Terry Turbine Maintenance Guide PDF

Terry Turbine Maintenance Guide,
AFW Application
Replaces TR-105874 and TR-016909-R1

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M AT E Wrapping Material. Technical Report
Terry Turbine Maintenance Guide,
AFW Application
Replaces TR-105874 and TR-016909-R1
1007461
Final Report, November 2002
EPRI Project Manager

M. Pugh
EPRI • 3412 Hillview Avenue, Palo Alto, California 94304 • PO Box 10412, Palo Alto, California 94303 • USA
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CITATIONS
This report was prepared by
EPRI
Nuclear Maintenance Applications Center (NMAC)
1300 W. T. Harris Blvd.
Charlotte, NC 28262
This report describes research sponsored by EPRI.
The report is a corporate document that should be cited in the literature in the following manner:
Terry Turbine Maintenance Guide, AFW Application: Replaces TR-105874 and TR-016909-R1.
EPRI, Palo Alto, CA: 2002. 1007461.
iii
REPORT SUMMARY
Terry turbines represent a critical component in many nuclear power plants. The trouble-free and
reliable operation of these turbines is important for both plant safety and for maximizing the
availability of safety-related systems.
Background
Since their publication, two Nuclear Maintenance and Applications Center (NMAC) reports,
Terry Turbine Controls Maintenance Guide, Revision 1 (TR-016909-R1) and Terry Turbine
Maintenance and Troubleshooting Guide (TR-105874), have provided plant engineers and
maintenance personnel with important reference information on Terry turbine systems. These
reference guides have significantly contributed to improved plant maintenance activities. In
recent years, however, many new developments and techniques have emerged, which have
continued to improve Terry turbine reliability and maintenance practices. These improved
practices have been communicated to the nuclear industry through annual meetings, workshops,
and information exchanges facilitated by NMAC’s Terry Turbine Users Group (TTUG). To
provide plant personnel with a single turbine maintenance resource, EPRI has combined all of
this information and created a maintenance guide specific to each turbine application. Each guide
includes information that is common to all Terry turbines, as well as information specific to the
featured turbine. The three guides are:
• Terry Turbine Maintenance Guide, HPCI Application: Replaces TR-105874 and
TR-016909-R1, report number 1007459
• Terry Turbine Maintenance Guide, RCIC Application: Replaces TR-105874 and
• Terry Turbine Maintenance Guide, AFW Application: Replaces TR-105874 and
Objectives
• To provide maintenance, inspection, and troubleshooting assistance to plant engineering and
maintenance personnel for the auxiliary feedwater (AFW) system
• To publish a report that combines maintenance recommendations for AFW turbines and
turbine controls with recent industry knowledge and advancements
Approach
A Technical Advisory Group (TAG) consisting of key TTUG utility and industry personnel was
formed. This group met several times to gather and identify critical improvements and new
information related to turbines and turbine controls. This information was combined with
v
information from the existing maintenance guides and comprises the material contained in this
guide. Experience-proven practices and maintenance techniques were identified and discussed
during the TAG’s effort and are also summarized. To ensure the accurate understanding and
communication of the recommendations in this report (and because unique circumstances and
installation details vary by turbine type), the TAG recommended that a guide be developed for
each specific turbine application, HPCI, RCIC, and AFW. This guide features the AFW
application.
Results
This report provides the end user with a complete maintenance guide for the AFW application of
the Terry turbine. The information that is provided addresses every aspect of each maintenance
task that is likely to be encountered by plant personnel. The report will help to improve turbine
reliability and availability and will aid in monitoring, diagnosing, and troubleshooting equipment
performance and problems.
This report addresses specific recommendations and practices for specific plant applications, thus
making it easy for plant personnel to use.
EPRI Perspective
The information contained in this guide represents a significant collection of technical
information, including techniques and good practices related to turbine maintenance, monitoring,
and troubleshooting. Compiling this information provides a valuable single point of reference for
power plant personnel. Through the use of this guide, EPRI members should be able to
significantly improve and optimize their plant’s existing predictive, preventive, and corrective
maintenance programs related to turbine equipment. This will help members to achieve increased
reliability and availability at a decreased cost.
Keywords
Turbine systems
Plant Support Engineering
Plant maintenance
Plant operations
vi
EPRI Licensed Material
PREFACE
EPRI’s Nuclear Maintenance Applications Center (NMAC), in conjunction with the NMAC
Terry Turbine Users Group (TTUG), has previously published two maintenance guides to
provide technical guidance to plant engineers and maintenance personnel on the Terry turbines
installed in BWR and PWR power plants. These reports are:
• Terry Turbine Maintenance and Troubleshooting Guide, TR-105874, 1995
• Terry Turbine Controls Maintenance Guide, Revision 1, TR-016909-R1, 1998
The purpose of this guide is to combine and update the contents of these previous publications
into a report that will provide plant engineers and maintenance personnel with a single point of
reference for all maintenance activity, troubleshooting, and performance monitoring on their
plant’s Terry turbine.
In an effort to better organize the information, a separate maintenance guide has been developed
for each turbine application:
• The HPCI turbine, report number 1007459
• The RCIC turbine, report number 1007460
• The AFW turbine, report number 1007461
Each guide includes information that is common to all Terry turbines, as well as information
specific to the featured turbine.
Each one of these guides also includes a specific reference section.
This guide features the AFW turbine. Written based on feedback from years of operating
experience, it will define specific, unique instructions that are not necessarily obvious from
standard equipment drawings and documentation. The information does not always detail all
required steps because it is intended that the guide be used by knowledgeable and trained
personnel.
Physical descriptions contained herein might vary in some plant installations. The end user is
cautioned to verify their specific configuration prior to use.
vii
ACKNOWLEDGMENTS
The Terry Turbine Maintenance Guide, AFW Application was produced by the Nuclear
Maintenance Applications Center (NMAC) and the following Technical Advisory Group (TAG)
members. These individuals provided valuable assistance during the development of this guide:
Mark Bergman Public Service Electric and Gas
Randy Bunt Southern Nuclear Operating Company
Mike Chambers Florida Power and Light
Mark Dooley Entergy
Bill Gover Southern Nuclear Operating Company
Mark Miller (Chair) Duke Energy
Chan Patel Amergen
Dave Pennington Nuclear Management Co., Monticello
Brad Short Entergy
Bill Stuart Entergy
Chuck Vonier Southern Nuclear Operating Company
Ken Wheeler Wheeler Turbo Machinery Consulting
NMAC and TTUG would like to express their appreciation to Jim Kelso, System and Turbo
Machinery Services, for his dedicated efforts put forth on the development of this maintenance
guide.
ix
CONTENTS
1 INTRODUCTION ....................................................................................................................1-1
1.1 Turbine Application ......................................................................................................1-1
1.2 The AFW System.........................................................................................................1-1
1.2.1 System Function .................................................................................................1-1
1.2.2 System Components...........................................................................................1-1
1.3 Turbine Design Basis...................................................................................................1-1
1.3.1 Thermodynamic Design ......................................................................................1-2
1.3.2 Operating Conditions ..........................................................................................1-3
1.4 List of Figures ..............................................................................................................1-6
2 STEAM SUPPLY, EXHAUST, AND DRAIN SYSTEMS ........................................................2-1

2.1 The System’s Steam Requirements ............................................................................2-1
2.1.1 Pressure..............................................................................................................2-1
2.1.2 Cleanliness..........................................................................................................2-1
2.1.3 Steam Quality......................................................................................................2-1
2.2 Steam Supply ..............................................................................................................2-2
2.2.1 Description ..........................................................................................................2-2
2.2.2 Condensation Detection and Voiding..................................................................2-2
2.2.3 Condensation Minimizing Techniques ................................................................2-3
2.3 Turbine Exhaust Systems ............................................................................................2-4
2.3.1 Description of the PWR AFW Turbine Exhaust Systems....................................2-4
2.3.2 Gland Seal Containment Systems ......................................................................2-4
2.4 Auxiliary Steam Connection.........................................................................................2-4
3 PERFORMANCE MONITORING ...........................................................................................3-1

3.1 Data Sources ...............................................................................................................3-1
3.1.1 Surveillance Testing............................................................................................3-1
3.1.2 Transient Monitoring and Recording System ......................................................3-2
xi
3.1.3 Plant Computer Input ..........................................................................................3-2

3.1.4 Walkdown Inspections ........................................................................................3-2
3.1.5 Operator Logs .....................................................................................................3-2
3.1.6 Maintenance History ...........................................................................................3-2
3.1.7 Industry Experience ............................................................................................3-3
3.2 Data Points ..................................................................................................................3-3
3.2.1 Standby and Steady-State Data Points...............................................................3-3
3.2.2 Transient Data Points..........................................................................................3-4
3.3 Evaluating and Trending System Performance and Equipment Condition ..................3-4
3.3.1 Pump Performance .............................................................................................3-5
3.3.2 Oil Analysis .........................................................................................................3-5
3.3.3 EG-Type Governor Performance (where applicable)..........................................3-6
3.3.4 PG-Type Governor Performance (where applicable)..........................................3-7
3.3.5 Vibration ..............................................................................................................3-7
3.3.6 Overspeed Trip Testing.......................................................................................3-7
3.4 Examples of Transient Data Recording .......................................................................3-8
3.5 List of Figures ..............................................................................................................3-9
4 PREVENTIVE MAINTENANCE..............................................................................................4-1
4.1 Discussion ...................................................................................................................4-1
4.2 Routine Inspections and Surveillance Testing .............................................................4-1
4.2.1 Daily Walkdown...................................................................................................4-1
4.2.2 Monthly/Quarterly Inspection and Surveillance Testing ......................................4-2
4.3 Routine Inspections and Planned Maintenance...........................................................4-4
4.4 Major Inspections and Planned Maintenance ..............................................................4-6
5 TURBINE COMPONENT DESCRIPTION, INSPECTION, AND REPAIR..............................5-1
6 TURBINE TRIP AND THROTTLE VALVE .............................................................................6-1

6.1 Description...................................................................................................................6-1
6.2 Minor Disassembly for Access to Valve Internals Only................................................6-2
6.3 Major Disassembly ......................................................................................................6-3
6.3.1 Gimpel Valve Disassembly .................................................................................6-3
6.3.2 S & K Valve Disassembly....................................................................................6-5
6.4 Inspection ....................................................................................................................6-7
6.5 Reassembly .................................................................................................................6-9
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6.5.1 Gimpel Valve Reassembly ..................................................................................6-9

6.5.2 S & K Valve Reassembly ..................................................................................6-14
6.6 Trip and Throttle Valve Balance Chamber Pressure Measurement and
Adjustment ..........................................................................................................................6-18
6.7 List of Figures ............................................................................................................6-20
7 TURBINE GOVERNOR VALVE .............................................................................................7-1

7.1 Description...................................................................................................................7-1
7.1.1 Single-Seated V-Port Governor Valve ................................................................7-1
7.1.2 Three Inch Venturi Seat Governor Valve ............................................................7-2
7.1.3 Valve Stem Packing ............................................................................................7-3
7.2 Disassembly ................................................................................................................7-3
7.3 Inspection ....................................................................................................................7-5
7.4 Valve Stem Replacement, 3 Inch Venturi Valve ..........................................................7-6
7.5 Reassembly .................................................................................................................7-8
7.5.1 Valve Stem Packing ............................................................................................7-8
7.5.2 Valve Reassembly ..............................................................................................7-9
7.6 List of Figures ............................................................................................................7-10
8 TURBINE GOVERNOR VALVE LINKAGE ............................................................................8-1

8.1 Description...................................................................................................................8-1
8.1.1 Lever-Type Linkage ............................................................................................8-1
8.1.2 Cam-Type Linkage..............................................................................................8-1
8.2 Linkage Disassembly ...................................................................................................8-2
8.2.1 Turbines Using the EG-Type Governor with Remote Servo ...............................8-2
8.2.2 Turbines Using the PG-Type Governor and the V-Port Governor Valve ............8-3
8.2.3 Turbines Using the PG-Type Governor and the Venturi Governor Valve ...........8-3
8.3 Inspection ....................................................................................................................8-4
8.4 Linkage Reassembly and Adjustment..........................................................................8-5
8.4.1 Turbines Using the EG-Type Governor with Remote Servo ...............................8-5
8.4.2 Turbines Using the PG-Type Governor and the V-Port Governor Valve ............8-7
8.4.3 Turbines Using the PG-Type Governor and the Venturi Governor Valve ...........8-9
8.5 List of Figures ............................................................................................................8-13
9 TURBINE JOURNAL BEARINGS..........................................................................................9-1

9.1 Poured Babbitt Journal Bearing ...................................................................................9-1
xiii
9.1.1 Description ..........................................................................................................9-1

9.1.2 Disassembly........................................................................................................9-2
9.1.2.1 Coupling End ................................................................................................9-2
9.1.2.2 Governor End................................................................................................9-2
9.1.3 Inspection............................................................................................................9-3
9.1.4 Reassembly ........................................................................................................9-4
9.1.4.1 Coupling End and Governor End ..................................................................9-4
9.1.4.2 Coupling End Only ........................................................................................9-5
9.1.4.3 Governor End Only .......................................................................................9-5
9.2 Precision Insert Journal Bearings ................................................................................9-6
9.2.1 Description ..........................................................................................................9-6
9.2.2 Disassembly........................................................................................................9-6
9.2.2.1 Coupling End ................................................................................................9-6
9.2.2.2 Governor End................................................................................................9-7
9.2.3 Inspection............................................................................................................9-7
9.2.4 Reassembly ........................................................................................................9-8
9.2.4.1 Coupling End and Governor End ..................................................................9-8
9.2.4.2 Coupling End Only ........................................................................................9-9
9.2.4.3 Governor End Only .......................................................................................9-9
9.3 List of Figures ............................................................................................................9-10
10 TURBINE THRUST BEARING ...........................................................................................10-1

10.1 Double-Ball Thrust Bearing ...................................................................................10-1
10.1.1 Description.....................................................................................................10-1
10.1.2 Disassembly ..................................................................................................10-2
10.1.3 Inspection ......................................................................................................10-3
10.1.4 Reassembly ...................................................................................................10-4
10.2 Combination Double-Ball With Collar Thrust Bearing ...........................................10-6
10.2.1 Description.....................................................................................................10-6
10.2.2 Disassembly ..................................................................................................10-6
10.2.3 Inspection ......................................................................................................10-8
10.2.4 Reassembly ...................................................................................................10-9
10.3 Combination Single-Ball With Collar Thrust Bearing...........................................10-11
10.3.1 Description...................................................................................................10-11
10.3.2 Disassembly ................................................................................................10-11
xiv
10.3.3 Inspection ....................................................................................................10-13

10.3.4 Reassembly .................................................................................................10-14
10.4 Double-Collar Thrust Bearing..............................................................................10-16
10.4.1 Description...................................................................................................10-16
10.4.2 Disassembly ................................................................................................10-16
10.4.3 Inspection ....................................................................................................10-18
10.4.4 Reassembly .................................................................................................10-18
10.5 Two-Row Ball Thrust Bearing .............................................................................10-20
10.5.1 Description...................................................................................................10-20
10.5.2 Disassembly ................................................................................................10-21
10.5.3 Inspection ....................................................................................................10-22
10.5.4 Reassembly .................................................................................................10-22
10.6 List of Figures......................................................................................................10-25
11 TURBINE SHAFT OIL SEALS ...........................................................................................11-1

11.1 Description ............................................................................................................11-1
11.2 Disassembly..........................................................................................................11-1
11.3 Inspection..............................................................................................................11-2
11.4 Reassembly ..........................................................................................................11-2
12 TURBINE SHAFT STEAM SEALS ....................................................................................12-1

12.1 Description ............................................................................................................12-1
12.2 Disassembly..........................................................................................................12-2
12.3 Inspection..............................................................................................................12-3
12.4 Reassembly ..........................................................................................................12-4
12.5 List of Figures........................................................................................................12-7
13 TURBINE OIL PUMPS .......................................................................................................13-1

13.1 Description ............................................................................................................13-1
13.2 Disassembly..........................................................................................................13-1
13.3 Inspection..............................................................................................................13-2
13.4 Maintenance Guidelines........................................................................................13-2
13.5 Reassembly ..........................................................................................................13-2
13.6 Alternate AFW Main Oil Pump ..............................................................................13-3
13.6.1 Disassembly ..................................................................................................13-3
13.6.2 Inspection ......................................................................................................13-3
xv
13.6.3 Reassembly ...................................................................................................13-4

13.7 List of Figures........................................................................................................13-5
14 TURBINE GOVERNOR AND OIL PUMP DRIVE GEAR ASSEMBLY...............................14-1

14.1 Spiral Gear Drive Assembly ..................................................................................14-1
14.1.1 Description.....................................................................................................14-2
14.1.2 Disassembly ..................................................................................................14-3
14.1.3 Inspection ......................................................................................................14-4
14.1.4 Reassembly ...................................................................................................14-5
14.1.5 Backlash Adjustment .....................................................................................14-7
14.1.6 Spiral Gear Thrust Washer Replacement ......................................................14-8
14.2 Worm Gear Drive Assembly..................................................................................14-9
14.2.1 Backlash Adjustment ...................................................................................14-10
14.2.2 Worm Gear Thrust Washer Replacement....................................................14-11
14.3 Hub City Gearbox Assembly ...............................................................................14-13
14.4 List of Figures......................................................................................................14-14
15 TURBINE CASING .............................................................................................................15-1

15.1 Description ............................................................................................................15-1
15.2 Disassembly..........................................................................................................15-2
15.3 Cleaning and Inspection........................................................................................15-3
15.4 Reassembly ..........................................................................................................15-3
15.5 List of Figures........................................................................................................15-6
16 TURBINE ROTOR, SHAFT/WHEEL ASSEMBLY .............................................................16-1

16.1 Description ............................................................................................................16-1
16.2 Disassembly..........................................................................................................16-1
16.3 Cleaning and Inspection........................................................................................16-3
16.4 Shaft/Wheel Replacement ....................................................................................16-4
16.4.1 Disassembly ..................................................................................................16-4
16.4.2 Cleaning and Inspection ................................................................................16-5
16.4.3 Reassembly ...................................................................................................16-5
16.5 Reassembly ..........................................................................................................16-6
16.6 List of Figures........................................................................................................16-8
xvi
17 TURBINE STEAM JET ASSEMBLIES ..............................................................................17-1

17.1 Description ............................................................................................................17-1
17.2 Disassembly..........................................................................................................17-1
17.3 Inspection..............................................................................................................17-2
17.4 Replacement .........................................................................................................17-2
18 TURBINE REVERSING CHAMBERS ................................................................................18-1

18.1 Description ............................................................................................................18-1
18.2 Disassembly..........................................................................................................18-1
18.3 Inspection..............................................................................................................18-1
18.4 Reassembly ..........................................................................................................18-2
19 TURBINE BEARING PEDESTALS....................................................................................19-1

19.1 Description ............................................................................................................19-1
19.2 Inspection..............................................................................................................19-2
20 TURBINE OIL SYSTEM .....................................................................................................20-1

20.1 General Description ..............................................................................................20-1
20.2 Ring Lubrication and Pressure Circulation System...............................................20-2
20.2.1 Oil Retention ..................................................................................................20-2
20.2.2 Oil Pump and Pressure Control System ........................................................20-4
20.2.3 Oil Header Components ................................................................................20-4
20.2.4 Oil Drain System ............................................................................................20-5
20.2.5 Oil Drain System Flooding.............................................................................20-5
20.2.6 Inspection and Maintenance..........................................................................20-7
20.3 Ring-Only Lubrication System...............................................................................20-8
20.4 List of Figures......................................................................................................20-10
21 TURBINE CONTROL SYSTEM OVERVIEW .....................................................................21-1
22 WOODWARD EG-TYPE GOVERNOR ..............................................................................22-1

22.1 Description ............................................................................................................22-1
22.1.1 Power Supply.................................................................................................22-1
22.1.2 RGSC Module................................................................................................22-2
22.1.3 EG-M Control Box..........................................................................................22-3
22.1.4 Bias Speed-Setting Potentiometer.................................................................22-5
xvii
22.1.5 Magnetic Speed Pickup .................................................................................22-5

22.1.6 EG-R Hydraulic Actuator ...............................................................................22-6
22.1.7 Remote Servo ................................................................................................22-7
22.1.8 Summary of Operation...................................................................................22-7
22.2 Calibration .............................................................................................................22-8
22.2.1 Calibration Test Equipment ...........................................................................22-9
22.2.2 Calibration Procedures ................................................................................22-10
22.2.2.1 Direct Acting Systems, PWR AFW Turbine Application..........................22-10
22.2.2.2 Reverse Acting Systems, PWR AFW Turbine Application......................22-27
22.2.2.3 Single Setpoint System, PWR AFW Turbine Application........................22-44
22.3 Troubleshooting ..................................................................................................22-56
22.4 List of Figures......................................................................................................22-58
23 WOODWARD PG-TYPE GOVERNOR ..............................................................................23-1

23.1 Description ............................................................................................................23-1
23.1.1 PG-PL Governor ............................................................................................23-1
23.1.2 Pressure-Compensated Governor – Air Speed Setting (PGA) ......................23-3
23.1.3 Pressure-Compensated Governor – Motor-Driven Gear Speed Setting
(PGG) .......................................................................................................................23-3
23.1.4 Pressure-Compensated Governor – Dial Speed Setting (PGD) ....................23-4
23.2 Calibration .............................................................................................................23-4
23.3 Troubleshooting ....................................................................................................23-5
23.4 List of Figures........................................................................................................23-6
24 TRANSIENT CONTROL IMPROVEMENT .........................................................................24-1

24.1 Steam Bypass Systems Associated With EG-Type Governors ............................24-1
24.2 Characterized Steam Admission Valves ...............................................................24-2
24.3 Turbine Governor Valve Travel Limit ....................................................................24-2
24.3.1 Linkage Adjustment for Minimum Required Stroke........................................24-2
24.3.2 Valve Travel Gags .........................................................................................24-3
25 TURBINE OVERSPEED TRIP SYSTEM............................................................................25-1

25.1 General Description ..............................................................................................25-1
25.2 Mechanical Overspeed Trip System Components................................................25-1
25.2.1 Overspeed Governor .....................................................................................25-2
25.2.1.1 Disc-Type Overspeed Governor ...............................................................25-2
xviii
25.2.1.2 Pin-Type Overspeed Governor .................................................................25-3

25.2.2 Overspeed Trip Tappet..................................................................................25-3
25.2.2.1 Overspeed Trip Tappet, Polyurethane Head Design ................................25-4
25.2.2.2 Overspeed Trip Tappet, Spring Design ....................................................25-4
25.2.3 Tappet Nut and Head Lever Assembly ..........................................................25-5
25.2.4 Connecting Linkage to the Trip and Throttle Valve........................................25-5
25.3 Mechanical Overspeed Trip Adjustments .............................................................25-6
25.3.1 Tappet Installation and Engagement Adjustment ..........................................25-6
25.3.1.1 Polyurethane Head Tappet With the Disc Overspeed Governor ..............25-6
25.3.1.2 Polyurethane Head Tappet With the Pin Overspeed Governor ................25-9
25.3.1.3 Spring Tappet With the Disc Overspeed Governor.................................25-11
25.3.2 Connecting Linkage Adjustment ..................................................................25-13
25.3.3 Trip Speed Adjustment ................................................................................25-14
25.3.3.1 Disc-Type Overspeed Governor .............................................................25-14
25.3.3.2 Pin-Type Overspeed Governor ...............................................................25-16
25.4 Mechanical Overspeed Trip Testing ...................................................................25-17
25.5 Motor Drive for Overspeed Trip Testing..............................................................25-19
25.6 Electronic Overspeed Trip System......................................................................25-19
25.7 List of Figures......................................................................................................25-21
26 CRITICAL FITS AND DIMENSIONS ..................................................................................26-1

26.1 English (British) Units............................................................................................26-1
26.2 International System of Units (SI) .........................................................................26-8
27 RECOMMENDED BOLT TORQUE ....................................................................................27-1
28 ALIGNMENT.......................................................................................................................28-1
29 TROUBLESHOOTING GUIDES.........................................................................................29-1
30 REFERENCES ...................................................................................................................30-1
30.1 EPRI Documents...................................................................................................30-1
30.2 Tuthill Pump Company..........................................................................................30-1
30.3 Woodward Governor Company Manuals ..............................................................30-1
30.4 Terry Corporation Design Improvement (DI) Packages ........................................30-2
30.5 General Electric Service Information Letters (SILs) ..............................................30-2
xix
30.6 NRC Documents ...................................................................................................30-2

30.6.1 Information Circulars and Notices..................................................................30-2
30.6.2 AEOD/C602, Case Study Report...................................................................30-4
30.6.3 NUREG-1154.................................................................................................30-4
30.6.4 NUREG-1177.................................................................................................30-4
30.6.5 NUREG-1275, Volume 10 .............................................................................30-4
30.7 INPO Documents ..................................................................................................30-4
30.7.1 Significant Operating Experience Reports .....................................................30-4
30.7.2 Significant Event Report/Notice .....................................................................30-4
30.7.3 Operations and Maintenance Reminders ......................................................30-5
31 ABBREVIATIONS AND ACRONYMS ...............................................................................31-1
xx
LIST OF FIGURES
Figure 1-1(1) Typical Section Drawing, AFW Turbine, Model GS-2 (Sheet 1 of 2) ...................1-7
Figure 1-1(2) Typical Section Drawing, AFW Turbine, Model GS-2 (Sheet 2 of 2) ...................1-9
Figure 1-2 Typical Section Drawing, AFW Turbine, Model ZS-4N...........................................1-11
Figure 3-1 Minimum Flow Surveillance Test With Conventional Steam Admission Valve.......3-11
Figure 3-2 Minimum Flow Surveillance Test With Characterized Steam Admission Valve .....3-13
Figure 3-3 Steam Generator Injection Start Transient With Characterized Steam
Admission Valve...............................................................................................................3-15
Figure 6-1 Gimpel Trip and Throttle Valve, Drawing P-4979 ...................................................6-21
Figure 6-2 Gimpel Trip and Throttle Valve, Drawing P-6540 ...................................................6-23
Figure 6-3 S & K Trip and Throttle Valve, With Operator.........................................................6-25
Figure 7-1 Two and One Half-Inch Governor Valve Internals ..................................................7-11
Figure 7-2 Three Inch Governor Valve Internals......................................................................7-13
Figure 7-3 Governor Valve Stem Packing ...............................................................................7-15
Figure 8-1 Linkage Adjustment Points, Single-Lever EG Governor, V- Port Valve..................8-15
Figure 8-2 Linkage Adjustment Points, Single-Lever EG Governor, Venturi Valve .................8-17
Figure 8-3 Linkage Adjustment Points, Multi-Lever PG Governor, V- Port Valve ....................8-19
Figure 8-4 Linkage Adjustment Points, Cam and Lever PG Governor, Venturi Valve .............8-21
Figure 8-5 Cam Assembly, Enlarged View ..............................................................................8-23
Figure 8-7 Cam Assembly, Enlarged View ..............................................................................8-27
Figure 8-10 Linkage Adjustment Points, Cam and Lever PG Governor, Venturi Valve ...........8-33
Figure 8-11 Linkage Adjustment Points, Cam and Lever PG Governor, Venturi Valve ...........8-35
Figure 9-1 Journal Bearing Fit Measurement ..........................................................................9-11
Figure 9-2 Speed Pickup Gap Setting .....................................................................................9-13
Figure 10-1 Double-Ball Thrust Bearing, Disc Trip ................................................................10-27
Figure 10-2 Double-Ball Thrust Bearing, Pin Trip ..................................................................10-29
Figure 10-3 Double-Ball Thrust Bearing ................................................................................10-31
Figure 10-4 Combination Double-Ball With Collar Thrust Bearing.........................................10-33
Figure 10-5 Combination Single-Ball With Collar Thrust Bearing ..........................................10-35
Figure 10-6 Double-Collar Thrust Bearing .............................................................................10-37
xxi
Figure 10-7 Two-Row Ball Thrust Bearing.............................................................................10-39

