FLOOR ELD>ATION ~26]'-0 (SEE F]CVRE 9.5B-2)

Hrhc Dpc] >pc] FlzE(lh HVAC FIRE 20KE DEIECI]OH DD CTWO RH
FEhETRAI]0.'VAC DWG CQ.'SL>SI]BLE CI'ACE eAFE CHV]DOWN
DL>CT HVAC FIRE 2ONE CON hl'SI I BLE
] AD NO : CAR-2)68 CA] ECORY SYSTEH
LOhl'0 SNPPFESSIO.
IS(uLAI ]0N EQF IPHB'I LOAD]NG (20'hp)
(BTL'75F) VALVE (0' ~Bll'ST
14 Nearest Equ(pwent P-75'-0.].Cx]O'
B hpp. Dist. 25!-0 C-]00'-0~].ex]0
FD-41 10x]4 SAFETY E-6 0 I-A-4-CHLR 88,000 TE IAV-654>78 (NR) L-;5'-0-7.2:106
(IA-SA) Vi
H (I) Hn Bo,&00
CASE 4 E
AOV 3CC-D276SN-I Sec enc. 2

b ]C AOV 2RH-BSOOSN-l(FS)Sec enc. 2 P-]0 -0.].bx]0
(i-523801 E 1-A-3-Pb 12,500 AOV 2RH-850]SR-l(FS)See enc. 2
C-]0'-0>1.6x10 6
REV & L HOV 2RH V50&SB l(FAI)Sec cnc. 2 2 '00
0 H (T) Ão
Wi
(I-A 34-RHXB)
. earcst f~u(pmcnt P-225'-O~C.Ox l(i
A
18 hpp. Dist. 2S'-0 C-200'-0 3. ]x]0
8 FE IAV 6542A-SA
FD-37 10x]C E-6 (NR) L-75'-0 7.]x]06
SAFETY 0 ]-A-4-CIB3I 88,000
(]A SA) V Ko 62,200
CASE 4
E
SW Bnnstcr P(lA-SA)-18-SB over 150'HR

P-]5'-002.7x]0
8
I T HX lh-Sh lb-SB over
E
~ 18
2RH-F500SN-1(l'S)See enc. 2
]IO'GV
C-]0'-08].&x]0
0-S23SOI I. 1-A-3-PB 12,500 3,400
AOV 2RH-8501SN-l(FS)See cnc. 2
REV 6 0 H (T) hn
OV 2RH-V507SA-l(Fhl)See enc. 2
Wi
(I-A-34-RHxh)
A Nearest Equlpaent P-225'-0 4. Ox]0
I ~ T 18 App. Dist. 25'-0
B
FE IAV 6542A-SA
C-200'-Oi 3. Lx 1 0
FD-38 ] Ox]C SAF EIY E-6 0 (NR) L-75'-0 7.]x]0
1-A-4-CHLR 88,000
(IB-SB) V 62>200
CASE C E
8
P-]5'-002.7x]06
C-523501
E'
18 C-]0'-00].ex]0
REV 6 1-A-3-Pb 12>500 3,400
Sane as FD-37
0 H (I)
A Nearest Equ(pnent I'-75'-00].Cx]07
8 18 App ~ Dist. 25' C-10'-O.].exlO&
fD-40 1ox14 SAFETY E-6 0 1-A-C-CHLR 88>000 TE ]AV 65478 (HR) I.-75'-0 7.2xlO
(IB-SB) V 29,eoo
CASE 4
E
AOV 'C-D27&Sh I Sec cnc. 2
C-523501
18 AOV 2RH-R500SN-l(FS)See cnc. 2
REV 6
AOV 2RH-FSOISN-l(FS)Sce enc. 2
I-A-3-PB 12,SOO HOV 2RH V506SB-1(FAI)See cnc. 2
H (T) hn RHR HX TB-SB IA-SA over
X 8) 110'I-A-34-RH
1ABLK 9.58-3
SAFE SH'.DOWN AhALYSIS IH CASE OF FIRE
F]FK DAN'KR ELD:PllON RE+'KST FOR F]RE AREA ]-A-BAL
FLOOR ELKVAT]0„. '26]'-0 (SEE F ]CERE.9. SE-2) snd

+236.00'VAC
DVCT )I'CT S]ZE(lh If'AC F]RK ZONK I KTKC] ]aS DVCTNORR

FEIiETRATI0! HVAC DVG HVAC
CNM'ST! BLE C:AGE SAF K'HVIDOLN COHAV51]BLE
DVCT F]RK ZONE
I.D. hO.: CAR-2168 CATKCORT ST STEFI LOAD]NO SKI'PRESS]0
]SOLAT]OX EQl:I PHihT LOA] IHC (20'AD)
(BTa',.iSF) VALVE (20e RAD) (B]if/
Nearest Equipment
A
]C App Dist. 50 P-220'-0 3.9x]0
8
Boric Acid Tank C-110'-0 I. Tx]0 7
FD-69 24x]6 hNS E-17
THRV
0
V
I-A-4-COHB 49>000
I'o Ix- SN 44,e00
O'SE 5 E-20 E
(]X-AS)
8
Nearest. Equipmcnt P-30'-OiS.Cx]0 6
I-A-3-CONK 34,000 App. Dist 40'-0
~
C-30'-Oi4.75x]06
0-805 E
Inst. Rack
REV 4 1 L-30'-0 2.85x10
Al-R35-ESF-8 (NR) 10,350
0 H (I) ho
HCC-1A35-SA
h HCC-1825-SB uitbin C-30'-0 C. Bx]06
16
8 L-30'-002.8x10
FD-70 28x22 HHS E-17 0 ]-h-4-CONE 49,000 I rated fire ws]l 6,050
by s
50'eparated
HR
(S KISHI0) 'TIBID V H (I) ho
as described in the SSA 9.58-3
CASE 4 E-20 E
(]X-HHS)
8 16
HOV 2RII-F512SB-I (Fhl) See Pnc. 2
E (I-A-3-HP)
C-805 L I-A-3-CONE 39,000 Negligible
REV C 0
I' H (1)
AOV 2RH-BSOOSN-](FS)
B I-A-3-PB 12,500
(I-A-34-RNXB) Negligible'.
0 AOV 3CC-D276SN-1(NR)
(1-A-3-PB)
K
H(T)
HI-25 18 x 18 HNS E-17
Case 4
8 Hanua]
Inst. Rack
I-A-2-PT Negligible Al-R32-ESF-8(NR)
E Alarm Sta. (I-A-2-HP)
C-503801
L
Negligible
REV 10
0 None
A AOV 3CC-0276SN-I (NR) r-10'-0-1.8 x

18
B I-h-3-PB AOV ZRH-BSOOSN-](FS)
I2.500 AOV 2RH-FSOOSH-l(FS) C-]0'-0~].6 x
0
V NOV ZRH-V506SB-1(NR)
H(T) (I-A-34-RNXB) 2,700
E
FD-39 18 x 18 NHS E-]7
Case 5 tbru 8 Hanual Nearest Equipment
C-523SO] E-20 I-h-2-PT Neg I I g I bl e
Alarm Sta. 18 App. Dier,. 50'-0
RFV 6 (IX-HHS)
E
fg ]-SH-92058-SB, Required
Neg1 I gib le
L
0 Nunc Redundant Counerpart In same fire
0 70ne 125 ft. a@ay.
1
ENCL
'
.Zaire .
LEC END
FIRE AREA BOUNDARY

—.FIRE ZONE BOUNDARY
————INTERMEDIATE SLAB
1-C
;HVAC DUCT PKHETRATION-
SQUARE/RECT. OR ROUND
FD-42 NVAC DUCT PEH. I.D. NUMBER
I
I I PIRE AREA DESIGNATION
I I
I FIRE ZONE DESIGNATION
I
I
'I
I
I
I
I
I
I
1-A-2-COR i
I
1-h-2-MP
I
I
I
il-h-2-PT
)-h-BAL
13 15 18 23 26 28 31 36 39
PLAN AT EL 216 00o

SNEARON HARRIS NUCLEAR PONER PLAHT
Carolina Povcr & Light Coapany
FIRE DAMPER EXEMPTION REQUEST STUDY
FIRE PROTECTION -
REACTOR
,
AUXILIARY BLDG -
PLAN EL.
4))bll -1
216.00'1n(n?l?
EHCLOSUR
h„
I-C
H
I
I
I
I
I —
CE
I
I
I
I -A-3-COR I-h-3-HP FM
I I
I I
I
I
I
j
— P
I
I I
I I
I
J.
rI
r
I
I" I
Q
I
FD-25
I
I
I
I
I I I
I g FD-39
I
1-h-34-RIIXA I
I I
j I I
I I s I I D
I L
I-A-3~4-RNXB FOR LECEND
I
I SEE FIC. 9,58-1
I
I
I
I
I
I —c
I
I I
I l-h-3-,HP I
I
I
I- A-BAI. I
B
15 18 23
PLAN AT FL
24
2 6 00'llEARON
27 28 31 34 39
HARRIS NUCLEAR POMER PLANT

Carolina PoMer 6 Light Company
PIRE DAHPER EXEMPTION REQUEST STUDY
FIRE PROTECTION « REACTOR
AUXILIARY BLDC -PLAN FL. 236.00'
lk> ~
+i
Pi
K~4
I I
5
I
I I
g+ggii
t.i
~ I I
I ' 5 1 ' '
' I I '
I
ENCLOSUR Page
I-A-5-CEH
FD-3
FD-5
Ig 12-h-BAL
FD-4
g GZ
FD-6
g
12-A-S-DIN
1-A-BAL
I-A-5-HVA
1-A-5-HVB
I-A-5-BATH
-h-BAT A 1-h-BAT B
I-A-5-Iiv3 1-A-CSRB
I-h-SWOR h
I-A-SWOR 8 NOTE
I-A-CSRA 1~ FOR LEGEND
SEE FIG. 9.5B-1
00'HEARON
13 15 18 23 26 27 28 31 36 43
HARRIS NUCLEAR POWER PLANT
Carolina Power 6 LIBhc Corapsny
FIRE DANPER EXEHPTION REQUEST STUDY
PLAN AT EL 286 FIRE PROTECTION -
REACTOR
.AUXILIARY BLDG " PLAN ELa 286.00'
ra~me n~p;n.h
. A0-~z
DESCRIPTIOH OF EQUIPH™iHT
The structural framework of unit consists of I-

ea'ch
I/2-inch square, 14-gage, carbon steel .tubing everywhere but the coil
section. The. structural framing around each coil is 2-inch square, ll-
gage, carbon steel tubing. All unitsI have CS x 13.75 steel channels
forming a perimeter for heir bases through which the units are bolted
down'using 5/8-inch ASTH A-325 bolts. Additional channel and
rectangular tubing is welded into the base to provide a foundation for
decking and components such as coils, fans, and fan ~otors. A sheet
metal cover of l4-gage ca'rbon steel encloses each unit'. The insulated
sections are covered with. sandwich panels cons ructed of 14-gage, sheets
outside'nd 20-'gage stainless steel sheets inside which sandwich 1-1/2
inches of insulation.
FIRE DAMPER EXEMPTION REQUEST FOR AREA 1-A-BAL
(FUNCTION OF SAFE SHUTDOWN'EQUIPMENT IN 20'ADIUS)
ENCLOSURE 2 ATTACEBKZT A
INSTRUCT
SAFETY INSTRUMENT
RAG ID TRAIN H|NCTlON
A1-R32-ESF-B B PT 1SW-9112B-SB Service Water Booster Pump B

Discharge Pressure
A1-R35'-ESF-B FT 1SW-9112B-SB Service Water Booster Pump B
Discharge Flov
» INSTRUMENT FUNCTION
TE-1AV-6542A-SA Auxiliary Paap Rooms - HVAC Chiller AH 19 ASA Area Temp.
TE-1AV-6547B-SB Auxiliary Pump Rooms - HVAC Chiller AH 20 BSB Area Temp.
TE-1SW-9205B-SB Service Water to B Auxiliary Building Chiller WC-2 1B-SB

ENCLOSURE 2 ATTA(2BKNT A
MOTOR CONTROL
'HEER
SYSTEM COMPO~
MCC-1A35-SA Auxiliary Service Water Valve 3SW-B70SA

Feedvater Service Water Valve 3SW-B71SA
System SA Service Water Valve 3SW-B74SA
Service Water Valve 3SW-B75SA
Component CCW Motor Operated Valve 3CC-855A

Cooling Water CCR Motor Operated Valve 3CC-B19SA
System SA RHR Heat Exchanger Valve 2CC-V165SA
Chemical and Boric Acid Transfer Pump 1A-SA

Volume Control Charging Pump Valve 2CS-V589SA
.System SA Charging Pgmp Valve 2CS-V587SA
Charging Pump Valve 2CS-V603SA
Charging Pump Valve 2CS-V605SA
Chilled Water Water Chiller Unit WC-2(1A-SA)

System SA Chilled Water Dist. Valve 3CX-WSSA-1
Chilled Water Dist. Valve 3CX-W8SA-1
Chilled Water Dist,. t'alve 3W-W9SA-1
Emergency Diesel Fuel Oil Transfer Pump 1A-SA

Generator
System SA
Emergency Service Service Water Va3.ve 35W-815SA

Water System SA
Fuel Oil Storage Exhaust Ean E-85 (1A-SA)

Building - HVAC Exhaust Fan E-85'1B-SB)
System SA
ENCLOSURE 2 ATTACHMENT A
MOTOR CONTROL
CRAW SYSTEM CO%'ONENT

'I
MCC-lA35-SA Mech/Elec Air Handling Uriit AH-92(1A-SA)

'enetration
Air Handling Unit AH-23(1X-SA)
Areas - HVAC
System SA
Auxiliary Air Handling Unit AH-7(1A-SA)

Building Air Handling Unit AH-20(lA-SA)
Shutdown Air Handling Unit AH-9(lA-SA)
Systems — HVAC Air Handling Unit AH-10(3A-SA)
'ystem SA
MCC-3.B35-SB Auxiliary Service Water Valve 3SW-72SB

Feedwater Service Water Valve 3SW-73SB
Systems SB
Component CCW Motor Operated Valve 3CC-B6SB

Cooling Water CCW Motor Operated Valve 3CC-B20SB
Heat Exchanger Valve 3CC-V167SB
'HR
System SB
Chem"cal and Boric Acid Transfer Pump 1B-SB

Volume Control Charging Pump Valve 2CS-V590SB
System SB Charging Pump Valve 2CS-V588SB
Charging Pump Valve 2CS-V604SB
Charging Pump Valve 2CS-V606SB
Chilled Water Water Chiller Unit WC-2(lB-SB)

System SB Chilled Mater Dist. Valve 3CX WlOSA-1
Chilled Mater Dist. Valve 3CX W14SB-1
Chilled Mater Dist. Valve 3CX W27SB-1
Chilled Water Dist. Valve 3CX W28SB-1
Chilled Mater Dist: Valve 3CX W33SB-1
WCLOSURE 2 ATTACHMENT A
MOTOR CONTROL
C .ITER SYSTEM
MCC-1335-SB Emergency Diesel Fuel Oil Transfer Pump 1B-SB

Generator
System SB
Emergency Service Service Water Valve 3SW-316SB

Water System SB
Fuel OQ. Storage Exhaust Pan E-85 (1A»SB)

Building - HVAC Exhaust Pan E-85 (1B-SB)
System SB
.Mech/Elec Air Handlm~g Unit AH-92 (1B-SB)

Penetration
Areas - HVAC
System SB
Amciliary Building Air Handling Unit AH-6 (13-S3)

Shutdowr. Systems- Air Handling Unit AH-7 (13-SB)
HVAC System SB Air Handling Unit AH-19 (13-SB)
Air Handling Unf.t AH-20 (13-SB)
ENCLOSURE 2 ATTACllMENT A
SAFE
NORHAL FAIL Sll UTDOMH
VALVE ID POSITION POSITION POSITION FUNCTION
= MOV 2Rll-F513SA-1 Open FAI Open RHR Pump Miniflow Iso.