Figure 10-8 Wheel Lap ..........................................................................................................10-41
Figure 12-1 Carbon Seal Assembly .........................................................................................12-9
Figure 12-2 Carbon Ring Match-Marks..................................................................................12-11
Figure 12-3 Turbine Lower-Half Gland Case Seal Preparation .............................................12-13
Figure 12-4 Carbon Ring Clearance ......................................................................................12-15
Figure 12-5 Turbine Gland Case Horizontal Joint Seal Preparation ......................................12-17
Figure 13-1 Spiral Gear, Governor Drive Assembly With Oil Pump.........................................13-7
Figure 14-1 Spiral Gear, Governor Drive Assembly ..............................................................14-15
Figure 14-1A Spiral Gear, Governor Drive Assembly, Thrust Washer Detail ........................14-17
Figure 14-2 Gear Assembly Backlash ...................................................................................14-19
Figure 14-3 Spiral Gear, Lower Thrust Washer Installation...................................................14-21
Figure 14-4 Worm Gear, Governor Drive Assembly ..............................................................14-23
Figure 14-4A Worm Gear, Governor Drive Assembly, Thrust Washer Detail ........................14-25
Figure 14-5 Worm Gear, Lower Thrust Washer Installation ..................................................14-27
Figure 15-1 Turbine Casing Horizontal Joint Seal Preparation................................................15-7
Figure 16-1 Wheel Lap ............................................................................................................16-9
Figure 16-2 Turbine Rotor Runout Inspection........................................................................16-11
Figure 20-1 Oil Piping Schematic ..........................................................................................20-11
Figure 20-2 Turbine Bearing Housing Oil Level .....................................................................20-13
Figure 22-1 Woodward EG Governor Control System Schematic .........................................22-59
Figure 22-2 Woodward EG-R Actuator and Remote Servo Schematic .................................22-61
Figure 23-1 Woodward PG-PL Governor Control System Schematic .....................................23-7
Figure 25-1 Disc-Type Overspeed Governor.........................................................................25-23
Figure 25-2 Disc-Type Overspeed Governor Trip Weight Clearance ....................................25-25
Figure 25-3 Pin-Type Overspeed Governor...........................................................................25-27
Figure 25-4 Disc-Type Trip With Molded Tappet ...................................................................25-29
Figure 25-5 Pin-Type Trip With Molded Tappet.....................................................................25-31
Figure 25-6 Disc-Type Trip With Spring Tappet ....................................................................25-33
Figure 25-7 Trip Linkage........................................................................................................25-35
xxii
LIST OF TABLES
Table 1-1 Parts List for GS-2 Turbine Section Drawing.............................................................1-4

Table 1-2 Parts List for ZS-4N Turbine Section Drawing ...........................................................1-5
Table 6-1 Parts List for Schutte and Koerting Trip and Throttle Valve.....................................6-19
Table 29-1 General Troubleshooting Information, AFW Turbines ...........................................29-1
xxiii
1
INTRODUCTION
1.1 Turbine Application
Steam turbines are used as the main pump drive mechanism for a significant number of
Pressurized Water Reactor (PWR) Auxiliary Feedwater (AFW) Systems.
1.2 The AFW System
1.2.1 System Function
The primary function of the AFW system is to provide water injection to the steam generators
for decay heat removal (due to secondary side boil-off) following reactor shutdown and a loss
of the normal source of coolant inventory. Its secondary function is to provide a means of
circulating, flushing, and filtering feedwater during plant heat-up and cool-down, thus improving
water quality during plant start-up.
1.2.2 System Components
The most common configuration for the overall AFW system consists of two 50% capacity
motor-driven pumps, and one 100% capacity turbine-driven pump, arranged in parallel. The
pumps take suction from a common condensate storage tank and discharge to a header that
distributes flow to the steam generator(s). However, some plant configurations vary considerably
from this basic arrangement. They might have a different number and size of pumps, different
pump drives, multiple sources of pump suction, different pump discharge piping arrangements
for water injection to the steam generator(s), and/or different methods for controlling pump
discharge flow. The turbine drives have a multiple combination of steam piping arrangements,
frequently cross-connecting steam generators to supply steam to one or more turbines.
This guide specifically addresses the turbine drives, but also provides a brief description of their
associated steam supply line(s) and exhaust lines.
1.3 Turbine Design Basis
The AFW systems are all standby systems, which are idle during normal plant operation and
only run when required to perform their design function or during routine testing. The turbines
are quick-started from a cold condition with no pre-warming or other operator action.
1-1
Introduction
Reference Figures 1-1 and 1-2

Reference Tables 1-1 and 1-2
All Terry AFW applications use their solid-wheel design in one of two basic turbine frame sizes:
Z or G. The frame size identifies the nominal turbine wheel diameter used, where Z is an 18 in.
(45 cm) diameter and G is a 24 in. (60 cm) diameter. The specific frame designation used on a
particular application is based on the required output power, the operating speed(s), and the
specified operating steam conditions.
The Terry solid-wheel turbine was purposely selected for AFW systems. Its main advantages
include:
• Rugged one-piece wheel construction
• Insensitivity to degraded steam conditions, including water slugs
• Minimal axial thrust steam loads under all operating conditions
• Suitability for required cold, quick-start transients
1.3.1 Thermodynamic Design
The requirement that operation use inlet steam pressures from a nominal 1100 psig (7585 kPa)
down to as low as 85 psig (585 kPa) defines the thermodynamic design requirements. Typically,
the power required at the low (decayed) inlet steam condition determines the necessary steam
flow capability and, in turn, the governor valve size, and the number and size of the steam
nozzles. Once these are determined, the required frame size is defined based on the limits of each
frame.
The low-pressure design criterion yields a design with considerable excess steam flow capacity
and corresponding power capability at the high-pressure steam inlet conditions. This excess
power capability provides extremely rapid acceleration during startup and results in the AFW
turbine governor valve operating near its full closed position (that is, typically 20% open or less).
These conditions signify the requirements for a responsive, well-maintained turbine control
system.
Steam enters the AFW turbines through a single governor valve. Steam is then directed into
individual high-pressure steam rings, which are an integral part of the turbine casing. Expanding
nozzles then direct the steam tangential into the turbine’s solid wheel buckets where its direction
is reversed l80°. Reversing chambers, located at each nozzle, cause the steam to re-enter the
turbine wheel several times, thereby utilizing most of the steam’s available energy.
By using the steam ring/expanding nozzle design, the turbine casing joints and the turbine shaft
gland seals are subjected only to exhaust pressure.
1-2
Introduction
1.3.2 Operating Conditions
As previously identified, the turbines used for most AFW systems must operate over a wide
range of steam inlet conditions. These turbines also operate over a wide range of required speed.
With few exceptions, the design basis for low-speed operation is typically 2000–2500 rpm, with
high-speed operation typically 4000–4700 rpm. An additional requirement of operation is
unattended, cold, quick-start with rated flow from the driven pump within 30 to 90 seconds.
The normal operating environment for these systems is different than most normal turbine-driven
pump systems in that the system’s normal condition is cold shutdown. Actual operation typically
consists of cold quick-start surveillance tests on a quarterly schedule and perhaps one plant-
required start per year, resulting in total operating time of less than 10 hours per year. This
characteristic dictates a unique approach to routine maintenance where the emphasis is placed on
operational readiness rather than on the repair and replacement of worn components.
Both Woodward electrical governor (EG)-type and mechanical pressure-compensated governor

(PG)-type control system configurations are used on the AFW turbines. All configurations, when
properly installed, calibrated, adjusted, and maintained, are capable of controlling the required
cold, quick-start transients on the turbines, as well as their steady-state operational requirements.
It is important that the control systems be set up to sense turbine speed at or below l000 rpm and
to limit turbine speed to its maximum operating design condition, thereby avoiding overspeed
transients during the cold, quick-start requirement for the systems.
In the event of control system problems, all turbines have been provided with a mechanical
overspeed trip protection system. Some turbines also maintain a redundant electrical/electronic
overspeed trip protection system. The trip setpoint for these protection systems is typically l0 to
25% above the normal maximum operating speed of the turbine.
1-3
Introduction
Table 1-1
Parts List for GS-2 Turbine Section Drawing (reference Figure 1-1)
Item Description Item Description

No. No.
001 Oil Flinger 041 Thrust Bearing Spacer

002 Oil Seal 042 Governor End Pedestal Cap
003 Coupling End Journal Bearing 043 Wheel Nut
004 Oil Ring 044 Upper-Half Turbine Casing
005 Speed-Sensing Spur Gear 045 Dummy Jet
006 Oil Flinger 046 Lifting Eye Bolt
007 Coupling End Pedestal Flange 047 Magnetic Speed Pickup
008 Coupling End Pedestal 048 Coupling End Pedestal Cap
009 Lower-Half Gland Case 049 Turbine Shaft
010 Upper-Half Gland Case 050 Bypass Body
011 Carbon Ring Stop 051 Bypass Body Stud
012 Carbon Ring 052 Bypass Body Stud Nut
013 Carbon Ring Spring 053 Bypass Body Gasket
014 Gland Case Fitted Stud Nut 054 Steam Ring Blank Flange
015 Gland Case Fitted Stud 055 Steam Ring Blank Flange Gasket
016 Journal Bearing Alignment Pin 056 Pump Case Cover
017 Turbine Wheel 057 Pump Bracket
018 Lower-Half Turbine Casing 058 Pump Bracket Plug
019 Reversing Chamber Screw 059 Drive Shaft Upper Bushing
020 Reversing Chamber 060 Upper Thrust Washer
021 Steam Jet 061 Pump Bracket Cap
022 Steam Jet Body 062 Governor Adaptor Plate Bushing
023 Reversing Chamber Support Ring 063 Governor Coupling
024 Jet Body Flexitallic Gasket, R4-9F 064 Governor Adaptor Plate
025 Steam Jet Body Holder 065 Woodward Governor
026 Steam Jet Plug Gasket 066 Drive Shaft
027 Steam Jet Plug 067 Upper Thrust Washer Dowel
028 Governor End Pedestal 068 Driven Gear
029 Oil Seal 069 Lower Thrust Washer
030 Thrust Collar 070 Driven Gear Retaining Ring
031 Governor End Journal Bearing 071 Lower Thrust Washer Dowel
032 Thrust Bearing 072 Drive Shaft Lower Bushing
033 Thrust Bearing Lockwasher 073 Oil Pump
034 Thrust Bearing Locknut
035 Chamber Support Ring Screw
036 Overspeed Trip Assembly
037 Drive Gear Spacer
038 Drive Gear
039 Drive Gear Locknut
040 Inspection Plug
1-4
Introduction
Table 1-2
Parts List for ZS-4N Turbine Section Drawing (reference Figure 1-2)
Item Description Item Description

No. No.
001 Turbine Shaft 031 Carbon Ring Spring

002 Turbine Wheel 032 Carbon Ring Stop
003 Turbine Wheel Key 033 Carbon Ring
004 Turbine Wheel Nut 034 Driven Gear
005 Thrust Bearing 035 Driven Gear Key
006 Thrust Bearing Lockwasher 036 Upper Thrust Washer
007 Thrust Bearing Locknut 037 Upper Thrust Washer Dowel
008 Overspeed Trip Disc Key 038 Lower Thrust Washer
009 Drive Gear Spacer 039 Lower Thrust Washer Dowel
010 Drive Gear 040 Drive Shaft Garlock Bushing
011 Drive Gear Nut 041 Governor Coupling
012 Drive Gear Key 042 Pump Bracket
013 Oil Deflector 043 Governor Coupling Key
014 Drive Shaft Garlock Bushing 044 Pump Bracket Cap
015 Journal Bearing Assembly 045 Woodward Governor
016 046 Lifting Eye Bolt
017 Coupling End Bearing Cap 047 Governor Drive Shaft
018 Inspection Plug 048 Flex Plate
019 Lower-Half Turbine Casing 049
020 Upper-Half Turbine Casing 050 Thrust Bearing Spacer
021 Thrust Washer 051 Coupling Key
022 Oil Baffle
023 Upper-Half Governor Housing
024 Reversing Chamber
025 Steam Jet
026 Steam Jet Body
027 Steam Jet Body Holder
028 Steam Jet Plug
029 Gland Case Assembly
030
1-5
Introduction
1.4 List of Figures

Figure Description
1-1(1) Typical Section Drawing, AFW Turbine, Model GS-2 (Sheet 1 of 2)
1-1(2) Typical Section Drawing, AFW Turbine, Model GS-2 (Sheet 2 of 2))
1-2 Typical Section Drawing, AFW Turbine, Model ZS-4N
1-6
Introduction
Figure 1-1 (1): Typical Section Drawing, AFW Turbine, Model GS-2 (Sheet 1 of 2) 1-7
Introduction
This page intentionally left blank.
1-8
Introduction
Figure 1-1 (2): Typical Section Drawing, AFW Turbine, Model GS-2 (Sheet 2 of 2) 1-9
Introduction
1-10
Introduction
Figure 1-2: Typical Section Drawing, AFW Turbine, Model ZS-4N 1-11
2
STEAM SUPPLY, EXHAUST, AND DRAIN SYSTEMS
2.1 The System’s Steam Requirements
2.1.1 Pressure
There are three inlet steam pressures associated with AFW systems:
• The maximum pressure is the required design pressure of the inlet components of the
turbines and only exists under severe upset conditions of the reactor. Maximum pressures
range from 1250 to 1500 psig (8620 to 10,340 kPa).
• The normal pressure is the steam pressure available at the turbine under normal plant
operating conditions. Normal pressures range from 650 to 1180 psig (4480 to 8135 kPa) with
most plants at 900 to 1100 psig (6205 to 7585 kPa).
• The low or minimum pressure is the lowest inlet pressure at which the turbine is required to
operate. The low-pressure condition also defines the thermodynamic design of the turbine.
Typical low-steam inlet pressures range from 85 to 150 psig (585 to 1035 kPa).
A few plants of early design were built with pressure-reducing stations ahead of the turbines,
which maintain a normal inlet pressure condition regardless of reactor or steam generator
conditions.
2.1.2 Cleanliness
The chemistry restrictions imposed in the operation of the pressurized water reactors are more
severe than the restrictions required for the turbines.
Each plant should follow their specific Foreign Material Exclusion Controls regarding foreign
material in the turbine steam supply lines.
2.1.3 Steam Quality
The steam supply to the AFW turbines should ideally be dry saturated steam, with moisture
content maintained below 1%. Typically, the Terry turbine is capable of receiving water
carryover from its steam supply line without sustaining damage. However, experience has
demonstrated that water carryover transients and steam condensing transients have resulted in
loss of system operability due to control system problems and turbine overspeed trips.
2-1
Steam Supply, Exhaust, and Drain Systems
These areas of concern have been documented in the following:
NRC Information Notices:
IN 85-50 Complete Loss of Main and Auxiliary Feedwater at a PWR

IN 85-76 Recent Water Hammer Events
IN 86-14 PWR Auxiliary Feedwater Pump Turbine Control Problems, with Supplements 1
& 2, Overspeed Trips of AFW, HPCI, and RCIC Turbines
IN 93-51 Repetitive Overspeed Tripping of Turbine Driven Auxiliary Feedwater Pumps
INPO Significant Event Reports (SERs):
SER 18-80 Repetitive Trip of Auxiliary Feedwater Pump Overspeed Trip Throttle Valve
SER 23-80 Emergency Feedwater Pump Turbine Trip on Overspeed
SER 72-81 Emergency Feedwater Pump Overspeed
SER 36-83 Loss of All Feedwater
SER 29-85 Loss of Main and Auxiliary Feedwater
SER 7-90 Turbine Driven Pump Overspeed
2.2 Steam Supply
2.2.1 Description
The AFW systems do not have generic specifications that define steam supply line requirements.
As a result, there are major variations in the steam line arrangements to AFW turbines, some of
which have resulted in system operational problems. The most serious variations are:
• Long lengths of cold, non-pressurized steam line
• Inadequate condensate drain provisions
• Multiple supply paths and cross-connections
• Reverse line slope conditions
• Low-point line pockets
2.2.2 Condensation Detection and Voiding
The most common operating problems associated with the steam supply system are a result of
water carryover. Typically, the Terry turbine is capable of receiving water carryover from its
steam supply line without sustaining damage. However, experience has demonstrated that water
carryover transients and steam-condensing transients have resulted in a loss of system operability
due to control system problems and turbine overspeed trips.
2-2
Two types of condensate carryover are of concern when present in sufficient quantity. Cold
condensate (resulting from low points or pockets in the cold, non-pressurized inlet pipe)
normally results in a slow initial start transient followed by rapid acceleration to rated speed,
which sometimes results in overspeed trip. Hot condensate at or near saturation temperature
(resulting from inadequate or inoperative drainage of the hot, pressurized inlet steam line, or
from transient condensation during startup) frequently results in an overspeed trip.
A turbine startup transient with water carryover in the steam supply line could have one of the
following scenarios:
The initial acceleration transient would be normal, with the turbine driven by dry, high-
energy steam. As the water carryover enters the turbine, the acceleration transient
decreases, or stops, due to a lack of driving energy. The turbine control system, calling
for an increase in turbine speed, will open the turbine governor valve. When the water
carryover clears the turbine, and dry high-energy steam enters the full open turbine
governor valve, a high turbine acceleration transient will occur, potentially driving the
turbine to an overspeed trip speed.
An alternate scenario is that the water carryover (downstream of the governor valve)
could flash into high-energy steam due to pressure drop, resulting in a high turbine
acceleration transient and potentially driving the turbine to an overspeed trip speed.
The wide variety of the inlet steam piping configurations used on AFW systems have an equally
wide variety of drain configurations. These piping and drain configurations have exhibited the
majority of the reported problems attributed to steam inlet condensate. To ensure system
operational readiness, it is important that preventive maintenance and instrument calibration
programs be established and implemented for the steam supply drain system components.
Adequate condensate control and removal can only be demonstrated by cold, quick-start testing,
including all potential steam supply flow path variations where multiple steam supplies are used.
2.2.3 Condensation Minimizing Techniques
The steam lines to the turbines are insulated to minimize the heat loads into their immediate area,
and to provide for personnel safety. This insulation also reduces the condensation rate of the
pressurized steam line during the system’s standby condition.
For those AFW turbines with long lengths of cold, non-pressurized steam lines, some plants have
added heat tracing to elevate steam line temperature. This reduces the steam condensate rate
during the required quick-start transient of the system.
In several reported instances, leakage through the steam admission valve has masked inadequate
or inoperative condensate drains by maintaining the piping at an elevated temperature.
Subsequent valve maintenance, which eliminated the leakage, then resulted in operational
problems due to condensate.
2-3
2.3 Turbine Exhaust Systems
2.3.1 Description of the PWR AFW Turbine Exhaust Systems
The typical AFW exhaust system is an open stack through the roof of the building, with no
valves or other restrictions. A low-point drain is required to eliminate any buildup of condensate
or rainwater.
Most AFW turbines are equipped with a sentinel valve on the turbine exhaust case. The sentinel
valve is a visual, audible warning device to indicate excessive exhaust pressure.
2.3.2 Gland Seal Containment Systems
The turbine shaft and valve stem seals are clearance-type seals and some leakage is normal.
Leakoff connections are provided. In most AFW applications, this leakage is simply piped to
open drains. Some AFW turbines have provisions for containing this leakage to reduce
equipment room heat load. The criteria for containment systems are that the drains be connected
to atmospheric pressure or less, and that there be no feedback of steam or condensate from other
systems, particularly during turbine standby and non-operating periods.
2.4 Auxiliary Steam Connection
A significant number of AFW turbines have site provisions for connecting auxiliary steam to the
main steam supply line to the turbine. Typical auxiliary steam capacities are 20,000 to 50,000 lbs
per hour at inlet pressures of 100 to 200 psi (690 to 1380 kPa). These are sufficient to run the
turbines uncoupled at no load in order to demonstrate the operability of the turbine’s overspeed
trip protective device or the availability of the overall turbine assembly following maintenance
activity. The use of auxiliary steam avoids potential critical path delays during plant startup (for
example, when waiting for the availability of reactor steam, or when delays with available
reactor steam occur while troubleshooting operational problems with the turbine assembly or its
components).
In lieu of auxiliary steam, compressed air can be considered an alternative source for driving the
turbines. For example, a 1200 scfm air compressor is adequate for driving an AFW turbine.
2-4
3
PERFORMANCE MONITORING
3.1 Data Sources
There are a significant number of data sources available for monitoring the performance of AFW
turbines and systems.
3.1.1 Surveillance Testing
Surveillance testing is the most meaningful method of monitoring overall system and equipment
performance. Individual plant technical specifications define the requirements for surveillance
testing, typically requiring the demonstration of time to rated pump flow and discharge pressure,
for various reactor pressures. The objective of this testing should be to simulate as closely as
possible the actual startup sequence of the systems following an auto-initiation signal. An
operability demonstration of the systems should include not only steady-state pump flow and
pressure data, but also quick-start control capability and proper valve sequencing.
Both the Institute of Nuclear Operations (INPO) and the Nuclear Regulatory Commission (NRC)
have expressed concern regarding the pre-conditioning of systems prior to conducting
surveillance tests. These concerns include:
• Pre-draining of steam supply lines and turbine exhaust lines
• Pre-warming of turbine casings
• Venting and priming pump discharge lines
• Priming turbine hydraulic and control oil systems
• Bypassing system control logic
There is typically a criterion for cold, quick-start demonstration (that is, simulating a system
startup that would be expected from an automatic startup signal). Originally, the arbitrary
definition for a cold, quick-start demonstration was no system operation for a prior 72 hour
period. A significant number of sites have now justified a shorter period of time.
If abnormal conditions are discovered during the preceding pre-conditioning steps, action must
be taken to justify the operability and availability of the system.
3-1
Performance Monitoring
3.1.2 Transient Monitoring and Recording System
The meaningful efforts of surveillance testing are significantly improved by recording pertinent
transient data. The review of recorded transient data provides for:
• Detailed evaluation of a specific surveillance test
• Trending evaluation of the performance of specific components from a series of surveillance
tests
• Troubleshooting required to evaluate the malfunction or degradation of specific components
or perceived system problems due to abnormal transients
The recording of transient data should not be limited to planned testing but should be performed
upon any system initiation. This data becomes particularly valuable in the event of a system
demand startup or operating problem.
3.1.3 Plant Computer Input
The plant computer is a typical source for recording system data. In addition to recording
pertinent transient data, the computer is an excellent source for recording changes in the position
of system valves and the actuation of system alarms by using its switching function. This
information is valuable in troubleshooting system malfunctions or abnormal transients.
3.1.4 Walkdown Inspections
A daily walkdown is recommended for an inspection of equipment. This inspection should

include a visual check for external leakage of steam, water, and oil, and a general overview of
the standby status of the equipment.
Recordkeeping is recommended for scheduling maintenance (for example, to monitor dripping

water or oil, leaking steam, or abnormal hot spots, and to schedule maintenance prior to a minor
issue progressing into a major problem requiring immediate attention).
3.1.5 Operator Logs
Operator logs are useful for monitoring the type and frequency of tests conducted on the systems,
including any test anomalies. Realizing that these logs are dependent on their depth of input, they
are often beneficial in troubleshooting problems that require a review of testing history.
3.1.6 Maintenance History
A review of maintenance history is an excellent tool for monitoring repeat problems and
potential weak links in system design.
3-2
3.1.7 Industry Experience
Last, but certainly not least, are the benefits available from reviewing industry experience. Both
the NRC and INPO provide frequent reviews and summaries of industry experience regarding
operability and operational problems associated with the AFW systems and turbines (see
reference reports at the end of this guide). The Terry Turbine Users Group (TTUG) is an
organization that was formed for the purpose of improving the reliability and maintainability of
Terry turbine systems. This organization serves the nuclear industry by providing information,
education, and a communication forum for Terry turbine users. This effort has been
accomplished by collectively sharing industry experiences (both successes and concerns) and
jointly resolving technical issues. With continued attendance and participation, this group has
proven to be an excellent sounding board.
3.2 Data Points
The identification of data points has been divided into two categories:
• Standby and steady-state data
• Transient data
In the following lists, note that some data points are identified in both categories.
3.2.1 Standby and Steady-State Data Points
A log of the following standby and steady-state data should be maintained for evaluating and
trending system operational readiness and overall performance:
• Oil analysis, including moisture content, acidity, viscosity, and particle count
• EG-type governor in standby conditions (where applicable)
– Ramp generator and signal converter (RGSC) output
– EG-M control box output
• Pump flow
• Pump discharge pressure
• Pump suction pressure
• Turbine speed
• Turbine steam inlet pressure
• Turbine exhaust pressure
• Turbine casing temperature (that is, steam supply valve leakage monitor)
• Turbine oil temperatures
• Turbine oil pressures, after oil temperature has reached a steady-state, stabilized condition
3-3
• Turbine gland leakage visual evaluation

• Vibration, both horizontal and vertical, at each journal bearing
• Overspeed trip setpoint (test each refuel cycle)
3.2.2 Transient Data Points
The following transient data, listed in relative order of priority, should be recorded during system
startup and operation for use in evaluating specific performance, logging data trends, and
troubleshooting malfunctioning components. For transient data to be meaningful, a minimum
recording rate of ten samples per second is recommended.
NOTE: The first six items are the minimum required for any effort in evaluating or troubleshooting
system or turbine performance.
• Turbine speed
• Pump discharge flow
• Ramp generator and signal converter (RGSC) output (EG-type governor only)
• EG-M control box output (EG-type governor only)
• Transient position of the turbine governor valve, using a low-tension linear
potentiometer
• EG-R hydraulic actuator Port A pressure (EG-type governor only)
• EG-R hydraulic actuator Port E pressure (EG-type governor only)
• Turbine exhaust pressure
• Flow controller output (where applicable)
• System initiation signal
• Steam admission valve, open/closed position
3.3 Evaluating and Trending System Performance and Equipment