MOV 2Rf1-V506S13-I 'losed FAI Closed RHR Pump Disch. to CYCS Chg. Pump Suction Iso.
Anv 2RH-B500SN-1 Open Open Open RHR Flow Control
AOV 2R11-F500SN-1 Closed Closed Closed RHR HX Bypass
AOV 2RH-B501SN-1 Open Open Open RHR Flow Control
AOV 2RH-V507SA-1 ;, Closed FAI Closed RHR Disch. to CVCS Chg. Pump Suction Iso.
AOV 3CC-D276SN-I Closed Closed Closed CCff Makeup Isolation Valve
SOY 3CX-'i132SA-1
Note: Fail in such a way that water flows Chilled lpga ter Valves, flow to.A11-92SA
SOV 3CX-W33SB-1
through chilled Mater coil nf AHll. AH-92S8
DDR AC-D11SA-1 Open Closed Open RAB Swgr. Room A Return Damper
DDR AC-D14SB-1 Open Closed Open RAB Swgr. Room B Return Damper
ATTACHMENT 2
9 '5.c'.<4) Storage aad use of flammable and combustible liquids fol1ows thc
intent and basic criteria of NEPAL 30, "FLammable and. Combustible
Liquid Code" except that the requirements of NFL-37 "Xnstalla-
tioa aad Use of Statioaazy Combustion Engines aad Gas uzbiacs"
apply to the installation of the Diesel Generator Day Taak
Specific standard requirements aze met where compatible with
other. design- zequizemeats.
NRC GUZDEXZHM-' POSITION (Coat')
C.S.d(5) Hydzogen ~4s in safe~elated areas'hould be either. designed
to seismic Class Z requirements, or sleeve such that the mter
~
pipe is directly vented to the.outside, or should be equipped

with excess flaw valves so that in case of a Line break, the
hydrogen coacintzation in the affected areas will.not exceed 2 .
PROJECT CONPORY~- C POSZTZON (Cont ')
C.S.d(5) One of the options described above will be used to ensure comply.ance.
NRC GUIDELINES: C. POSZTION (Coat'd)

C.S.e. Electrical Cable Construction Cable Tra and Cable Peaet atioas
(1) OaLy mctaL should. be used for cable trays. Only metaILic tubing
should be used for conduit Thin~asL3. met'QLic tubing should not
be used. PLexible metallic tubing should only be used in short
lengths to connect components to equipment. Other raceways
should .be made of noncombustible material
.
PROJECT CONPOR~Z: C. POSZTZON (e t'd) ~0
'C S.e. Elec~cal Cable Construction Cable Tra aad Cable Peaet atioas
(1) Cable trays and other raceways aze constructed, of a~ombustible
matextal. MetaLXic tubing is used for conduit and thin waLL
tubing is not usect. Short Lengths of flexible metallic tubing
are used to coaaect compoacats to equipment k smalI pmtity of
- vinyl is used for cable trays, as described R Position C.S.d(3).
PVC Xs used* only for raceways embedded in concrete or underground
applicatioas.
'RC GUZDELXHES: C. POSITION (Cont'd)
C >-e(2) Redundant- safe~elated cable systeas outside"the cable
spreading room shiu1d,be separated from each, other aad from
potential fire. exposure hazards in aoasafe~elated areas. by
December 14, 1983

Revision 2-
~
I~ I ~ sy ~ ~
4
"
pRamCT COnroamZC: C. rOSrrZOH (Conc'd)
C 7.b Contxol Room Pire Area (Cont'd)

Manual fixe fighting capability is pzovided for fires (I) within cabinets,
consoles or connecting cables and. (2) exposure fires involving
combustibles Xn the general room area by means of CLass A snd CLass C fixe
extfnguishers inside the control room and a hose located
control room
~t outside the
Adgustabla no+ales, approved for use on electrical fires, vXI1 be provf.ded

for the hose station. The nozzle selected v%11 also miniate physical
damage to electrical equipment from hose stxeam impingement
Zonization deteccors ~
be provided in the control and peziphexal rooms
at the ceding level The Contxol Room cabinets, panels and consoles are
~
of..che self ventilating type permitting. smoke to quickly migrate to the
ceiling of the room Rapid migration of combustion by-products and quick
zespoase by highly sensitive type of detector mitigates the need for
indication ~
detectors nothin control'room cabinets or consoles, Alarm and local
be provided in the control room. Zouizatf.on detectors vill
be provided inside the Hain ControL Board.
Self~tained breathing apparatus ~
be availabIe for use by the
operators untiI. the room ventiIation system can evacuate smoke.
The Control Room is designed for a positive pressure minimum aiz leakage
cmreLope (See PSAR Section 6.4. for details)
Smoke detactozs are provided at the~~de air makeup inIet so that mmke
induction into the Control zooa can be ~hei=ed by manual swLtchover co
other inlets foIlcaring smoke aIanas tranarLtted to the Control Room. The
nozzle@?y recirculating (Mth limf.tad makeup air) Control Room Ventilation
System is desigaad so that it
may be switched manually to operate in a
nonrecirculating mode This is used only for clearing the Control Room of
heavy snlke concentration
HRC GUTDEX TEES: C POSXCXOH (Cont 'd)
C 7.b Control Room Pire Area (Cont'd).
All cables that enter the'control roma should terminate in the control
room. That &, no cabling should be routed through the control room fzom
one area to another, Cables Xn undezfloor and ceiling spaces shouId meet
the separation criteria necessazy for fire'rotection.
Ai~andling functions should be ducted separately from cable -runs in such
spaces; i.e., if cables are routed inlunderfloor or ceiling spaces f these
spaces should not be used as air plemms for ventilation of the control
room ~y if
enclosed electrical raceways located in such underfloor and
ceiling spaces, over I
square foot in cross~ectionaI area, should have
automatLc fixe suppression inside. Area automatic fire suppression should
be provided for undezfIoor and cefZ~ spaces if
used for cable zuas
I'
e4
~
t~
ATTAClkiENT 3
~ ~
I
I,
ESSDiTIAL SYSTEMS FOR SAFE SHtJTDORf ~
.
APP R. ANALYSIS DESICNATZON
EMERCE3tCY IIXSEL CENHthTOR EDCS
AUXILIARYHXDRLTER SYSTEM
IMERGENCY SERVICE QhTER SYSTEM
NGH STKILM SYSTEM
aCS HKSSURE CONTROL PFCS
CHEMICAL 4 VOLUME CHURL CVCS
SAPETY INJECTION SZSXZ5 SIS
RESIDUAL HEAT RENEWAL SYSTEM
C0%'(NUIT COOLANT ALTER
CONTAI)HECT FAN COOLERS
CbhTROL NXM XVAC

ELECTRIC EQUZPNKHT ROOM WhC
QGTCHt EAR ROC@ ISAAC
DIESEL CEN. WIIZIIF4 IVAC

F.O STOR. TANK tlZXi- IVAC HFOB
"
ESP INTAKE STRUCTURE ROC
mCa/ELECT PENETRATION erAC
MISC RAB AREAS HVAC
CHILLED ALTER SYSTEM
DC POQKR DISTRIBUTION
AC POMEX DISTRIBUTE
CORTiNL ROOM LINKINC
I CI ~ ~
4 I~ *~
~
SHEARON'ARRIS NUCLEAR POWER'LANT
.„'::.. SYSTEMS RE(gXRED FOR PLANT SHUTDOWN

IN CASE OF PIRE
'I
(1) AUXILIARYPEEDWATER SYSTEM

(2) COMPONENT COOLING WATER SYSTEH 'COLD
(3) CHVLICAL VOLUME & CONTROL SYSTEM
t
HOT & COLD
(4) EMERGENCY DXESEL GENERATOR SYSTEM HOT & COLD
(5) EMERGENCY SERVICE WATER .SYSTEM HOT & COLD
(6) MAIN STEAN SUPPLY SYSTBI HOT
(7) PRESSURIZER PRESSURE CONTROL SYSTBf HOT & COLD
(8) RESIDUAL HEAT REMOVAL SYSTEH COLD
(9) SAFETY INJECTION SYSTRf HOT & COLD

(10) CONTROL ROON LIGHTING SYSTEH HOT & COLD
(11) CHILLED WATER SYSTEM HOT & COLD
(12) CONTAINMENT PAN COOLXNG SYSTEM 'HOT & COLD
(13) CONTROL ROOH COMPLEX COOLING SYSTEM HOT & COLD .
(14) EVE SYSTEM - FUEL OIL STORAGE BUILDING HOT & COLD
(15) HVAC SYSTEM - DIESEL GENERATOR BUILDING HOT & COLD
(16) MMC - MECH/ELECT PENETRATION AREAS HOT & COLD

COOLING SYSTEM HOT & COLD
(17) HVAC - AUXILIARYBUILDXNG SHUTDOWN AREAS HOT & COLD
(18) HVAC - ESW XNTAKE SYSTEM HOT & COLD
(19) PDSAC - AC POWER DISTRIBUTION SYSTEM HOT & COLD
( 2O) PDSDC 125 V DC POWER DISTRIBUTXON SYSTRf HOT & COLD

AUXILIARY O'EED PUYlP
2 os
\
5A
I
\ I I I
L I I .I
( I
I I
+H 7
III I
l Cia-~)
I
I
.II I
I
I
I l
I I
I I. ~ lICH
I I
I I
I I I
,I
I I I)
I I ly
I
l 5Q
I
2.4
5'
CPS CW4 5 IUC PuH~
I
I„
lg
lg
gs'-g"
23'-3'A
4DBL'E
oc 2
E .94 I
~OTOz
gA-0
lA-SA
k.OO~ $ Ag AR8
UJAl.l.
(VCS CkAA6lsL6 PUHP

le- SAS
Fl.254
5ECTlOA A -A
I
SER Confirmatory Issue 20
Revised (5/84)
Res onse to NRC estion 430.100
Question 430. 100
In regard to sequencing of safety loads when preferred power is available, the

staff believes that the load sequencer represents an additional source of
unreliability for the "preferred" power source. Additionally, since the
sequencer is to the offsite power source and onsite power source
common
(diesel generator), a failure of this unit could potentially result in total
loss of ac power to that bus. Therefore, in order to accept the use of a
single load sequencer for both offsite and onsite sources, the staff requires
the following additi'onal information:
(1) A full description

of this design feature in the FSAR. This should
include load sequencer components, power supplies, test features and
alarms.
(2) A reliability study on the load sequencer.
(3) A detailed analysis to assure that there are credible sneak circuits
no
or common mode failures in the load sequencer design that could render
both onsite and offsite power sources unavailable.
(4) A load sequencer logic diagram in the FSAR.
RESPONSE
(1) SEQUENCER DESCRIPTION
A. General
There are separate but identical sequencers for each safety train (A and B).
All the components of each sequencer (exclusive of inputs from external
8407030288
sensing devices, Main Contxol Board displays and controls and transfer
switches) are located in a single cabinet. The train A sequencer is located
in Switchgear Room A and the train B sequencer cabinet is located in
Switchgear Room B, both of which are located on elevation 286 of the Reactor
Auxiliary Building. The sequencer design is shown on Cps 1101 through 1145B
{Train A) and 1146 through 1190B (Train B). Components used in the sequencer
are listed on CWDs 1143 through 1145. Sequencer A is powered from 125VDC
Distribution Panel lA-SA and Sequencer B is powered from 125VDC Distribution
Panel 1B-SB.
The primary function of the sequencer is to actuate loads in

the large ESF
response to ESFAS signals in a timing sequence which is within the design
capabilities of the onsite electric power system. (Refer to FSAR Subsection
8.3.1.1.2.8). This is accomplished through sequencer subfunctions which are
shown schematically on Figure 1 (attached) and described below. The sequencer
program determination logic is where initiation of sequencer action begins.
This logic, shown on Sketch SK-251-006 (attached) receives inputs from the
ESFAS SSP and signals which monitor the status of offsite power and actuates
major ESF components in accordance with one of the following load progxams:
o Program A — Loss Qf Offsite Power (LOOP) only.

o Program B — LOCA and LOOP.
o Program C — LOCA only.
Each large ESF load actuated by the sequencer has a separate sequencer timer,
although there is some sharing of sequence timers for the smaller ESF loads.
Each sequence timer consists of two time delay relays with their contacts in
series, the first being a time delay relay whose a contacts close at the start
of the load block (this is an instantaneous relay for load block 1 components)
and the second being a time delay relay whose b contacts open five seconds
after the start of the load block. Thus, the "Start" signal in each load
block will remain for the duration of the load block rather than a pulse at
the beginning of the load block. This is done to ensure MCC Contactor pickup
following unforeseen transient voltage dips.
~ NIIN 4 J 4I AA,)A4 ~
The sequence timers for

loads which are actuated only on Program A are
energized from sequencer Bus "A". Sequence timers for loads which are
actuated on Program B and C but not A are energized from Bus "BC", and
sequence timers for loads which are actuated for all programs are energized
from Bus ABCM There are no loads unique to Program B or to Program C, nor
are there any loads actuated on Programs A and B but not C, or on Programs A
and C but not B. Also, there is no shifting of load block assignment for a
given component depending on Program selection.
The only major automatically actuated ESF load which is not always actuated by
one of the programs is the containment spray pump. The spray pump is a
"roving" load because its CSAS actuation signal does not occur at a
predictable time (when all LOCAs and MSLBs are considered) in relation to an
SIAS. Design of the onsite power system is such that the spray pump load can
be accommodited at any time during sequencing except load block 3. The
sequencer design accounts for this by actuating the spray pump as follows:
o CSAS generated before the first second of load block 2 has elapsed:
The spray pump starts in load block 2, its normal assignment.
o CSAS generated after the first second of load block 2 has elapsed
but before load block 3 is complete: Spray pump start is delayed
until the start of load block 4. This delay is within the limits
assumed in the containment transient analyses.
o CSAS generated, after load block 3 is complete: The spray pump

starts immediately.
The sequencer also performs the following secondary functions:
o Manual Load Blocking: blocks the manual start of

The sequencer
certain loads (all manually actuated and some automatic ma)or ESF
loads) to assure that the operator cannot interfere with the orderly
load sequencing. This blocking begins with load block 1 and ends 10
seconds after the loading sequence is complete (as indicated by the
breaker for Chiller WC-2, the last load to be sequenced, being
commanded and confirmed to be closed).
0 CIMOV TOL Bypass: The sequencer initiates

the bypass of the thermal
overload and torque switches for the motor operated containment
isolation valves per Regulatory Guide 1.106.
o 6. 9kV Safety Bus Undervoltage Trip Bypass: The sequencer bypasses

the 6. 9kV safety bus undervoltage trip during Programs A and B.
B. Testing
The sequencer is designed for testing during This is

power operation.
accomplished through logic which generates simulated LOCA and/or LOOP signals
and injects them into the program determination logic. The logic associated
with the internally redundant relays LOCA-l(2)/X, LOCA-l(2)/XS, PRXl(2) and
UR1(3) of the program determination logic is individually testable during the
test. Programs A, B and C are simulated sequentially for a duration of 90
seconds each with one group of the above relays. The ability of that group to
initiate the programs and the action of all the sequencer timers is thus
tested. Component actuation is stopped by blocking relays that are
automatically opened on test start and reclosed when the test is ended. At
about 55 seconds into the Program C test the test personnel turn switch SS to
select the opposite group of relays listed above to test their ability to
initiate Program C. The test logic then regenerates a simulated Program B and
A demand to test the ability of the opposite group of relays to initiate those
programs.
The loading interruption on CSAS is tested during the periodic test. The CSAS
test pushbutton is depressed during the third load block of the first program
B simulation to test the ability of the spray pump actuation to be delayed to
the fourth load block, and again during the first load block of the program C
simulation to test the ability of the spray pump to actuate in its load block
2 assignment. The secondary sequencer functions are also exercised and tested
during the periodic test.
I ~
0 t A 0 4 AVE
~ ~
The sequencer test is initiated manually either from the main control room or
at the sequencer panel. The location for observing the test is at the
sequencer, panel because its component light array arrangement permits better
test observation than the ESS light box in the main control room. The
indications and annunciators that are available to facilitate test observation
are described in the next section.
C. Indications and Annunciators
The sequencer is with annunciators and indication lights to monitor

equipped
its status and operation. Various indications are available at the sequencer
panel and in the main control room as described below. Separate but identical
indications are provided for each sequencer.
i. Sequencer Panel Instrumentation
o Sequencer in Test Light: indicates that relay PlA spindle is

moved ~
Program "A" On Light: indicates that Bus P(A) is energized.

Program "B" On Light: indicates that Bus P(B) is energized.
Program "C" On Light: indicates that Bus P(C) is energized.
Load Block 9 Light: indicates that the time delay to load block
9 (manual load block) has elapsed.
o Undervoltage Bypass Light: indicates that relay UVX shaft is
turned.
o Load Block 9 Manual Actuation Lights: indicates that load block
9 (manual load block) permissive has been manually rather than
automatically actuated.
o Component Light Display: a light array with a lamp set for each
sequencer actuated component. The lamp sets are arranged by
load block and, within the load block, by component assignment
to sequencer Bus A, BC or ABC. A major components light
illuminating during test indicates that the sequencer start
relay shaft/plunger for that component is moved, or during
non-test, indicates that the sequencer start relay for that
component is moved and the component breaker is closed. A minor
components light illuminating indicates that the sequencer start
relay shaft/plunger for that component is moved. The component
light display will be modified or a new display added to permit
status monitoring of the sequencer output contacts for each
component during test and non-test.
o Manual Load Permissive Auxiliary Relay Lights (one for each of
the six relays): indicates that relay CY1-CY6 shaft is not
turned.
o Programs A 6 B Start Light: indicates that relay SAB spindle is
moved.
o Testing Relay Status Lights (one for each of the six relays):
indicates that there is no command signal to the testing relay
PXl-PX6 trip circuit.
o Program Auxiliary Relay Trouble Annunciator: indicates that
relays URl and UR2 are not in the same position.
o Seal-in Relay Annunciator: indicates that relays PRXl and PRX2
are not in the same position.
o Program for Loss of Offsite Power Relay Trouble Annunciator:
indicates that relays UR3 and UR4 are not in the same position.
o Program for LOCA 6 Loss of Offsite Power Relay Trouble
Annunciator: indicates that relays CRX1 and CRX2 are not in the
same position and/or relays DGl and DG2 are not in the same
position.
o Program for LOCA with Offsite Power Available Relay Trouble
Annunciator: indicates that relays LOCA-1/XS and LOCA-2/XS are
not in the same position.
o Loss of Coolant Aux Relay Trouble Annunciator: indicates that
relays LOCA-1/X and LOCA-2/X are not in the same position. J
0 Testing Relay Trouble Annunciator: indicates that relays PXl

through PX6 are not all in the same position.
0 Load Shedding Bypass Relay Failure Annunciator: indicates that
relay UVBPX spindle is moved.
0 Thermal Overload & Torque Switch Bypass Lockout Relay Status
Light: indicates that there is no command signal to the relay
94LO trip circuit.
~ ~
L2: indicates voltage at breaker CB105 position switch terminal
63 and that relay CRXl shaft is turned.
0 L3: indicates voltage at breaker CB105 position switch terminal
68.
o L4: indicates voltage at relay CR2-1103 terminal TB56-1 and
that relay CRX2 shaft is turned.
o L5: indicates voltage at relays DGl terminal 1J, DG2 terminal
1J and 86UV terminal 75 and that relay PRX1 shaft is turned.
L6: indicates voltage at relays DG2 terminal 1J, DG2 terminal
1J and 86UV terminal 75 and that relay PRX2 shaft is turned.
0 L7: indicates voltage at relay KZ terminal 1H and that relay
URl shaft is turned.
o L8: indicates voltage at relay KZ terminal 1L and that relay
UR2 shaft is turned.
o L9: indicates voltage at relay KZ terminal 2B and that relay
o L10: indicates voltage at relay KZ terminal 2E and that relay
o Lll: indicates voltage at breaker CB106 position switch
terminal 66.
0 L12: indicates voltage at breaker CB106 position switch
terminal 74 and that relay DGl shaft is turned.
0 L13- indicates voltage at breaker CB106 position switch
terminal 70.
L14: indicates voltage at breaker CB106 position switch
terminal 78 and that relay DG2 shaft is turned.
0 L15: indicates that relay CSAS/X shaft is turned.
0 L16: indicates voltage at relay TB terminal l.
0 L23: indicates that relay UVX contacts lH-1J (to 6.9 kV Bus
IA-SA UV relay bypass) are closed.
0 L24: indicates that relay UVX contacts 2E-2F (also to 6. 9 kV
Bus 1A-SA UV relay bypass) are closed.
L25: indicates that relay UVX contacts 1L-1M (to 480V Bus
lA2-SA UV relay bypass) are closed.
0 L26: indicates that relay UVX contacts 2B-2C (to 480V Bus
lA3-SA UV relay bypass) are closed.
kgl '
~ s ~ ~
I
~wv s
~ ~
sea
y ll
~ i ~
o L27: indicates voltage at the Stop Test pushbutton output

contact and relay TB1 contacts 3-5 are closed.
o L28: indicates that voltage available at relay PlAX terminal
TB1 and that relay PlAX is tripped.
ii. Main Control Room Instrumentation
o Sequencer in Test Light: indicates relay P1A spindle is moved.

o Program "A" On Light: indicates that Bus P(A) is energized.
o Program "B" On Light: indicates that Bus P(B) is energized.
o Program "C" On Light: indicates that Bus P(C) is energized.
o Manual Loading Light: indicates that the time delay to load
block (manual load block) has elapsed.
9
o Manual Actuation Man. Load Permitted Light: indicates that the
load block 9 (manual load block) permissive has been manually
rather than automatically actuated.
o ESS Light Box: a matrix array with light for each major
a
component actuated by the sequencer. A light illuminating
during test indicates that the sequencer start relay for that
component is moved or, during non-tet, indicates that the
sequencer start relay for that component is moved and the
component breaker is closed.
o Sequencer Trouble Annunciator: indicates that one or more of
the sequencer cabinet annunciators is present and/or that Bus P,
P2 or P4 is not energized.
o Sequencer Door Open Annunciator: indicates that at least one of
the three cabinet door switches is tripped.
o Thermal Overload and Torque Switches Not Bypassed Light:
indicates that relay 94TX shaft is not turned.
p ~ ~, s ~ l ~ > * ~ ~ we
'
C,,
+
(2) RELIABILITYANALYSIS
The reliability characteristic of interest for a standby system with a short

mission (such as the sequencer) is availability to function on demand. This
was-evaluated using standard fault tree analysis techniques andfailure data
from the NREP Procedures Guide and WASH-1400. The resultant unavailability on
demand for the sequencer design as of January 1983 was 4.13 x 10
-2
No acceptance criteria were given, so it was

established that the sequencer
function reliability should be comparable to that of the PWR reactor
protection system function. This value is given by WASH-1400 as an average
unavailability on demand of 3.6 x 10 -5 . Since there are two separate and
independent either of which can perform the minimum sequencer
sequencers
function, the average unavailability on demand of one sequencer should be
approximately 6 x 10 -3 . As such, the sequencer unavailability on demand
exceeds the acceptance criteria by a factor of 7.
The dominant minimal cut sets for the existing sequencer were reviewed to
identify the following conceptual design changes that would result in
substantial reliability improvements:
l. Eliminate the load interruption on CSAS.
2. Eliminate unnecessary complexity in the program determination logic.
3. Redesign the periodic test circuitry to exercise more components

during the test.
4. Add internal (i.e., within the train)

sequencer redundancy to
important components &at could not practically be included in the
periodic test.
5. Add status indicating lights where necessary and practical to

enhance continuous and test component status monitoring capability.
~ 4i'll 4 tV ~
6. Provide testability and monitoring of the individual sequencer

contacts in the component actuation circuits.
These changes were implemented in the sequencer design and the revised
(November 1983) design was subjected to a reliability re-analysis.
This
-3
re-analysis resulted in an initial unavailability on demand of 6.1 x 10
which was just short of the goal. The dominant minimal cut set was failure of
the new KZ relay shaft to return to its de-energized position after the
periodic test, which was not detectable until the full test. Additional
status monitoring of the KZ relay was provided such that this failure is
immediately detectable in the Main Control Room by an annunciator. This
-3
changed the sequencer unavailability to function on demand to 4.2 x 10
which is better than the goal. As such, the November 1983 sequencer design
with the continuous KZ relay status monitoring is acceptable.
(3) CIRCUIT ANALYSES
The fault tree modelling of the reliability study included an exhaustive

search for sneak circuits and common mode failures. However, the sequencer
controls only the feeder breakers of the 6. 9kV safety bus and has no control
function for the tie breakers. As such, the sequencer cannot render both the
onsite and offsite power sources unavailable.
(4) LOGIC DIAGRAM
A sequencer logic diagram is shown on Sketch SK-251-006.
10
y ~ ~
t
K II
bus IA.sA u/v
LOCKO T RELAT
PRO6%4I-A ON
SAFCFr WITLI
IL h QP EL a Qp NOTt-I
5TAET PAOSAAN
LOAD PROSRAIA
A SCQuc NOTC
A COIAPONCHTS ~ ~
I SEC
KSEL GEHEAATOA 2
bKR IOS.SA PSOGRAIE-5 ON 2

2
STFAT PROGRAM
b StautHCR i,
CLOSED
I
Tlt biCR
lbs.SA
OPCN PEOGENE C ON
CLOSED 5TAAT PROGRAM
C SCOUENCC
IL R Qg IL h Q,g NOTC5I
Tlt bta I START PROGRAM
IOA LOAD PROGRAM
ASC SEOOENCC NOTC >
OPEN Abc CeaFONCNTS
CLOSCD
TtbT ON
LO.LO LCVCL
w r R. a IL a Qg NOTC'-I
scoutNccA START PRDSRAN
Fti
llliH
TEa ~ IHAPS
T tST bC SCQutNCC LOAD PRO6RAIA
bC COMPONENTS ~5 S ~
TC T
T iT
Ilk'CK4
AE2L I0EO4ICHCS
AAV LEC2CND:
LOAQ b2.2I(h C Ss
bC bEOOCNLE STAAT
PROGRAM A Of OfiSITi POTVCR
~
LOSS
CANT SITAV PA%RAM ~ «LOSS Of Of FSITC POWER
TuATION WITH
tr5kAL
Gt PROGAAhl C LOCA WITH OffSITC FDWSC
OFFSITC twk IWN 1FNA AVAILASLS
+
2T UP EFI%
START
+
7,
IAIIT
AIIE Atilt
RCFCAENcc DRANNISsl
ENEAGENCT LOAD SCQUCMCia LOC5IC
NOTtbi
I. SEPARATi INDICATINGUGHT FOR OCH
DIAGRAM- LOAD COIIFOHENT
)222 )222 SH.I OWS> CAR tiSS E0-SCASOI t.'S Sic, DCLAT SCTIRIN CACH LOAD
Esn Aux SI6 ID S srv Eiltt SVS IA.SA SH t t
DWG ~ CAR ISC2 G.SC850t
%LOCK 5TART
SvllSOLS:
MAIM CONTROL DOARD
P «SCQUlNCER tANEL
NUCLEAR SAFETY RELATED
RWAWCO WRRVICRW INCORPORATWO CAROLIFIA PONE LNH CO. C1N Rise
PiESEL GENERATOR
SHEARON HARRIS NCLEAR P.lt
IA. SA
ELCCTRILAL ONC LINE DiAGAJ4A
1 S ~ ~~S. Jgl~l~ SEQUCNCER F UNCTIONAL 55.25I 005
RCV OATS 2.OI5IC. DIAGRAM
~ ~
a, y»»» ...,,
~ - y
'Q%
~e
~
JYh
'Qp' g +',~A44y- ~
CA'(tJ IV) )4 ' '. ~" g'41J~

I r».le "«L». '
»
4~
P)fest;Ail't-.»1A A. ~
~
~ »-~rlk. a ..PJ ~ ~ %~~i-'. »J»
RELIABILITY EVALUATION OF THE
SHEARON HARRIS NUCLEAR POWER PLANT
EMERGENCY LOAD SE UENCER
PHASE II
May 1984
0
sr
~
e
e ~ e 'e "e
4 e'le e f1ht
rrv
urer
.~er 1
'4
~ ~ +e
. e . ~ i ~ H rw
bu
e r
TABLE OF CONTENTS
Section Title Page
0. SUMMARY
INTRODUCTION
2e DESCRIPTION OF SE UENCER CHANGES
3. SYSTEM MODEL CONSTRUCTION
4~ UALITATIVE ANALYSIS
5e UANTITATIVE ANALYSIS
6. ANALYSIS OF RESULTS
7e CONCLUSIONS
1
leal ~ 'e e + ' h e e
I
iag cab'J4hqbvll e w ~ . v e: '.v e .rp '4
~ aa:k e awe
ee
LIST OF TABLES
Table Title ~Pa e
CONTROL WIRING DIAGRAMS USED IN THIS STUDY
FAULT TREE SOLUTION-NUMBER OF MINIMAL CUTSETS 7
BASIC EVENT AVERAGE UNAVAILABILITIES
DETECTION OF COMPONENT FAILURE BASIC EVENTS BY TEST 12
BASIC EVENTS DETECTABLE ONLY IN SETS 36
PERIODIC (ON-LINE) SEQUENCER TEST DESCRIPTION 37
DOMINANT MINIMAL CUTSETS

I ~ 11 )
~
" s c' «4 a'J<ve rva ~aa ~ 1 D v " ~ ~ .= ~
~ I
~ J ~I
LIST OF 'FIGURES
~Pi ure Title
SEQUENCER FUNCTIONAL SCHEMATIC
UNREDUCED FAULT TREE — EMERGENCY LOAD SEQUENCER (17 SHEETS)
444
~ lg
0 SUMMARY
A reliability analysis of the SHNPP Emergency Load Sequencer (sequencer) was
performed in response to NRC Question 430.100 Item (2). No acceptance
criteria were given'so CP&L established that the reliability of

P
the sequencer
function should be comparable to that of the WASH-1400 PWR reactor protection
-3
function, resulting in a unavailability goal for each sequencer of 6 x 10
failures per demand. The initial reliability evaluation resulted in a
-2
calculated unavailability of 4.1 x 10 , which did not meet the goal. The
reliability evaluation was used to identify conceptual design improvements

that were then implemented in the detailed design. This new detailed design
was subjected to a reliability re-analysis that resulted in a calculated
unavailability of 4.2 x 10
-3 if continuous status monitoring of the KZ
relay is added. Since the new sequencer design with the KZ relay status
monitoring added has a better reliability than the acceptance criteria, it is
deemed final.
l. INTRODUCTION
The SHNPP Emergency Load Sequencer (hereafter referred to as sequencer)
underwent extensive revisions in response to the original reliability

evaluation. availability to function on demand of
This report evaluates the
the revised design. The Control W1ring D1agrams and their effective rev1sions
used for this study are given on Table l. The acceptance criteria, system
definition, and techniques for system model construction, qualitative analysis

and quantitat1ve analysis used in th1s analysis are ident1cal to that
described in the previous analysis report and are not repeated here. As such,
this report should be read in conjunction with the previous report.
2. DESCRIPTION OF SE UENCER CHANGES
The changes made to the sequencer design in response to the original

reliability are summarized as follows:
The load interruption on CSAS was elminated.
The periodic test circuitry was redesigned to exercise more
components during the test.
Where periodic test extension was not practical redundancy was added
for the untestable (during the periodic test) components.
Unnecessary complexity in the program determination logic was
eliminated.
Additional status indicating lights were provided to enhance
continuous and test monitoring capability.
Enhanced testability and monitoring of component actuation relay
contacts was provided.
Ad ~ L,A kJXI I $ 0P 4 Q .,"'A 4, *
~
~
~ ~
A full description of the revised sequencer design is given in the response to

NRC Question 430.100(1) ~ A functional schematic of the revised sequencer
design is shown on Figure l.
3~ SYSTEM MODEL CONSTRUCTION
The system model was constructed in the same fashion as the initial
reliability study as described in Section 3 of that report. The resultant
unreduced fault tree for the revised sequencer design is shown on Figure 2
Sheets 1-17. This fault tree was reduced using standard Boolean identities to
generate the reduced fault tree to be used in the analysis.
4. UALITATIVE ANALYSIS
The qualitative analysis was performed in the same manner as described in

Section 4 of the initial reliability evaluation. The resulting number of
minimal cut sets for each of the three major fault tree segments are given by
order on Table 2.
5. UANTITATIVE ANALYSIS
Average unavailability on demand (q) for each basic event that appears in the
fault tree is given on Table 3. These values were calculated based on the
following:
Reliability theory presented in Section 5.1 of the initial report.
Component failure rates given on Table 4 of the initial report.
Failure detection intervals given on Table 4 of this report. These

intervals are based on:
The instrumentation listed in Section C of the response to NRC
Question 430. 100(1).

u "
~
'
~ ~
'OP yA, +' Ayah,g 'L4a

I
0 tg,', ~, ', l s ~, ~
5 ~
vOPhkAst leal>,av pa ~~ r ~ i e a i ~ 'v ~
The periodic test described in Section B of the response to NRC
Question 430.100(l) and Table 6 of this report.