Condition
Detailed evaluation and trending of system performance and equipment condition is possible by
recording the type of pertinent data that was listed previously. Examples of data evaluation and
trending techniques are outlined in the sections that follow.
3-4
IMPORTANT: Transient data recorded on a consistent time base is much easier to evaluate.
3.3.1 Pump Performance
Section XI of the ASME Boiler and Pressure Vessel Code defines the requirements and specific
acceptance standards for inservice testing of system pumps, including alert and required action
ranges. An ongoing log of pump performance parameters (reference speed, flow, suction and
discharge pressure, and vibration) should be maintained and examined for trending patterns
(for example: At a fixed, referenced speed and constant pump flow, is pump-developed head
indicating a decreasing trend?). If pump performance parameters are approaching the alert
range, corrective actions should be planned, with recalibration of test instrumentation being a
possible first step. If the required action range is reached, immediate corrective maintenance
will be required.
For those systems using flow controllers and variable turbine speed control, the following steps
are recommended for obtaining repeatable inservice testing data:
• Place the flow controller in manual.
• Adjust the flow controller output (a fixed speed demand signal) to obtain the reference
turbine speed condition. Properly calibrated speed recording is critical. To obtain meaningful
test data, the reference turbine speed should be within 10% of the maximum rated turbine
speed.
• Adjust the test-return throttling valve to obtain the pump’s rated flow condition.
• Measure the pump’s suction and discharge pressures, with their difference being the pump’s
developed head.
3.3.2 Oil Analysis
The logging and trending of oil analysis results is extremely important, especially with regard to
moisture content and particle count, both of which have a direct impact on turbine operability
and reliability. Moisture content should be verified frequently if equipment room humidity is
high or steam leakage is evident. If analysis data is trending toward allowable limits, increased
monitoring should be implemented and appropriate corrective maintenance action should be
scheduled.
3-5
3.3.3 EG-Type Governor Performance (where applicable)
Monitoring and trending the following various output signals provides for evaluating the
performance of the EG-type governor:
• During standby conditions, monitor and log the output voltage from the RGSC module
(TP1+ and TP2-) and the EG-M control box (Terminal 4- and 5+). A trending shift
of 0.2 volts DC, either plus or minus, would be cause for inspection and recalibration.
• During steady-state operation, monitor and log the output voltage from the EG-M control box
(Terminal 4- and 5+). On-speed null voltage should be -0.75 to -1.00 volts DC for AFW
turbines. A trending shift of 0.2 volts DC, either plus or minus, could indicate a shift in the
setting of the EG-R hydraulic actuator null voltage screw, dirt accumulation, or binding in
the EG-R hydraulic actuator pilot valve plunger/pilot valve bushing/drive shaft assembly.
This would be cause for inspection and recalibration.
• During transient startup conditions, monitor and trend turbine speed peaks and valleys. The
first speed peak is controlled by the initial response of the turbine governor as follows:
– For AFW turbines without a steam bypass start configuration, the speed peak is in
response to the first closure of the turbine governor valve from its full-open position.
– For AFW turbines with a steam bypass start configuration or modified throttling steam
supply valve, the first turbine acceleration transient is controlled by means of a restricted
steam supply. This is followed by the turbine control system throttling the governor
valve to return turbine speed to the idle setpoint of the RGSC module.
• The following speed peaks and valleys are the result of the turbine governor responding to its
comparison of turbine speed demand and actual turbine speed. A significant change in a
speed peak or valley, or a trending increase in their magnitude, is indicative of a potential
problem (such as slow governor response, binding of control linkages due to misalignment,
wear, and dirt, or bending or binding of the turbine governor valve stem). Early inspection
and correction of these potential problems can prevent system and equipment inoperability
incidents, typically an overspeed trip transient.
• During transient startup conditions, evaluate the relation between the EG-M control box
output voltage and turbine governor valve movement. A voltage increase above the EG-M
control box on-speed null voltage is a valve-open signal, whereas a voltage decrease below
null voltage is a valve-close signal. A change in the voltage magnitude required to obtain
valve movement could indicate restricted EG-R hydraulic actuator response or restricted
valve movement. A trending change in required voltage magnitude would be cause for
inspection and transient response testing.
• During transient startup conditions, evaluate the time delay that occurs between the EG-M
control box output voltage crossing the on-speed null voltage level (from either the positive
or negative direction) and the governor valve movement response. A change in the time
delay required to obtain valve movement could indicate restricted EG-R hydraulic actuator
response or restricted valve movement. A trending change in the time delay would be cause
for inspection and transient response testing.
3-6
3.3.4 PG-Type Governor Performance (where applicable)
The primary performance indicator on the PG-equipped systems is the speed-versus-time data
during the start transient. An increase in the magnitude of the initial speed peak could indicate a
degraded governor or a sticking governor valve. The shape of the curve can signal the presence
of excessive inlet moisture when compared to previous data.
Governor valve position versus time is another primary indicator of governor performance when
compared to historical data.
The recent series of governor valve stem sticking problems has led to some plants doing
additional monitoring to provide early detection of this problem. Such additional monitoring
includes measurement of the force required to stroke the valve and the installation of strain
gauges on the valve stem. Comparing baseline data to subsequent tests can give an indication of
the buildup of corrosion prior to the valve stem sticking sufficiently to cause operational
concerns.
3.3.5 Vibration
Monitoring vibration has already been addressed with pump performance. A trending increase in
vibration could indicate a shift in equipment alignment, an unbalanced or damaged rotor,
improper lubrication, or damaged bearings. Corrective maintenance should be scheduled prior to
the vibration level reaching the required action range.
3.3.6 Overspeed Trip Testing
It is recommended that the operability of the turbine mechanical overspeed trip assembly be
checked each refueling cycle. The actual trip setpoint should be verified a minimum of three
times, with the consecutive trip speeds being within the speed acceptance criteria. The trip
speeds should be non-trending, that is, neither continuously increasing nor continuously
decreasing.
The trending trip speeds could actually be a shifting setpoint due to the looseness of components,
trip spring damage, binding, dirt, or possible improper assembly. Inspection and corrective action
is required.
NOTE: Trending is not an issue or a concern if the three trip speeds are within 50 rpm of each other.
3-7
3.4 Examples of Transient Data Recording
Reference Figures 3-1 through 3-3
Figures 3-1, 3-2, and 3-3 show examples of transient data for the Vogtle Unit 1 turbines, using
EG-type governors. This data sample defines ramp generator signal converter (RGSC) output,
EG-M control box output, turbine speed, governor valve position, turbine steam ring pressure,
and the EG-R hydraulic actuator oil pressures at Port A and Port E.
Figure 3-1 illustrates a typical AFW system minimum flow surveillance test transient, with a
conventional steam admission valve.
Figure 3-2 illustrates a typical AFW system minimum flow surveillance test transient, with a
characterized steam admission valve.
Figure 3-3 illustrates a typical AFW system steam generator injection start transient, with a
characterized steam admission valve.
Some caution must be exercised in comparing these figures because the time base for
Figure 3-1 is different from that used for Figures 3-2 and 3-3.
In reviewing these figures, note the interaction between the RGSC output signal and the EG-M
control box output signal. Also note the interaction between the EG-M control box output signal
and the position of the governor valve. There is a significant reduction in the initial turbine speed
peak with the use of the characterized steam admission valve.
3-8
3.5 List of Figures

Figure Description
3-1 Minimum Flow Surveillance Test With Conventional Steam Admission Valve
3-2 Minimum Flow Surveillance Test With Characterized Steam Admission Valve
3-3 Steam Generator Injection Start Transient With Characterized Steam Admission
Valve
3-9
3-10
Figure 3-1: Minimum Flow Surveillance Test With Conventional Steam Admission Valve 3-11
3-12
Figure 3-2: Minimum Flow Surveillance Test With Characterized Steam Admission Valve 3-13
3-14
Figure 3-3: Steam Generator Injection Start Transient With Characterized Steam Admission Valve 3-15
4
PREVENTIVE MAINTENANCE
4.1 Discussion
A good preventive maintenance program is a combination of planned inspections and testing,

and planned maintenance activities with the objective of preventing forced outages and non-
scheduled repair maintenance. Planned maintenance activities can be defined from a review of
past maintenance activity and trended performance data.
NOTE: Historically, a significant number of licensee event reports have implied that an established
maintenance program could have prevented the abnormal incident.
Following is a conservative definition for inspection, testing, and planned maintenance based on
a review of operating experience. This definition might vary from that contained in existing
turbine instruction manuals.
4.2 Routine Inspections and Surveillance Testing
4.2.1 Daily Walkdown
A daily walkdown is recommended for a visual inspection of equipment. This inspection should
include a check for:
• External leakage of steam, water, and oil
• Internal steam leakage by means of temperature verification of valve bodies, turbine casings,
and leakoff lines
• Proper operation of the steam supply and turbine exhaust drain systems
• Proper level in the appropriate oil reservoirs
• Proper system and turbine valve lineup, paying particular attention to the turbine’s trip and
throttle (T & T) valve trip latch engagement and overspeed trip tappet nut/head lever
interface
4-1
Preventive Maintenance
4.2.2 Monthly/Quarterly Inspection and Surveillance Testing
NOTE: Most operating sites have stopped conducting monthly surveillance testing, deferring to
quarterly testing only. If operational problems are encountered, it is recommended that monthly testing
be reinstated.
The following standby data points should be monitored and logged for data trending and
verification of operational readiness:
• Ramp generator and signal converter (RGSC) output (TP-1, +/- and TP-2, common),
EG-type governor only
• EG-M control box output (Terminal 4, common, and Terminal 5, +/-),
EG-type governor only
• Turbine casing temperature (that is, steam supply valve leakage monitor)
• Turbine oil temperatures
The recommended quarterly surveillance test should include satisfaction of the “Inservice
Testing Criteria,” Section XI of the ASME Boiler and Pressure Vessel Code, evaluating pump
performance and vibration levels.
During the surveillance test startup transient, verify proper control of the turbine acceleration.
The surveillance test should be of sufficient duration (30 minutes or more), adequate to bring
steam-wetted metal to an elevated temperature and to drive moisture out of critical turbine and
valve gland areas. Likewise, turbine oil temperature must stabilize.
During the surveillance test, visually inspect for external leakage of steam, water, and oil. Verify
satisfactory operation of the turbine glands and gland containment system.
For those turbine assemblies using a pressurized circulation system, with stabilized oil
temperature and the turbine operating near its maximum rated speed, verify that the oil pump
discharge header pressure is within its defined acceptable range.
For the inservice testing portion of the surveillance test, the following steps are recommended for
obtaining repeatable data:
• Place the flow controller in manual.
4-2
• Adjust the flow-controller output (a fixed-speed demand signal) to obtain the reference
turbine speed condition. Properly calibrated speed recording is critical. To obtain meaningful
test data, the reference turbine speed should be within 10% of maximum rated turbine speed.
• Adjust the test-return throttling valve to obtain the pump’s rated flow condition.
• Measure the pump’s suction and discharge pressures, with their difference being the pump’s
developed head.
Terminate the surveillance test by locally tripping the turbine via the mechanical overspeed trip
assembly (that is, depress the local trip lever, thereby lifting the tappet assembly). Verify
separation of the tappet nut/head lever interface and closure of the T & T valve. Verify free
movement of the trip linkage.
NOTE: It is not necessary or desirable to reduce turbine speed prior to tripping the turbine. The trip
function should be demonstrated from a full-load condition.
Locally close the T & T valve operator and reset the trip linkage. Verify free reset action of the
tappet assembly, free movement of the trip linkage, and proper engagement of the overspeed trip
tappet nut-head lever interface, and the T & T valve trip hook-latchup lever interface.
Using the local hand-wheel, slowly reopen the T & T valve and verify that there is no binding or
interference in the operating mechanism. Verify that the turbine returns to rated speed under
governor control.
Remotely trip the turbine from the control room and verify the operability of the solenoid trip
system.
NOTE: It is not necessary or desirable to reduce turbine speed prior to tripping the turbine. The trip
function should be demonstrated from a full-load condition.
Where applicable, close the steam supply valve and return the T & T valve to its normal full-
open position by using the motor operator. Verify that the operator’s limit switch terminates the
opening cycle with 1/32 in. (0.1 cm) minimum clearance between the sliding nut and the
coupling.
Immediately after turbine shutdown, draw an oil sample from the coupling end bearing pedestal
and perform a spectrum analysis (including moisture evaluation, particle count, viscosity, total
acidity count, and lubricity). Verify that the oil condition satisfies the defined acceptance criteria.
Review and trend all recorded performance and sampling data for both transient and steady-state
conditions.
4-3
4.3 Routine Inspections and Planned Maintenance
Routine inspections and planned maintenance are recommended during each refueling outage, a
typical time cycle of 18 to 24 months. The following list of activities is conservative. With the
benefit of past maintenance history and performance data trending, many items can justifiably be
deferred until alternate outages or until the major inspection outage.
Verify that all external structural bolting is properly torqued.
Check for excessive steam inlet and exhaust piping stresses on the turbine by visual observation
of potential interferences that could prevent freedom of movement. Check potential
interferences such as:
• Turbine governor end pedestal sliding foot clearance
• Pipe hanger misalignment
• Pipe sleeve clearance
For the turbine T & T valve assembly, clean, visually inspect, and lubricate the sliding nut, the
screw spindle, the split coupling, and the trip linkages and pins. Verify that the assembly
setscrews are tight and pay particular attention to the cone-point setscrews and jam nuts that are
used on the Schutte & Koerting valve’s trip hook. Verify freedom of movement of the valve
linkages. Verify full valve travel.
CAUTION!! Avoid excessive lubrication, which could, at times, be worse than no lubrication. Do not
lubricate steam side valve components.
Clean and visually inspect the linkage of the turbine governor valve assembly.
NOTE: Lubrication of the Garlock bushings and washers is neither required nor desired.
Verify freedom of movement and full travel of the governor valve.
Manually close the governor valve and verify that the linkage springs are not coil-bound.
Release the governor valve and verify that the spring force is sufficient to return the valve to its
partially open position.
4-4
IMPORTANT: After manually cycling the governor valve, the turbine should be run under manual
control of the T & T valve to prime the control lines between the EG-R hydraulic actuator and the remote
servo. Voids in the control lines could result in an overspeed trip during a quick-start transient.
Verify proper alignment of the turbine and its driven equipment.
Drain the turbine oil from the bearing pedestals and the equalizer pipe (where applicable).
Clean the equalizer pipe (where applicable).
Where applicable, remove and discard the oil filter elements. Clean the filter housings and install
new filter elements.
Measure the thrust bearing axial clearance (turbine shaft endplay) for both the as-found
clearance, and for the as-left clearance following final reassembly of the bearing pedestal caps.
Verify that the final as-left clearance satisfies defined acceptance criteria.
Visually inspect the turbine journal bearings and thrust bearing. Clean the bearing pedestals.
For the EG-type governor:
Remove and clean the control tubing between the EG-R hydraulic actuator and the
remote servo. Examine drained oil for evidence of moisture and particulate.
Remove the top cover from the EG-R hydraulic actuator and inspect the coil area for
evidence of moisture and particulate. Conditions in the coil area relate to the conditions
within the hydraulic actuator. Abnormal findings indicate the potential necessity for
replacing the hydraulic actuator.
For the turbine overspeed trip assembly: clean and visually inspect the tappet nut, the head lever,
the head bracket, and the trip lever. Verify proper engagement between the tappet nut and the
head lever. Examine the overspeed tappet head for discoloration, hairline cracks, flat spots,
uneven surfaces, or other surface defects. Verify that the tappet assembly moves freely and turns
without binding. Replace if damaged. Do not lubricate these components.
Verify acceptable conditions for the governor drive assembly. This inspection includes thrust
washer clearance, gear assembly backlash, drive shaft runout, and drive shaft bushing clearance.
Calibrate the turbine oil system pressure gauges and switches.
Review the historic and present analysis data for the oil removed from the turbine assembly. If
the oil particle count exceeds the acceptance criteria, it is recommended that the turbine oil
system be mechanically cleaned or flushed. If the oil analysis exceeds the acceptance criteria, the
oil should be discarded and the oil reservoir should be filled with new turbine oil. If the oil
4-5
analysis satisfies the defined acceptance criteria, the used turbine oil can be returned to the oil
reservoir and passed through a filter press or nominal 5 micron filter.
IMPORTANT: Prior to filling or replenishing the turbine oil system, the moisture content, acidity, and
viscosity of the new oil should be verified against the acceptance criteria. Particle count should satisfy
the acceptance criteria of SAE 3 or ISO 15/12, and the new oil should be passed through a filter press or
nominal 5 micron filter.
CAUTION!! After the initial fill of the turbine oil system, or after refilling following maintenance
activity and/or oil flushing, the turbine should be started under manual control of the T & T valve. Run at
low speed (that is, 1500 to 2000 rpm) to prime the oil system piping and components. Manual rotation of
the turbine shaft will not prime the turbine oil system. Add oil as required, after turbine shutdown.
For the EG-type governor, recalibrate the turbine electronic control system. With the turbine in
operation, verify that the steady-state operating null voltage is within -0.75 to -1.00 DC. That is,
verify that the EG-R hydraulic actuator null-screw adjustment is compatible with the calibration
of the electronic control system.
For the PG-type governor, drain and refill with new oil. With the turbine running, cycle the
governor setpoint to bleed air from the governor system. Shut the turbine down and refill oil to
the gauge glass line. Verify the governor speed setpoints.
Verify operability and acceptable speed setpoint(s) for the turbine overspeed trip assembly.
For the turbine T & T valve, following final reassembly of the inspected components, verify
complete engagement and proper surface contact between the trip hook and the latch-up lever.
Verify that the required pull force for separating the trip hook/latch-up lever is less than
25 lbs (110 N) from the full open position and with maximum steam forces on the valve. Verify
that the trip connecting rod spring preload is between 28 and 32 lbs (125 and 140 N).
4.4 Major Inspections and Planned Maintenance
A complete turbine internal inspection, in addition to all previously defined inspections and
planned maintenance, is recommended at an interval of four to five refueling cycles (a typical
time period of 6 to 10 years) unless operating history dictates the need for more frequent
inspections.
CAUTION!! Plant liability insurance might dictate the required frequency for turbine inspection.
4-6
It is strongly recommended that, prior to the scheduled internal inspection, a surveillance test be
conducted with the insulation removed from the turbine assembly. This effort will expose
normally hidden areas for inspection during turbine operation, such as checking for turbine
casing joint leakage, gland case leakage, and cracks in high-pressure leakoff piping and drain
piping.
Refer to the appropriate sections of this guide for detailed information regarding disassembly,
inspection, and reassembly of the turbine assembly components. Areas that have historically
been of particular concern in the industry include:
Turbine T & T valve

• Replacement of the valve’s screw spindle, brass split ring (split washer), and thrust washer
(friction washer) is recommended.
• Do not lubricate the steam side of the valve assembly.
Turbine governor valve assembly

• Replacement of the carbon spacers, steel washers, and retaining rings is recommended.
Turbine governor valve linkage system

• Visually inspect and verify freedom of movement and full travel of the linkage system.
• Do not lubricate the Garlock bushings.
Thrust bearing
• It is not necessary to remove the thrust bearing from the turbine rotor unless inspection
identifies the necessity for replacing bearing parts.
• Verify acceptable turbine shaft endplay (thrust bearing clearance) after final assembly of the
governor end bearing pedestal cap.
Turbine shaft gland seals and gland housings

• The gland housings must be match-marked to ensure that their original orientation is
maintained during reassembly.
• Replacement of the carbon rings and springs is recommended.
Turbine governor drive assembly

• The backlash on a used set of gears cannot be adjusted because a wear pattern of the
assembly has been established.
• If gear replacement is required, both the drive gear and the driven gear must be replaced as
an assembly.
• If either gear is removed due to other maintenance activity, it must be match-marked to
ensure that its original orientation is maintained during reassembly.
4-7
Turbine casing
• During disassembly, identify any clearance problems associated with the horizontal joint
stud-nut removal (pay particular attention to the gland case areas and the bypass body flange
areas). Any clearance problems will have to be addressed during reassembly.
• Joint stud removal is recommended in order to properly clean the lower-half casing
horizontal flange.
Steam jet assemblies

• Do not remove the steam jets or the jet bodies unless visual inspection identifies serious
damage.
Reversing chambers and reversing chamber bolting

• Do not remove the reversing chambers unless replacement is required.
Turbine oil system

• Inspect the oil system orifices for accumulation of foreign material and potential blockage of
flow.
Turbine governor components

• Replacement of the turbine governor components is typically dictated by the site-specific
established qualified life of each component, or by identified operational problems associated
with a particular component.
Turbine overspeed trip assembly

• Consideration should be given to replacing the overspeed trip tappet as a consumable item.
• Replacement of the overspeed trip tappet is required if inspection indicates any discoloration
or evidence of deterioration.
4-8
5
TURBINE COMPONENT DESCRIPTION, INSPECTION,
AND REPAIR
The following sections deal with component-level disassembly, inspection, repair and
reassembly of major components or subassemblies of AFW turbines.
The information is intended to supplement and be used in conjunction with the turbine
instruction manual. It is written to define specific, unique instructions that are not necessarily
obvious from the standard equipment drawings and documentation. The information does not
always detail all required steps because it is to be used by knowledgeable, trained personnel.
When performing a major inspection of an AFW turbine assembly, it is time-efficient to

conduct the component disassembly, inspection, repair, and reassembly in a specific sequence. In
an effort to support this activity, the following general outline is identified:
Turbine Disassembly
Separate main pump/turbine coupling and remove coupling spacer

Remove trip and throttle (T & T) valve stem high-pressure leakoff to the turbine exhaust casing
(where applicable)
Remove bypass body (GS-2 and ZS-4N models only)
Remove upper-half turbine casing
Measure the as-found turbine shaft axial thrust clearance and wheel lap, with bearing
pedestal caps installed
Measure the as-found journal bearing clearance (shaft lift method), with bearing pedestal
caps installed
Remove upper-half gland cases
Remove carbon rings, springs, and stops
Remove tubing from EG-R hydraulic actuator (where applicable)
Remove governor and its adapter plate
Measure the as-found driven gear/thrust washer clearance
Remove pump bracket cap
Measure the as-found gear assembly backlash
Remove actuator/oil pump drive shaft, with driven gear and actuator coupling
Measure the as-found overspeed trip connecting rod spring tension
Remove overspeed trip connecting rod spring
Remove overspeed trip connecting rod/head lever assembly
Measure the overspeed trip tappet reset spring force
Remove magnetic speed pickup probe(s)
5-1
Turbine Component Description, Inspection, and Repair
Remove bearing pedestal caps

Remove upper-half journal bearings
Remove turbine rotor assembly
Measure the turbine shaft runout (in V-blocks located on temporary plates on the bearing
pedestals)
Remove lower-half journal bearings
Remove lower-half gland cases and their associated leakoff piping
Map the location and height of the studs and then remove them from the lower-half turbine casing
Cleaning and Inspection
Further disassembly will be determined from inspection results. If necessary, proceed with
the following disassembly.
Turbine Rotor Disassembly
Coupling End
Remove main coupling hub and sleeve
Remove oil deflector
Remove oil ring
Remove speed-sensing spur gear
Remove thrust collar/oil deflector assembly
Remove wheel nut
Governor End
Loosen its setscrew and remove gear locknut
Remove drive gear with its key (match-mark for reassembly)
Remove gear spacer
Measure the turbine shaft runout in the area of the gear spacer
Remove overspeed trip disc assembly with its key (match-mark for reassembly)
Remove oil ring
Remove thrust bearing locknut and lockwasher
Remove thrust bearing
Remove thrust bearing spacer
Remove thrust collar/oil deflector assembly
Remove wheel nut
Remove turbine wheel

Miscellaneous Disassembly
Overspeed Trip
Remove trip assembly from governor end bearing pedestal cap
Remove assembly cotter pin
Remove tappet nut from tappet stem
Remove tappet and reset spring from head bracket, space collar, and tappet guide
5-2
Actuator Drive Shaft

Remove actuator drive coupling
Remove driven gear with its key (match-mark for reassembly)
Shaft-Driven Oil Pump

Remove suction and discharge piping
Remove oil pump
Remove oil pump cover plate with its dowel pins
Remove pump bracket housing with its dowel pins
Remove reversing chambers
Remove steam jet assemblies
Miscellaneous Reassembly
Install steam jet assemblies
Install reversing chambers
Install pump bracket housing with its dowel pins
Shaft-Driven Oil Pump

Install oil pump cover plate with its dowel pins
Install oil pump
Install suction and discharge piping (defer until after drive gear assembly backlash
measurement)
Actuator Drive Shaft

Install driven gear with its key (follow match-mark if used gear)
Install actuator drive coupling
Overspeed Trip
Install tappet guide, space collar, and head bracket onto governor end bearing pedestal cap
Insert tappet and reset spring into tappet guide, space collar, and head bracket
Install tappet nut onto tappet stem
Defer installation of the assembly cotter pin until final adjustment of the tappet engagement
(beyond the scope of this inspection sequence definition)
Turbine Rotor Reassembly
Install turbine wheel
5-3
Coupling End
Install wheel nut
Install thrust collar/oil deflector assembly
Install speed-sensing spur gear
Install oil ring
Install oil deflector
Install main coupling sleeve and hub
Governor End
Install wheel nut
Install thrust collar/oil deflector assembly
Install thrust bearing spacer
Install thrust bearing
Install thrust bearing locknut and lockwasher
Install oil ring
Install overspeed trip disc assembly with its key (follow match-mark)
Install gear spacer
Install drive gear with its key (follow match-mark if used gear)
Install gear locknut and tighten its setscrew
Turbine Reassembly
Install studs in lower-half turbine casing
NOTE: The following turbine reassembly steps (through installation of the upper-half turbine
casing) must be accomplished in a continuous sequence (preferably within a ten-hour period) to
ensure proper joint sealing.
Install lower-half gland cases with their respective leakoff lines

Install lower-half journal bearings
Install turbine rotor assembly
Install upper-half journal bearings
Measure the bearing shell/bearing pedestal cap crush
Install bearing pedestal caps
Measure the final turbine shaft axial thrust clearance and wheel lap
Measure the final journal bearing clearance (shaft lift method)
Install carbon rings, springs, and stops
Measure the final carbon ring clearance (lift method)
Install upper-half gland cases
Install upper-half turbine casing
5-4
Install actuator/oil pump drive shaft with driven gear and actuator coupling
Measure the final gear assembly backlash. If a new drive gear assembly is installed, it might
be necessary to realign the pump bracket housing in order to obtain an acceptable backlash
measurement.
Install pump bracket cap
Measure the final driven gear/thrust-washer clearance
Install governor and its adapter plate
Install tubing on EG-R hydraulic actuator (where applicable)
Install bypass body (GS-2 model only)
Install T & T valve stem high-pressure leakoff to the turbine exhaust casing
Install magnetic speed pickup probe(s)
Install overspeed trip connecting rod/head lever assembly
Install overspeed trip connecting rod spring
Measure the final overspeed trip connecting rod spring tension
Reassemble main pump/turbine coupling and coupling spacer (defer until after completion of
the overspeed trip verification tests)
NOTE: This major inspection sequence does not include any activity on the turbine T & T valve,
the turbine governor valve, or the overspeed trip assembly.
5-5
6
TURBINE TRIP AND THROTTLE VALVE
Reference Figures 6-1, 6-2, and 6-3

Reference Table 6-1
All AFW turbines include a trip and throttle (T & T) valve, which is a semi-balanced globe-type
valve with steam inlet flow above the valve disc and seat. In addition to its primary protective
function of rapid closure, the T & T valve has the capability of throttling steam flow into the
turbine, thereby controlling turbine speed independent of the normal turbine control/governor
system. All T & T valves have a hand-wheel for local operation. Most valves also have a motor
operator for remote operation.
For most AFW systems, there is a normally closed motor-operated steam admission valve
upstream of the turbine assembly. The turbine T & T valve is fully open during system standby
conditions and normal turbine operation (that is, it is usually used as a protective valve only). A
few AFW systems do not have the motor-operated valve, so they use a normally closed T & T
valve as their steam admission valve.
6.1 Description
The T & T valves have been supplied by two manufacturers, Gimpel Corporation and Schutte &
Koerting (S & K), a division of Ketema Inc. The original Gimpel valves were provided with the
valve yoke common to the valve cover. Later Gimpel valves, and all S & K valves, were
provided with the valve yoke separate from the valve cover.
Following is a brief description of valve operation:
Starting with the valve in the tripped position, turn the hand-wheel (or motor operator) in
the valve closed direction (clockwise) (CW). The rotation of the screw spindle will raise
the sliding nut and the latch-up lever, compressing the trip spring until the latch-up lever
engages the trip hook. Turning the hand-wheel in the counterclockwise (CCW) direction
will now lift the valve disc and open the valve.
Initial movement of the valve stem in the opening direction unseats the pilot valve,
permitting steam to flow from the balance chamber to the outlet of the valve. Because the
flow area into the balance chamber is restricted, the pressure in the balance chamber
drops as the pilot valve is opened. The force required to unseat the main disc is thereby
reduced. When the pilot valve is fully open, it contacts the main disc. Further movement
of the valve stem unseats the main disc.
6-1
Turbine Trip and Throttle Valve
The valve is tripped by rotating the trip hook, disengaging it from the latch-up lever, and
allowing the sliding nut (with the screw spindle, valve stem, and disc assembly) to move
downward under spring force to the closed position. The valve operator remains in the
open position.
Note that the valve disc and the valve operator can both be closed, open, or in a mid-position, or
the valve disc can be closed with the valve operator open. Therefore, indicating switches have
been provided to independently identify the position of the valve stem and the valve operator.
6.2 Minor Disassembly for Access to Valve Internals Only
CAUTION!! Prior to any disassembly activity, isolate the T & T valve from any source of steam, oil, or
electrical power.
Disconnect the mechanical trip linkage to the trip lever.
Electrically disconnect the trip solenoid.
With the latch-up lever engaged with the trip hook, place a soft stop-block between the spring
side of the trip hook and the barrel of the valve yoke. This will prevent accidental separation of
the tripping mechanism.
Using the valve operator hand-wheel, place the valve disc in light contact with the valve seat.
Remove coupling hex nuts and bolts and carefully remove one coupling half, ensuring that the
split ring and thrust washer do not fall out.
Remove the split ring (split washer), the thrust washer (friction washer), and the remaining
coupling half.
Match-mark the valve yoke, cover, and body.
Remove the valve cover hex nuts.
Remove the valve yoke and valve cover (and the strainer where applicable). Discard the
flexitallic gasket.
Remove the valve disc and pilot valve with its stem as an assembly.
CAUTION!! For the Gimpel valve only, the disc assembly pin is a sliding fit. Be careful to avoid
inadvertent separation of the disc.
6-2
For the Gimpel valve only: remove the assembly pin and separate the valve disc from the pilot
valve.
For the S & K valve only: after grinding out the staked assembly points, unscrew the disc flange
and separate the valve disc from the pilot valve.
6.3 Major Disassembly
Although their valve designs are similar, separate disassembly instructions for the two valve
manufacturers are identified in the following sections.
CAUTION!! Prior to any disassembly activity, isolate the T & T valve from any source of steam, oil, or
electrical power, and trip the valve to its closed position.
6.3.1 Gimpel Valve Disassembly
Reference Figures 6-1 and 6-2 for the location of the numbers denoted in parentheses.
Disconnect the mechanical trip linkage to the trip lever (92).
Where applicable, disconnect the solenoid trip link (86, 87, and 88) to the trip crank (89) and
remove the trip solenoid (83).
Remove the valve stem position indicating switches (105).
With the trip hook (36) disengaged from the latch-up lever (34), turn the valve operator hand-
wheel counterclockwise to its stop, thus moving the latch-up lever (34) to its tripped position
with the sliding nut (33) just touching the surface of the valve stem coupling (29). Do not jam.
Remove the valve operator (44–48, or 81 and 95–98).
Carefully unscrew and remove the yoke cap (1).
CAUTION!! There might be some residual load from the internal compression spring.
Remove the internal spring (2).
Turn the screw spindle (32) clockwise approximately two turns, thus moving the sliding nut (33)
away from the valve stem coupling (29).
6-3
Lift the latch-up lever (34) and engage it with the trip hook (36).
Loosen the setscrew (30) in the valve stem coupling (29).
Carefully loosen and remove the coupling hex nuts (12), the guide plate (76), and the position
switch actuator assembly (103, 104, 109, 110, and 111). Do not let the two halves of the coupling
separate.
Carefully remove one coupling half (29), the thrust washer (10), and both halves of the split
ring (9).
Remove the remaining coupling half (29), allowing the valve disc (26) and the pilot valve and
stem (28) to drop onto their seats.
Supporting the weight of the latch-up lever (34), disengage the trip hook (36) and carefully lower
the latch-up lever (34) to its tripped position.
Remove both of the trunnion screws (6) from the latch-up lever (34) and the sliding nut (33).
Loosen its setscrew (7) and remove the link pin (8). Remove the latch-up lever (34) from the
valve yoke (13).
Loosen its setscrew (3) and remove the link pin (4). Remove the latch-up lever link (5) from the
valve yoke (13).
Loosen its cap screw (90) and remove the trip crank (89) and its key (91) from the trip hook shaft
(38).
Loosen its setscrew (93) and remove the mechanical trip lever (92) and its key (94) from the trip
hook shaft (38).
Loosen its setscrew (39) and remove the trip hook (36), its key (37), and the trip hook shaft (38).
CAUTION!! The trip hook shaft can only be removed in one direction. The keyway extends from the trip
hook to one end of the shaft. The shaft must be removed from the opposite end. Do not force the shaft. Tap
lightly if necessary. When the trip hook shaft is removed, the trip hook, key, washer, and spring are free
to be removed.
Remove the trip hook washer (42) and spring (41).
Carefully slide the screw spindle (32) and the sliding nut (33) assembly out of the yoke (13). Tap
the yoke lightly with a mallet if necessary. Do not use excessive force.
6-4
Note the orientation of the sliding nut (33) as assembled on the screw spindle (32). The sliding
nut is not symmetrical. Now remove the sliding nut (33) by turning it off of the screw
spindle (32).
Match-mark the valve yoke (13), cover (74), and body (18).
Remove the yoke nuts (73) and the valve yoke.
Remove the valve cover hex nuts (16).
Remove the valve cover (74) with its bushing (14), as an assembly. Remove the strainer (19),
which is typically tack-welded to the cover.
Discard the flexitallic gasket (17).
Remove the valve disc (26) and the pilot valve with its stem (28) as an assembly.
CAUTION!! The disc assembly pin (27) is a sliding fit. Be careful to avoid inadvertent separation of the
disc.
Remove the assembly pin (27) and separate the valve disc (26) from the pilot valve (28).
6.3.2 S & K Valve Disassembly
Reference Figure 6-3 for the location of the numbers denoted in parentheses.
Reference Table 6-1
Disconnect the mechanical trip linkage to the radius lever (7).
Disconnect the trip solenoid slotted link (57) and pin assembly (10) from the trip hook (21).
Remove the trip solenoid (23).
Remove the valve stem position-indicating switches (2).
With the trip hook (21) disengaged from the latch-up lever (13), turn the valve operator hand-
heel counterclockwise to its stop. This moves the latch-up lever (13) to its tripped position with
the sliding nut (44) just touching the surface of the valve stem coupling (6). Do not jam.
Remove the valve operator (39, 40, and 56).
Loosen its locking setscrew (54) and carefully unscrew and remove the yoke nut (41).
6-5
CAUTION!! There might be some residual load from the internal compression spring.
Remove the internal spring (43).
Turn the screw spindle (42) clockwise approximately two turns, moving the sliding nut (44)
away from the valve stem coupling (6).
Loosen the setscrew (58) in the valve stem coupling (6).
Carefully loosen and remove the coupling hex nuts (4A) and the position-switch actuator (5). Do
not let the two halves of the coupling (6) separate.
Carefully remove one coupling half (6), the friction washer (48), and both halves of the split
washer (47).
Remove the remaining coupling half (6).
Loosen its setscrew (8) and remove the radius lever (7) and its Woodruff key (62) from the trip
hook pin (12).
Loosen the jam nuts (20) and the cone-point setscrews (19) that secure the trip hook (21) to the
trip hook pin (12).
Remove the nuts (17 and 18) and the outboard washer (16) that secure the trip hook (21) to its
return spring pin (14).
Tap the trip hook pin (12) out of the arms of the valve yoke (1) and the trip hook (21).
CAUTION!! Upset metal on the trip hook pin (from the cone-point setscrews) might offer resistance in
pin removal. Use care in supporting the valve yoke arms if it is necessary to press the pin out of the
assembly.
Remove the trip hook (21), inboard washer (16), and return spring (15).
Loosen the latch-up lever setscrew (46) and tap its assembly pin (45) out of the arms of the yoke
(1). The latch-up lever (13) can now be separated from the sliding nut (44) and removed.
CAUTION!! Upset metal on the assembly pin (from the setscrews) might offer resistance in pin removal.
Use care in supporting the valve yoke arms if it is necessary to press the pin out of the assembly.
6-6
Remove the screw spindle (42) and the sliding nut (44) from the valve yoke (1).
Note the orientation of the sliding nut (44) as it is assembled on the screw spindle (42). Remove
the sliding nut (44) by turning it off the screw spindle (42).
Match-mark the valve yoke (1), cover (49), and body (32).
Remove the valve cover hex nuts (50A).
Remove the valve yoke (1) and the valve cover (49) with its upper leakoff bushing (26) as an
assembly.
Remove the strainer (30).
Discard the flexitallic gasket (27).
Remove the valve disc (29) and the pilot valve with its stem (33) as an assembly.
After grinding out the staked assembly points, unscrew the disc flange (28) and separate the
valve disc (29) from the pilot valve (33).
6.4 Inspection
Visually inspect the main disc and the pilot valve with stem for galling, excessive or uneven
wear, pitting, corrosion, and damage.
Using liquid penetrant, inspect the seating surfaces of the pilot valve, the main disc, and their
mating seats. Any linear cracking is cause for rejection.
Using bluing compound, visually inspect the main disc-to-seat interface to confirm a 100%
circumferential, 1/16 in. (0.2 cm) maximum width seating contact. If necessary, lightly lap the
disc to its seat using 500 grit lapping compound.
Using bluing compound, visually inspect the pilot valve-to-main disc seat interface to confirm a
100% circumferential 1/16 in. (0.2 cm) maximum width seating contact. If necessary, lightly lap
the pilot valve to the disc seat using 500 grit lapping compound.
After verifying seating contact, assemble the pilot valve into the main disc and verify that its lift
is within tolerance.
Using a dial indicator, verify that the pilot valve stem runout is acceptable.
Visually inspect the threaded end of the pilot valve stem for galling and thread damage.
Visually inspect the latch-up lever/sliding nut assembly for excessive or abnormal wear.
6-7
Visually inspect the contact surfaces of the latch-up lever and the trip hook. The surfaces must be
clean, with no wear, pitting, corrosion, or other damage. The trip hook has a critical 90° surface
contour with the centerline of its assembly pin, which must be maintained. The surfaces are
hardened and can be cleaned with a fine stone. Do not remove metal during the cleaning
process.
Visually inspect the thrust washer (friction washer), the split ring (split washer), and the screw
spindle head for galling, wear, or damage. Replace worn parts as necessary.
Use liquid penetrant to inspect the screw spindle head for indication of cracks. Replace the screw
spindle if crack indications are found.
Special Inspection Note:
A 10 CFR Part 21 report, issued by Dresser-Rand on November 21, 2001, defined a

material substitution defect for the screw spindles used on an identified number of
Gimpel trip and throttle valve assemblies. The Part 21 report indicates that the
identification list is a best estimate because some interchanging of valve assemblies has
occurred over the years.
The material substitution involved using Grade 1213 and 1215 carbon steel in place of
the design-required Grade 1018 carbon steel.
The Part 21 report has identified all turbine sites using the Gimpel trip and throttle valve
assembly. It is recommended that the identified sites verify the actual serial number
(valve number) of their installed T & T valve. If the valve number is in the affected
series, the valve’s screw spindle should be replaced at the next available maintenance
opportunity.
It is further recommended that any screw spindles in storage stock be tested to confirm
that the correct material has been used. If a screw spindle is suspect, it should be
replaced.
Finally, it is recommended that the screw spindles be replaced on a 6 to 10 year lifecycle,

scheduled with the major inspection cycle for the T & T valve. The brass split ring (split
washer) and the thrust washer (friction washer) should also be replaced at this time.
Assemble the coupling, screw spindle, thrust washer (friction washer), and split ring (split
washer). Verify that the total endplay (axial clearance) is within acceptance criteria. Replace
worn parts as necessary.
Visually inspect the assembly pins for upset metal. If necessary, dress off with a fine file.
Verify that the runout of the assembly pins is acceptable.
Visually inspect the leakoff bushing for galling, excessive or uneven wear, and damage.
6-8
Measure the diameter of the valve stem and the inside diameter of the valve cover bushing.
Verify that the clearance is within acceptance criteria.
Verify that the valve stem moves freely in the valve cover bushing.
Visually inspect the valve yoke compression spring coils for evidence of damage and permanent
distortion.
Measure the free length and the spring constant of the valve yoke compression spring. The
vendor design values are:
Vendor Schutte & Koerting Gimpel, Original Gimpel, Heavy Duty *
Free Length 11 13/16 in. (30.0 cm) 11 3/4 in. (29.8 cm) 12 1/4 in. (31.1 cm)
Spring Constant Not available 250 lb/in. (440 N/cm) 350 lb/in. (615 N/cm)
* Gimpel provided a retrofit heavy-duty spring to ensure full closure of the valve during abnormal low-flow, high back-pressure
operating conditions. A few sites have installed this retrofit spring.
A 10% reduction in design value or a 5% change in a previously logged measurement would

indicate the necessity for spring replacement.
Visually inspect the trip hook reset spring coils for evidence of damage and permanent
distortion.
Measure the free length and the spring constant of the trip hook reset spring. The nominal free
length should be 2 3/4 in. (7 cm), with a spring constant of 25 lb/in. (45 N/cm). Note that this is a
stiffer retrofit spring, which is required for seismic qualification and to eliminate inadvertent
trips due to vibration. A 10% reduction in design value or a 5% change in a previously logged
measurement would indicate the necessity for spring replacement.
Verify that the balance chamber throttle screw is free to turn in the valve yoke.
6.5 Reassembly
As with the major disassembly, although the valve designs are quite similar, separate reassembly
instructions are identified for the two valve manufacturers.
6.5.1 Gimpel Valve Reassembly
Place the disc (26) on the pilot valve and stem (28) and insert the disc pin (27). Do not stake the
disc pin.
Install the disc and stem assembly into the valve body (18).
6-9
CAUTION!! To avoid potential galling or other damage to the components, do not turn the disc while its
weight is resting on the valve seat.
If not tack-welded to the valve cover, install the strainer (19) into the valve body (18).
Install a new flexitallic gasket (17) on the valve body (18).
Following the match-marks identified during disassembly, install the valve cover (74) with its
bushing (14) and strainer (19) (where applicable) as an assembly. Use care in lowering the valve
cover over the valve stem.
Align the valve cover (74) to the valve body (18) and verify freedom of movement of the pilot
valve and stem (28).
Install the valve cover nuts (16). Tighten these nuts in a star pattern, compressing the gasket no
more than 0.015 in. (0.038 cm) per cycle. When the gasket is totally compressed, the joint
between the cover and the body should be metal-to-metal. The final assembly torque should
satisfy the high-strength torque table defined in Section 27.
Verify that the pilot valve and stem (28), and the disc (26) assembly, move freely and do not
bind.
Following the match-marks identified during disassembly, install the valve yoke (13) and nuts
(73) (there is no gasket). Tighten these nuts in a star pattern.
Verify that the pilot valve and stem (28), and the disc (26) assembly, move freely and do not
bind.
Lightly lubricate the sliding nut (33) and the screw spindle (32) with a high-temperature lithium-
based grease.
Thread the sliding nut (33) onto the screw spindle (32). Verify that the sliding nut (33)
orientation is the same as that noted during disassembly. The sliding nut is not symmetrical.
Carefully slide the screw spindle (32) and the sliding nut (33) assembly into the yoke (13),
aligning the holes in the sliding nut with the slots in the yoke. The assembly should slide freely.
NOTE: Apply a light coat of sulfur-free anti-seize lubricant to the linkage pins prior to assembly.
6-10
Install the latch-up lever link (5) and pin (4) onto the valve yoke (13). Align the flat on the pin
with the setscrew hole in the link. Install and tighten the setscrew (3). Check the link for free
movement.
Install the latch-up lever (34) and pin (8) into the latch-up lever link (5). Align the flat on the pin
with the setscrew hole in the link. Install and tighten the setscrew (7). Check the latch-up lever
and link for free movement.
Install the trunnion screws (6) into the latch-up lever (34) and sliding nut (33). Turn the sliding
nut as required for alignment. Tighten the trunnion screws. Check the parts for free movement.
Install the trip hook spring (41) and washer (42) onto the yoke-mounted stud (40).
With its key (37) located in the trip hook (36), position the trip hook (36) in the valve yoke (13)
and insert the trip hook shaft (38) into the valve yoke (13) and trip hook (36). Install and tighten
the setscrew (39). Check the parts for free movement.
CAUTION!! The trip hook shaft can only be installed in one direction. The keyway extends from the trip
hook to one end of the shaft. The shaft must be installed from the opposite end. Do not force the shaft. Tap
lightly if necessary.
Install the trip crank (89) with its key (91) onto the trip hook shaft (38). Install and tighten its cap
screw (90).
Install the mechanical trip lever (92) with its key (94) onto the trip hook shaft (38). Install and
tighten its setscrew (93).
Raise the latch-up lever (34) until it reaches the stop on the valve yoke (13). The trip hook (36)
should freely engage with the latch-up lever (34).
With the latch-up lever (34) in contact with the trip hook (36), measure the clearance between
the latch-up lever (34) and the valve yoke (13). If necessary, remove metal from the latch-up
lever to obtain a minimum clearance of 1/32 in. (0.1 cm).
Check the surface contact of the latching faces of the trip hook (36) and the latch-up lever (34).
The faces should be smooth and contact should be at least 75% of the surface area. If necessary,
fit by stoning or fine-filing the surface of the latch-up lever only.
CAUTION!! The trip hook has a critical 90° surface contour with the centerline of its assembly pin,
which must be maintained.
6-11
With the latch-up lever (34) engaged with the trip hook (36), turn the screw spindle (32) until the
gap between the screw spindle head and the pilot valve and stem (28) is the approximate
thickness of the thrust washer.
Install both halves of the split ring (9) on the end of the screw spindle head. Orient the washer
split 90° with the coupling split.
Assemble one half of the coupling (29) to the stem (28) and the screw spindle (32). Turn the
screw spindle (32) if necessary to align the parts. Do not force the parts.
Install the thrust washer (10) with its beveled edge facing away from the screw spindle (32).
Turn the screw spindle if necessary to obtain the required clearance for assembly. Do not force
the parts.
Install the other half of the coupling (29) with its bolts (11), guide plate (76), the position switch
actuator assembly (103, 104, 109, 110, and 111), and nuts (12). Tighten the nuts. Turn the screw
spindle (32) counterclockwise and partially open the valve for better access to the coupling nuts.
Verify that the coupling (29) is free to rotate a small amount and that the screw spindle (32) turns
freely.
Turn the screw spindle (32) counterclockwise until the valve is approximately half open.
Turn the pilot valve and stem (28) into the coupling (29) until it contacts the thrust washer (10).
Back the stem out a minimum of 1/4 turn. Continue turning until the machined flat on the stem
aligns with the coupling setscrew hole. Install and tighten the setscrew (30) and stake in place.
NOTE: If a new pilot valve and stem assembly is required, verify that a flat exists on the threaded end of
the stem. If necessary, machine a flat on the threaded end of the valve stem, in the area of the locking
setscrew. An alternative to the machined valve stem flat would be to spot face the valve stem (1/4 in. drill,
1/8 in. deep) via the setscrew hole at assembly.
Lubricate the valve assembly via its grease fittings (31) with high-temperature lithium-based
grease.
CAUTION!! Under no circumstances should the sliding parts of the steam section of the valve be
lubricated.
Turn the screw spindle (32) clockwise and close the valve. Do not bind.
6-12
Disengage the trip hook (36) from the latch-up lever (34) and turn the screw spindle (32)
counterclockwise, thus moving the latch-up lever (34) toward the valve body (18) until the
sliding nut (33) contacts the coupling (29). Do not bind.
Manually lift the latch-up lever (34) and verify the freedom of movement of all parts. No friction
or binding should be encountered. The only force required should be that to overcome the weight
of the parts.
Install the internal spring (2).
Install the yoke cap (1) into the yoke (13) and tighten until the head of the yoke cap has metal-to-
metal contact with the yoke.
Turn the screw spindle (32) clockwise to reset the valve.
Verify complete engagement between the latch-up lever (34) and the trip hook (36).
CAUTION!! The valve will now be spring-loaded and must be handled with care.
Turn the screw spindle (32) counterclockwise a couple of turns to partially open the valve; then
turn it clockwise to lightly seat the valve. Verify smooth movement.
Turn the screw spindle (32) counterclockwise to fully open the valve. Do not bind. Verify that
the coupling (29) has stopped on the sliding nut (33) and that nothing else has limited the stroke.
Turn the screw spindle (32) clockwise until the valve is seated. Do not bind. Verify that the valve
is seated and that there is no interference from other parts.
Disengage the latch-up lever (34) from the trip hook (36) and turn the screw spindle (32)
Verify that the sliding nut (33) has contacted the coupling (29) and that nothing else has limited
the stroke.
Install the valve operator (44–48, or 81 and 95–98).
Reset the valve by turning the hand-wheel clockwise to re-engage the latch-up lever (34) with
the trip hook (36). Verify complete engagement.
Turn the hand-wheel counterclockwise and open the valve approximately two turns.
6-13
Using a force gauge, pull on the mechanical trip lever (92), thus disengaging the trip hook (36)
from the latch-up lever (34). The valve should close rapidly. The force required to disengage the
trip hook should be less than 25 lbs (110 N).
Reconnect the mechanical trip linkage to the trip lever (92).
Where applicable, reinstall the trip solenoid (83) and reconnect its trip link (86, 87, and 88) to the
trip crank (89). Verify the operability of the solenoid trip system.
Where applicable, verify the electrical operation of the valve’s motor operator. Set the motor
operator’s switches so that the valve torque seats in the closing direction and the opening limit
switch stops the motor with 1/32 in. (0.1 cm) minimum clearance between the sliding nut (33)
and the coupling (29), in the full open position.
6.5.2 S & K Valve Reassembly
Reference Figure 6-3

Reference Table 6-1
Place the disc (29) on the pilot valve and stem (33). Screw the disc flange (28) into the disc (29)
and tighten. Stake the assembly in four equally spaced locations.
Install the disc (29) and stem (33) assembly into the valve body (32).
CAUTION!! To avoid potential galling or other damage to the components, do not turn the disc while its
weight is resting on the valve seat.
Install the strainer (30) into the valve body (32).
Install a new flexitallic gasket (27) on the valve body (32).
Following the match marks identified during disassembly, install the valve yoke (1) and the
valve cover (49) with its upper leakoff bushing (26) as an assembly. Use care when lowering the
valve cover and bushing over the valve stem.
Align the valve cover (49) with the valve body (32) and verify freedom of movement of the pilot
valve and stem (33).
Install the valve cover nuts (50A). Tighten these nuts in a star pattern, compressing the gasket no
more than 0.015 in. (0.038 cm) per cycle. When the gasket is totally compressed, the joint
between the cover and the body should be metal to metal. The final assembly torque should
satisfy the high-strength torque table defined in Section 27.
6-14
Verify that the pilot valve and stem (33) and the disc (29) assembly move freely and do not bind.
Lightly lubricate the sliding nut (44) and the screw spindle (42) with a high-temperature lithium-
based grease.
Thread the sliding nut (44) onto the screw spindle (42). Verify that the sliding nut (44)
orientation is the same as that noted during disassembly.
Carefully slide the screw spindle (42) and the sliding nut (44) assembly into the yoke (1). The
assembly should slide freely.
NOTE: Apply a light coat of sulfur-free anti-seize lubricant to the linkage pins prior to assembly.
Locate the latch-up lever (13) on the sliding nut (44) and align it between the arms of the yoke
(1). Install its assembly pin (45) and secure the latch-up lever (13) to the pin (45) with its
setscrew (46). Check the assembly for free movement.
Install the return spring (15) and the inboard washer (16) onto the spring pin (14).
Locate the trip hook (21) on its return pin (14) and install the outboard washer (16) and nuts
(17, 18).
Align the trip hook (21) between the arms of the yoke (1) and install the trip hook pin (12). Align
the pin indents with the setscrew holes in the trip hook. Install and tighten the two cone-point
setscrews (19). Tighten the jam nuts (20). Check the trip hook (21) for free movement.
Install the radius lever (7) with its Woodruff key (62) onto the trip hook pin (12). Install and
tighten its setscrew (8).
Raise the latch-up lever (13) until it reaches the stop on the valve yoke (1). The trip hook (21)
should freely engage with the latch-up lever (13).
Check the surface contact of the latching faces of the trip hook (21) and the latch-up lever (13).
The faces should be smooth and contact should be at least 75% of the surface area. If necessary,
fit by stoning or fine-filing the surface of the latch-up lever only.
CAUTION!! The trip hook has a critical 90° surface contour with the centerline of its assembly pin,
which must be maintained.
6-15
With the latch-up lever (13) engaged with the trip hook (21), turn the screw spindle (42) until the
gap between the screw spindle head and the pilot valve and stem (33) is the approximate
thickness of the friction washer (48).
Install both halves of the split washer (47) on the end of the screw spindle head. Orient the
washer split 90° to the coupling split.
Assemble one half of the coupling (6) to the stem (33) and the screw spindle (42). Turn the
screw spindle (42) if necessary to align the parts. Do not force the parts.
Install the friction washer (48). Turn the screw spindle (42) if necessary to obtain the required
clearance for assembly. Do not force the parts.
Install the other half of the coupling (6) with its cap screws (4); position the switch actuator (5)
and nuts (4A), and tighten the nuts. If necessary, turn the screw spindle (42) counterclockwise
and partially open the valve for better access to the coupling nuts (4A).
Verify that the coupling (6) is free to rotate a small amount and that the screw spindle (42) turns
freely.
Turn the screw spindle (42) counterclockwise until the valve is approximately half open.
Turn the pilot valve and stem (33) into the coupling (6) until it contacts the friction washer (48).
Back the stem out a minimum of 1/4 turn and continue turning until the machined flat on the
stem aligns with the coupling setscrew hole. Install and tighten the setscrew (58) and stake it in
place.
NOTE: If a new pilot valve and stem assembly is required, verify that a flat exists on the threaded end of
the stem. If necessary, machine a flat on the threaded end of the valve stem, in the area of the locking
setscrew. An alternative to the machined valve stem flat would be to spot face the valve stem (1/4 in. drill,
1/8 in. deep) via the setscrew hole at assembly.
Lubricate the valve assembly via its grease fittings (61) with high-temperature lithium-based
grease.
CAUTION!! Under no circumstances should the sliding parts of the steam section of the valve be
lubricated.
Turn the screw spindle (42) clockwise and close the valve. Do not bind.
6-16
Disengage the trip hook (21) from the latch-up lever (13) and turn the screw spindle (42)
Manually lift the latch-up lever (13) and verify the freedom of movement of all parts. No friction
or binding should be encountered. The only force required should be that to overcome the weight
of the parts.
Install the internal spring (43).
Install the yoke nut (41) into the yoke (1) and tighten until the head of the yoke nut is in metal-
to-metal contact with the yoke.
Turn the screw spindle (42) clockwise to reset the valve.
Verify complete engagement between the latch-up lever (13) and the trip hook (21).
CAUTION!! Excessive tightening of the return spring nuts (17, 18) can prevent proper trip hook
engagement.
CAUTION!! The valve will now be spring loaded and must be handled with care.
Turn the screw spindle (42) counterclockwise a couple of turns to partially open the valve; then
turn it clockwise to lightly seat the valve. Verify smooth movement.
Turn the screw spindle (42) counterclockwise to fully open the valve. Do not bind. Verify that
the coupling (6) has stopped on the sliding nut (44) and that nothing else has limited the stroke.
Turn the screw spindle (42) clockwise until the valve is seated. Do not bind. Verify that the valve
is seated and that there is no interference from other parts.
Disengage the latch-up lever (13) from the trip hook (21) and turn the screw spindle (42)
Verify that the sliding nut (44) has contacted the coupling (6) and that nothing else has limited
the stroke.
Install the valve operator (39, 40, and 56).
6-17
Reset the valve by turning the hand-wheel clockwise to re-engage the latch-up lever (13) with
the trip hook (21). Verify complete engagement.
Turn the hand-wheel counterclockwise and open the valve approximately two turns.
Using a force gauge, pull on the radius lever (7), thus disengaging the trip hook (21) from the
latch-up lever (13). The valve should close rapidly. The force required to disengage the trip hook
should be less than 25 lbs (110 N).
Reconnect the mechanical trip linkage to the radius lever (7).
Reinstall the trip solenoid (23) and reconnect its slotted link (57) and pin assembly (10) to the
trip hook (21). Verify the operability of the solenoid trip system.
Verify the electrical operation of the valve’s motor operator. Set the motor operator’s switches so
that the closing limit switch stops the motor when the valve disc contacts its seat in the closing
direction, and the opening limit switch stops the motor with 1/32 in. (0.1 cm) minimum clearance
between the sliding nut (44) and the coupling (6) in the full open position.
6.6 Trip and Throttle Valve Balance Chamber Pressure Measurement and
Adjustment
Chattering of the main disc indicates insufficient balance chamber pressure. Excessive force on
the hand-wheel or stalling of the operator indicates excessive balance chamber pressure. The
following steps define the requirements for balance chamber adjustment:
Remove the pipe plug (75) from the pressure tap in the valve cover (74) and install a temporary
steam pressure gauge (having a range that is at least equal to the maximum steam inlet pressure).
With the T&T valve closed, admit inlet steam pressure to the valve. The pressure gauge should
read steam inlet pressure.
Slowly open the valve using the hand-wheel until an increase in resistance is felt, which will be
approximately 1/8 in. (0.3 cm) of valve stem travel (that is, pilot valve full open, main disc on its
seat).
CAUTION!! The turbine might rotate at this time, due to the steam flow through the pilot valve.
The balance chamber pressure can now be read on the pressure gauge. To increase the pressure,
turn the throttle screw (23) counterclockwise; to decrease the pressure, turn the throttle screw
clockwise. The correct pressure is 15 to 20% of the inlet line pressure.
6-18
Table 6-1
Parts List for Schutte and Koerting Trip and Throttle Valve (reference Figure 6-3)
Part Number Description Part Number Description
001 Yoke 033 Pilot Valve/Stem

002 Switch 034 Stuffing Box Gasket
002A Switch Lever 035 Stud
003 Switch Mounting Plate 035A Hex Nut
004 Hex Cap Screw 036 Lower Leakoff Bushing
004A Hex Nut 037 Stuffing Box
005 Switch Actuator 038 Pipe Plug
006 Coupling 039 Motor Operator
007 Radius Lever 040 Cap Screw
008 Setscrew 041 Yoke Nut
009 Solenoid Bracket 042 Screw Spindle
010 Solenoid Pin Assembly 043 Spring
011 Cap Screw 044 Sliding Nut
012 Trip Hook Pin 045 Pin
013 Latch-Up Lever 046 Setscrew
014 Spring Pin 047 Split Washer
015 Spring 048 Friction Washer
016 Washer 049 Cover
017 Hex Nut 049A Pipe Plug
018 Hex Jam Nut 050 Stud
019 Cone-Point Setscrew 050A Hex Nut
020 Hex Jam Nut 051 Throttle Screw
021 Trip Hook 052 Lock Screw
022 Hex Nut 053 Pipe Plug
023 Solenoid 054 Setscrew
024 Cap Screw 055 Pipe Plug
025 Yoke Flange 056 Gib Key
026 Upper Leakoff Bushing 057 Slotted Link
027 Cover Gasket 058 Setscrew
028 Disc Flange 059 Setscrew
029 Disc 060 Round Head Screw
030 Strainer Basket 061 Grease Fitting
031 Seat 062 Key
032 Body
6-19
6.7 List of Figures