The full test, routine patrol observations and other tests
described in Sections 5.1.2.2.2, 5. 1.2.2.3 and 5.1.2.2.4
respectively of the initial report.
The repair time given in Section 5.1.2.3 of the initial report.
Unavailability from test and maintenance described in Section
5.1.3 of the initial report.
Human Interaction described in Section 5.1.4 of the initial
report.
The basic event unavailabilities on demand from Table 3 were applied to the
minimal cut sets (from Section 4 of this report) as described in Section 5.2
of the initial report. The initial results did not meet the acceptance
criteria. The new KZ relay shaft failing in the energized position was a
dominant minimal cut set because this is detectable only by the full test.
Additional status monitoring of the KZ relay was provided such that this
failure is immediately detectable in the control room by the Seq. Trouble
Annunciator and the unavailability calculations were changed accordingly. The
resultant top event unavailabilities are given below.
GATE
GOl-1 3.43E-3
G01-2 7.29E-4
GOl-1 & G01-2 4.16E-3
Gol-3 9.47E-3
TOP 1.36E-2
6. ANALYSIS OF RESULTS
As before, the sum of the results for GOl-l is the probability of

and GOl-2
sequencer failure on demand in a fashion that causes virtually all components

to fail to be sequenced. This is the result which would be used for sequencer
failures in a plant risk study. The results are better than the availability
goal established for this analysis. The result for GOl-3 is the probability
of sequencer failure on demand in a fashion that causes one and only one com-
ponent to fail to be sequenced. This would actually be considered to be part

of the sequenced component control circuit in a plant risk study.
The dominant minimal cut sets for GOl-1 and G01-2 and all minimal cut sets for
G01-3 are given in Table 7. As seen on the Table, the most important minimal
cut sets for G01-1 and G01-2 involve the TC and 2-6 relays. All other events
are minor and even negligible contributors to sequencer unavailability. Also,
the 2-6 relay premature transfer might be eliminated as a failure causing
event by further analysis of the capabilities of the onsite power system.
7. CONCLUSIONS
The revised (11/83) sequencer design with the addition of continuous monitoring
of the KZ relay has an availability that is better than the established goal.
As such, the design is acceptable from a reliability standpoint.
TABLE 1
CONTROL WIRING DIAGRAMS USED IN THIS STUDY
CWD No. Revision Date of Rev. CWD No. Revision Date of Rev.
1101 11/19/83 1128 10/28/82
1102 11/22/83 1129 4 10/28/82
1103 11/22/83 1130 4 10/28/82
1104 ll/19/83 1131 4 10/28/82
1105 ll/19/83 1132 5 1/17/83
1106 11/22/83 1133 4 1/17/83
1107 11/19/83 1134 1/17/83
1108 11/19/83 1135 11/19/83
1109 11/19/83 1136 1/17/83
1110 11/19/83 1137 1/17/83
llll 11/19/83 1138 11/22/83
1112 11/19/83 1139 11/19/83
11/19/83 1140 11/1 9/83
1114 11/1 9/83 1141 11/19/83
1115 11/19/83 1142 11/22/83
1116 11/19/83 1143 11/19/83
1117 ll/19/83 1144 11/19/83
1118 11/19/83 1145 11/19/83
1119 11/19/83 1145A 11/19/83
1120 li/19/83 1145B 5/12/82
1121 11/19/83 1702 3/13/84
1122 11/19/83 2211 6/11/82
1123 2/24/82
1124 10/28/82
1125 11/19/83
1126 11/19/83
.
1127 11/19/83
vK . 4...1. V'ii'~'N;~1'fk .'JI[$
~ * s ~ w ~ KLo>wl 0
~ IJ I ~
P .~ '. ~ i ~ .'ta..p~ h4t)Q '4(pJ t%*4P,V ~,, ~ .~ .,„ I „r ~ ~ W ~,*
TABLE 2
FAULT TREE SOLUTION

NUMBER OF MINIMAL CUTSETS
MCS EXISTING DESIGN

Order GOl-1 G01-2 G01-3
20 27
35 0 36
116 0 0 116
0 0
0 0
TOTAL 171 179
TABLE 3
BASIC EVENT AVERAGE UNAVAILABILITIES
% 1.75E-2 ~ 2.18E-3
CRXl:AC2D2E: FC Dl:NA:FO
CRX2:AC2D2E: FC D2:NA:FO
TBl:AC 46: F C UR1: CM:SNT
86UV:AC1416:FC UR2:CM:SNT
CRX2:AC2A2B: FC LClX:CM:SNT
CRX1:AC2A2B:FC LC2X: CH:SNT
TB1:AC 810: F C TC:CMT:PDP(for inst. contacts only)
TT4X:AC1DlE:FC
TT4X:AClAlB:FC 7. 28E-5
TT12Y: AC1D1E: F C
TT12Y:AC1A1B:FC LClXAClAlB:FC
TT1:ACCNO: FC LC2X:AClAIB:FC
LC2XS:BC1B1C: FC XB:AClA1B:FC
LClXS:BClBlC:FC SAB:AC26: FC
SM:BClHlJ: FC TT1:AC15:FC
CR4:BC1Blc:FC TT2:ACCNO: FC
86UV:BC7577:FC TT4:AC26:FC
86UV:BC8183:FC TT2:AC15:FC
SM:BC1E1F:FC TTl:AC26:FC
LC2XS:BC1H1 J:FC TT4Y:BCMZR2:FC
LC1XS:BC1BlC:FC TA:BC15:FC
CR4: BClE1F: FC TC:BC15:FC
TT4Y:BCHlR1:FC TT4:BC911:FC
PX6:AC8486:FC CRX2: BC1LlM:FC
PX5:AC8486:FC CRX1:BClLlM:FC
PX4:AC8486:FC TT2:BC35:FC
PX3:AC8486:FC TT2BC46:FC
PX2:AC8486:FC TT4Z: BCMlR1: FC
PX1:AC8486:FC
SAB:ACCNO:FC
~ 1.75E-l
LClXS:AClK1L:FO
LC2XS:AClKlL:FO
CB105:AC5960:FO
P1A:AC35:FC CB105:AC6364: FO
CS1138:AClA12:FC CB104:AC6364:FO
TSTPB:AC:FC CR2:AC12:FO
PlA:ACCNO:FC CR3:AC12:FO
PlAX:AC3234:FC
PlAX:AC3638:FC
PlAX:AC2628:FC
PlAX:AC2224:FC
PlAX:AC1618:FC CR1:AC12:FO
P1AX:AC1214: FC CB105:AC6768:FO
2-6:ACH2T2:FC
TABLE 3 (Cont'd)
q ~ 2.18E-4
PIAX:BC3133:FO CB106:BC7374:FO
PlAX:BC3537:FO CB106:BC6970:FO
PIAX:BC2527:FO CB106:BC6566:FO
XB:CMT:PEP PX3:BC6163:FO
2-7:BCM3R3:FO
TT4: CMT: PEP
TT2:CMT:PEP SAB:CMT:PEP
TT1:CMT:PEP TB1:CMT:PEP
- 7.28E-4
PlA:CMT:PEP
TB:CMT:PEP
TC ACCNO:FO
Lclx:AC1KIL:FO ~ 5.26E-l
LC2X:ACIKlL:FO
K609:AC12:FO
FU3A1:NA:BLOWN
K635:AC12:FO
FU3A2:NA:BLOWN
TT4:AC15:FO
FU3A3:NA:BLOWN
TT2:AC15:FO
FU3A4:NA:BLOWN
TT2:ACCNO:FO
TT1:AC15:FO D3:NA:FO
TT1:ACCNO:FO D4:NA:FO
TT1:AC26:FO D5:NA:FO
2-6:ACM2T2:FO D6:NA:FO
VRl:AC2A2B:FO D7:NA:FO
UR2:AC2A2B:FO D8:NA:FO
2-6:CMT-'PT D9:NA:FO
2-7:CMT:PT Dlo:NA:FO
TT4:BC1012: FO DG1: CM: SNT

DG2: CM:SNT
PIAX:BC1113:FO
CRX2: CM:SNT
P1AX:BC1517:FO
CRX1: CM: SNT
PFUSE:NA:BLOWN
NFUSE: NA: BLOWN
1. 95E-3
P 2F VS E: NA:BLOWN
N2FUSE: NA: BLOWN
KZ:BCIHIJ:FO
KZ:BC1LIM:FO
KZ: CM:ST
l. 95E-2
Z - 3.60E-5 LC1XS: CM: SNT
LC2XS: CM:SNT
TB:BC15:FO
~
FUlOA2: NA:BLOWN
~
SAB:BCCNO:FO
~ ~
FU10A3: NA:BLOWN
CB106:BC7778:FO ~
TABLE 3 (Cont'd)
DV4
FU15A1:NA:BLOWN
FU15A2:NA:BLOWN
FU15A3:NA.BLOWN 2.40E-13
FU15A4:NA:BLOWN
DV5
7. 28E-3
TC:CMT:PDP (for time delay contacts only)

TT4Y:CMT:PDP
DV9
TT4:CHT:PDP
TT2:CMT:PDP
TT1:QfZ:PDP
8. OE-14
TT4Z: CMT- PDP
2-6: CMT: PDP DV10
DV11
DV24
P1AX:IF:ST
1. 95E-9
DV12
~ 4.22E-3
DV13
DV25
PX1: IF: SCR DV26
PX2:IF:SCR
PX3:IF:SCR
PX4:IF:SCR 8. OE-12
PX5: IF:SCR
PX6: IF:SCR DV14
DV16
DV18
DV20
SDS:PC:FO
SDS:NC:FO
2. 40E-11
DV15
6. 49E-39
DV19
DV28
DV30
7. 28E-12
3. 60E-11
DV2
DV17
DV3
DV27
DV6
DV29
DV7
DV8
-10-
TABLE 3 (Cont'd)
~ 6.49E-ll
. DV21
'V35
DV22
DV23
q ~ 1.08E-10
DV31
DV32
DV33
DV34
TABLE
DETECZION OF COMPONENT FAILURE BASIC EVENTS BY TEST
MOST
FREQ.
EVENT DET. MEANS OF DETECTION EXPLANATION
AC:FC Failures
1. CRXl:AC2D2E:FC U
F* L28, Seq. Test On Light With CRX2:AC2D2E:FC and TBl:AC46:FC
and LClXS:BC1BlC:FC and
LC2XS:BC1B1C:FC and CS1138:AC1A12:FC
causes Bus P(T) to remain energized.
CRX2:AC2D2E:FC
L28, Seq. Test On Light With CRX1:AC2D2E:FC, same as
CRX1:AC2D2E:FC.
TB1:AC46:FC
L28, Seq. Test On Light, others With CRX1:AC2D2E:FC and CRX2:AC2D2E:FC
and LC2XS:BClBlC:FC and
CS1138:AC1A12:FC and LC1XS:BC1B1C:FC,
P1A:AC3S:FC L28, Seq. Test On Light, others Causes relay P1AX/SA to be energized
thus causing Seq. periodic test.
CSI 138:ACIA12: FC L28, Seq. Test On Light, others Causes Seq. periodic test.
TSTPB:AC:FC L28, Seq. Test On Light, others Causes Seq. periodic test.
PlA:ACCNO:FC L28, Seq. Test On Light, others Causes Seq. periodic testD
'e
~
TABLE 4 (Cont'd)
MOST
FREQ.
DET. MEANS OF DETECTION EXPLANATION
AC:FC Failures (Cont'd)

LC1X:AC1A1B:FC Program B On Light, others Causes Bus P(B) to be energized during
the first second of the Progam A
portion of the periodic'test.
LC2X:AC1AlB:FC Program B On Light, others See LClX:AClAIB:FC
XB:AClA1B:FC Program B On Light, others See LC1X:AC1AIB:FC
SAB:AC26:FC Program A On Light Causes Programs A & B start without

Program B On Light the required 10 sec pause normally
provided by these contacts during the
periodic test.
86UV:AC1416:FC U
p* Programs A & B Start Light With CRX1:BC1LlM:FC or CRX2:BClLlM:FC
Program C On Light causes relay SAB/SA to remain
energized thus causing Bus P(C) to be
not energized.
CRX2:AC2A2B:FC U
CQSeq.* L27 With CRXl:AC2A2B:FC causes relay
TBITSA coil to be energized.
CRX1:AC2A2B:FC U
C8Seq.* L27 With CRX2:AC2A2B:FC, same as
CRX2:AC2A2B:FC
l ~
TABLE 4 (Cont'd)
MOST
FREg.

TBI:AC810:FC
Seq. Test on Light, others With TT4X:CM:ST and any failure that
causes Bus P(T) to remain energized,
causes test signal I to be generated.
TT4X:ACIDIE:FC U
p* Program A On Light, others With TT4X:ACIAIB:FC, causes test
signal I to be generated continuously
during the periodic test causing
extensive disruption of the normal
test sequence.
TT4X:ACIAIB:FC U
p* Program A On Light, others With TT4X:ACIDlE:FC, same as
TT4X:ACIDIE:FC.
TT12Y:ACIDIE:FC U
pk Program C On Light With TZ12Y:ACIAIB:FC, causes test
signal I to be generated continuously,
thus causing Bus P(C) to be not
energized during the periodic test.
TT12Y:ACIAIB:FC U
p* Program C On'ight With TT12Y:ACIDIE:FC, same as
TT12Y:ACIDIE:FC.
TTI:AC15:FC Program A On Light, others Causes test signal 2 to be generated

during what would be the Program A
test, causing the Program B test to
occur instead.
TT2:ACCNO:FC Program A On Light, others See TTI:AC15:FC
TTI:ACCNO:FC U
PA Program B On Light, others With TT2:BC46:FC, causes test signal
I to be generated during what would be
the Program C test, causing Program B
test to occur instead.
TABLE 4 (Cont'd)
MOST
FREg.
AC:FC Failures {Cont'd)

TT4:AC26:FC Pxogram B On Light, others Causes test signal 1 to be generated
during what would be the Program C
test, causing Program B test to occur
instead.
TT2:AC15:FC Program B On Light, others Causes test signal 1 to be generated
test, causing Program B to remain on
instead.
TT1:AC26:FC Program B On Light, others Causes test signal 2 to be generated
during what. would be the Program A
test, causing Program B to occur first
i
d u ring the pe riod c te st.
P1AX:AC3234:FC Seq. Trouble Ann. Causes "pumping" (continued trip-reset

(Via Testing Relay cycling) and eventual failure of relay
Trouble Ann. 8 Seq.) PX1/SA.
P1AX:AC3638:FC Seq. Trouble Ann. Causes "pumping" {continued trip-reset

PlAX:AC2628:FC Seq. Trouble Ann. Causes "pumping" (continued trip-reset

Trouble Ann. 8 Seq..) PX3/SA.