Figure Description
6-1 Gimpel Trip and Throttle Valve, Drawing P-4979
6-2 Gimpel Trip and Throttle Valve, Drawing P-6540
6-3 S & K Trip and Throttle Valve, With Operator
6-20
Figure 6-1: Gimpel Trip and Throttle Valve, Drawing P-4979 6-21
6-22
Figure 6-2: Gimpel Trip and Throttle Valve, Drawing P-6540 6-23
6-24
Figure 6-3: S & K Trip and Throttle Valve, With Operator 6-25
7
TURBINE GOVERNOR VALVE
To maintain the desired turbine speed, the AFW turbines incorporate a single governor valve,
which controls steam flow to the turbine in response to the governor control system’s output. The
governor valve outlet supplies steam to the turbine casing steam ring(s), and subsequently to
each installed steam jet.
7.1 Description
Two basic governor valve designs are used on AFW turbines.
The first design is a single-seated, pressure-balanced, characterized V-port plug valve. This
V-port valve design was originally supplied in 2 1/2 in. and 4 in. diameter sizes. Problems with
operating forces and stability resulted in the elimination of the 4 in. V-port valve and the
development of a second governor valve design.
The second design is a single-seated, pressure-balanced 3 in. diameter solid plug/venturi seat
assembly.
7.1.1 Single-Seated V-Port Governor Valve
All GS-1 model turbines, a few GS-2 model turbines, and all ZS-4N model turbines use the
2 1/2 in. diameter V-port valve, with a nominal 3 in. inlet. A few GS-2 AFW turbines have
retained use of the 4 in. diameter V-port valve.
This governor valve assembly consists of a valve body (containing a valve seat and a valve
guide) and a characterized V-port valve plug. The valve plug is positioned by the governor
control system through a governor linkage assembly.
The valve seat and the valve guide are screwed into the valve body and retained by one of three
methods:
• Original assemblies have a slot in the valve seat and the valve guide, into which valve body
material is upset (staked).
• Intermediate assemblies have the valve seat and valve guide tack-welded to the valve body.
Several of these configurations demonstrated cracking of the tack weld. One site reported
7-1
Turbine Governor Valve
that the valve seat unscrewed, resulting in an inability to achieve rated horsepower due to
limited steam flow capability.
• The latest assemblies use keys that are fitted into slots in the valve seat and valve guide and
which are then welded to the valve body. If maintenance requires removal or replacement of
the valve seat or valve guide, it is recommended that the method of retaining them be
changed to this configuration.
In order to ensure proper concentricity, the valve seat and valve guide are finish-machined after
their assembly into the valve body.
The valve plug is axially positioned within the valve body by means of its valve stem. The valve
stem is connected and self-aligned to the valve plug by a T-head on the stem and a mating slot in
the valve plug. A stiff cushion spring minimizes free play and maintains the relative position
between the valve plug and its stem.
The valve plug has balance ports in its upper end, which vent the steam pressure buildup above
the valve plug to the turbine steam ring, thereby equalizing the pressure across the plug and
reducing the forces required to stroke the valve. With the governor valve in its full closed
position, these balance ports will vent steam inlet leakage past the valve guide and into the
turbine steam ring. This valve guide leakage flow is typically insufficient to rotate the turbine.
The valve plug is characterized by the use of V-port openings. These openings result in a small
change in flow area for a given change in valve position at the initial opening of the valve (that
is, representing the high-pressure steam conditions). The relative change in flow area increases
as the valve is opened further.
7.1.2 Three Inch Venturi Seat Governor Valve
Most AFW GS-2 model turbines use the 3 inch diameter, pressure-balanced valve plug/venturi
seat assembly, with a nominal 4 in. inlet. This larger governor valve is required to satisfy the
higher steam flow rates associated with the higher horsepower rating of the GS-2 model turbine.
As with the V-port valve, the valve plug is positioned by the governor control system through a
governor linkage assembly.
This 3 in. governor valve does not have the precise low-flow trim capability that is available with
the 2 1/2 in. V-port governor valve. The EG-type governor systems have sufficient gain
adjustment and power to compensate for this loss in low-flow trim. The PG-type governor
systems required the use of a cam-augmented linkage design to provide fine movement of the
governor valve travel when in its near closed position.
The valve’s venturi seat is shrunk-fit into the valve body and is seal-welded in place. The valve’s
guide sleeve is located in an extension of the valve bonnet and is seal-welded in place.
7-2
The valve plug is positioned within the valve body by means of its valve stem. The valve stem
forms a solid interface connection with the valve plug by means of a close-tolerance tapered fit.
The assembly is locked together with a jam nut. Because there is no capability for self-alignment
between the valve plug and its stem, it is critical that the concentricity and runout of the two
assembled parts be maintained within defined acceptance tolerance.
This valve plug also has balance ports in its upper end, which vent the steam pressure buildup
above the valve plug to the turbine steam ring, thereby equalizing the pressure across the plug
and reducing the forces required to stroke the valve. With the governor valve in its full closed
position, these balance ports will vent steam inlet leakage past the valve guide into the turbine
steam ring. This valve guide leakage flow is typically insufficient to rotate the turbine.
7.1.3 Valve Stem Packing
The valve stem packing is designed to control steam leakage along the valve stem to atmosphere,
without creating binding or excessive friction. The packing design is the same for both turbine
governor valve designs.
The valve stem packing consists of alternating carbon spacers and stainless steel flat washers,
assembled in the governor valve bonnet bore and retained in place with a guide bushing and
truarc snap ring. There are no adjustments in this assembly.
In lieu of the snap ring assembly, an alternate design is also available from the turbine vendor.
This design consists of a retainer plate located in a counterbore in the governor valve bonnet. It
is held in place by three counter-sunk allen-head cap screws.
Steam conditions in the governor valve body pressure-load the carbon spacer/steel washer
assembly in the governor valve bonnet. The carbon spacers form a close fit to the valve stem,
with significant clearance at the valve bonnet bore. Conversely, the stainless steel flat washers
form a close fit to the valve bonnet bore, with significant clearance at the valve stem. This
labyrinth design provides a throttling assembly, thus limiting steam flow across the valve stem,
while also allowing for a limited amount of self-aligning capability with the valve stem. A steam
leakoff connection is provided between the inner and outer valve stem packing.
7.2 Disassembly
Remove the governor valve operating linkage and fulcrum bracket assembly, in accordance with
Section 8.2.
7-3
NOTE: For the venturi governor valve using cam linkage, due to the design and weight of the cam
linkage assembly, it is preferred and strongly recommended that the governor valve bonnet and cam
linkage be removed as an assembly. Refer to Section 8.2.3 of this guide for the proper disassembly
sequence.
Remove the gland piping from the governor valve bonnet.
Remove the remaining stud nuts securing the valve bonnet to the valve body.
Support the weight of the valve bonnet and remove the bonnet with the valve plug and stem as an
assembly. Discard the gasket.
NOTE: Where applicable, use jacking bolts to separate the valve bonnet from the valve body.
CAUTION!! To avoid damage to the governor valve plug and stem, the valve guide, and the valve seat,
it is critical that axial alignment be maintained during bonnet removal.
With the valve bonnet removed, slide the valve plug and the valve stem as an assembly from the
bonnet.
For the 2 1/2 in. V-port valve only, remove the valve stem from the valve plug by sliding it off
the slot in the valve plug.
CAUTION!! Do not lose the assembly cushion spring that is located between the valve stem and the
valve plug.
Remove the truarc snap ring(s), the guide bushing(s), the carbon spacers, and the stainless steel
flat washers from the valve bonnet. It is recommended that the carbon spacers, stainless steel flat
washers, and snap rings be discarded, and new parts be used during valve reassembly.
NOTE: If the assembly has been in service for a long period of time, it will probably be necessary to
break up the carbon spacers and remove the components in pieces.
7-4
7.3 Inspection
Clean and remove all deposits on the governor valve seat and guide and visually inspect for
pitting, erosion, corrosion, scoring, cracks, and wear.
Clean and remove all deposits on the governor valve plug and visually inspect for pitting,
erosion, corrosion, scoring, cracks, and wear.
For the 3 in. venturi valve, inspect the bonnet extension fit diameter for scoring or galling. Clean
as necessary.
For the 3 in. venturi valve, inspect the valve body bore-fit diameter for scoring or galling. Clean
as necessary.
Visually inspect the gasket seating surfaces for pitting, corrosion, erosion, or other damage.
Refer to Section 26 (Critical Fits and Dimensions) and verify the dimensional adequacy of the
governor valve components.
Clean and visually inspect the bonnet bore(s) that had contained the carbon spacers and stainless
steel washers for pitting, corrosion, erosion, and wear. Pay particular attention to the bottom
sealing surface of the bonnet at the diameter of the bore. Due to the clearance with the carbon
spacer (spacer outside diameter versus bonnet bore diameter), this area is a natural crud trap. If
necessary, this surface should be re-machined and lapped, and finished with a fine lapping
compound.
CAUTION!! Ensure that the bottom of the bonnet bore remains perpendicular to its centerline.
Clean and visually inspect the valve stem pitting, erosion, corrosion, scoring, and wear. Replace
if necessary.
Special Inspection Notes
A significant number of corrosion-related binding problems have been reported with the
governor valve stems, most critically with the 410 stainless steel stems using a liquid-
nitrided, hardened surface. These binding conditions have resulted in turbine control
problems, including numerous overspeed trip incidents during startup.
To address this corrosion problem, several alternate stem materials, and surface-
hardening and plating processes have been designed and tested by both individual sites
and Dresser-Rand. Stem designs that are presently in service include a:
– 410 stainless steel stem with a gas-nitrided surface hardening
7-5
– 410 stainless steel stem with a liquid-nitrided surface hardening

– 410 stainless steel stem with a chrome-plated surface
– 410 stainless steel stem with an aluminized coating
– Ferillium stem with no coating
– Inconel 718 stem with no coating
– Inconel 718 stem with a special chromium-carbide coating
These stems must be closely monitored and inspected for evidence of binding conditions.
A recent problem regarding thermal expansion has been identified with the use of the
Inconel 718 valve stems. The thermal expansion coefficient for Inconel 718 is 30 to 40%
greater than the coefficient for 410 stainless steel, a condition that was not evaluated with
the change in stem material. As identified in a Part 21 design defect disclosure (issued in
April 1998), the corrective action for the thermal expansion concern is to increase the
inside diameter of the carbon spacers used in the governor valve bonnet packing
assembly. During inspection (and reassembly), it is critical to verify the required
minimum cold clearance between the outside diameter of the valve stem and the inside
diameter of the carbon spacers.
Verify runout.
For the 2 1/2 in. V-port valve, place the stem in V-blocks that are 2 in. (5 cm) from the
T-head and 2 in. (5 cm) in from the threaded end. Verify that mid-point runout is acceptable.
Excessive runout is cause for replacement.
For the 3 in. venturi valve, do not separate the valve stem from the valve plug unless valve stem
replacement is required. With the valve plug supported in V-blocks, verify acceptable runout
conditions for the valve stem. Excessive runout is cause for valve stem replacement.
7.4 Valve Stem Replacement, 3 Inch Venturi Valve
Replacement of the valve stem is required if pitting, corrosion, excessive runout, or other
unacceptable conditions are found.
Remove the valve stem lock nut from inside the valve plug and discard. Due to the staking, this
nut is not normally reusable.
NOTE: Due to the potential for heavy staking of the assembly nut, the reduced area of the threaded end
of the valve stem might shear off during removal of the nut.
7-6
Using a press, drive the valve stem out of the valve plug. In some cases, it will be necessary to
machine the stem.
Cut off the valve stem approximately flush with the end of the valve plug.
With the valve plug centered in a lathe, drill a 5/16 in. (0.8 cm) diameter hole all of the
way through the valve stem. Press the remaining valve stem material out of the valve
plug.
If the valve stem still cannot be pressed from the valve plug, using tapered reamers,
continue to reduce the stem’s wall thickness until separation is accomplished.
With the new valve stem supported in V-blocks adjacent to the threaded end and the tapered end,
verify that its runout is acceptable.
Apply a thin coat of Prussian blue to the taper on the new valve stem and check the contact
between the stem and the tapered hole in the valve plug. A minimum of 75% contact is required.
Clean the components and install the valve stem into the valve plug.
With the valve plug supported in V-blocks, verify acceptable valve stem runout conditions.
If the runout is excessive, remove the stem and rotate it to a new position. Recheck the runout.
An inability to meet the runout requirements necessitates replacement of the valve stem, the
valve plug, or both.
When the runout is acceptable, install and torque the valve stem lock nut to 8 to 10 ft-lb (11 to
14 N-m) and recheck the runout.
CAUTION!! Due to dimension tolerances, it is possible that the tapered end of the valve stem might
protrude through the thickness of the valve plug’s head. This condition results in the locknut bottoming on
the valve stem rather than on the valve plug. To correct this, install a 410 stainless steel washer with a
thickness equal to the length of the protrusion plus approximately 0.020 in. (0.05 cm).
If runout is still acceptable, stake the end of the valve stem to secure the lock nut.
7-7
7.5 Reassembly
7.5.1 Valve Stem Packing
Verify that the valve bonnet bore and its bottom surface are clean and smooth, thus providing
acceptable sealing surfaces.
Orient the governor valve bonnet with the axis of the carbon spacer/steel washer bore vertical. It
should be oriented with the steam side facing up, and with a clearance elevation high enough to
insert (and remove) a 12 in. (30 cm) long round-stock (or spare valve stem) into the bonnet bore
from the outside (or atmospheric) end of the bonnet.
Insert a 12 in. (30 cm) long, 0.498 to 0.499 in. (1.265 to 1.267 cm) diameter round-stock (or
spare valve stem) into the bonnet bore from the outside (or atmospheric) end of the bonnet.
Install new carbon spacers and stainless steel flat washers into the steam side of the valve bonnet.
It is critical that a carbon spacer be installed first and then be followed by alternating flat washers
and carbon spacers until the valve bonnet cavity is full. If necessary, the stack can be finished
with two carbons or two flat washers in order to fill the cavity. The final packing assembly
should completely fill the cavity without being tight. Note the following guidelines:
• The carbon spacers and the steel washers must be freely installed, without using force.
• The carbon spacers will fit with a close clearance to the valve stem and the steel washers will
fit with a close clearance to the valve bonnet bore.
• Lightly tap each steel washer after its installation to verify its proper seating in the valve
bonnet bore.
• Typically 18 to 22 carbon spacers and steel washers are required to fill the valve bonnet
cavity.
Complete this assembly by installing the valve stem guide bushing and new truarc snap ring.
When installing the snap ring, the bevel on its outside diameter must face toward the carbon
spacer/flat washer assembly, with the sharp edge away from the assembly.
Insert the valve stem (2 1/2 in. V-port valve) or the valve stem/plug assembly (3 in. venturi
valve) into the steam side of the governor valve bonnet, carefully pushing the round stock (or
spare stem) from the valve bonnet.
Temporarily secure the valve stem against inadvertent movement while re-positioning the valve
bonnet.
Orient the governor valve bonnet with the axis of the carbon spacer/steel washer bore horizontal.
7-8
Install new carbon spacers and stainless steel flat washers into the atmospheric side of the valve
bonnet. Again, it is critical that a carbon spacer be installed first. Typically, one steel washer and
an additional carbon spacer will then fill this cavity.
Complete this assembly by installing the valve stem guide bushing and new truarc snap ring.
When installing the snap ring, the bevel on its outside diameter must face toward the carbon
spacer/flat washer assembly, with the sharp edge away from the assembly.
For the 2 1/2 in. V-port valve, install the V-port valve plug onto the valve stem with its cushion
spring.
7.5.2 Valve Reassembly
NOTE: Do not install the valve bonnet on the venturi governor valve using the cam linkage at this time.
Refer to Section 8.4.3 for the proper reassembly sequence.
For the 3 in. valve only, apply anti-seize compound to the fit diameter on the valve bonnet
extension.
Install the valve bonnet, with the valve plug and stem assembly, onto the valve body using a new
flexitallic gasket (a few turbine assemblies, with a design pressure greater than 1250 psig, use a
soft metal gasket in lieu of the flexitallic gasket). For optimum drainage, verify that the bonnet is
oriented with the valve stem leakoff connection below the valve stem’s centerline, preferably
vertically downward.
CAUTION!! It is critical that axial alignment be maintained during the valve bonnet installation. The
valve bonnet has a rabbit fit with the valve body, but there is no doweled interface. There is some
allowable radial movement and significant circumferential movement between the two parts. To assist in
proper alignment, it is recommended that two, temporary, cylindrical dowels be installed in accessible
bolt holes approximately 180° apart.
Install the stud nuts and gradually tighten to a snug condition in an alternating sequence,
ensuring that the valve bonnet is pulled up square to the valve body joint face at all times during
the tightening sequence. The valve body and the valve bonnet flanges will mate up metal-to-
metal when the bonnet bolting is tight, ensuring proper alignment.
CAUTION!! Verify free rotation and axial movement of the valve plug/valve stem assembly during the
tightening sequence.
7-9
7.6 List of Figures

Figure Description
7-1 Two and One Half-Inch Governor Valve Internals
7-2 Three Inch Governor Valve Internals
7-3 Governor Valve Stem Packing
7-10
Figure 7-1: Two and One Half Inch Governor Valve Internals 7-11
7-12
Figure 7-2: Three Inch Governor Valve Internals 7-13

7-14
Figure 7-3: Governor Valve Stem Packing 7-15

8
TURBINE GOVERNOR VALVE LINKAGE
The governor valve linkage consists of those components that position the governor valve in
response to changes in the output of the turbine governor control system.
8.1 Description
The governor valve linkage between the turbine governor control system and the turbine
governor valve varies with the turbine assemblies:
• Reference Figures 8-1 and 8-2. All turbines using the EG-type governor with remote servo
use a single, fulcrum-supported actuating lever between the remote servo and the governor
valve stem.
• Reference Figure 8-3. The smaller turbines using the 2 1/2 in. governor valve and the PG-
type governor use a multi-lever pinned assembly between the governor servo and the
governor valve stem.
• Reference Figures 8-4 through 8-11. The larger turbines, using the 3 in. governor valve and
the PG-type governor, use a combined lever and cam assembly between the governor servo
and the governor valve stem. There are several cam linkage designs, depending on the
variations of the PG-type governors used. Use of the cam geometry provides for
characterizing the governor valve stem movement, most critically with the valve near its full
closed position.
8.1.1 Lever-Type Linkage
The lever-type linkage, whether a single-lever pinned assembly or a multi-lever multi-pin

assembly, translates the governor servo position to a governor valve position at a constant, linear
ratio.
8.1.2 Cam-Type Linkage
The cam-type linkage consists of a pivoted cam, a valve stem-mounted cam follower, and the
necessary pinned lever assemblies required to connect the governor control system output to the
cam. There are several configurations used to match the different mechanical governor types
with various governor valve mounting positions.
The purpose of the cam-type linkage is to reduce the gain of the system when the governor valve
is operating near its full closed position (that is, during high-pressure steam inlet conditions), but
to still allow for complete governor valve opening as steam inlet conditions reduce to their lower
pressure value.
8-1
Turbine Governor Valve Linkage
8.2 Linkage Disassembly
NOTE: Before beginning disassembly, manually stroke the governor valve in order to examine and note
any excessive play or binding in the linkage and valve parts due to wear or damage.
8.2.1 Turbines Using the EG-Type Governor with Remote Servo
Remove the flexloc nut and assembly pin between the governor lever and the remote servo slip
link. Remove the Garlock thrust washers, where applicable.
Remove the valve stem jam nut.
Loosen its setscrew and remove the valve stem outer spring seat.
Lift the governor lever upwards as required to clear the valve stem assembly.
NOTE: If the assembly uses a large actuating lever for the valve position indicator switches, it might be
necessary to remove its locating dowel pin and rotate or remove the switch actuating lever in order for
the governor lever to clear the valve stem assembly.
Loosen its setscrew and remove the anti-rotation governor lever block.
Loosen its setscrew and remove the inner spring seat.
Remove the valve stem spring.
Loosen its setscrew and remove the spring seat from the fulcrum support bracket.
Remove the stud nuts securing the bracket to the valve bonnet, and remove the fulcrum support
bracket, complete with the governor lever.
CAUTION!! Use care in supporting the weight of the fulcrum support bracket. Avoid contact with the
valve stem.
8-2
8.2.2 Turbines Using the PG-Type Governor and the V-Port Governor Valve
Remove the flexloc nuts and assembly pins, and remove the connecting rod/rod end assembly
that interfaces the governor servo and the governor lever.
Remove the valve stem jam nut.
Loosen its setscrew and remove the valve stem outer spring seat.
Rotate the governor lever assembly as required to clear the valve stem assembly.
Loosen its setscrew and remove the anti-rotation governor lever block.
Loosen its setscrew and remove the inner spring seat.
Remove the valve stem spring.
Loosen its setscrew and remove the spring seat from the fulcrum support bracket.
Remove the stud nuts securing the bracket to the valve bonnet. Remove the fulcrum support
bracket, complete with the governor lever.
CAUTION!! Use care in supporting the weight of the fulcrum support bracket. Avoid contact with the
valve stem.
8.2.3 Turbines Using the PG-Type Governor and the Venturi Governor Valve
Due to the design of the cam linkage and the weight of the assembly, it is preferred and strongly
recommended that the governor valve bonnet and cam linkage be removed as an assembly.
If equipped with a governor-mounted servo, remove the flexlock nuts and assembly pins and
remove the connecting rod/rod end assembly that interfaces the servo and the cam linkage.
If equipped with a fulcrum bracket-mounted servo, remove the hydraulic tubing between the
servo and the governor.
Remove the stud nuts securing the governor valve bonnet.
8-3
Remove the governor valve bonnet, complete with the fulcrum support bracket and the governor
valve plug/stem assembly.
If equipped with a valve stem spring, loosen its setscrew and remove the outer spring seat and
the valve stem spring.
Following are three types of valve stem connector assemblies used with the various cam linkage
designs:
• A valve stem connector with a threaded bushing and a single jam nut
• A threaded valve stem connector with two jam nuts
• A slotted valve stem connector with two jam nuts
Loosen the applicable jam nuts on the governor valve stem.
While holding the applicable valve stem connector components in place, remove the governor
valve plug/stem assembly.
CAUTION!! Use care in supporting the weight of the governor valve plug/stem assembly while
unscrewing it from the valve stem connector components.
Remove the fulcrum support bracket from the governor valve bonnet.
8.3 Inspection
Visually inspect all lever and linkage pivot points, rod ends, pins, and Garlock bushings for
excessive play or looseness. Repair or replace as necessary.
NOTE: Excessive play or looseness is a common cause of improper or unstable governor performance.
Examine the radius faces of the governor lever at its interface with the valve stem spring seats.
If flats have been worn on the contact faces, the area should be dressed with a fine file to restore
the radius profile.
Where applicable, visually inspect the valve stem spring and the remote servo slip link spring for
cracks and distortion; replace as necessary. The valve stem spring has a free length of 3.0 in.
(7.6 cm) and the remote servo slip link spring has a free length of 2.5 in. (6.4 cm). Both springs
have a nominal spring constant of 130 lbs per in. (230 N/cm). A 10% reduction in design value
8-4
or a 5% change in a previously logged measurement would indicate the necessity for spring
replacement.
Where applicable, visually inspect the valve stem spring seats and guides for abnormal rubbing
and excessive wear.
Special Inspection Note
The fulcrum support spring seat, as used on some governor valves, was originally a two-
piece assembly that consisted of a bronze bushing inserted into a steel housing. As
identified in a Part 21 design defect disclosure issued in April 1984, 17 spring seat
assemblies were manufactured with a dimensional tolerance error. These defective spring
seats were provided as spare parts.
The two-piece assembly is now obsolete and has been replaced with a single-piece steel
spring seat. If inspection identifies that the bronze/steel spring seat assembly is installed,
it is recommended that it be replaced with the single-piece steel spring seat. At a
minimum, the integrity of the bronze/steel assembly must be verified, re-staking as
necessary.
8.4 Linkage Reassembly and Adjustment
8.4.1 Turbines Using the EG-Type Governor with Remote Servo
Install the fulcrum support bracket, complete with the governor lever. Align the fulcrum on its
dowel pins and retain it in position with its stud nuts.
CAUTION!! Use care in maintaining alignment between the fulcrum support bracket and the valve
stem. Avoid contact with the valve stem.
Torque the valve bonnet stud nuts.
Where applicable, install the gland piping onto the valve bonnet.
Lift the governor lever clear of the valve stem.
Install the valve stem spring seat in the fulcrum support bracket and turn it fully clockwise into
the bracket. Do not tighten its setscrew at this time.
8-5
Verify free valve stem movement with no binding.
Install the valve stem spring and the inner spring seat onto the valve stem. Do not tighten the
spring seat setscrew at this time.
CAUTION!! The governor valve stem spring has a free length of 3 in. (7.6 cm) and the servo spring has
a free length of 2 1/2 in. (6.4 cm). In all other ways, the springs are identical. Do not interchange them.
Lower the governor lever into position on the valve stem.
Verify proper alignment between the governor lever and the remote servo slip link. With the
governor lever in an approximate horizontal position, verify that the assembly pin hole in the
remote servo slip link is located in the center of the slot in the governor lever. If necessary, re-
align the remote servo’s mounting (adapter) plate.
With the remote servo fully inserted and the governor valve held in its fully closed position,
adjust the threaded position of the inner spring seat on the valve stem so that the assembly pin
hole in the governor lever is approximately 1/8 in. (0.3 cm) above the corresponding pin hole in
the remote servo slip link. This relationship will ensure positive, full closure of the governor
valve before the remote servo is fully inserted.
Lock the inner spring seat into position on the valve stem with its setscrew.
Lift the governor lever clear of the valve stem and install the anti-rotation governor lever block.
Thread the block onto the valve stem until it contacts the inner spring seat and lock it into
position with its setscrew.
Rotate the valve stem assembly as necessary to orient the anti-rotation governor lever block so
that its radius edges are on the top and its square edges are on the bottom.
Lower the governor lever into position on its anti-rotation block.
Thread the outer spring seat onto the valve stem and adjust for the required total clearance
between the radius surfaces of the governor lever and the inner and outer spring seats. Verify the
minimum clearance throughout the full valve stroke. Lock the outer spring seat into position with
its setscrew.
Install and tighten the valve stem jam nut.
Verify free valve stem movement with no binding.
8-6
Turn the fulcrum support spring seat counterclockwise, compressing the valve stem spring to
obtain approximately 1/32 in. (0.1 cm) space between the spring coils with the governor valve in
its full closed position. Do not coil bind! Lock the spring seat into position with its setscrew.
If the remote servo is replaced, a 1/4 in. (0.6 cm) diameter hole must be drilled through the new
servo rod, 1/2 in. (1.3 cm) from its end, to facilitate installation of the slip link.
If the remote servo slip link spring was removed during disassembly or replaced during
assembly, it must be compressed to an installed length of 2 in. (5 cm).
Install the assembly pin and flexloc nuts between the governor lever and the remote servo slip
link. Verify full pin thread engagement with the locknuts (to achieve their locking feature).
CAUTION!! Do not over-tighten the locknuts, thereby restricting free movement.
Verify acceptable total side clearance between the thickness of the remote servo slip link and the
space in the governor lever fork. On the GS-1 governor valve assemblies, this clearance is
typically within the dimensional tolerances of the components. On the GS-2 governor valve
assemblies, this clearance is obtained with the use of one or two Garlock thrust washers.
If removed, install and properly orient the actuating lever for the valve position indicator
switches. Lock into position with its dowel pin.
Manually stroke the governor valve through its full travel and verify smooth movement with no
binding or sticking. Specifically, verify that there is side clearance and free movement at the
governor lever/fulcrum pivot point and at the interface between the governor lever and the
remote servo slip link.
Release the governor valve from its full closed position and verify that the valve stem spring has
sufficient force to fully open the valve.
NOTE: Do not lubricate the Garlock bushings and thrust washers associated with the governor lever
assembly.
8.4.2 Turbines Using the PG-Type Governor and the V-Port Governor Valve
Install the fulcrum support bracket, complete with the governor lever. Align the fulcrum on its
dowel pins and retain it in position with its stud nuts.
8-7
CAUTION!! Use care in maintaining alignment between the fulcrum support bracket and the valve
stem. Avoid contact with the valve stem.
Torque the valve bonnet stud nuts.
Where applicable, install the gland piping onto the valve bonnet.
Lift the governor lever clear of the valve stem.
Install the fulcrum support spring seat into the fulcrum support bracket and turn it fully
clockwise into the bracket. Do not tighten its setscrew at this time.
Install the valve stem spring and the inner spring seat onto the valve stem. Do not tighten the
spring seat setscrew at this time.
Lower the governor lever assembly into position on the valve stem.
Manually close the governor valve and mark the valve stem position or measure its extension
from a fixed point.
CAUTION!! Verify that the valve stem spring is not coil-bound when the governor valve is full closed.
Open the valve a distance that is equal to 1/2 the specified valve travel, as identified on the
turbine nameplate.
Adjust the inner spring seat so that its contact with the governor lever assembly locates the
horizontal lever in an approximate horizontal position. Lock the inner spring seat in place on the
valve stem with its setscrew.
Lift the governor lever assembly as required to clear the valve stem and install the anti-rotation
governor lever block. Thread the block onto the valve stem until it contacts the inner spring seat
and lock it into position with its setscrew.
Rotate the valve stem assembly as necessary to orient the anti-rotation governor lever block so
that its radius edges are on the top and its square edges are on the bottom.
Lower the governor lever into position on its anti-rotation block.
Thread the outer spring seat onto the valve stem and adjust it for the required total clearance
between the radius surfaces of the governor lever and the inner and outer spring seats. Lock the
outer spring seat into position with its setscrew.
8-8
Install and tighten the valve stem jam nut.
Turn the fulcrum support spring seat counterclockwise, compressing the valve stem spring to
obtain approximately 1/32 in. (0.1 cm) space between the spring coils with the governor valve in
its full closed position. Do not coil bind! Lock the spring seat into position with its setscrew.
Manually close the governor valve and adjust the length of the connecting rod/rod end assembly
as required to set the governor servo approximately 1/16 in. (0.2 cm) from its full off position
when the assembly pins are installed. With the adjustment complete, permanently install the
assembly pins and flexloc nuts and lock the rod ends with their jam nuts.
Manually stroke the governor valve through its full travel and verify smooth movement with no
binding or sticking.
Release the governor valve from its full closed position and verify that the valve stem spring has
sufficient force to fully open the valve.
NOTE: Do not lubricate the Garlock bushings and thrust washers associated with the governor lever
assembly.
8.4.3 Turbines Using the PG-Type Governor and the Venturi Governor Valve
Disconnect the valve stem connector, nut, cam follower, and washers.
Inspect the parts for nicks, burrs, and damage; clean and replace them as necessary.
NOTE: In some applications, the washers were ground to facilitate alignment of the cam plate. The
washers might not be interchangeable with each other. New washers might require grinding for proper
fit.
Reassemble the parts. Install the nut snug-tight. Verify freedom of movement of the cam plate
assembly.
Orient the valve bonnet vertically. Remove the valve stem/plug assembly. Install the fulcrum
support bracket, complete with the cam plate and its associated components, onto the governor
valve bonnet.
8-9
As indicated during disassembly, the following are the three types of valve stem connector
assemblies that are used with the various cam linkage designs:
• A valve stem connector with a threaded bushing and a single jam nut
• A threaded valve stem connector with two jam nuts
• A slotted valve stem connector with two jam nuts
While holding the applicable valve stem connector components in place, install the governor
valve plug/stem assembly into the governor valve bonnet/fulcrum assembly.
CAUTION!! Use care in supporting the weight of the governor valve plug/stem assembly while screwing
it into the valve stem connector components.
Install the governor valve bonnet, complete with the fulcrum support bracket and the governor
valve plug/stem assembly, onto the valve body using a new flexitallic gasket.
CAUTION!! It is critical that axial alignment be maintained during the valve bonnet installation. The
valve bonnet has a rabbit fit with the valve body but there is no doweled interface. There is some
allowable radial movement and significant circumferential movement between the two parts. To assist in
proper alignment, it is recommended that two, temporary, cylindrical dowels be installed in accessible
bolt holes approximately 180° apart.
Install the stud nuts and gradually tighten them in an alternating sequence, ensuring that the
valve bonnet is pulled up square to the valve body joint face at all times during the tightening
sequence. The valve body and valve bonnet flanges will mate up metal-to-metal when the bonnet
bolting is tight, thus ensuring proper alignment.
Remove the clevis pin that connects the linkage to the cam plate.
Rotate the cam plate in its opening and closing directions and verify free valve stem movement
with no binding.
With the applicable valve stem connector locking components loosened and the cam plate held in
its valve-closed position, adjust the threaded engagement of the valve stem so that the valve plug
is NOT fully seated.
Reinstall the clevis pin that connects the linkage to the cam plate and any other linkage
components removed during disassembly.
8-10
Adjust the interconnecting linkage between the cam plate and the governor servo so that, with
the cam follower at the closed end of the slot in the cam plate, the governor servo is bottomed in
its closed position.
With the cam plate rotated to its closed position, and the governor servo bottomed in its closed
position, adjust the valve stem engagement in the valve stem connector to achieve a gap of 0.060
to 0.090 in. (0.15 to 0.23 cm) between the cam follower and the closed end of the cam slot. If
there is no gap, the valve plug is not fully closed. If the gap exceeds
0.090 in. (0.23 cm), full valve travel will not be achieved and some of the de-gaining design of
the cam will be lost.
Tighten the applicable valve stem connector locking components.
Manually stroke the governor valve through its full travel, first by rotating the cam plate and then
by moving the lever assembly. Verify smooth movement with no binding or sticking.
Move the governor valve to its full closed position and verify the 0.060 to 0.090 in. (0.15 to
0.23 cm) gap between the cam follower and the closed end of the cam slot.
Reference Figures 8-4, and 8-8 through 8-10
If equipped with a valve stem spring, reinstall the spring. Adjust the outer spring seat to obtain
sufficient preload so that when the cam plate is rotated to the closed position and released, the
governor valve will return to a partially open position.
CAUTION!! Do not preload the spring to a point where it becomes coil-bound with the governor valve
in its closed position.
NOTE: Some governor valve assemblies have an external spring in the linkage assembly that holds the
valve partially open in the standby condition.
If equipped with a fulcrum bracket-mounted servo, reinstall the hydraulic tubing between the
servo and the governor.
An additional linkage is installed on those control systems that use the Woodward-type PGA
governors to provide position feedback to the governor. This linkage should be adjusted to obtain
a droop shaft dial reading from 29 (governor valve full closed) to 15 (governor valve full open):
8-11
• With the governor valve fully closed, adjust the connecting rod to obtain a droop dial reading
of 29.
• With the governor valve fully open, adjust the lengths of the cam position feedback lever and
the governor droop lever to obtain a droop dial reading of 15.
• The preload spring between the cam position feedback lever and the governor droop lever
eliminates any lost motion in the feedback linkage due to looseness or wear in the rod end
bearings and the connecting rod clevis. This spring should have a preload of 2 to 5 lbs
(9 to 22 N).
8-12
8.5 List of Figures