TABLE 4 {Co d)
MOST
FREQ.

P1AX:AC1214: F C Seq. Trouble Ann. Causes "pumping" (continued trip-reset

PX6: AC8486:FC U
C* Seq. Test On Light With PX1:AC8486FC and PX2:AC8486FC and
PX3:AC8486:FC and PX4:AC8486:FC and
PX5:AC8486FC, causes Bus P(T) to be
energized.
PX5: AC8486:FC U
C* Seq. Test On Light See PX6:AC8486:FC.
PX4:AC8486:FC U
PX3:ACA86:FC U
PX2:AC486:FC U
c* Seq. Test On Light See PX6:AC8486:FC.
PXl:AC8486:FC U
2W:ACM2T2:FC C ESW Pump 1A-SA Status Causes spurious pump actuation

Indication Lights
SAB:ACCNO:FC U
c* Programs A&B Start Light With CRXl:BC1L1M:FC or CRX2:BC1L1M:FC,
causes relay SAB/SA coil to be
energized.
TABLE 4 (Cont'd)
MOST
FREQ.
AC:FO Failures (Cont'd)

2. TC:ACCNO:FO L7, L9, ESS Light Box Causes URl, 2, 3 & 4/SA relays to be
not energized, thus causing all
components to be.not "sequenced"
LClX:AC1KlL:FO Program C On Light, others Cause Bus P(C) to be not energized.
LC2X:AClKlL:FO Program C On Light, others Cause Bus P(C) to be not energized.
K609:AC12:FO 2 Mos SSP Test Light Part of SSP test.
LC1XS:AC1K1L:FO U
F* Seq. Trouble Ann. With P1AX:BC1113:FO, causes LOCA-1/X-SA
(Via Loss of Coolant relay to be not energized.
Aux. Relay Trouble Ann. 8 Seq.)
K635:AC12:FO 2 Mos SSP Test Light Part of SSP test.

LC2XS:ACIKlL:FO U
F* Seq. Trouble Ann. With P1AX:BC1517:FO causes relay
(Via Loss of Coolant LOCA-2/X-SA to be not energized.
Aux. Relay Trouble Ann. 8 Seq.)
TABLE 4 (Cont'd)
MOST
FREQ ~
AC:FO Failures (Cont'd)

CB105:AC5960:FO U
Seq. Trouble Ann. With CB105:AC6364:FO, causes relay
CCX1/SA to be not energized.
CB105: AC6364:FO U
C* Seq. Trouble Ann. With CB105:AC5960:FO or FU3A2:NA:BLOWN
or CR3:AC12:FO, causes relay CRXl/SA
to be not energized.
CR1:AC12: FO CCSeq. L2 Causes light L2 to de-illuminate.

CB104:AC6364:FO U
CQSeq.+ LI With FU3A1:NA:BLOWN, causes light Ll
to de-illuminate.
CB105:AC6768:FO CCSeq. L3 Causes light L3 to de-illuminate.
CR2:AC12:FO U
Seq. Trouble Ann. With CB105:AC5960:FO or FU3A2:NA:BLOWN
or CR3:AC12:FO, causes relay CRX2/SA
CR3:AC12:FO U
C* Seq. Trouble Ann. With CR2:AC12:FO, causes relay CRXl/SA
TT4:AC15:FO Seq. Test On Light Causes Bus P(T) to remain energized.
TT2:AC15: FO Program C On Light, others Causes test signal 1 to be not
regenerated after Program C, Program C
remains on.
TABLE 4 (Co 'd)
MOST
FREQ.
AC:FO Pailures (Cont'd)

TT2:ACCNO:PO Program C On Light Causes periodic test to stop after
Program B.
TT1:AC15: FO Program B On Light, others Causes test signal 2 to be not

generated thus causing periodic test
to stop after Program A.
TTl:ACCNO:FO Program A On Light, others See TT1:AC15:FO
TTl:AC26:FO Program B 'On Light, others Causes periodic test to stop after
Program A.
2-6:ACM2T2:FO Component Light Display ESW Pump lA-SA light of f .
UR1: AC2A2B:PO Component Light Display ESW Pump lA-SA light off.
UR2: AC 2A2B: FO Component Light Display ESW Pump 1A-SA light off.
SDS:PC:FO Seq. Trouble Ann. Causes loss of all power to the
sequencer.
SDS:NC:PO Seq. Trouble Ann. Causes loss of all power to the
sequencer.
TABLE 4 {Con d)
MOST
V
FREg.
DET. MEANS OF DETECTION EXPLANATION I~
BC:FC Failures 4
3, LC2XS:BC1Blc:FC
Seq. Test On Light, L28 With LC1XS:BClBlC:FC, causes relay i
PIA7SA and thus relay PlAX/SA to ~ ~
remain energized, causing bus P(T) to

remain energized
h
LC1XS:BClB1C:FC U
F* Seq. Test On Light, L28 Wi th LC2XS: BC1B1 c: FC 5
same as LC2XS: BC1B1C: FC
SM:BC1H1J:FC U
F* Seq. Test On Light, L28 With TBl:AC46:FC and LC1XS:BClB1C:FC
and LC2XS:BClBlC:FC and P1A:AC35:FC
CR4:BC1Blc:FC qC'
TT4Y:BCM2R2:FC Seq. Test On Light, L28 Causes relay P1A/SA and P1AX/SA to
remain energized, causing Bus P(T) to
remain energized.
TA BC15:FC Program B On Light, others Causes Program B test to begin without

proper delay after Program A test.
TC:BC15:FC Program B On Light, others Causes Program Bl test to begin
immediately after Program C test.
86UV:BC7577:FC
TT4:BC911:FC Program B On Light, others Causes Bus P(B) to remain energized

during the Program Al portion of the
periodic test.
TABLE 4 (Co 'd)
MOST
FREQ.
BC:FC Failures (Cont'd)

86UV:BC8183:FC
CRX2:BCILlM:FC Program C On Light, others Causes relay SAB/SA to remain

energized, thus causing Bus P(C) to be
not energized.
CRXl: BClL3M:FC Program C On Light, others See CRX2:BC1L1M:FC
SM:BC1E1F:FC U
F* L27, other' With LClXS:BC1H1J:FC and
LC2XS:BClHlJ:FC causes relay TBl/SA to
remain energized during the full test.
LC2XS:BClHIJ:FC U
F* L27, others With LC1XS:BC1H1J:FC causes relay
TB17SA to remain energized during the
full test.
LC1XS:BC1H1J:FC U
F* L27, others With LC2XS:BC1H1J:FC causes relay
TB17SA to remain energized during the
full test
CR4: BC1E1F: FC
TABLE 4 (Con d)
MOST
FREQ.
BC:FC Failures (Cont'd)

TT2:BC35:FC Program B On Light, others Causes test signal I to be generated
test, causing Program B to occur
instead.
TT2:BC46:FC Program C On Light, others Causes test signal 1 to be generated
continuously thus causing Bus P(C) to
be not energized and Program B test to
remain on.
TT4Y: BCM1R1:FC U
c* Seq. Test On Light Pith TT4Y:BCM2R2:FC causes Bus P(T) to
remain energized.
TT4Z:BCMlR1:FC L5, L6, L7, LS Causes relay KZ/SA to remain energized

when Bus P(T) energized.
TABLE 4 (Cont'd)
MOST
FREQ.
DDT. MEANS OF DETECTION EXPLANATION
BC:FO Failures
4 ~ KZ:BC1HlJ:PO Seq. Trouble Ann., L7 Causes UR1/SA relay to be not energized
(Via Prog. Aux. Relay during the full test.
Trouble Ann. 8Seq.)
KZ:BC1LlM:FO Seq. Trouble Ann., L8 Causes UR2/SA relay to be not energized
(Via Prog. Aux. Relay during the full
Trouble Ann. 8Seq.) test.'auses
TB:BC15:PO C8Seq. L16 light L16 to be de-illuminated.

SAB:BCCNO:FO C8Seq. L16 Causes light L16 to be de-illuminated.
TT4:BC1012:PO
PIAX:BC1113:FO U
FA Seq. Trouble Ann. With LC1XS:AC1K1L:FO, causes relay
(Via Loss of Coolant Aux. LOCA-1/X-SA to be not energized.
Relay Trouble Ann. 8Seq.)
PlAX:BC1517: FO . U
F* Seq. Trouble Ann. With LC2XS:ACIK1L:FO, causes relay
(Via Loss of Coolant Aux. 1.0CA-2/X-SA to be not energized.
CB106:BC7778:FO C8Seq. L14 Causes light L14 to de-illuminate.
CB106:BC7374:FO C8Seq. L12 Causes light L12 to de-illuminate.
CB106:BC6970:PO C8Seq. L13 Causes light LI3 to de-illuminate.
CB106:BC6566:FO C8Seq. Lll Cuases light Lll to de-illuminate.
TABLE 4 (Cont'd)
MOST
FREQ. V
DET. MEANS OF DETECTION EXPLANATION JE

4
1 '4
BC:FO Failures (Cont'd) ~ i

IP
TT2:BC46:FO Program A On Light, others Causes test signal 1 to be not

generated thus causing Program A test .E
to not begin.
i
P1AX:BC3133:FO Seq. Trouble Ann. Causes relays PXl/SA and PX2/SA to not
(Via Testing 'Relay reset after test.
Trouble Ann. 8Seq.)
P1AX: BC3537:FO Seq. Trouble Ann. Causes relays PX3/SA and PX4/SA to not
(Via Testing Relay reset after test.
Trouble Ann. 8Seq.)
P1AX:BC2527:FO Seq. Trouble Ann. Causes PX5/SA and PX6/SA to not reset
(Via Testing Relay after test.
Trouble Ann. 8Seq.) I
PX3:BC6163:FO C8 Seq. Component Light Display ESP Pump IA-SA light not bright/off ~
~
2-7:BCM3R3:FO C8 Seq. Component Light Display Same as PX3:BC6163:FO

TABLE 4 (Cont'd)
MOST
FREQ.
CM:SNT Failures
5 ~ UR1: CM: SNT L7, Seq. Trouble Ann.
(Via Prog. Aux. Relay
Trouble Ann. 8 Seq.)
UR2: CM: SNT L8, Seq. Trouble Ann.
(Via Prog. Aux. Relay
LClXS:CM:SNT Seq. Trouble Ann. Causes relay LOCA-1/X-SA to be not
(Via Prog. for with
LOCA energized.
Off-Site Pwr. Avail. Relay
LC1X:CM:SNT Program B On Light, others Causes Bus P(B) to be not energized
LC2X: CM: SNT Program B On Light, others See LClX:CM:SNT
LC2XS: CM: SNT Seq. Trouble Ann. Causes relay LOCA-2/X-SA to be

(Via Prog. for with
LOCA not energized.
Off-Site Pwr. Avail. Relay
DGl: CM: SNT Seq. Trouble Ann.
(Via Prog. for LOCA and LOOP
Relay Trouble Ann. 8 Seq.)
DG2: CM: SNT Seq. Trouble Ann.

TABLE 4 (Cont'd)
MOST
FREg.
CM:SNT Failures (Cont'd)

CRX2:CM:SNT Seq. Trouble Ann.
CRXl: CM: SNT Seq. Trouble Ann.
TABLE 4 (Cont'd)
MOST
FREQ.
CM:ST Failures
6. KZ:CM:ST (INITIAL) L7,L8,L9,L10 Causes relays URI,2,3 and 4/SA to be
not energized during the full test thus
causing all ABC components to be not
sequenced.
KZ:CM:ST (WITH MOD) Seq. Trouble Ann.

TABLE 4 (Coni d)
MOST
FREQ.
CMT:PDP Failures
7. TC:CMT:PDP Program C On Light, others Causes relays UR1,2,3,4/SA to be
not energized thus causing all
components to be not "sequenced" during
the Program C portion of the periodic
test.
TT4Y:CMT:PDP Seq. Test On Light Causes Bus P(T) to remain energized.
TT4:CMT:PDP Program B On Light, others Causes test signal 1 to be not
regenerated after Program C.
TT2:CMT:PDP Program A On Light, others Causes test signal 2 to be generated

test, causing Program B test to occur
instead.
TT1: CMT: PDP Program A On Light, others Causes Program A test to not begin.
TT4Z:CMT:PDP Program B On Light, others Causes regenerated test signal 2 to be
continuous.
2-6: CMT: PDP Component Light Display Causes ESW Pump 1A-SA to be not
"sequenced" during periodic test.
TABLE 4 (Cont'd)
MOST
FREQ.
CMT:PEP Failures
8. PlA:CMT:PEP Seq. Test On Light, L28, others Causes Seq. periodic test.
XB: CKl". PEP Program B On Light, others Causes Bus P(B) to be energized
during the Program A portion of the
periodic test.
SAB: CK". PEP CCSeq. Program A & B Start Light
TBI:CMT: PEP CCSeq. L27
TT4: Q6': PEP Program C On Light Causes test signal 1 to be generated

continuously during the periodic test,
causing disruption to. the normal test
sequence.
TT2:CMT:PEP Program B On Light, others Causes test signal 2 to be generated

test, causing the Program B teat to
occur first.
TTl:CMT:PEP Program A On Light, others Periodic Test starts with Program B.
SAB:CMT:PEP Program C On Light, others Causes Bus P(C) to be not energized.
TB:CMT:PEP L16 Causes light L16 to de-illuminate.
TABLE 4 (Cont'd)
MOST
FREQ.
BET. MEANS OF DETECTION EXPLANATION
CMT:PT Failures
9. 2-6:CMT:PT Component Light Display Causes ESW Pump 1A-SA to be
"sequenced" before Load Block 3 during
periodic test.
2-7:CMT:PT Component Light Display Causes ESW Pump 1A-SA to be not
"sequenced" during the periodic test.
~ >
'
Jc
TABLE 4 (Co 'd)

MOST
FREQ.
FUSES:NA:BLOWN Failures
10. PFUSE:NA:BLOWN Seq. Trouble Ann. Causes Bus P to be de-energized.
NFUSE:NA:BLOWN Seq. Trouble Ann. Causes Bus P to lose its return path
to negative.
P2F USE:NA: BLOWN Seq. Trouble Ann. Causes Bus P2 to be de-energized.
N2F USE:NA: BLOWN Seq. Trouble Ann. Causes Bus P2 to lose its return path
to negative.
F U3A1:NA:BLOWN U
C8Seq.* L2 With CRl:AC12:FO, causes light L2 to
de-illuminate.
FU3A2:NA:BLOWN U
C* Seq. Trouble Ann. With CB105:AC6364:FO, causes Relay
CRX1/SA to be de-energized.
FU15A1:NA: BLOWN CCSeq. Ll Causes light Ll to de-illuminate.