Figure Description
8-1 Linkage Adjustment Points, Single-Lever EG Governor, V- Port Valve
8-2 Linkage Adjustment Points, Single-Lever EG Governor, Venturi Valve
8-3 Linkage Adjustment Points, Multi-Lever PG Governor, V- Port Valve
8-4 Linkage Adjustment Points, Cam and Lever PG Governor, Venturi Valve
8-5 Cam Assembly, Enlarged View
8-7 Cam Assembly, Enlarged View
8-13
8-14
Figure 8-1: Linkage Adjustment Points, Single-Lever EG Governor, V- Port Valve 8-15
8-16
Figure 8-2: Linkage Adjustment Points, Single-Lever EG Governor, Venturi Valve 8-17
8-18
Figure 8-3: Linkage Adjustment Points, Multi-Lever PG Governor, V- Port Valve 8-19
8-20
Figure 8-4: Linkage Adjustment Points, Cam and Lever PG Governor, Venturi Valve 8-21
8-22
Figure 8-5: Cam Assembly, Enlarged View 8-23

8-24
8-26
Figure 8-7: Cam Assembly, Enlarged View 8-27

8-28
8-30
8-32
8-34
9
TURBINE JOURNAL BEARINGS
AFW turbines are fitted with two journal bearings, which support the turbine rotor in its casing
and maintain the correct radial position of the rotor relative to the steam nozzles, seals, and other
stationary components. Journal bearings carry the weight of the rotor, radial steam loads, and
coupling-induced loads. They control rotor vibration and provide damping. Journal bearings are
hydrodynamic bearings, which rely on an oil film or wedge between the bearing and the shaft to
prevent wear and remove friction heat. Anti-friction bearings, ball or roller, are not used for
journal bearing applications in these turbines.
The following two journal bearing configurations are used, depending on the specific turbine
design:
• Poured Babbitt Journal Bearing
• Precision Insert Journal Bearing
9.1 Poured Babbitt Journal Bearing
9.1.1 Description
The poured babbitt journal bearing is used on most AFW turbines. The original bearing design
was a cast iron shell that was lined with a poured lead base babbitt and horizontally split for easy
installation and removal. A new bearing design offers a steel tube with a centrifugally cast tin
base babbitt. The tube assembly is then horizontally split, doweled, bolted, and bored. The
improved, new design bearing is interchangeable with the original bearing.
The poured babbitt bearing design is supplied in two nominal diameters, 2 1/4 and 2 3/4 in. (5.7
and 7.0 cm).
The governor end journal bearing also contains elements of the turbine thrust bearing. With this
configuration, the governor end and coupling end journal bearings are not interchangeable.
The journal bearings have provisions for both oil-ring lubrication and pressure-feed lubrication.
Because AFW turbines do not have an external auxiliary oil pump, ring lubrication is required
for turbine startup and coastdown. Some AFW turbines also use the pressure-feed lubrication
configuration, where a turbine shaft-driven oil pump provides pressurized oil to the center of the
journal bearing via a feed hole in the lower-half bearing shell.
9-1
Turbine Journal Bearings
The upper-half bearing shell has an inspection hole through which the functioning of the oil ring
can be verified. The upper-half bearing shell also has a locating hole, which mates to a dowel in
the bearing pedestal cap, thus ensuring proper bearing orientation during assembly.
NOTE: Some governor end upper-half bearing shells are constructed with extensions at the horizontal
split, thus preventing inadvertent rotation of the bearing during assembly. This configuration does not
require a locating dowel.
9.1.2 Disassembly
9.1.2.1 Coupling End
NOTE: Anytime the coupling end bearing pedestal cap is disturbed or removed, it will be necessary to
reinstall the magnetic speed pickup(s) and to verify that the gap between the pickup and the speed-sensing
gear is 0.008 to 0.010 in. (0.020 to 0.025 cm).
Remove the magnetic speed pickup(s).
Remove the bearing pedestal cap locating dowel pins and the bearing cap joint bolting. Lift the
bearing pedestal cap vertically to clear the journal bearing and remove it.
Remove the assembly screws and the upper-half journal bearing.
Move the oil ring clear of the lower-half journal bearing and locate it in a safe area.
Support the turbine shaft with a lifting sling or wooden blocks and wedges, and roll out the
lower-half journal bearing. It might be necessary to tap on the bearing shell to break it loose from
an oil film or a tight fit. Care must be taken to avoid distorting or upsetting metal at the shell
joint.
Thoroughly clean the journal bearing assembly with an approved solvent.
9.1.2.2 Governor End
Disconnect the mechanical overspeed trip connecting rod from the trip linkage on the turbine trip
and throttle (T & T) valve.
Remove the overspeed trip interlock limit switch and bracket and locate them in a safe area.
9-2
Remove the bolts securing the vertical flange of the pump bracket cap to the governor end
bearing pedestal cap.
Remove the assembly screws and remove the upper-half journal bearing.
Support the turbine shaft with a lifting sling or wooden blocks and wedges, and roll out the
lower-half journal bearing. It might be necessary to tap on the bearing shell to break it loose from
an oil film or a tight fit. Care must be taken to avoid distorting or upsetting metal at the shell
joint.
9.1.3 Inspection
Examine the bearing babbitt for wear, wiping, cracking, discoloration due to overheating, or
separation from its steel backing. The original cast iron-backed bearings did not have a tight
bond between the backing and the babbitt, and a slight separation line between them was normal.
Excessive separation, however, is cause for replacement. Slight scoring on the babbitt faces and
hard deposits embedded in the babbitt can be removed with a scraper or Scotch-Brite.
Examine the oil feed hole in the lower-half bearing shell for plugging or foreign object damage.
Examine the oil rings for distortion or other damage.
Clean the turbine shaft journal bearing contact area and examine it for pitting, scoring, and
discoloration due to overheating. Minor imperfections can be polished and blended with fine
crocus cloth or Scotch-Brite. Serious imperfections, which can result in improper bearing
performance, might require rework or replacement of the turbine shaft.
Measure and record the turbine shaft diameter. Measure and record the inside diameter of the
journal bearings. Verify that the diametrical clearance between the turbine shaft and the journal
bearings is acceptable. Note that there is a different acceptance criteria for turbines using a
pressure-circulating lubrication system versus turbines with ring-lubrication only.
Examine the fit of the journal bearing assembly within the bearing pedestal for evidence of
looseness. There is a slight interference fit between the two, which must be verified during
reassembly.
If unacceptable conditions are discovered during the bearing inspection, replace the complete
journal bearing assembly.
Examine residuals in the oil for evidence of turbine condition. The type of metallic deposits and
other foreign material present can indicate its origin and the condition of a part or parts.
9-3
With the governor end bearing pedestal cap removed, visually inspect the overspeed trip tappet
assembly for damage.
9.1.4 Reassembly
9.1.4.1 Coupling End and Governor End
New journal bearings are preserved with a rust inhibitor for storage purposes. If a new bearing is
required, it must be thoroughly cleaned with an approved solvent prior to installation.
Using lint-free rags and an approved solvent, thoroughly clean the turbine bearing pedestals
(with their self-contained oil sumps) and the bearing pedestal caps. Verify that all joint faces are
clean and free of any upset metal.
Verify that the oil flow paths into the turbine bearing pedestals are free from obstruction and
foreign material.
Apply a thin film of oil on the turbine shaft journal area and then roll the lower-half journal
bearing into position.
Remove its support mechanism and lower the turbine shaft onto the journal bearings.
Install the upper-half journal bearings and verify their proper orientation at the horizontal joint.
Reinstall the assembly screws.
Verify the interference fit between the journal bearing and the bearing pedestal cap in the
following manner:

• Position the shimstock strips on the bearing pedestal mating surfaces.
• Place plastic gauge material on top of the bearing shell.
• Install and then remove the bearing pedestal cap. Read the plastic gauge.
• The interference fit will be the difference between the shimstock thickness and the plastic
gauge reading.
• Remove the plastic gauge material.
Prepare the bearing pedestal cap joint faces with a thin coating of Permatex-2 or other approved
compound.
Install the bearing pedestal cap. Install and seat the locating dowel pins and then install and
tighten the bearing cap joint bolting.
9-4
9.1.4.2 Coupling End Only
Reinstall the magnetic speed pickup(s) using the following guidelines:

• Verify that the speed-sensing spur gear is properly aligned with the center of the speed
pickup mounting hole, and that it is secured with its two setscrews. Re-align if necessary.
• With a dial indicator located on the speed-sensing gear via the speed pickup mounting hole,
rotate the turbine shaft and verify that the total indicated runout is acceptable. Locate the
high-point gear tooth in the center of the pickup mounting hole.
• Verify that the speed pickup mounting hole threads (5/8-18) are free of burrs and foreign
material.
• Install the magnetic speed pickup and screw it in until contact is made with the spur gear
tooth.
• Mount a dial indicator on the end of the magnetic speed pickup and, turning
counterclockwise, back the pickup out to its acceptable gap setting.
• With the dial indicator in place, tighten the pickup locknut and verify that the gap setting
remains within its acceptable range.
• If the final speed pickup gap exceeds its acceptance criteria, repeat the adjustment process.
• Reinstall the speed pickup electrical connector.
9.1.4.3 Governor End Only
Reinstall the bolts securing the vertical flange of the pump bracket cap to the bearing pedestal
cap.
Reinstall the overspeed trip interlock limit switch and bracket.
Reconnect the mechanical overspeed trip connecting rod to the trip linkage on the turbine T & T
valve.
Measure the turbine shaft endplay:

• Hand-jack the turbine shaft to one end.
• Release the load and zero a dial indicator on the turbine shaft.
• Hand-jack the turbine shaft to the opposite end.
• Release the load and read the dial indicator.
• Repeat this effort to verify consistent readings.
Verify that the turbine shaft endplay is acceptable.
9-5
9.2 Precision Insert Journal Bearings
9.2.1 Description
The precision insert bearings consist of a stamped steel shell with a thin babbitt lining similar to
automotive bearings. They are used in some model ZS-4N turbines in AFW applications.
The bearing is a two-piece, horizontally split insert with oil feed holes and an oil distribution
groove in the center. The halves are located in the bearing pedestal bore by a tab in each half,
which fits into a corresponding slot in the pedestal bore. The stamped shells are not round in the
free, unsupported condition, but are forced round when sprung into the pedestal bore and
clamped together.
New bearings are interchangeable between coupling and governor ends. Used bearings must be
reinstalled in their original locations.
9.2.2 Disassembly
9.2.2.1 Coupling End
NOTE: Anytime that the coupling end bearing pedestal cap is disturbed or removed, it will be necessary
to reinstall the magnetic speed pickup(s) and to verify that the gap between the pickup and the speed-
sensing gear is 0.008 to 0.010 in. (0.020 to 0.025 cm).
Remove the magnetic speed pickup(s).
bearing pedestal cap vertically to clear, and remove it. The upper-half bearing will normally
come off with the bearing cap. Pull or pry the upper half loose from the bearing cap and remove
it.
Support the turbine shaft with a lifting sling or wooden blocks and wedges. Locate the
positioning tab in the lower-half bearing at the split and, pushing on the opposite side of the
bearing, roll out the lower-half journal bearing. It might be necessary to tap on the bearing shell
to break it loose from an oil film or a tight fit. Care must be taken to avoid distorting or upsetting
metal at the shell joint.
9-6
9.2.2.2 Governor End
Disconnect the mechanical overspeed trip connecting rod from the trip linkage on the turbine
T & T valve.
Remove the bolts that secure the vertical flange of the pump bracket cap to the governor end
bearing pedestal cap vertically to clear, and remove it. The upper-half bearing will normally
come off with the bearing cap. Pull or pry the upper half loose from the bearing cap and remove
it.
Support the turbine shaft with a lifting sling or wooden blocks and wedges. Locate the
positioning tab in the lower-half bearing at the split and, pushing on the opposite side of the
bearing, roll out the lower-half journal bearing. It might be necessary to tap on the bearing shell
to break it loose from an oil film or a tight fit. Care must be taken to avoid distorting or upsetting
metal at the shell joint.
9.2.3 Inspection
Examine the bearing babbitt for wear, wiping, cracking, discoloration due to overheating, or
separation from its steel backing. Slight scoring on the babbitt faces and hard deposits embedded
in the babbitt can be removed with a scraper or Scotch-Brite.
Examine the oil feed hole in the lower-half bearing shell for plugging or foreign object damage.
Examine the oil rings for distortion or other damage.
Clean the turbine shaft journal bearing contact area and examine for pitting, scoring, and
discoloration due to overheating. Minor imperfections can be polished and blended with fine
crocus cloth or Scotch-Brite. Serious imperfections, which can result in improper bearing
performance, might require rework or replacement of the turbine shaft.
Measure and record the turbine shaft diameter.
Verify that the diametrical clearance between the turbine shaft and the journal bearings is
acceptable. Due to the out-of-round condition of the bearing shells in the free state, the bearing
clearance can only be measured with the bearing installed in the bearing pedestal (and with the
cap installed tight [or in a special fixture]). The preferred method of measuring clearance is to
9-7
use plastic gauge material inserted between the shaft and the bearing. The turbine shaft lift
method is an acceptable alternate.
Examine the fit of the journal bearing assembly within the bearing pedestal for evidence of
looseness. There is a slight interference fit between the two, which can only be verified by
measuring the bearing pedestal bore. Correct pedestal bore diameter is 2.199 to 2.200 in. (5.585
to 5.588 cm). If the pedestal bore diameter is outside of these limits, re-machining is normally
required.
If unacceptable conditions are discovered during the bearing inspection, replace the complete
journal bearing assembly.
Examine residuals in the oil for evidence of the turbine condition. The type of metallic deposits
and other foreign material can indicate its origin and the condition of a part or parts.
With the governor end bearing pedestal cap removed, visually inspect the overspeed trip tappet
assembly for damage.
9.2.4 Reassembly
9.2.4.1 Coupling End and Governor End
New journal bearings are preserved with a rust inhibitor for storage purposes. If a new bearing is
required, it must be thoroughly cleaned with an approved solvent prior to installation.
Using lint-free rags and an approved solvent, thoroughly clean the turbine bearing pedestals
(with their self-contained oil sumps) and the bearing pedestal caps. Verify that all joint faces are
clean and free of any upset metal.
Apply a thin film of oil on the turbine shaft journal area. Roll the lower-half journal bearing into
position, while making sure that the positioning tab is aligned with, and fits into, its slot.
Remove its support mechanism and lower the turbine shaft into the journal bearings.
Install the upper-half journal bearing into the bearing cap and verify the proper orientation of the
positioning tab in its slot.
compound.
Install the bearing pedestal cap. Install and seat the locating dowel pins and then install and
tighten the bearing cap joint bolting.
9-8
9.2.4.2 Coupling End Only
Reinstall the magnetic speed pickup(s), using the following guidelines:

• Verify that the speed-sensing spur gear is properly aligned with the center of the speed
pickup mounting hole, and that it is secured with its two setscrews. Re-align if necessary.
• Locate a dial indicator on the speed-sensing gear. Via the speed pickup mounting hole, rotate
the turbine shaft and verify that the total indicated runout is acceptable. Locate the high-point
gear tooth in the center of the pickup mounting hole.
• Verify that the speed pickup mounting hole threads (5/8-18) are free of burrs and foreign
material.
• Install the magnetic speed pickup and screw it in until contact is made with the spur gear
tooth.
• Mount a dial indicator on the end of the magnetic speed pickup and, turning
counterclockwise, back the pickup out to its acceptable gap setting.
• With the dial indicator in place, tighten the pickup locknut and verify that the gap setting
remains within its acceptable range.
• If the final speed pickup gap exceeds its acceptance criteria, repeat the adjustment process.
• Reinstall the speed pickup electrical connector.
9.2.4.3 Governor End Only
cap.
Reconnect the mechanical overspeed trip connecting rod to the trip linkage on the turbine trip
and throttle valve.

• Repeat the effort to verify consistent readings.
Verify that the turbine shaft endplay is acceptable.
9-9
9.3 List of Figures

Figure Description
9-1 Journal Bearing Fit Measurement
9-2 Speed Pickup Gap Setting
9-10
Figure 9-1: Journal Bearing Fit Measurement 9-11

9-12
Figure 9-2: Speed Pickup Gap Setting 9-13

10
TURBINE THRUST BEARING
A thrust bearing is fitted to all turbines. The thrust bearing serves to position the turbine rotor
axially in its correct location relative to the steam nozzles, seals, drive gears, driven equipment,
and other stationary components. The thrust bearing also absorbs any steam-induced thrust loads
developed in the turbine, and any thrust loads that are transmitted through the coupling from the
pump. The Terry solid-wheel design has very little internally developed steam thrust, so the
primary thrust loads are those from the coupling.
Five basic thrust-absorbing configurations are used, depending on the turbine design:
• Double-ball thrust bearing (most AFW turbines)
• Combination double-ball/collar thrust bearing
• Combination single-ball/collar thrust bearing
• Double-collar thrust bearing
• Two-row ball thrust bearing
10.1 Double-Ball Thrust Bearing
10.1.1 Description
The double-ball thrust bearing configuration is used on most AFW turbine applications. It
consists of two angular contact ball bearings installed back to back, so that the pair is capable of
absorbing thrust in either direction. Because the thrust bearing is not intended to carry any radial
load, the outer races are free to move radially.
The outer races of the two ball bearings are positioned axially in the shell of the governor end
journal bearing, with an allowable axial clearance between the journal bearing shell and the ball
bearing outer races of 0.000 to 0.002 in. (0.000 to 0.005 cm). On some turbines fitted with
2 3/4 in. (7.0 cm) diameter journal bearings, a horseshoe-shaped shim plate is included to allow
positive capture of the thrust bearing outer races.
The inner races of the two ball bearings, with a spacer for positioning the turbine wheel, are
shrunk-fit against a shoulder on the turbine shaft and are held in position with a
lockwasher/locknut assembly.
10-1
Turbine Thrust Bearing
The nominal ball thrust bearing axial clearance is 0.000 to 0.006 in. (0.000 to 0.015 cm).
Replacement is recommended when the original clearance increases by 0.003 in. (0.008 cm), or
when total clearance in the ball bearings exceeds 0.009 in. (0.023 cm).
Lubrication to the ball thrust bearing is provided by the oil that is pressure-fed to the governor
end journal bearing, and by subsequent oil flow from the end of the journal bearing to the thrust
bearing.
10.1.2 Disassembly
Prior to disassembly, the as-found turbine shaft endplay (or turbine shaft axial movement) should
be measured. This measurement must be taken with the bearing pedestal caps doweled and
bolted in place, and with the turbine uncoupled from its driven equipment:
Verify that the as-found endplay satisfies acceptance criteria. Excessive endplay could indicate a
worn or damaged ball thrust bearing, or possibly a damaged journal bearing shell.
Disconnect the mechanical overspeed trip connecting rod from the trip linkage on the turbine trip
and throttle (T & T) valve.
Remove the overspeed trip interlock limit switch and bracket, and locate them in a safe area.
Remove the assembly screws and the upper-half journal bearing. If used, remove the horseshoe-
shaped make-up plate.
Support the turbine shaft with a lifting sling or wooden blocks and wedges and roll out the
lower-half governor end journal bearing assembly. It might be necessary to tap on the bearing
shell to break it loose from an oil film or a tight fit. Care must be taken to avoid distorting or
upsetting metal at the shell joint.
10-2
At this point in disassembly, the ball thrust bearing is available for inspection (while it is
installed on the turbine shaft). If inspection results indicate the necessity for replacement, the
following steps define the disassembly required for removal of the ball thrust bearing. Turbines
with the disc-type overspeed trip assembly require turbine rotor removal for thrust bearing
replacement. With the pin-type overspeed trip assembly, the thrust bearing can be removed with
the rotor in place. However, if thrust bearing replacement is required, a simultaneous turbine
internal inspection is recommended. The disassembly instructions are written accordingly.
Refer to sections 15.2 and 16.2 and remove the upper-half turbine casing and the turbine rotor.
Place the rotor on firm supports (for example, on V-blocks temporarily located across the turbine
bearing pedestals).
Loosen its locking setscrew and remove the drive gear locknut. Use care to avoid distorting the
turbine shaft.
Match-mark its location and remove the drive gear with its key and the gear spacer.
Measure and record the as-found turbine shaft runout in the gear spacer area.
If the disc-type mechanical overspeed trip is used, loosen its locking setscrew and remove the
disc assembly as a unit, with its key.
If the pin-type mechanical overspeed trip is used, loosen the weight-adjusting screw’s locking
setscrew. Remove the weight-adjusting screw (the solid screw), the trip weight, and the trip
weight spring. Match-mark its orientation and remove the overspeed trip disc with its key.
Remove the thrust bearing locknut and lockwasher. Use care to avoid distorting the turbine shaft.
Remove the ball thrust bearing. The inner races of the bearings are a slight interference fit on the
shaft. If the bearings are to be reused, take care to pull only on the inner race while removing the
bearings, so as to not damage the balls or races. Removal of the bearings is not recommended
unless replacement is planned.
Removal of the thrust bearing spacer is not required unless it has been damaged or if it is
necessary to adjust the turbine wheel lap.
In preparation for inspection and reassembly, thoroughly clean all component parts with an
approved solvent.
10.1.3 Inspection
Examine each ball bearing for smooth rotation and any feel of roughness or noise. Examine the
balls and races for scoring, cracks, abnormal wear, and discoloration due to overheating. If
unacceptable conditions are discovered, or if the as-found endplay exceeds the maximum
allowed, the ball bearing must be replaced as a complete assembly.
10-3
Examine the gear spacer and the thrust bearing spacer for upset metal, distortion, and abnormal
wear. Replace parts if unacceptable, non-repairable conditions are found.
Examine the turbine shaft for upset metal. Pay special attention to threads that were in contact
with locking setscrews. Upset metal and minor bruises can be cleaned and blended using a fine
oil stone, emery paper, and Scotch-Brite. Turbine shaft threads can be repaired with an
appropriate thread gauge file.
10.1.4 Reassembly
If removed, install the thrust bearing spacer.
Orient the ball bearings back to back, with the wider faces of their outer races facing each other.
Heat the bearings to 175–200°F (79–93°C) and slide them onto the turbine shaft. Hold the
bearings against the thrust bearing spacer and the shaft shoulder until they shrink onto the turbine
shaft.
Install the lockwasher and locknut. Use care to avoid distorting the turbine shaft when tightening
the locknut. Torque the locknut to 200 ft-lb (270 N-m) and bend a lockwasher tab into the
locknut slot.
If the pin-type mechanical overspeed trip is used, install the mechanical overspeed trip disc
(noting its proper orientation) with its key. Reinstall the trip weight spring, the trip weight, and
the weight-adjusting screw (the solid screw). Fully extend the trip weight and then turn the
weight-adjusting screw (the solid screw) exactly two turns counterclockwise.
If the disc-type mechanical overspeed trip is used, install the disc assembly as a unit with its key,
and tighten its locking setscrew.
CAUTION!! The mechanical overspeed trip assembly will require trip setpoint verification.
Measure and record the turbine shaft runout in the gear spacer area. Compare with the as-found
measurement recorded during disassembly and verify that runout is acceptable.
Install the gear spacer and the drive gear with its key, noting its proper orientation.
Install the drive gear locknut. Use care to avoid distorting the turbine shaft when tightening the
locknut. Torque the locknut to 150 ft-lb (200 N-m). Tighten the locking setscrew and stake it in
place.
10-4
Using lint-free rags and an approved solvent, thoroughly clean the turbine bearing pedestal (with
its self-contained oil sump) and the bearing pedestal cap. Verify that all joint faces are clean and
free of any upset metal.
Verify that the oil flow paths into the turbine bearing pedestal are free from obstruction and
foreign material.
Reinstall the lower-half governor end journal bearing.
Refer to Section 16.5 and reinstall the turbine rotor.
Properly locate the oil rings on the turbine shaft.
Install the upper-half journal bearing and verify proper orientation at the horizontal joint.
compound.
Install the bearing pedestal cap. Install and seat the locating dowel pins. Install and tighten the
bearing cap joint bolting.
cap.
valve.

Verify that the final endplay satisfies acceptance criteria.
Reference Figure 10-8 and verify correct wheel lap.
Refer to Section 15.4 and reinstall the upper-half turbine casing.
10-5
10.2 Combination Double-Ball With Collar Thrust Bearing
10.2.1 Description
The double-ball with collar thrust bearing consists of two angular contact ball bearings installed
back to front so that they both share the thrust load in the downstream direction. Upstream thrust
is absorbed by a shaft-mounted collar riding against a babbitted face on the journal bearing. The
babbitted end of the journal bearing has oil grooves to provide lubrication to the thrust collar.
Because the thrust bearing is not intended to carry any radial load, the outer races are free to
move radially.
The outer races of the two ball bearings are positioned axially in the shell of the governor end
journal bearing, with an allowable axial clearance between the journal bearing shell and the ball
bearing outer races of 0.000 to 0.002 in. (0.000 to 0.005 cm). On turbines fitted with 2 3/4 in.
(7.0 cm) diameter journal bearings, a horseshoe-shaped make-up plate is included to allow the
adjustment of this fit by grinding the make-up plate to suit.
The inner races of the two ball bearings, with a spacer for positioning the turbine wheel, are
shrunk-fit against a shoulder on the turbine shaft and are held in position with a
lockwasher/locknut assembly.
The nominal thrust bearing axial clearance is 0.008 to 0.012 in. (0.020 to 0.030 cm).
Replacement is recommended when the clearance exceeds 0.020 in. (0.051 cm).
Lubrication to the ball thrust bearing is provided from axial grooves in the governor end journal
bearing.
10.2.2 Disassembly
be measured. This measurement must be taken with the bearing pedestal caps doweled and
bolted in place, and with the turbine uncoupled from its driven equipment.
worn or damaged ball thrust bearing or possibly a damaged journal bearing shell.
10-6
T & T valve.
Remove the assembly screws and the upper-half journal bearing. If used, remove the horseshoe-
At this point in disassembly, the thrust bearing is available for inspection (while it is installed on
the turbine shaft). Examine the babbitted end of the journal bearing for signs of scoring, wear, or
discoloration indicating overheating. Examine the ball bearings and the thrust collar for damage.
If inspection results identify excessive clearance and damage to the babbitted thrust faces of the
journal bearing, but good condition of the thrust collar and the ball thrust bearings, the journal
bearing only can be replaced. This will normally restore proper clearance and rotor position.
If inspection results indicate the necessity for replacement of the thrust collar, then turbine rotor
removal is required and a simultaneous turbine internal inspection is recommended. The
disassembly instructions are written accordingly.
If inspection results indicate the necessity for replacement of the ball thrust bearing, the
following steps define the disassembly required for its removal. Turbines with disc-type
overspeed trip mechanisms require turbine rotor removal for thrust bearing replacement. With
the pin-type of trip rotor, the thrust bearing can be removed with the rotor in place. However, if
thrust bearing replacement is required, a simultaneous turbine internal inspection is
recommended. The disassembly instructions are written accordingly.
bearing pedestals).
turbine shaft.
10-7
Match-mark its orientation and remove the drive gear with its key and the gear spacer.
Remove the ball thrust bearing. The inner races of the bearings are a slight interference fit on the
shaft. If the bearings are to be reused, take care to pull only on the inner race while removing the
bearings, so as to not damage the balls or races.
Remove the thrust bearing spacer and inner thrust collar. The inner thrust collar is a slight
interference fit on the shaft and has a slot that fits over a pin in the shaft to prevent rotation.
approved solvent.
10.2.3 Inspection
Examine each ball bearing for smooth rotation and any feel of roughness or noise. Examine the
unacceptable conditions are discovered, the ball bearing must be replaced as a complete
assembly.
Examine the thrust face of the journal bearing for wear, scoring, embedded particles, or
discoloration. Minor scoring or particle damage can be reworked with a scraper and Scotch-
Brite. Major damage or wiping is cause for replacement.
Examine the thrust collar for wear, scoring, or discoloration. Examine the bore and
corresponding shaft fit area for signs of fretting or looseness. Replace the collar if unacceptable,
non-repairable conditions are found. If possible, measure the thickness of the thrust collar in an
undamaged area and record this dimension.
appropriate thread file.
10-8
10.2.4 Reassembly
Replacement inner thrust collars are supplied over-sized in thickness to allow for proper
clearance and correct wheel lap. If a good thickness measurement of the original inner collar was
possible, then the new collar can be machined to this dimension. If the existing collar is damaged
beyond measurement, a trial assembly is required to determine the required thrust collar
thickness.
Install the turbine rotor without the thrust collars in the case. Use a new governor end journal
bearing and thrust the rotor downstream against the ball bearings. Verify a nominal wheel lap of
1/16 in. (0.2 cm). If wheel lap is unacceptable, the ball thrust bearing spacer length must be
adjusted to achieve proper lap.
Measure the distance from the thrust face of the journal bearing to the shaft shoulder against
which the inner thrust collar locates. Subtract 0.010 in. (0.025 cm) from this dimension for thrust
clearance. This is the required thickness of the replacement collar.
Machine the thrust-face side of the collar only, to the dimension determined above. This surface
must be maintained square to the bore and smooth finished to 63 root mean square (RMS).
Orient the ball bearings face to back, with the wider faces of their outer races both facing the
journal bearing.
Heat the bearings to 175–200°F (79–93°C) and slide them onto the turbine shaft. Hold the
bearings against the thrust bearing spacer and the shaft shoulder until they shrink onto the turbine
shaft.
locknut slot.
tighten its locking setscrew, and stake it in place.
10-9
measurement recorded during disassembly and verify that runout is acceptable.
place.
foreign material.
compound.
cap.
valve.

10-10
10.3 Combination Single-Ball With Collar Thrust Bearing
10.3.1 Description
The single-ball with collar thrust bearing consists of an angular contact ball bearing installed to
carry the thrust load in the downstream direction. Upstream thrust is absorbed by a shaft-
mounted collar riding against a babbitted face on the journal bearing. The babbitted end of the
journal bearing has oil grooves to provide lubrication to the thrust collar. Because the thrust
bearing is not intended to carry any radial load, the outer race is free to move radially.
The outer race of the ball bearing is positioned axially by the shell of the governor end journal
bearing.
The inner race of the ball bearing, with a spacer for positioning the turbine wheel, is shrunk-fit
against a shoulder on the turbine shaft and (along with the trip disc and spacer) is held in position
with a locknut/setscrew assembly.
The nominal thrust bearing axial clearance is 0.008 to 0.012 in. (0.020 to 0.030 cm).
Replacement is recommended when the clearance exceeds 0.020 in. (0.051 cm).
Lubrication to the ball thrust bearing is provided from axial grooves in the governor end journal
bearing.
10.3.2 Disassembly
be measured. This measurement must be taken with the bearing pedestal cap doweled and bolted
in place, and with the turbine uncoupled from its driven equipment:
10-11

worn or damaged ball thrust bearing, or possibly a damaged journal bearing shell.
T & T valve.
Remove the assembly screws and the upper-half journal bearing. Remove the horseshoe-shaped
make-up plate, if used.
At this point in disassembly, the thrust bearing is available for inspection (while it is installed on
the turbine shaft). Examine the babbitted end of the journal bearing for signs of scoring, wear, or
discoloration indicating overheating. Examine the ball bearing and the thrust collar for damage.
journal bearing, but good condition of the thrust collar and the ball thrust bearing, the journal
bearing only can be replaced. This will normally restore proper clearance and rotor position.
If inspection results indicate the necessity for replacement of the ball bearing or the thrust collar,
turbine rotor removal is required and a simultaneous turbine internal inspection is recommended.
The disassembly instructions are written accordingly.
bearing pedestals).
Loosen its locking setscrew and remove the drive gear locknut. Use care to avoid distorting
turbine shaft.
10-12
Loosen its locking setscrew and remove the overspeed trip disc assembly locknut.
Remove the overspeed trip disc assembly as a unit with its key.
Remove the overspeed trip disc spacer/oil deflector.
Remove the ball thrust bearing. The inner race of the bearing is a slight interference fit on the
shaft. If the bearing is to be reused, take care to pull only on the inner race while removing the
bearing, so as to not damage the balls or races.
Remove the thrust bearing spacer and inner thrust collar. The inner thrust collar is a slight
approved solvent.
10.3.3 Inspection
Examine the ball bearing for smooth rotation and any feel of roughness or noise. Examine the
unacceptable conditions are discovered, the ball bearing must be replaced as a complete
assembly.
Examine the thrust face of the journal bearing for wear, scoring, embedded particles, or
Examine the thrust collar for wear, scoring, or discoloration. Examine the bore and
corresponding shaft fit area for signs of fretting or looseness. Replace the collar if unacceptable,
non-repairable conditions are found. If possible, measure the thickness of the thrust collar in an
undamaged area and record this dimension.
10-13
10.3.4 Reassembly
Replacement inner thrust collars are supplied over-sized in thickness to allow for proper
clearance and correct wheel lap. If a good thickness measurement of the original inner collar was
possible, then the new collar can be machined to this dimension. If the existing collar is damaged
beyond measurement, a trial assembly is required to determine the required thrust collar
thickness.
Install the turbine rotor without the thrust collars in the case. Use a new governor end journal
bearing and thrust the rotor downstream against the ball bearing. Verify a nominal wheel lap of
1/16 in. (0.2 cm). If wheel lap is unacceptable, the ball thrust bearing spacer length must be
adjusted to achieve proper lap.
which the inner thrust collar locates. Subtract 0.010 in. (0.025 cm) from this dimension for thrust
clearance. This is the required thickness of the replacement collar.
must be maintained square to the bore and smooth finished to 63 RMS.
Install the inner thrust collar, aligning its slot with the turbine shaft’s anti-rotation pin.
Install the thrust washer spacer.
Orient the ball bearing with the wider face of the outer race facing the journal bearing.
Heat the bearing to 175–200°F (79–93°C) and slide it onto the turbine shaft. Hold the bearing
against the thrust bearing spacer and the shaft shoulder until it shrinks onto the turbine shaft.
Install the overspeed trip disc spacer/oil deflector, the overspeed trip disc, and its locknut. Use
care to avoid distorting the turbine shaft when tightening the locknut. Torque the locknut to 200
ft-lb (270 N-m), tighten the setscrew, and stake it in place.
measurement recorded during disassembly and verify that the runout is acceptable.
place.
10-14
foreign material.
compound.
cap.
valve.

Verify that the final endplay satisfies the acceptance criteria.
Reference Figure 10-8 and verify the correct wheel lap.
10-15
10.4 Double-Collar Thrust Bearing
10.4.1 Description
The double-collar thrust bearing consists of two collars or discs mounted on the turbine shaft,
one on each end of the governor end journal bearing. The ends of the journal bearing have
babbitted faces and oil feed grooves from the journal bearing for lubrication. The collars are
fixed to the shaft with keys and a locknut. Axial movement of the turbine rotor is prevented by
the collars riding against the babbitted ends of the journal bearing.
Rotor position is determined by the thickness of the inner thrust collar. Thrust bearing clearance
is determined by the thickness of a spacer under the outer thrust collar. Normal thrust clearance
is 0.008 to 0.012 in. (0.020 to 0.030 cm). Repair or replacement is recommended when clearance
exceeds 0.020 in. (0.051 cm).
10.4.2 Disassembly
worn or damaged journal bearing babbitt face or damaged thrust collars.
T & T valve.
Remove the assembly screws and the upper-half journal bearing.
10-16
Move the oil rings clear of the lower-half journal bearing and locate them in a safe area.
At this point in disassembly, the thrust bearing is available for inspection. Examine the babbitted
ends of the journal bearing for signs of scoring, wear, or embedded particles. Examine the thrust
collar surfaces for scoring, wear, or discoloration, which indicates overheating.
journal bearing, but good condition of the thrust collars, the journal bearing only can be replaced.
This will normally restore proper clearance and rotor position.
If inspection results indicate the necessity for replacement of the thrust collars, the following
steps define the disassembly required. Turbine rotor removal is required and a simultaneous
turbine internal inspection is recommended. The disassembly instructions are written
accordingly.
Refer to sections 15.2 and 16.2 and remove the upper-half turbine casing and the turbine rotor,
and place the rotor on firm supports (for example, on V-blocks temporarily located across the
turbine bearing pedestals).
turbine shaft.
disc assembly as a unit with its key.
Remove the thrust collar locknut and lockwasher. Use care to avoid distorting the turbine shaft.
Remove the outer thrust collar and its key. The collar is a slight interference fit on the shaft.
Remove the thrust collar spacer. The inner thrust collar can now be removed. It is also a slight
approved solvent.
10-17
10.4.3 Inspection
Examine the thrust faces of the journal bearing for wear, scoring, embedded particles, or
Examine the thrust collars for wear, scoring, or discoloration. Examine the bores and
corresponding shaft fit areas for signs of fretting or looseness. Replace the collars if
unacceptable, non-repairable conditions are found. If possible, measure the thickness of the inner
thrust collar in an undamaged area and record this dimension.
10.4.4 Reassembly
Replacement inner thrust collars are supplied over-sized in thickness to allow proper positioning
of the rotor for the correct wheel lap. If a good thickness measurement of the original inner collar
was possible, then the new collar can be machined to this dimension. If the existing collar is
damaged beyond measurement, a trial assembly is required to determine the required thrust
collar thickness.
Install the turbine rotor without the thrust collars in the case (using a new governor end journal
bearing), and position the rotor to the nominal wheel lap of 1/16 in. (0.2 cm).
which the inner thrust collar locates. This is the required thickness of the replacement collar.
must be maintained square to the bore and smooth finished to 63 RMS.
Install the inner thrust collar, aligning its slot with the turbine shaft’s anti-rotation pin.
Thrust clearance is set by adjusting the length of the outer thrust collar spacer. This can be
accomplished by comparing the as-found clearance and the original thrust collar spacer thickness
with the thickness of the replacement thrust collar spacer.
Install the thrust washer spacer.
10-18
Install the outer thrust collar, its lockwasher, and its locknut. Torque the locknut to 200 ft-lb
(270 N-m) and lock with the lockwasher.
tighten its locking setscrew, and stake it in place.
place.
foreign material.
compound.
10-19
cap.
valve.

10.5 Two-Row Ball Thrust Bearing
10.5.1 Description
The two-row ball thrust bearing arrangement is used only on type ZS-4N turbines with precision
insert type-journal bearings. The thrust bearing is a single, two-row, angular contact bearing with
thrust capability in both axial directions.
The outer race is positioned in the bearing housing between the bearing bridge and a horseshoe-
The inner race of the bearing, with a spacer for positioning the turbine wheel, is shrunk-fit
against a shoulder on the turbine shaft and is held in position with a lockwasher/locknut
assembly.
The nominal ball thrust bearing axial clearance is 0.000 to 0.006 in. (0.000 to 0.015 cm).
Replacement is recommended when the original clearance increases by 0.003 in. (0.008 cm) or
when the total clearance in the ball bearings exceeds 0.009 in. (0.023 cm).
Lubrication to the ball thrust bearing is provided from the governor end journal bearing.
10-20
10.5.2 Disassembly
worn or damaged ball thrust bearing.
T & T valve.
Remove the horseshoe make-up plate.
At this point in disassembly, the ball thrust bearing is available for inspection (while it is
installed on the turbine shaft). If inspection results indicate the necessity for replacement, the
following steps define the disassembly required for removal of the ball thrust bearing. Turbines
with disc-type overspeed trip mechanisms might require turbine rotor removal for thrust bearing
replacement. With the pin-type trip rotor, the thrust bearing can be removed with the rotor in
place. However, if thrust bearing replacement is required, a simultaneous turbine internal
inspection is recommended. The disassembly instructions are written accordingly.
bearing pedestals).
turbine shaft.
10-21
disc assembly as a unit with its key.
setscrew, remove the weight-adjusting screw (the solid screw), the trip weight, and the trip
weight spring. Match-mark its orientation and remove the overspeed trip disc, with its key.
Remove the ball thrust bearing. The inner race of the bearing is a slight interference fit on the
shaft. If the bearing is to be reused take care to pull only on the inner race while removing the
bearing so as to not damage the balls or races. Removal of the bearing is not recommended
unless replacement is planned.
Removal of the thrust bearing spacer is not required unless it has been damaged or if it is
necessary to adjust the turbine wheel lap.
approved solvent.
10.5.3 Inspection
Examine the ball bearing for smooth rotation and any feel of roughness or noise. Examine the
unacceptable conditions are discovered, or if the as-found endplay exceeds the maximum
allowed, the ball bearing must be replaced.
other foreign material can indicate the origin of the residuals and the condition of a part or parts.
10.5.4 Reassembly
If removed, install the thrust bearing spacer.
Orient the ball bearing with the loading slot in the outer race facing the journal bearing.
10-22
Heat the bearing to 175–200°F (79–93°C) and slide it onto the turbine shaft. Hold the bearing
against the thrust bearing spacer and the shaft shoulder until it shrinks onto the turbine shaft.
locknut slot.
If the disc-type mechanical overspeed trip is used, install the disc assembly as a unit with its key.
Tighten its locking setscrew and stake it in place.
place.
Reinstall the thrust bearing horseshoe make-up plate.
compound.
10-23
Reinstall the bolts that secure the vertical flange of the pump bracket cap to the bearing pedestal
cap.
valve.

10-24
10.6 List of Figures

Figure Description
10-1 Double-Ball Thrust Bearing, Disc Trip
10-2 Double-Ball Thrust Bearing, Pin Trip
10-3 Double-Ball Thrust Bearing
10-4 Combination Double-Ball With Collar Thrust Bearing
10-5 Combination Single-Ball With Collar Thrust Bearing
10-6 Double-Collar Thrust Bearing
10-7 Two-Row Ball Thrust Bearing
10-8 Wheel Lap
10-25
10-26
Figure 10-1: Double-Ball Thrust Bearing, Disc Trip 10-27

10-28
Figure 10-2: Double-Ball Thrust Bearing, Pin Trip 10-29

10-30
Figure 10-3: Double-Ball Thrust Bearing 10-31

10-32
Figure 10-4: Combination Double-Ball With Collar Thrust Bearing 10-33

10-34
Figure 10-5: Combination Single-Ball With Collar Thrust Bearing 10-35

10-36
Figure 10-6: Double-Collar Thrust Bearing 10-37

10-38
Figure 10-7: Two-Row Ball Thrust Bearing 10-39

10-40
Figure 10-8: Wheel Lap 10-41

11
TURBINE SHAFT OIL SEALS
Oil seals are used on AFW turbine assemblies to retain atmospheric oil within their respective
bearing pedestals and to deflect steam and water away from entering into the bearing pedestal.
11.1 Description
For the turbine’s coupling end bearing pedestal, oil seals are used on both the inboard and the
outboard ends of the pedestal. Each oil seal consists of an oil deflector (sometimes identified as a
thrust collar) located on the turbine shaft with setscrews, and a split dust collar (one half located
in the bearing pedestal and the other half located in the bearing pedestal cap). The lower-half
dust collars have drain holes, which are oriented to return trapped oil into the bearing pedestal.
The inboard oil deflector includes a steam shield used to prevent steam and water (potentially
leaking from the turbine shaft steam seals) from entering the oil system. For the turbine’s
governor end bearing pedestal, a single oil seal is used on the inboard end of the pedestal. This
oil seal consists of an oil deflector, a steam shield, and a split dust collar, which is similar to that
used on the inboard end of the coupling end bearing pedestal. The outboard end of the governor
end bearing pedestal is enclosed within the pump bracket housing (with the turbine shaft
contained therein), so a shaft oil seal is unnecessary.
Many original thrust collars were an assembly consisting of the thrust collar and a sheet metal
deflector that was riveted to the assembly. Replacement thrust collars are a one-piece design that
has the deflector integral with the thrust collar. Due to the thicker deflector and slight differences
in the deflector position on the collar, additional machining might be required to maintain
adequate axial and radial clearances at assembly.
11.2 Disassembly
Removal of the dust collars from the bearing pedestals for cleaning or replacement is
accomplished by rolling the lower half out of the bearing pedestal bore if the turbine rotor is in
place, or by prying the dust collar out if the rotor has been removed. The upper half is removed
by prying it out of the bearing pedestal cap.
CAUTION!! Dust collar halves must be match-marked prior to removal to ensure that parts are not
inadvertently interchanged during reassembly.
11-1
Turbine Shaft Oil Seals
Removal of the oil deflectors requires removal of the turbine rotor (refer to Section 16.2). With
the turbine rotor removed, loosen the setscrews and pull the oil deflectors from the turbine shaft.
Prior to removing the oil deflectors from the coupling end of the turbine shaft, the coupling hub
and sleeve, and the speed-sensing gear, must be removed from the turbine shaft. Prior to
removing the oil deflector from the governor end of the turbine shaft, the drive gear, the
overspeed trip components, and the thrust bearing assembly must be removed from the turbine
shaft.
11.3 Inspection
Examine each dust collar for distortion or bends in their labyrinth edges and straighten them as
necessary.
Verify that the drain holes in the lower-half dust collars are free from foreign material, with an
open drain path into their respective bearing pedestals.
Examine the steam shields on the appropriate oil deflectors for distortion or bends and straighten
them as necessary. Some steam shields are an integral part of the oil deflectors; others are a two-
piece design with the shield attached to the oil deflector by rivets or screws. For the two-piece
design, verify that the shield is properly attached with no looseness.
Verify that the clearance between stationary and rotating components is acceptable.
11.4 Reassembly
Refer to Section 16.5 for turbine rotor reassembly and installation of the corresponding oil
deflectors.
Apply a light coating of sealant on the mating surfaces and roll the dust collars into their
respective bearing pedestals and bearing pedestal caps. The oil drain holes in the lower-half dust
collars must be properly oriented to ensure oil drainage into the bearing pedestal. If new dust
collars are installed, some rework might be necessary for proper clearance. If necessary, the
inside diameter of the dust collars can be scraped to obtain the minimum radial clearance.
11-2
12
TURBINE SHAFT STEAM SEALS
Clearance seals are used on AFW turbine assemblies to control the leakage of steam from the
interface between the turbine shaft and the turbine casing. The seals are subjected to exhaust
steam pressure only.
12.1 Description
The steam seal assembly consists of a gland case, split at the horizontal joint, which contains
four sets of carbon ring assemblies. The three inboard carbon ring assemblies are active steam
seals, with the outboard ring considered to be an air seal.
The original gland seal cases are cast iron. Replacement stainless steel gland cases are now
available.
The gland case halves are bolted and doweled, and machined as an assembly containing four
compartments for the carbon ring seals. The side faces of the carbon ring compartments are
machined to a smooth finish, concentric and square to the shaft, to provide a sealing face with
the carbon rings. The gland cases are match-machined and are not interchangeable. The
lower half of each gland case has a drain or leakoff connection, which is drilled and tapped into
the annular space just inside the outboard carbon ring’s sealing compartment. The drain
connection is typically piped to a local drain system.
The gland case assemblies are located between the upper-half and lower-half turbine casings.
Removal of the upper-half gland case requires removal of the upper-half turbine casing. Removal
of the lower-half gland case requires removal of the turbine rotor.
NOTE: The dowel pin, shown on most AFW section drawings between the lower gland housing and the
turbine case, was not supplied and is not required.
Each carbon ring consists of three segments held together by a garter spring, which permits the
assembled ring to float with the turbine shaft. Each segment is match-marked on one side, at its
12-1
Turbine Shaft Steam Seals
outer edge and near its butt end, so that the three segments in each ring can be assembled in the
correct relationship to each other. The segments are not interchangeable and each carbon ring
must be replaced as an assembly. The garter spring freely passes through a clearance hole drilled
into a carbon ring rotation stop piece. This stop piece fits into a machined recess in the lower-
half gland case and into a slot in one of the carbon ring segments. Differential pressure across the
gland forces each carbon ring assembly against the sealing face of its respective gland case
compartment.
The carbon ring assembly is designed with a cold clearance to the turbine shaft so that the
clearance at operating temperature is minimized. This cold clearance is based on the nominal
diameter of the ring, the difference in thermal expansions of the carbon ring and shaft, and the
normal operating exhaust temperature of the turbine. Excessive clearance will result in excessive
leakage, and inadequate clearance can result in both excessive leakage and high shaft vibration.
12.2 Disassembly
Refer to Section 15.2 and remove the upper-half turbine casing.
Remove the assembly bolts, studs, and nuts, and separate the gland case joint with a light tap
using a soft-face hammer.
Lift the upper-half gland case vertically to clear the carbon rings and remove it. If the carbon
rings are frozen in the case, it will be necessary to pry the upper-half gland case off its horizontal
joint and cut the four carbon ring garter springs prior to gland case removal.
CAUTION!! Match-mark the gland case halves to ensure that coupling end parts are not inadvertently
interchanged with governor end parts.
Roll each assembled garter spring out of its mating groove in the carbon ring and remove the
carbon ring segments. It is inadvisable to disconnect the spring while in place over the ring
assembly. That would require significant stretching, which could result in a permanent
lengthening of the spring, rendering it useless.
NOTE: It is recommended that carbon rings and springs be replaced rather than reused.
CAUTION!! If the carbon ring segments are to be examined and reused, it is essential that they be
identified as to their exact location and orientation. Carbon ring segments are matched and are not
interchangeable.
12-2
Disconnect the garter springs and remove them with the carbon ring rotation stops. The rotation
stops are sometimes secured to the lower-half gland case with a locking screw.
Refer to Section 16.2 and remove the turbine rotor.
Separate the joint and remove the lower-half gland case, carefully feeding the leakoff piping and
flex hose through the rib openings of the bearing pedestal. It is usually necessary to disconnect
the gland piping prior to removing the gland case.
12.3 Inspection
Examine each carbon ring segment for nicks, pits, chips, or cracks, and for any scoring on its
sealing face. The unacceptable condition of any segment will be cause for replacement of the
carbon ring assembly because segments are not interchangeable.
With the carbon ring assembled, check the seating of the segment butts by holding them in front
of a strong light. Butts should be flat and square, with no light seen between them. Replace the
carbon ring assembly if unacceptable conditions are found.
If the as-found clearance determined during disassembly is excessive, replace the carbon ring
assembly(s).
Visually inspect the garter spring(s) for discoloration (overheating), permanent stretch, and coil
deformation. Replace if any concerns are noted.
Visually inspect the rotation stop piece for deformation or any upset metal. Verify that the garter
spring freely passes through its respective hole in the rotation stop piece. Replace the stop piece
if any concerns are noted.
Thoroughly clean the gland cases. Do not neglect to clean the gland case outside diameter fit
with the turbine casing. Visually inspect the carbon ring compartments for pitting and foreign
materials. Dress the compartment sealing faces to return them to their original smooth finish. If
necessary, the gland cases can be assembled and the compartment sealing faces machine-cut to
return them to their original finish. Verify that the joint faces are clean and free of any upset
metal. Upset metal can be removed with a fine, flat file or oil stone, using care to maintain sharp
edges and corners for proper sealing upon reassembly.
Clean the turbine shaft’s chrome-plated carbon ring contact area, and examine for pitting,
peeling, scoring, and discoloration due to overheating. Minor imperfections can be polished and
blended with fine crocus cloth or Scotch-Brite. Serious imperfections, which can result in
improper gland performance, might require rework or replacement of the turbine shaft. Measure
the turbine shaft diameter and verify that it is within acceptable limits.
12-3
12.4 Reassembly
NOTE: As identified previously in the section on disassembly, it is recommended that new carbon rings
and springs be used in reassembly.
If new gland cases are required, verify that their as-cast condition does not interfere with the
wheel nuts on the turbine shaft.
The leakoff piping and flex hose must typically be reinstalled, using approved thread sealant,
prior to locating the gland case in the turbine casing.
Verify that the turbine casing locating rib is clean and free of any upset metal.
NOTE: The recommended jointing compound is Industrial Gasket and Shim Company’s Turbo Repair
Kit, Part Number ZZ3373X062KIT. The kit consists of Turbo 50, a liquid resin, and Temp-Tite II, a high-
solid, 1/16 in. (0.2 cm) diameter sealant string. The complete part number is critical in ensuring that the
repair kit is obtained, rather than just a container of resin or a container of Temp-Tite II string.
The kit is identified with a limited shelf life of six months. However, sealing results are significantly
improved if the kit is less than one-month old. Industrial Gasket and Shim Company is noted for
immediate delivery of this product upon request.
Curing agents (X1 Catalyst and 718 Catalyst) are available. However, industry experience has proven
that the use of a catalyst is not required or recommended. Under no circumstances should the 718
Catalyst be used, as the curing process starts immediately at room temperature.
Once the jointing compound has been applied to the sealing surface, the assembly process should be
completed within a 10 hour period.
CAUTION!! The Material Safety Data Sheet for Turbo 50 identifies the potential for skin irritation with
the use of this product. Personnel who react to poison ivy should avoid contact with Turbo 50.
Apply a thin film of the liquid resin to the locating rib of the lower-half turbine casing. Lay a
single pass of Temp-Tite II string in position and locate the lower-half gland case. Place a block
of wood across the gland case and firmly tap the case down into position.
12-4
Reassemble the carbon rings on the shaft, starting with the inboard ring and working outward. If
carbon segments are reused, it is essential that each ring is installed in its exact location
identified during disassembly.
CAUTION!! All segments (new and old) are match-marked with notches and are not interchangeable.
Insert the garter spring so that the two ends are protruding up on each side of the turbine shaft at
equal length.
Insert the carbon segment that has a slot for the rotation stop piece into the lower-half housing
and locate it on the garter spring. Repeat this with the second carbon segment, matching the
corresponding notches. Equalize both segments around the turbine shaft.
Place the rotation stop piece on a garter spring and locate it in its segment.
CAUTION!! If new rotation stops are required, verify that their length is not excessive, thereby
preloading the carbon segment against the turbine shaft.
Using minimum tension, stretch the garter spring sufficiently to join the ends together, and
position the garter spring so that its joint is at the approximate center of a carbon segment.
Place the third carbon segment on the turbine shaft, against the other segments and the garter
spring, matching with the corresponding notches. Lightly push the third carbon segment between
the other two, and carefully roll the garter spring up and over to lock it in place.
Verify that the completed carbon ring assembly is free to rotate and has axial movement.
Orient the carbon ring assembly with its rotation stop piece located in the machined recess in the
lower-half gland case.
Perform the following to measure the diametrical clearance between each carbon ring assembly
and the turbine shaft:
• Locate a dial indicator on top of the carbon ring.
• Carefully lift the carbon ring so that it contacts the bottom of the turbine shaft.
• Monitor and record the dial indicator movement while moving the carbon ring assembly up
and down.
• Verify acceptable clearance.
12-5
Apply a thin film of the liquid resin to the flange face of the lower-half gland case.
CAUTION!! Avoid excessive resin that can be squeezed into the carbon ring compartments, possibly
restricting the required free movement of the carbon ring assemblies.
Lay a single pass of Temp-Tite II string in position, and replace the upper-half gland case.
Install the bolts, studs, and nuts, and tighten evenly.
12-6