I
FU15A2:NA:BLOWN CCSeq. L3 Causes light L3 to de-illuminate.
F U15A3:NA: BLOWN CQSeq. L13 Causes light L13 to de-illuminate.
FU15A4:NA:BLOWN CCSeq. Lll Causes light Lll to de-illuminate.
FU3A3:NA:BLOWN U
CCSeq.* L12 With BC106:AC7374:FO, causes light L12
to de-illuminate.
FU3A4:NA:BLOWN U
C* Seq. Trouble Ann. With CB106:AC7374:FO, causes Relay
DG1/SA to be de-energized.
~0
TABLE 4 (Cont'd)
MOST
FREQ.
FUSES:NA:BLOWN Failures
FUlOA2:NA:BLOW Seq. Trouble Ann. {Via Causes relay LOCA-1/XS-SA to be not
Loss o f Coolant Aux . energized and thus, causes relay LOCA-
Relay Trouble Ann. 8 Seq.) 1/X-SA to be not energized during the
full test.
F U10A3:NA:BLOW Seq. Trouble Ann. (Via Causes relayLOCA-2/XS-SA to be not
Loss of Coolant Aux. energized and thus, causes relay
Relay Trouble Ann. 8 Seq.) LOCA-2/X-SA to be not energized during
the full test.
~~
TABLE 4 (Cont d)
ip
MOST
t
FREQ.
DET. MEANS OF DETECTION EXPLANATION 'tF ~
DIODE:NA:BLOWN Failures
F
11. Dl:NA:FO Seq. Trouble Ann. {Via Loss Causes relay LOCA-1/X-SA to be not
of Coolant Aux. Relay Trouble energized during periodic test.
Ann. 8 Seq.) F
D2:NA:FO Seq. Trouble Ann. (Via Loss Causes relay LOCA-2/X-SA to be not
of Coolant Aux. Relay Trouble energized during periodic test.
Ann. 8 Seq.)
D3:NA:PO U
C8Seq.* L2, L4 With D4:NA:FO causes relays CRX1/SA
and CRX2/SA to be not energized.
t
D4:NA:FO U
CCSeq.* L2, L4 See D3:NA:FO
I
D5:NA:FO U
CCSeq.* L2, L4 With D6:NA:PO causes relays CRX1/SA
and CRX2/SA to be not energized.
D6:NA:FO U
C8Seq.* L2, L4 See DS:NA:FO
D7:NA:FO U
CCSeq.* L12, L14 With D8:NA:PO causes relays DG1/SA and
DG27SA to be not energized.
D8:NA:FO U
CCSeq.* L12, L14 See D8:NA:FO.
D9:NA:FO U
CCSeq.* L12, L14 With D10:NA:FO, causes relays DGl/SA
and DG2/SA to be not energized.
Dlo:NA:FO U
CCSeq.* L12, L14 See D9:NA:FO
~1
TABLE 4 (Con d)
MOST
F RE/.
CSR:IF:ST Failures
12.P1AX:IF:ST Seq. Trouble Ann. (Via Testing Causes relays PXl/SA thru PX6/SA to
Relay Trouble Ann. 8 Seq.) trip.
TABLE 4 (Cont'd)
MOST
FREQ.
DNT. MEANS OF DETECTION EXPLANATION
LOR:IF:SCR Failures
13. PXl:IF:SCR Seq. Trouble Ann.
(Via Testing Relay
Trouble Ann.8 Seq.)
PX2:IF:SCR Seq. Trouble Ann.
(Via Testing Relay
Trouble Ann.8 Seq.)
(Via Testing Relay
Trouble Ann.8 Seq.)
(Via Testing Relay
Trouble Ann.8 Seq.)
(Via Testing Relay
Trouble Ann.8 Seq.)
(Via Testing Relay
Trouble Ann.8 Seq.)
Nates:
* Indicates that the event is detectable at this frequency only if it occurs with the event(s)
listed in the explanation.
C: Continuous
C8SQ: Continuous at sequencer panel
P~ Periodic Test
F~ Full Test
U: Undetectable
TABLE 5
BASIC EVENTS DETECTABLE ONLY IN SETS
REPL.
EVENT SET DUMMY VAR.
CRXl:AC2D2E:FC TBl:AC46:FC
CRX2:AC2D2E:FC
~
DV1
LClXS:BClBlC:FC 'LC2XS:BClBlC:FC
~ ~ CS1138AClA12:FC
86UV:AC1416:FC ~ CRXl:BClLlM:FC DV2
86UV:AC1416:FC ~ CRX2:BClLlM:FC DV3
CRX2:AC2A2B:FC ~
CRX1:AC2A2B:FC DV4
TBl:AC810:FC ~
TT4X: CM:ST DV5
TT4X:ACIDIE:FC 'T4X:AClA1B:FC DV6
TT12Y:AC1D1E: FC ~
TT12Y:AClA1BPC DV7
TT1:ACCNO:PC TT2:BC46: FC
~ DV8
PX6:AC8486: FC PX5:AC8486: FC PX4:AC8486: FC
~ ~
PX3AC8486: FC DV9
PX2:AC8486:FC 'Xl:AC8486:FC
SAB:ACCNO:PC 'RXl:BClL1M:PC. DV10
SAB:ACCNO:FC 'RX2:BC1LlM:PC DUll
LClXS:AClKlL:FO ~
P1AX:BC1113:FO DV12
LC2XS:AClKlL:FO PlAX:BC1517:FO DV13
CB105:AC5960:FO 'B105:AC6364:FO DV14
CB105:AC6364:FO 'U3A2:NA:BLOWN DV15
CB105:AC6364:FO CR3:AC12:FO DV16
CB104:AC6364:FO FU3A1:NA:BLOWN DV17
CR2:AC12:FO CB105:AC5960:FO DV18
CR2:AC12:FO PU3A2:NA:BLOWN DV19
CR2:AC12:FO CR3:AC:PO DV20
LC2XS:BCIBlC:FC 'C1XS:BC1B1C:FC DV21
SM:BC1HlJ:FC TB1:AC46:PC ~ PlA:AC35:FC
~
DV22
LC1XS:BClBlC:FC LC2XS:BC1B1C:FC
SM:BC1ElF:FC LClXS:BC1H1J:FC
~
LC2XS:BC1H1J'-FC DV23
TT4Y:BCMlR1:FC TT4Y:BCM2R2:FC DV24
PlAX:BC1113: FO LClXS:AClKlL:FO DV25
PlAX:BC1517:FO LC2XS:AC1KlL-FO DV26
FU3Al:NA:BLOWN CRl:AC12:FO DV27
PU3A2:NA:BLOWN 'B105:AC6364:FO DV28
FU3A3:NA:BLOWN 'B106:AC7374:FO DV29
FU3A4:NA:BLOWN CB106:AC7374:PO DV30
D3:NA:FO D4:NA:PO DV31
D5:NA:FO D6:NA:FO DV32
D7:NA:FO ~
D8: NA: FO DV33
D9:NA:PO '10:NA:FO DV34
LC1XS:BC1HlJ:FC ~ LC2XS:BClH1J:FC DV35
-36-
TABLE 6
PERIODIC (ON-LINE) SE UENCER

TEST DESCRIPTION
Time Test Personnel

(sec) Action Ex ected Results Indicator of Successful Results
0+ Depress Seq. Test Start PB Seq. Test begins Seq. Test On Light illuminates;
Frogs. A&B Start Light illuminates.
10 Prog A Test Prog A On Light illuminates;
lights illuminate.
begins,'rog
A LBl comps. sequence LBl ABC comp,

15 Prog A LB2 comps. sequence LB2 A & ABC comp. lights illuminate.
45 Prog A LB8 comps'equence LB8 ABC comp lights illuminate.

Prog A Test end s. Prog A On Light goes off;
Prog A & B Start Light remains on',
All A & ABC comps. lights go off.
92. 5 Prog B Test begins; Prog B On Light illuminates;
Prog B LBl comps. sequence LBl ABC comp. lights illuminate.
97. 5 Frog B LB2 comps. sequence LB2 BC & ABC comp. lights illuminate.
99.0 Depress CS Pump Seq Test PB CS Pump Sequences in fourth CS Pump comp light illuminates.
load block ( t ~ 107.5)
127. 5 Prog B LB8 comps. sequence LB8 ABC comp. lights illuminate.
180 Frog B Test ends Frog. Light goes off; Progr A
B On & B
Start Light goes off; All BC & ABC comp.
lights go off.
TABLE 6 (Cont'd)
PERIODIC (ON-L1NE) SEQUENCER n ',
I
TEST DESCRIPTlON
Time Test Personnel

(sec) Action Ex ected Results Indicator of Successful Results
181 Prog C Test begins Prog C On Light illuminates',
LB1 ABC comp. lights illuminate.
182 Depress CS Pump Seq. Test PB CS pump sequences in second CS Pump comp. light iiluminates.
load block (t ~ 186)
186 Prog C LB2 comps. sequence LB2 BC & ABC comp. lights illuminate.
216 Frog C LB8 comps. sequence LB8 comp. lights illuminate.

236 Change SS (SA)position Prog C Test begins again Prog C On Light illuminates.
~
(approx)
270 Frog C Test ends Prog A & B Start Light illuminates;
Prog C On Light goes off;
All BC & ABC comp. lights go off.
280 Prog Bl Test begins Prog B On Light illuminates,'Bl
Frog B LBl comps sequence ABC comp. lights illuminate.

285 Prog Bl Test ends; Prog B On Light goes off;
.Prog Al Test begins; Prog A & B Stard Light remains on;
Prog A LB2 comps. sequence Prog A On Light illuminates',
LB1 ABC comp, lights remain on;
LBZ A & ABC comp. light illuminate.
315 Frog A LB8 comps. sequence LB8 ABC comp. lights illuminate.
330+ Prog Al Test and Sequencer Prog A On Light goes off;
Test ends Prog A & B Start Light goes off;
All A & ABC comp. lights go off;
Seq. Test On Light goes off.
me g ~
TABLE 7
DOMINANT MINIMAL CUT SETS*
MCS
EVENTS a a i
< (i) (?') E
a k 1 k=1 s
GOl-1 + GO1-2 a 4,162E 3

TC:CMT: PDP P 2.18E-3 52. 4 2.18E-3 52. 4
TC:ACCNO:FO P 7. 28E»4 17. 5 2. 908E-3 69.9
2-6: CMT: PT P 7.28E-4 17.5 3.636E-3 87.4
4 SAB:CMT:PEP CSSQ 3.60E-5 ~ 9 3.672E-3 88.3
SAB:BCCNO:FO CQSQ 3.60E-5 ~ 9 3.708E-3 89.1
TB:BC15 FO C8SQ 3.60E-5 .9 3.744E-3 90.0
7 PFUSE:NA:BLOWN C 2.40E-5 .6 3.768E-3 90.5
NFUSE:NA BLOWN C 2.40E-5 .6 3. 792E-.3 91.1
9 PlAX:IF:ST C 8.80E-6 ;2 3.801E-3 91.3
10 SDS:PC:FO C 8.0E-6 .2 3.809E-3 91.5
SDS:NC:FO C 8.0E-6 .2 3.817E-3 91.7
G01-3 a ~ 9.47E-3
1 2-6: CMT: PDP P 7. 28E-3 76.9 7. 28E-3 76.9
2 2-6: ACM2T2: FO P 7.28E -4 7.7 8. 01E -3 84.6
3 2-7:BCM3R3:FO P 7. 28E-4 7.7 8.74E-3 92.3
4 2-7: CKI". PT P 7. 28E-4 7.7 9.46E-3 99.9
5 PX3:BC6163:FO CCSQ 4. 8E-6 O.l 9. 47E-3 100.0
6 URl:AC2224:FO*UR2:AC2224:FO P 7.28E-10 0.0 9.47E-3 100. 0
With continuous status monitoring of KZ relay.

y~
gt
D INPUTS
C
m zC
z ff
n c5f
nm <
0 rx
fll m
fll
f
g vO
~'x
OZ
PROGRAM DETERMINATION LOGIC
TEST .C
rP ~m~
a g7
(1101-1103, 1106)
LOGIC
(1138-1141)
5
\~
~ tlf
i C
5
t.
I
BUS A BUS BC BUS ABC

D (1117-1119) (1107-1116. 1118)
C (1104.1105)
m
Z
nm
9
O
Z SEQUENCE TIMERS
nx
~
'l
TEST LOCKOUT 5
TO A COMP TO BC COMP TO ABC COMP

START CKT START CKT START CKT
-TYP OF 5. -TYP OF 7- ~TYPE OF 38.
NOTE: NUMBER IN PARENTHESES ARE THE

CWDS WHICH SHOW THAT PORTION
OF THE TRAIN A SEQUENCER LOGIC
~ ~ ~
I ~ ~
I
0
Ne
Ct I
~ '
''we
WI W 11%1
W'
w w»a
I
Vl.~
,-'
~ ~
N
VV »%V
~
1
I ~
teal
N NV »%V C
INI N
1~
~ %
N\I I ~ N J
NC WN aattl N VIN
%1
V NWWI
~ r» ll »%I Vt
~I N
V»t» V II%1»~
I
'» \ Vl
%l N V
I
W t
~ 'VW~ ~%
'%t
~
VNW%
~ I ~
r el
C
'i
WN
N
V ~I ~ t
~ I ~
V
V t%t»l II % N
V IWK ~
~ »
%
~
~ »ae lu» ~ %N al la ~
VV VV Wt N 1%We ~ %% I
lwt tea%I NW Nll %
~ WW W» %» W
Ct IN I ~
~
%NI %\%I ~ WK
~ ~ ~ e» etl »%I ~ I. I ~ I %%»tl

V %NIII %11
a%
%t ~
I%a
~
1%at ev» ~% IV»
1W NN ~
I
V'l% NIV N 11
Vl Vt» I ~ V Otl VN
V t%t»l V
~ IWI
~ WW% ~
~ IW
%e» NCI NN
N N I ~ ~ %»
»1%t % I I ~ IW
Nav W»
WV
~N ~ (\
~-
I
IP
C,l
$
~
3
SEQUENCER RELIABILITYSTUDY II
UNREDUCED FAULT TREE—

EMERGENCY LOAD SEQUENCER
SHEET 2 OF 17
FIGURE 2
0
4
~
)'0, ~
0 ~
I.J
i,
I;
~ ~
V k kH
~0 0
~ VN ~
I
C
H ~ I I
I V~
~ k M ~ ~
0
I,
1
I I » W
H PWO Ikt» IWV k ktkll
V
~ ~ ~ I ~ OP»
Ml
» Ik ~ ~~ V
H
kH
PI
k Hi»I VPN
Htk k
»IVIVIPl »
I V IV PI
k
Pt
I ~
~
«II«WV
W NHI WI ~ ~
Nk PCO
H
W
VIP
tv»
t oP
H l»IW H
~ ~
WIIHVV
VIH k k» ~ lt
WH lkl'VlV tW IH Hl lk PPV kWl
\II'VV Pl» I
,
Wl »I IHHI Ptt »WW ~
«V Ivtl W OMI Nl VV ~ k»» V 'I C WI
HI H
~ P PI ~
al
:C'OW
»WIW H 0»
~
~ t P »HO lt M \I ttltkv0 tl ~ t»»V H VW

IIWI
~ HHI Ovt W
IH PV
~ W WI ~
H %V
~ \ IPN ~ W
kt k H
»IH IP» P H kt»H ~ II
\ I
N ~
~ HHI ~ HI I+
~ ~ VV
IPC
VVII 10 k ~ tt
~ POW I 0 100
'H ~
Wtt OPIO k
~
~ OV ~ W 'H
k H
00 ~ ~
IPVWV »I ~
» t»V ~ C ~ ~ VP»
~ »kl ~011
~ WHH
~ IW
~P W~
II%HO HHI
NP Pt
I M II VP »0»It
»I »11 ~ I VPI
»Vt VPV ~ I~ M
C
W PP

II
C , Carolina Power & Light Company
I
I
l
I UNREDUCED FAULTTREE-
SHEET 3 OF I7
FIGURE 2
I
N M ~
~ N MNI
::,,1
0*"
.
~ I
Ur yi
H
! N Hi U
\H Ii~
'tC I UV VNVU ~ t ~ N
r
W~ ki~ I M
H ~ ~
N NNI N «I. ~ N.V
VI
NU Ik IVI IUHk k
~ NN
Nll Ik UV IM I ~ »U
k NHI ~
Nl
~
Iki-VWII
'%IV
W~ ~ Il
UHI k ~ k \»M ttkt
tNI NN k
~ IIN Vl V ~ MW
NUW ~ ~ Ht
NN Nk ~ ~ ti M
'I
Nt I Ntt ~ INI k ~ INN
N ~ NI ~ NMI VHN,
I ~ Ikl
~ ~
NI ~ IIVlk1 Vll-U I
I~
c
~ NI
IW 11
VWI ~ kiH VH
VIIV
II U
~
~ ki NI NUUV
N~ ~
~ I. ~N VVIVII INN
kt't«kl
~ IN Ni« 'NI NU
~ N IMk ~ ~ V
k ~
Wit
U I Nl ~ M ~
W VNMN NN ~ ~
~
~W Nl Ml ~ «N
VW
NNMI lt ~ IN Uk ~
Wt k ~ It t«Ut VW
Nt t c
,I I
Pt
il I SHEARON HARRIS NUCLEAR POWER PLANT
II Carolina Power & Light Company
I~
'I
ft„; . EMERGENCY LOAD SEOUENCER
SHEET 4 OF
2
17'IGURE
I
W
~ 'I
«N
W INK'I
~
W. I
RIN II
KWWW
K ~
IIH NIWI
~
NUI IIN SW
HNWtWH
H
KWH
H
RN IK NAW
NN I ~ IR ~ WW ~
WN H H ~ U ~ KI ~ N
~ we H KIN IK IN.S
LUINIeeNK WI Nl
Rwtl
IWIIKt
~ LK N NL
LW U
~ I~ ~
U I INH
«N IINS ~ WW
~ N. ~
~ W tw I ~ I
I ~
~ NANNA I\
LN RIW ~ LIW ~I
I ~~ ~
KI~ IK ~
~
HU IH el
HI N
~ A.A
KIN ILLS H K ~ le UNL 1A

IWI eNet Wt W RN A U ~ IWW ~
~ w 'eK ~
~ I. ~ IHKtNetl NUII
~I ~ L WA ILLWW
'W
W
LtN WA
~ N IWKA . ~ ~
NI.I~ W.II
~I ~ ~ \ L K ~
Wl
Al KHHIS IW ~ se ~
~ L Nll ~ LW
~ etWI
I IKt
N ~ IN HK ~
HA K NII ~ we Lw

Carolina Power & Light Company
UNREDUCED FAULTTREE-
SHEET 6 OF 17
FIGURE 2
e
0
A
C
4 r>.C
/"
NN
Mt
ee
~ 11
W
~ ~
~ at ~ ~
1
14
'jt
Ill\a at a lg
aeNc\
~
a IVN IVV
al ~alt
I: I I I
tl~
VCI Ih
~ a aw ~ - . l I
4
ev
IN te It~ I. ~ ave N
W~ Ietcak ~ Wl Itttl IVV .- I
er N ~
eeeeea AIA vaI NCW
~ VN lea I HI ae Av
~ v ~~
~N
~\ N ~ va
;I
NAI NN Neat Nl NNI I~ \ ~ ~ .I
M~ N 'le ea Nt IH\ a
I
~ WI I ~
~
alwN Neea Ate I ~ ~ N
W.tt All ~ IC ~ 11A ~
NI
\teaA N N
NI
a\CANN
at H H
WIN IC It vet IAI
I Nl ta
': Neat
~
MI V
tewl
~ ea
NH
~
Hle~ e«ett eevN
NI
~
MNI
ae CAe ~VIA
C
~ Iet
N'N
M'Il
N
~ atw N
WH IVV
VW'A ~
t«ll
N Al
NI
alw
MN
«leaa I w
Iealt NN N
~- IIN
Iaevev
NIN Ia
atl aan
I
NN ~ It ~Al
~ all taaw eae
I
~ ~ a a Halt Na a
~ &WI ~ ~ WAN ~
~ ~
eaVWI H INI.
Ale
~N Alai H ~ Ntwe
INW«k IN
lt eaeak ~ NM INN\
NI NWAI tt sat a N'e k
~ NN ffea ~
NICNak
AININ N IAI
N.le INH lea ~
~ I Ie M
I
~ %AN ~
a ~
W«N
'I H \ NN aea
aaaA II V N awa w wa le N IN
~ Nt Ak ~
I ~ I'
~ Ital VIC
eM V
t IS-It 'Atel II a Nla N
vst INN Nev ae N H e
HN
~ teat wt Nwse
~
Nea ~
I ~ ea N INN ~
a VN ra
~ \
I Wa
e
Ite IA
~
ttWWI
e
VN «Iv NINW V
Nett
~ Hs Iel
alit WIN
akt Ne lval a a
e
~ Ne
Net
W sett ~Nt r
IA alit
ANa IIAIC ~ IVVIMNN Na tk NIIC trtC

~ WAN N
H I
atw ~ tt
I~
I NW I
AtW
C
~ al vev
C le
~ 'I

Carolina Power 5 Light Company Cf

SHEET 8 OF t7-
FIGURE 2
th
VWW ~
«Vhl theta H
~
ahal ~ M
» IW VIN VVU
W ~ »a L
~ a Mv
Vt ~
avhv
h WhI VU
\IH IWI V V M
»hat Nht ~
~
»I M
aha
W »II WIL
'h
~
~ H
Vl I IVV ~ wawte
» I
V
~
W
aeah II h\I \ a\a ~ W
~
W V ahlW H IIV\
V I VI ath» AINI V W I
»it », A.W
V N»S
AMt~ ~ II Vl» NHW VIV
aav Ia» V ~ Ia th»wtv heal~
VI VVI lat»l N INL

»W ~ I Ih»l VWU
V
al H V
Vl»W U
VH ~ S
WI HWI
~ HI t» LWI
1st
I
~ WlIL ha Wl I»ht
~ Wt
~ Ht ta AWI ~ ah ahl ~ Wl ata
h'h
~
'h
~
~
h\
w Natal a
~e a v ae Ia.la V AVLWII V hh ~
Iw~ ahv AWI »

hhh«Vale
~ V V
~ W 11
S
W.H ve. ~
MU the I HN
t Iwl N V»h
aaaI II H
~
~ Nla
I hlt alit Vhl ~I W II
I
Whet
~S ~
Vl It
~ Wah
h W
h»alIVV
I
Wht »tl~Wl
~
W< Wl LWI »I I H h
4
h th ~ aa
»aha h I
L W ta N U wa hwa It
VI N La hahll
W ~ ha~ V
shish ll hall
ahl wv h~ W
Al
h

SEOUENCER RELIABILITYSTUDY II
SHEET 7 OF I7
FIGURE 2
I
fe
N ttaee
~ 'N
I", I
Nt I
~ e awt
~ II
Ia «
el N Vta I
c~ I at
rt» ~N «WW ~
Vl N
N WW
U
rtpe ptwl
tn«w Ee lp
W el
~ pl ~
N P
U
t
~ a«\w v VW ~ n tell VI
j, a
MI n«l««tn
EI
IN
'/
NNI te
NU I' NN
wv 4I N
Nl W Iln I
I-
/ 1
I
I ~-
Owl 4 N \IV I
~
~N
«I Pn IIW W ~ NN tl I
~
VI«I
I
«I ae ~
Wl
Ct llt ClW «ea
«WW N
i
Clew N ~ en ~
ca w «t\
v4cp Util
~ nel
~
EtW IJ
vww
«
e
~ t la« le W
Eeew Jl
~
Nle Volt«
~I
Nl' ~ Nn ~ 4 ~
nw n NaI WN
~ IN
«I W I
Ie ~ I Wt lt
~ Nl
~ \ It PE Ie ~W
ct
n«rea Eew
~ Wt 4 Pl
~
vp e«N ~ a«we N
~ ow
nw««ntt wn nle «w 4 «1 4 i«a lt
«W WN
~
NIN ~
~ tl
NI IN Wl «rle wl
elI Ntn
nwlw tl 4 « ~
tl«E N Wll W ~ ol ~ pn NNI tl
I IN
I'J «I N N
t Nleee N
Ea WI
Ie ~ «JW N
III,
II~ ~ a w Nea
Un I ~ ttn NN I nEP N«l
N I Etta
~I 4 4 Itta n w «ta ~
Pl
~ t 4
~ 'e aw OW W
VEI ~ I~ OWC le
~
'» nw I
I
«Ntt
I
~ ~
~ ~
netkwtn
Pl
nwlw Il
nl I« ~
w~
~
~N
Ie I~
«W
1 Wl k II
Mn
NV PI
PW«l«ttt
~ ~
~ le ~

I
~ WWI
VN
~
~ r ee ~
Caroiina Power 5 Light Company
'I
~ P«t «W ~ I ~ tr«w SEOUENCER REI.IABILITYSTUDY II

SHEET 8 OF 17
FIGURE 2
0
Ev 'I
I
I ,-ro— ~
J
t ~
d *
IWI »wv
O»t
I ~
«1
~
W «
«1 SNH
W~
~ t
Vt tati
eo
«tl
%1 «N
~ ~
i
I
N«t N H N (
(t 1««
ee «%1 RHH VH
«%1 « I'1 IW
~ Iv «I «L ~
'
I
lel N elw I s
ia
(
I
«1 %«%
~
I e« e a Hl wn«l«oo It I
N INININ N % ~ r (
Nel N
sw
WH
«Ne N w NvOI
n«W«N
%« I ~ Wl
I
Ne ~ l
'Ei. «» Hva» N'R WN
II I» cw«% ee Har %% INI
I
I'c RIW N
N el
%1 H»»
~ 111'
Na »I tesN I
H«l N ~I
~ NWW
~% ~ el We s
I V „(
~
I ~ N «v
~ N ~ w
ce
~ ~ ~ I
ce w ew
Mt N ~»
~
NM «% PI
N
N
ce»t
~o
N
Itte n Nl «t'rt
% N
scow st
~ W-««
~ tw ~
~ e IN
%»
«v w NN
~ ~ ~ Na«%» WSI
»W N 1« HI ~ NR«NN
~
~
NN OI »O OW
~
%1«Sot%»
r Ne«tl aa H Nl We
~ »1«W
N R ~ el Nt« « I
»N ll ~ Nae ava«s Wt H«l H
~Nl el WN I %«
P I
~
~ N
~
««wr
««I Il
H»I
ew rs NN aw
« ~
%1
» CW«% t I
N«t «1 «t It «WC« IW ~
WI
I
NtN Wa ~ WI~
%t % H %»1» %1 % N vae
MI I-I
O'RI«H
~I I«l ts ~ ~ ~ N«r
Nl MIW Rl Pl ~ NN N ~
R et Na» Itv Nl
~ 1%1 el ~ %» ~
WI 11 ~
~
~ ~
~ v ~ N N
«Rt» H
« ~
~N
%«W
~ I
~ s»
««t«
~ t«n I \4« ~
~ IW «%» W.N H n ~ t«nn I
%1 NN
Pa N«l tt
WN ~ %1
~ tl
«a» N «I.
~ee~ %1 H el N«W
ce w«v
«Nl
CW» %
«I~ NRI Net
Hre WINO nwa
%1»I H ce»»%N Ita
PI ~ «N net tl ~ twn NW« II
t»l»te
~ ~ « N «C I«1
~ »«%« ~ wa
Wl~ WH ffl MWI
~ »»I
It» 1
IIV %«% N
J NI% NN » cweI Mt
Ee
MI I ~ an n Nl IIV «w .~
~ NW «I ~ \ Pl ~ ~
11 I ~I
Hams aw ~ ~ R eff
»lt tw
«% ~
~
~ Wl WI N
,'I aw« %1 N ~ I
IN ~
HN ff« te»« Ct It~ I ~
t» IVI N«l N
%1 %
w«e
~
It ISN %» W E ~ tt
Id ~ e~ M I ~
nw II N
WN Nvt %t«
PI ~ «% PI
1
Wa »H
~ »I IW % ~
fft N
el a » NW«
le»
Pl ~ Net
te
eaw
~ %1«I N
~ ~~ I r»»ff east
Ce N
HN N ~ es
~ w ~ NN St
~
tc
«1 N a N«l«tlt ff «I I I
~
wweff
It » «%1
~
1r
N W N\t
~
»»RE
'( P %«l ~ rla %» Wn ~ NN«%N
'

(
eI aw
~~ ~ ~ a» O« ~
~
(,
le N Ce W MI ~
c I~
»Et
1«et
~
pie
~ w ~ w~ I
~ e
, Carolina Power & Light Company
'cs Islet«ttl ne IMOI~
SHEET 9 OF 17
FIGURE 2
0
k
n>
1
VH VVA ~
NAA N IM
AAV AM
'
M~
' ~ 4 ~ 4~
~ OI
4 NI ~
V
~ M WI
~ ~
N ~
MAO 'AM ~ ~
I««
I ~ Ol I ~. ~ 4 ~ ~ 4~
~
,4
4 AI « IM I
IV tv
NN
N
a«tI ~ at
~
~ H k ~
~
A~ ~ 4»
NHOMt ~ NIN Vkv NN IIVV
AOII
~ 4. ~
V I «t ~
«ov
I I ~ ~ At H AM« IV
A
AA~ ~ ~ It
4 NH «N aW'N \
MI 14 N Nn Ms I4 ON
«N II«I ANNllHkl MI I.N
«4 NS«I Nkt OH Aa 4 ~
e«a ~ ~
k ~ V ~I IN alki H V
N IA
~ I ~
AIM ~ I NIN NNV
~
~ A
I 4
~
~4 ~ ~ I kkk A«I~~ ~ ~
~ V ko tl
~Al Net
AM« ~ IH AA
~ +I ~ On
~ ««4
IM ~
«N ff
I OIN I V
Nl ~ Aa V
A~ Il«k
NltOMt ~ kl ~ ~
IAOM Nt«I
~
~ 4H M
O AS «AN N
oaN NIN HOV nt««H 4
tk ~ IO VIAII Ae I
I AI NN
ANI eekt N «4 Ol AA
gs I«a
«e ~ ««4
I~ 4
~
IAI aa tv sa
IV
«avt
~
Vl AIAV
~ N
~
I
le
aAN
~
nvkk«el ~
An ~ l«lt «lo
at NN IVI
~e ~ tl ~ OH It» ~
~ 41 144 Hokaaet ~ ~
~ 44 Ml 4 I
I ~ ke 4 ~
~~
n
I«a ~I I neaten
r ~ IVkaea H
«I NV
~ \I I I NIH IANV
AM«e
~ aA V
t AIM N
VI«I
AAN
\«4 ~ ~
«N ~ ~
AM«4
Aet I I seNt
«a ~ ~ 41 ~
NN
H 4 4 navv
I
'f,' ttla k ~ . ~ te ~~ H
~
ae
~
~
~ ~ aa
IM 4
N AIM I
g'„ Nle tlnv~
A
~ ~ ~al ~4 At
1 ~
~ «NkI
~
~
I I ~- 14 ffl «H M OM
I ~
I
4 M ~
~ SHEARON HARRIS NUCLEAR POWER PLANT
I4 4 nl ktkel

SHEET 10 OF 17
FIGURE 2
0
I' 'I I
'
iQ
V fff«
~ I ~
~
4 'w
\ Wet W I U
aap»
\
~
ee
N«kv
~ W Cff V
awN ~ VN nvv Iw ca k ~ pl «N IM»
«IMI Nt
Nlk ~ al« ~ VI.N 'rial \ ~
I «V na»
«aEIk
C
vn 4' ~ La\la WI Vkt PIVI ~ ekt
aa 4 Nt't ~ Nl N
C
~as« ae
Rl tfav W EO
WMI
~ I
~ ~
~
Ik «r
v
cwa ~ »~
~
V«akk
saa nav
NIW ~' ~ I k tait
ln M V atak Ef «I W ~
a W
tla kaNW ~
~
aNI IN
~
RW NAU ~ I al VI U ~ Mea t
LI» I V WC. ~
~ VVEE ~
VH ~ «t e «I nlv
~ Wk ~ Ilaaarp IM« v ~ Vn M
«4
~ awvo vfft PMLC ~
lt Ot
«PV ~ IN
~ ~
I
~
IVIV I~ NO N ~ Iek H
WVP PI HLH tfa V
wn I ~ ~I ~ ~ tloksatc Vat ~ tt N 4 ft
N«K
«ar nasa
H
I w cv«ff ek I~ ttfff
Ideal
alki N« «N
4
\ OV ~
Ht NNH INI S»t WH < Ns.v
~ MVk
I ap
~
~ IVV I
Nl ~ tl ave tp Nak aavl ~ «PI

k W OW Wffe
,'
V ~ Wllak H
PI«l ~ VCI
«M a
VM I
~
N ~ noae ~ nt ~ n kaVII
~ I N
al ~ w WOE
INkk
V
Eta WMM ~
~ ~ WC,
IEI~
~
~ MM I 41 I
VV k ~ ~
al k H
~ ~ H Nt N nn IUS Wf eak ~
~
RN WP»
N«WW Ut V
IEWE a
I4 waI ~ W
w I ~ ~kee
RH ffalt IEN ~ ~ Il
~
4 ~ Vl
~ I
PCI
WLW ~ P»
~ pwas
NL~ Nl le Inl ~ I~ CV IP ~ 44
af NH
~ ~ N ~ Iakelk ~ I«~ IW ~ VN npv
N nov
VWW I ~
k Cf
~
PI ~
«EI IIP» ~ W I~ M.H
I
4 4 ~ w « Pt
I ttffk
~
~ ~ ~
'HI WW
IVCWWW ~
VH npv
~ ~ ~ 4» l
~I I»I ~ ~ WV ~
P «na
Nevi IOI MN
~
~ WC ~ ~
wal«
'
C ~ ea M Nak Wl.h
I)
I I w 4 \ ~ ~
~ NLN Iepv
ps«s
IO
loki ~ ~
f4kpk WM« I 44 ~ II.H
!
C «wn I\ «wk al
\ IWIPO Ck la NLN NV»
II
WI N Itl'NIOIC
I
~
Ml
1
«
WV k ~ Wk
~ v N «IM a\ NWL NC I
M CP4MI
k I ~ .I «t« W
~
ae\
~ eel ss ~ lee la
~ 4~ NVII Wv
I ~
«WW I Wl
I
~ 'k ~ Pa» ~ a 4 v
I 4I.N
I M-Wk ~
'
fr ~ ~
~
~ V ea»
kl ~ . ~
aaVC Wt NVI ~ 4 pl «4
~
W
PMLI
Vkt SHEARON HARRIS NUCLEAR POWER PLANT
Carolina Power tk Light Company
I
~ a naknvfa nl klefl SEOUENCER RELIABILITYSTUDY II

EMERGENCY LOAD SEOUENCER
SHEET 11 OF 17
FIGURE 2
0 0
I
I
, Cl;
1.
tt
I
.j„
'.: ij
,,)4 -",'/
-
I.
)
tt )
I
~
/
4 NN ~ ~ VNa t
NaN ~ N NNI ~
~'
~ + ~
~ 'CNI
41.11
N 41NI N t444 N Vl
~ W~ MC
~
4 tati ~ 4N MNII 14N IVM ~
~ VI
aa41
Nal ~ NaNV ~
N 14
~ ~ ll VMN IIVM ~ VMN
11 ~
141 ~
M 44 I
~ Ill ~ I 41
I
44 4 Mat
~
Mlt4NN
~ Na 14N Ia VN
Nl M Ilff
4aaN aa
~ 4 411
~ I at
NIN ~ \NM Nl
MINII VN NNt
Vll 4
aa4 4NI ~ NN
I
VI ~ MtVVVII
J
SHEARON HARRIS NUCLEAR POWER, PLANT


SHEET 12 OF 17
FIGURE 2
1444 4
44
144»»
Nl
4 C
~ I.I
4 M I
I ~ NN
VN44»
4444 4 44t
M» MW
~ II.~ W4 4»l 44W
41 44 M 441
V ll »4 NN
4 4
4»M 4
~ 44
4 «4 ~
O4» t144
VN ~ -4 4»1 IWI
~ M 41 4M
4» VN 4MO~Ol~
Nl» tl»4 I ~ N
4WW 4
WI H.N
M» «Vt
~ Ot »I 4M 4»I Ntu
'IUIW 11 4 I'l
MHI 44 V C»WN
4Mt NN
~ 4 UM
'1NI
Wl 4 4 Nl NON
~ 14 4M 4»t I»CO
WH
NIN t» 4 4 I\»C ItlOIN
Nlt
C N' CMCIC 44 I
NW 4 NI lt
4Ot.»
I IM I
~ ~ .N ~
Cl
W 441 4»I ONCO
H I ~
NVN »CO»4NN
NON ~ '4
I( 4 I
~
4IW 11
MN Nt II
~ W»4I
~~
~
I I NV NON
N Il 4»l OV»t
IVI 4
,~
'I
~
~ »Mt 4 4
I

hEQUENCER RELIABILITYSTUDY II

I EMERGENCY LOAD SEQUENCER
~,L SHEET I3 OF I7
FIGURE 2
0
Jt
~My
e
;
«I
4 L«t
V
~ I 4 4
~ ~ 4 ~
~ I ~ I el
~ ~ 4 ~ 4
~ 4 ~- ~ ~ 4 N ll
VV PKV WU
ehl I VAI It~ W
I41
AIPV 4
~ VN ewv ~ IVC
I
AN Ph ~ ~
W4l It 4 I~
V
hhl ~~ VVV
«IKV
«W le ~ 44
4 Wl 44 Lt 4 4 4 LICK V
~ «CP CVPK IN ~ Ll
4PKI VIN ~ IVU
'I Vt le VV
~ Lieth 4
~ 4 a
el AN PWV
Wl V
Aeth ~
«
M LINC
~
'U
M Pl
444
~ WWI ~
INNK
~ \ PLIN
~t ~
AN ~ WU 4 NWU
«I VVPI ~ IIIK
~ 4 4NI 444
~ 4 ~ VPAVPI
N «Cl II
Nl 4 4 44
AN ~ IVV
I
'4 4 4 ~
44
~ 4 'I
AN ~ WV
« I PPKI ~
~
Nl W
'I~
~ '44
I
~ 4-I
I
VNVVlt
44 4A
VVAALM
VA W
VL tl L Wh
~ NV IPK II
'8
Vh.l
~ 4 ev
VL«C
IVV NI tL VIL 4th KLIVKt
~
4 ~ Nl
~ « ~ ec
M PPV Vt wet
I IeI
?
CC ~
C.

SHEET 14 OF 17
FIGURE 2
h
~ ~
II h
'4
I
ERR /X j SR'
E555
0 RSS
a ~
KhS 548 SRS
R55 a
~gg gg ~ RRR RRH RRQ
CC5 C@W
0
ERS 5@ill li@C @@L QRN 0@8 RiRSQ
Rid% 4 0
CNC5 @55 S R~Q @@ CR5
Ra@ RLA8 QRR
0 REER
0
0 A
QKQ Ellis C@C5 RSQ
ggg ~ A RPQ SIRE 1
arne 0
Q@g CR 55%
amia sea k 3@5al @@1 ggg me
A Qhg a+a ERR
earn m ~ em ee ~ C45
ma e@ QRR N458@l INC
A gag 5 ~ RRQ +
CQRI @@ ~ ee
ma
A
RC@
R@l
ma
i QRS
ee
0@5
g@g
k.
CR5
~ ~
~ ' I
I
CP}
I
f L;J
.
C C
S, ~ c(.g
f
e
+I ~
'4
Eras Met
~ 4 /
C
. ~
~4 ~
»LW EI as v«f w Erw

«Ll NVV I ~ ~
~ I~ 4
I I
g'7 1 4 Ill 4 IN
N»er
IL
~ 14 'I Nl 44 ILV 4 ltst NVL
~4
VLS
~ » tt C»4'4 4INI IV Et ~ ~
~ LV HE ~
»L I I~ I 4« IE 41 HI rat I
4 I»«44 Hal EMI NIL
I. ~ ). ~ N Er fNNLW
Mle«\ V
~ IEV Nses et ~ neer vrk
~ V CN Ntl VI
4 ktl H Hrt ea
N ~ VV ~
Nr
4:.'i H Cet »
4«e~ ~ 4 ~ nH « ~ 4
r)
IEI s
MSE«r»V ~
qV) ~ 4 ~
4» II
'1
~L' «V EN«EL Wt N-
~ Hl »Vs W 4»
C,f
SM«N ~
«IW ~
V V
Vr I I 4
4NEt
E
~ ~ clr ce vll
aea k»a 4
4»4 H
4 4»«VV
'fa .
«se I
~ M»a
le
I'CI vv
~
W 4«
~
44
~ N.I
r N'4 Ls
Its «H rll a»I ~~
~
$
~ at 4 st ~ Na .)
C I nr MV
$II VHI HI »at ~ Kt ~ V
~' ~ 4 ILw
~ M»N I
a tv«
Ie»N» «IW H
awe NIN Lkl I 4'4 Vka ~ tl
~I
r„„
«ILeaf
V ~ Is
~ 4'4
I' VLH IIV V ~ V ~ I »V
~
VNI W IMI~ WI V VN
~ ~ 4«I ~
4 La tl W4
N»nt»
awl
~
~ IN 141'VN'N
4 Nvak stc
's I
C
4»» ~
I
4 ~ Lat VN 4 IL LC
Wt I»
~
Vrt W t«EI 4 I al V»ll

~ at 4 Vr L»t
4'14 V
Cyr'p r Cra SN ~
~
r;I ~ »We
I~
~
Pgf
4 LMN'V
C.
1»l W IWN WI SHEARON HARRIS NUCLEAR POWER PLANT
a naf
~ eve craartl SEQUENCER RELIABILITYSTUDY II
r,tf E
SHEET 16 OF 17
r FIGURE 2
C
)s
V
g7
h'
a VMI
t ~ ~ a wv
I
M ««I
~ t«
~ N t\ ~ ~ IC
VVI ~ 4~
a KVM
we a ~I «
t«H a 44«lN ~ 4
««
~ IN W N NC HM «4 WNNC
~.
~ I\ H
vl.~ ~ ~ I Vl N 41«
Kt«el ~ 4 'a HH
Vl M Nial lrt N N Hl N VVI I Kl aH ffvff H«4
lffl
~
«I
~
leff
~
MMN Net II ~ Iff ~ NH« t
~ K I I ~ H
N t N V ~
1144eff «VMI ~~ m N Irff Hee ~ tffr MN tff ~ Ieea ~
W Sr NH NH Nsr NN ~
~ M Nl ~
~ V HV I
Vl
H
~ ~ ~
N \ fee
aar ffvea ~ v I«v
Kat te ~
V ~ ra tl
Nl ~ trVN
~ «NN Nl. S ~ 4 KI
~ ~.~
~ av II ~ tff«4 ~
I
Vff ~ -I
~ a HMII N effv
M
~ Ia
~
~ a 4« ~ aVHNM «Vt
~ e4 ~ 2«
~ N~
~ IVKN tl ~ «4 ffaKN Is ~ It N
4 n N I\we
«le
HN M «HC HN w«ta HKI
~ I~
~ ~
VM ~ I.N ~ IN
~4
~ Iff N I ~ ~ I NIH ffVN
~H ~ I\I ff«4 arrl leff
4H
NIH tr N
tell r«INN hffl tN
I 4
NII 4 IIM I
ara H
a' 4 NN NI VN
Ntt NH ~ M a Nff ~ taff SN es Nff ~ Nl MI HH ~ ~ I 4«tff
~ ««4
I vff
~
4 ~ tv«N
~ ll
~

SEOUENCER RELIABILITYSTUDY II
UNREDUCED FAUI.T TREE-

Eh1ERGENCY LOAD SEQUENCER
SHEET 17 OF 17
SHEET 2
ici
Py

ML18018B641

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

ML18018B641

Uploaded by

Copyright:

Available Formats

'P.

Model DSRV-164 Diesel Engine/Generator

CAROLINA POWER & LIGHT COMPANY

Transamerica Delaval Inc.

Carolina Power 5 Light Company

Purchase Order No. NY-435 079

Date of Issue —January 30, 1981

Transamerica Delaval fnc.

17 INs '1 Stroke

4766 ' CU-IN

Controls Starting System

RIGHT HAND DISTRIBUTOR

SEE ENGINE NAMEPLATE

Fuel Injection Pump Rack at Full Load

SEE APPENDIX IX FOR FACTORY TEST RESULTS

Form CAT-100 1 {h 1) S/Il

Customer Assistance l-l

SECTION 3 —ENGINE CONTROLS

SECTION 5 —INSPECTION AND MAINTENANCE

PART A —PREVENTIVE MAINTENANCE

PART B — SUGGESTED MAINTENANCESCHEDULES

PART C —PRESERVATION AND STORAGE

SECTION 6 —OVERHAUL AND REPAIR

WYr @41 ~ 1I ~ ~' I'

SECTION 6 —OVERHAUL AND REPAIR

PART 8 — CYLINDER HEADS AND VALVES

PART C — PISTONS AND RODS

PART D —CRANKSHAFT AND BEARINGS

PART E — CAMS, CAMSHAFTS AND BEARINGS

PART F — FUEL SYSTEM

Fuel Injection Nozzles . 6-F-1

PART G —ENGINE CONTROLS

PART H — ENGINE BALANCING

Cylinder Balance . 6-H.1

PART I— STARTING AIR SYSTEM

Starting Air Valve Removal 6.I.2

SECTION 6 —OVERHAUL AND REPAIR (Continued)

PART J — COOLING WATER SYSTEMS

PART K — LUBRICATING OIL SYSTEM

SECTION 7 —TROUBLE SHOOTING

l-l Diagram of Working Principle 1-2

F onn CAT.13) 10/77

NOTES, CAUTIONS AND WARNINGS.

GENERAL ENGINE DESCRIPTION.

JACKET WATER HEADER OUT 017) EXHAUST MANI)OLDIS) 7)

EXHAUST ROCKER ARM I)90)

CYLINDER HEAD 1350)

AIR STARTING VALVE 055)

ENGINE ~ LOCK 0151

TAPYE '1$ )515)

l CAMSHAf1 4 Sf ARIHGS 050)

) LINK ROD ISH))

CRANKCASt Rf Llll VALVfi%6)

MASTER ROD 7 CRAHKCASE ASST MS) Y IS)I)

IIAIN SEARING CAR 0)X)I LUSRCATING OIL HEADtR 0071

CRAHKSHAET COUNTS RWE IGNT 0) GI

HUNTER IN tARENTHESIS INDICATES

Figure 1-2. Cross Sec(ion, Typ)cel Model R V Diesel Engine

SYSTEM SCHEMATIC DRAWINGS.

MATERIAL:WOODEN PLANKS SECURELY NAILED TOGETHER

A4 ALLOW I/32" CLEARANCF-

Figure 2-1. Suggested Foundation Bolt Template

FOUNDATION BOLT ASSEMBLIES.

PREPARATION FOR INSTALLATION.