Figure Description
12-1 Carbon Seal Assembly
12-2 Carbon Ring Match-Marks
12-3 Turbine Lower-Half Gland Case Seal Preparation
12-4 Carbon Ring Clearance
12-5 Turbine Gland Case Horizontal Joint Seal Preparation
12-7
12-8
Figure 12-1: Carbon Seal Assembly 12-9

12-10
Figure 12-2: Carbon Ring Match-Marks 12-11

12-12
Figure 12-3: Turbine Lower-Half Gland Case Seal Preparation 12-13

12-14
Figure 12-4: Carbon Ring Clearance 12-15

12-16
Figure 12-5: Turbine Gland Case Horizontal Joint Seal Preparation 12-17
13
TURBINE OIL PUMPS
Most AFW turbines are equipped with a circulating oil lubrication system, which uses a shaft-
driven oil pump.
13.1 Description
The oil pump used on most AFW turbines is an RFD-1-A series pump, manufactured by the
Tuthill Pump Company. This is a displacement-type, internal gear pump with bi-directional
capability.
Three sizes of this pump have been used, with selection based on the required oil flow rate and
the pump operating speed. All three pumps have the same external interface dimensions:
• OORFD-1-A, rated at 56 gallons per hour at 1800 rpm, used on some AFW applications
• ORFD-1-A, rated at 105 gallons per hour at 1800 rpm, used on some AFW applications
• 1RFD-1-A, rated at 180 gallons per hour at 1800 rpm, used on most AFW applications
Referring to the model number: the -1 defines the use of standard external ports with a
1/2-14 NPT interface. The -A defines the modified pump shaft with two flats, leaving a
0.246–0.248 in. (0.625–0.630 cm) tang shaft drive end interface configuration.
The oil pump is driven off the turbine shaft through a right angle gear assembly. The end of the
drive shaft that drives the main oil pump is slotted to mate with the tang end of the oil pump
shaft. The pump assembly is bolted to an oil pump cover, which, in turn, is bolted to the bottom
of the pump bracket housing.
13.2 Disassembly
This section defines the effort required to remove the oil pump assembly for its maintenance or
inspection:
Drain the lubricating oil system.
Remove the oil pump suction and discharge piping.
13-1
Turbine Oil Pumps
Remove the four cap screws securing the pump to its oil pump cover and then remove the oil
pump assembly.
13.3 Inspection
During operation, verify that there is no air in-leakage into the suction side of the oil pump.
Aerated oil can reduce control system response and stability.
During operation, verify that the oil pump discharge pressure is within the acceptable range of
12 to 15 psi (80 to 105 kPa), at the turbine’s maximum operating speed.
CAUTION!! Oil temperature and viscosity will affect pump discharge pressure.
During operation, verify that there is no leakage from the pump cover gasket or the pump
mounting gasket.
If operating history indicates a continued requirement for readjusting the pump discharge
pressure via its discharge relief valve, there might be cause for replacement of the oil pump
assembly (or the relief valve assembly).
With the oil pump removed, verify that the depth from the mounting face of the pump cover to
the root of the interface slot on the drive shaft is 1.30 in. (3.30 cm), at a minimum. This
minimum depth will ensure that a pump shaft extension of 1.25 in. (3.18 cm) (nominal) will not
preload or lift the mating drive shaft when the oil pump assembly is installed.
Visually inspect the drive tang end of the pump drive shaft for wear, burrs, or steps on the drive
flats.
Turning the pump by hand, verify free, smooth rotation.
13.4 Maintenance Guidelines
The oil pump assembly is basically maintenance-free, with the exception of replacing the pump
cover gasket or mounting gasket should external leakage occur. If concerns develop regarding
pump performance, it is recommended that the oil pump assembly be replaced.
13.5 Reassembly
This section defines the installation of the oil pump assembly.
Using a new vellumoid paper mounting gasket, locate the oil pump assembly on its oil pump
cover. If inspection dimensions indicate a concern for preloading or lifting of the drive shaft, a
13-2
Turbine Oil Pumps
thicker gasket or shim stock can be used to obtain the required clearance between the end of the
pump shaft and the drive shaft.
Install and tighten the four cap screws, securing the pump assembly to its oil pump cover.
Reconnect the oil pump suction and discharge piping, using care to ensure a positive vacuum
seal on the suction side of the pump assembly.
13.6 Alternate AFW Main Oil Pump
Some AFW turbines were built using an oil pump assembly that was manufactured by Terry
Corporation. This pump is a gear-type oil pump mounted on the bottom of the lower pump
bracket in the same location as the Tuthill pump.
The pump consists of a pair of gears enclosed in a pump case with cover. The drive gear is
mounted on an extended vertical drive shaft. The driven gear is mounted on an idler shaft
supported in bushings located in the pump bracket and the pump cover.
Suction and discharge ports are located in the pump case.
13.6.1 Disassembly
Drain the lubricating oil system.
Remove the suction and discharge oil piping.
Match-mark the pump bracket, pump case, and pump cover.
Remove the four cap screws and two dowel pins that secure the pump cover and case to the
pump bracket.
Remove the pump cover and case by sliding them down off the gear assembly. Remove the drive
and driven gears and mark them to identify the as-found orientation (top or bottom).
13.6.2 Inspection
During operation, verify that the oil pump discharge pressure is within the acceptable range.
Visually inspect the pump cover, pump case, gear teeth, ends of the gears, and the bottom surface
of the pump bracket for signs of wear, galling, scoring, or other damage. Minor damage can be
repaired by polishing or stoning. Major damage requires replacement of the damaged parts. If
pump gear replacement is required, the gears must be replaced as a set.
Examine the vertical drive shaft, the idler shaft, and the idler shaft bushings for wear or damage.
Replace as necessary.
13-3
Turbine Oil Pumps
Measure the thickness of the pump case and the length of the pump gears. The pump case should
be 0.003–0.005 in. thicker than the length of the gears to provide proper end clearance when
assembled. If necessary, a paper gasket can be used between the pump cover and the case to
achieve this end clearance.
13.6.3 Reassembly
Install the pump driver gear on the vertical drive shaft with its key, observing the original
top/bottom orientation.
Install the pump driven gear and idler shaft in the upper bushing, observing the original
top/bottom orientation.
Apply a thin coat of Permatex-2 or other approved sealant to the top and bottom surfaces of the
pump case. Install the pump case, observing the match-marks.
Install the pump cover (and gasket if required for clearance) and the dowel pins and bolts,
observing the match-marks.
Verify smooth, free rotation of the pump assembly when turned by hand. Any binding or
roughness is cause for investigation. If the pump binds when the cover bolts are tightened, but is
free when the bolts are loose, improper end clearance is most likely the cause.
Reconnect the pump suction and discharge piping, using care to ensure a positive vacuum seal on
the suction side of the pump assembly.
13-4
Turbine Oil Pumps

Figure Description
13-1 Spiral Gear, Governor Drive Assembly With Oil Pump
13-5
Turbine Oil Pumps
13-6
Turbine Oil Pumps
Figure 13-1: Spiral Gear, Governor Drive Assembly With Oil Pump 13-7
14
TURBINE GOVERNOR AND OIL PUMP DRIVE GEAR
ASSEMBLY
The turbine speed control governors and the turbine lubricating oil pumps (where applicable) are
driven off the governor end of the turbine shaft.
With the selection of configuration based on the required reduction ratio and the type of
lubrication system supplied on the turbine, AFW turbines use the following three configurations
of governor/oil pump drives:
• Spiral gear
• Worm gear
• Hub City gear box (governor drive only)
The spiral gear configuration consists of steel helical gears with a reduction ratio of 1.782:1. The
driver is mounted on the turbine shaft and mates with the driven gear, which is mounted on a
drive shaft located by bushings and thrust washers in the pump bracket. The governor is driven
off the upper end of the drive shaft and the oil pump, where applicable, is driven off the lower
end. Lubrication is provided from the turbine lubrication system.
The worm gear configuration consists of a steel worm mounted on the turbine shaft, which mates
with a bronze worm wheel that is mounted on a drive shaft located by bushings and thrust
washers in the pump bracket. Multiple reduction ratios are used. The governor is driven off the
upper end of the drive shaft, and the oil pump, where applicable, is driven off the lower end.
Lubrication is provided from the turbine lubrication system.
The Hub City gear box is a self-contained, right angle, bevel gear box, driven off the end of the
turbine shaft via a coupling. Two reduction ratios are used. Lubrication is provided from a self-
contained sump.
14.1 Spiral Gear Drive Assembly
Reference Figures 14-1 and 14-1A
14-1
Turbine Governor and Oil Pump Drive Gear Assembly
14.1.1 Description
The spiral gear drive configuration is used on all AFW turbines with EG-type governors.
The driving gear is keyed and located on the governor end of the turbine shaft, with a slight
interference fit. The driven gear (at a right angle to the driving gear) is keyed to a drive shaft,
which is located in the pump bracket housing. The driven gear is positioned against a shoulder
on its drive shaft and is held in place with a snap ring.
The drive shaft is radially positioned with upper and lower shaft bushings. Both bushings are
located in the pump bracket housing and below the driven gear.
The drive shaft is axially positioned with upper and lower thrust washers located in the pump
bracket cap and the pump bracket housing, respectively. Originally, the thrust washers were held
in position with soft dowel pins peened into chamfered holes in the washers and polished
smooth. For later turbines and replacement parts, the thrust washers are held in position with
recessed flat-head machine screws, which are staked in place.
The top of the drive shaft is directly coupled to the turbine governor’s EG-R hydraulic actuator.
The EG-R actuator is attached to its adapter plate by means of two 1/4-20 studs and nuts. The
adapter plate has a spigot fit into the pump bracket cap, thus ensuring actuator alignment with its
drive coupling.
NOTE: On a few later AFW turbines, the EG-R hydraulic actuator adapter plate includes a guide
bushing for the actuator drive shaft. This bushing is lubricated by the drain oil from the hydraulic
actuator.
The EG-R actuator drive coupling is press-fit onto the drive shaft, positioned against a shoulder,
and doweled in place. The opposite end of the coupling is spline-fit to the drive shaft of the
hydraulic actuator. The side of the coupling includes vent holes to release any trapped oil
pressure between the drive shaft and the hydraulic actuator.
The bottom of the drive shaft drives the turbine’s oil pump. The end of the shaft is slotted to
mate with the flats on the end of the oil pump shaft.
Proper lubrication is critical for reliable operation of the spiral gear drive assembly. Due to
restrictive oil passages throughout the assembly, meticulous oil cleanliness is a requirement.
An externally orificed feed line supplies pressurized oil to both the lower and the upper shaft
bushings, both of which are located in the pump bracket housing and below the driven gear. Oil
travels the length of the upper shaft bushing, via an axial groove in its inside bore. Oil then enters
the face of the lower thrust washer where it is distributed via four tapered, scalloped grooves. Oil
that is under pressure then passes through a hole in the driven gear and enters the face of the
14-2
upper thrust washer, where it is contained in a circumferential groove. The upper thrust washer
also contains a radial groove through which excess oil is discharged. An additional external oil
line, from the vent on the oil reservoir for the EG-R hydraulic actuator or from the oil supply
line, connects to an orifice in the pump bracket cap. This orifice directs an oil spray into the
mesh of the gear assembly.
14.1.2 Disassembly
Remove the electrical connection to the EG-R hydraulic actuator.
CAUTION!! Verify that power has been removed from the electronic controls prior to disconnecting the
actuator.
Label and remove the hydraulic control tubing from the EG-R hydraulic actuator. Note that the
oil supply line at the hydraulic actuator includes a small reservoir, which provides priming oil to
the hydraulic actuator during the turbine startup transient. Protect the openings from entry of
foreign material.
Remove the two hex nuts and lift the EG-R hydraulic actuator free from its adapter plate.
Remove the four cap screws that secure the actuator adapter plate to the pump bracket cap.
With a direct vertical lift, remove the actuator adapter plate.
NOTE: If the actuator is to be replaced, it should be replaced at this point in the disassembly. Field
maintenance on the actuator assembly is not recommended.
Measure and record the as-found axial thrust clearance of the drive shaft. This is accomplished
by placing a dial indicator on the end of the shaft and moving the shaft up and down.
Remove the locating dowel pins and joint bolting of the pump bracket cap.
With a direct vertical lift, remove the pump bracket cap.
14-3
NOTE: It is not necessary to remove the pump bracket housing unless damage is observed or if the
installation of a new gear assembly is required with the turbine rotor in place.
While holding the driven gear firmly in contact with the lower thrust washer, measure and record
the as-found backlash of the spiral gear assembly.
Remove the drive shaft with the EG-R hydraulic actuator coupling and the driven gear as an
assembly. It is not necessary to remove the coupling or the driven gear from the shaft unless
inspection results dictate that the coupling, the drive shaft, or the spiral gear assembly requires
replacement.
If coupling replacement is required, remove its locking dowel pin and pull the EG-R hydraulic
actuator coupling from the drive shaft. Use care to avoid bending or galling the shaft.
If spiral gear assembly replacement is required, both drive and driven gears must be replaced as
a set:
For the drive gear replacement, remove the lower-half pump bracket housing. Loosen its
locking setscrew and remove the spiral gear locknut. Use care to avoid distorting the
turbine shaft. Remove the spiral drive gear with its key.
For the driven gear replacement, remove its retaining snap ring and pull the gear from the
drive shaft. Use care not to gall the shaft or the locating key.
If drive shaft replacement is required, match-mark the driven gear to ensure proper orientation
when assembled onto the new shaft.
If inspection results dictate replacement of the shaft bushings, the bushings must be pulled from
their respective locations in the pump bracket housing. They have been installed with a slight
press fit.
14.1.3 Inspection
Examine the spiral gear assembly teeth for pitting, scoring, cracks, an abnormal or excessive
wear pattern, and discoloration due to overheating.
Replace the spiral gear assembly if backlash is excessive or if other unacceptable conditions are
identified.
14-4
Examine the drive shaft for abnormal wear patterns. With the shaft in V-blocks, verify that the
total indicated runout is acceptable. Check the driven spiral gear for looseness on the drive shaft.
Examine the actuator coupling for cracks and abnormal wear. Verify that the assembly dowel pin
fits securely in place. Replace if unacceptable conditions are found.
Examine the upper and lower thrust washers for wear, damage to their lubrication grooves, and
discoloration due to overheating. Verify that the locating dowel pins are polished flush with the
running surface of the thrust washers, or that the locating setscrews are properly recessed below
the running surface of the thrust washers. Replace the lower thrust washer if unacceptable
conditions are identified. Replace the upper thrust washer if axial clearance exceeds acceptance
criteria, or if other unacceptable conditions are identified.
Examine the upper and lower shaft bushings for wear, damage to the lubrication groove (upper
bushing only), and discoloration due to overheating. Verify that the diametrical clearance
between the bushings and the drive shaft is within tolerance. If unacceptable conditions are
found, replace the shaft bushings.
Verify that the gear spray orifice is free from damage and foreign material, and that the oil spray
is properly directed into the mesh of the gear assembly.
Verify that the oil feed to the shaft bushings is free from damage and foreign material.
14.1.4 Reassembly
If replacement shaft bushings are required, press the new bushings into their respective locations
in the pump bracket housing. Use care to avoid rolling material into the inside diameter of the
bushing(s). Verify that the axial lubrication groove in the inside bore of the upper shaft bushing
has not been obstructed with upset metal.
If replacement thrust washers are required, refer to the detailed instructions in Section 14.1.6.
If a replacement drive shaft is required, it will be necessary to match-drill and ream its end from
the EG-R hydraulic actuator coupling to install the coupling dowel pin at final assembly. If the
driven spiral gear is to be reused, it must be match-marked prior to removal from the old drive
shaft so that it is installed with the same orientation onto the new drive shaft.
Likewise, if a replacement EG-R hydraulic actuator coupling is required, it will be necessary to

match drill and ream the new coupling from the drive shaft to install the coupling dowel pin at
final assembly. A preferred alternative is to replace both the drive shaft and the EG-R hydraulic
actuator coupling, and drill and ream them as an assembly for the locking dowel pin.
14-5
If a replacement spiral gear assembly is required:

• Install the spiral drive gear onto the turbine shaft with its key.
• Install the spiral gear locknut. Use care to avoid distorting the turbine shaft when tightening
the locknut. Torque the locknut to 150 ft-lb (200 N-m). Tighten the locking setscrew and
stake it in place.
• Install the pump bracket housing.
• Install the spiral driven gear onto the drive shaft with its key, and secure it in place with its
retaining snap ring.
• Install the EG-R hydraulic actuator coupling, locating it on the shoulder of the drive shaft.
Secure it with its locking dowel pin.
Using lint-free rags and an approved solvent, thoroughly clean the pump bracket cap and the
pump bracket housing. Verify that all joint faces are clean and free of any upset metal.
Verify that the oil supply passages are free from damage and foreign material.
Install the drive shaft and spiral driven gear into the pump bracket housing.
While holding the driven gear firmly in contact with the lower thrust washer, verify that the
backlash of the spiral gear assembly is within acceptance criteria. Note that this criteria is
different for new gears versus used gears. Record the final reading.
Prepare the flanges of the pump bracket cap with a thin coating of Permatex-2 or other approved
compound.
Reinstall the pump bracket cap.
Install and seat the locating dowel pins. Install and tighten the joint bolting.
Install the bolts securing the vertical flange of the pump bracket cap to the governor end bearing
pedestal cap.
Verify that the axial thrust clearance of the drive shaft is within acceptance criteria. Note that
these criteria are different for new versus used thrust washers. Record the final reading.
Reinstall the EG-R hydraulic actuator adapter plate. Install and tighten the four cap screws.
Reinstall the EG-R hydraulic actuator and secure it with the two hex nuts.
Reinstall the hydraulic control tubing on the EG-R hydraulic actuator, including the supply line
oil reservoir.
14-6
Reinstall the electrical connections to the EG-R hydraulic actuator and the magnetic speed
pickup.
Re-establish power to the electronic controls.
14.1.5 Backlash Adjustment
The backlash or running clearance of the spiral gear assemblies is determined by the center
distance between the drive and driven gears. This center distance is set by the position of the
pump bracket housing, which is bolted and doweled to the governor end bearing pedestal.
Backlash adjustment is only performed with new gear assemblies. If the as-found backlash of
used gears exceeds the acceptance criteria, the gear assembly must be replaced.
If the backlash of a new gear assembly is not within its acceptance criteria, the backlash must be
adjusted by moving the pump bracket housing horizontally until proper backlash is achieved.
Pull the two dowel pins used to locate the housing on the pedestal and remove the pump bracket
housing from the governor end bearing pedestal. Clean the mating flanges.
Install the pump bracket housing on the governor end bearing pedestal snug-tight, making sure
that the horizontal flange of the housing is flush with the horizontal flange of the bearing
pedestal.
Install the driven gear and shaft, and measure the backlash at the pitch diameter of the gear.
If the backlash is less than the required minimum, move the pump bracket housing away from
the turbine shaft. If the backlash exceeds the required maximum, move the pump bracket housing
closer to the turbine shaft. Take care to maintain the horizontal flanges flush. Repeat as
necessary until the backlash is within the acceptance criteria for new gears.
NOTE: The backlash adjustments should be made with no piping or tubing attached to the pump bracket
housing.
Tighten the pump bracket housing and re-ream, or drill and ream, the dowel pin holes to
maintain this position.
Remove the pump bracket housing and apply a thin film of Permatex-2 or other approved
sealant to the flange. Assemble the pump bracket housing to the bearing pedestal. Install the
dowel pins. Install and tighten the pump bracket flange bolting.
Verify that the backlash is within the acceptance criteria.
14-7
14.1.6 Spiral Gear Thrust Washer Replacement
The driven gear of the spiral gear assembly is located vertically with two thrust washers. A thrust
or running clearance between the thrust washers and the driven gear is required to allow for
lubrication and thermal expansion. Thrust washer replacement is required if the clearance
exceeds acceptance criteria or if other unacceptable conditions exist.
The thrust washers are held in place with two rivets or flat-head screws in each washer. Most
turbines were built using the rivets. The screws were only used in later production. Screws are
the preferred replacement for all units when thrust washer replacement is necessary.
Replacement thrust washers are supplied oversized in thickness. They must be machined at the
time of installation to provide the proper positioning of the driven gear, and to provide the
required thrust clearance.
An estimate of the correct thrust washer thickness can be determined by measuring the existing
washers if they are not damaged beyond measurement. If measurement of existing washers is not
possible, the required thickness can be determined in the following manner:

• Remove the existing thrust washers by prying them loose (in the case of the riveted version)
or by removing the screws (in the later version).
• Temporarily locate the new lower thrust washer. Do not install rivets or screws at this time.
• Install the driven gear and the drive shaft assembly into the pump bracket housing.
• Measure the vertical distance from the top face of the driven gear to the top of the outside
diameter of the drive gear.
• Subtract 0.30 in. (0.75 cm) from this dimension. The resulting dimension is the amount that
must be removed from the bottom surface of the lower thrust washer to properly position the
driven gear relative to the drive gear.
Machine the determined amount from the bottom surface of the lower thrust washer, while
maintaining the surface flat and parallel to the thrust face.
Install the lower thrust washer using two #10-32 threads per inch flat-head screws, 3/8 in.
(1.0 cm) long. If the original washers were riveted in place, it will be necessary to drill and tap
the pump bracket housing for the screws with a #10-32 tap, 1/2 in. (1.3 cm) deep.
NOTE: The orientation of the four tapered scalloped lubrication grooves is not critical.
Check that the screw heads do not protrude above the thrust face of the washer and stake the
screws in place. Dress off any raised metal from the staking with a fine file or flat stone.
14-8
Install the driven gear and drive shaft assembly into the pump bracket housing. Install the pump
bracket cap without the upper thrust washer.
Using a dial indicator, measure the total vertical movement of the driven gear and shaft assembly
within the pump bracket assembly. The required thickness of the upper thrust washer is the
measured travel minus 0.010 in. (0.025 cm) for nominal thrust clearance.
Machine the upper thrust washer to the thickness determined above, removing material from the
back surface of the washer only. Maintain this surface flat and parallel to the thrust face of the
washer.
Install the upper thrust washer using two #10-32 threads per inch flat-head screws, 3/8 in.
(1.0 cm) long. If the original washers were riveted in place, it will be necessary to drill and tap
the pump bracket cap for the screws with a #10-32 tap, 1/2 in. (1.3 cm) deep.
NOTE: Although not critical, the preferred orientation of the radial lubrication discharge groove is
toward the drive gear assembly.
screws in place. Dress off any raised metal from the staking with a fine file or flat stone.
Assemble the driven gear, shaft, and pump bracket cap. Verify that the final thrust clearance is
within the acceptance criteria.
14.2 Worm Gear Drive Assembly
Reference Figures 14-4 and 14-4A
The worm gear drive configuration is used on all AFW applications with PG-type governors.
This is due to the gear ratio required to drive the governors at the proper speed.
The PG-type governor has a spigot fit into the upper-half pump bracket cap, ensuring alignment
with its coupling. A gear-type coupling with a nylon sleeve is used, with the hubs keyed and set-
screwed to the drive shaft and the governor drive shaft.
There are two significant differences between the spiral and worm gear configurations that
impact the servicing of the assemblies:
• The worm gear requires that the driven gear be precisely centered vertically on the drive
worm.
• The worm gear assembly requires the removal of the lower-half pump bracket in order to
remove the driven gear and its shaft from the lower pump bracket.
14-9
14.2.1 Backlash Adjustment
The backlash or running clearance of the worm gear assemblies is determined by the center
distance between the driver and the driven gears. This center distance is set by the position of the
lower-half pump bracket, which is bolted and doweled to the governor end bearing pedestal.
Backlash adjustment is only performed with new gear assemblies. If as-found backlash of used
gears exceeds acceptance criteria, the gear assembly must be replaced.
If the backlash of a new gear assembly is not within acceptance criteria, the backlash must be
adjusted by moving the lower pump bracket horizontally (while maintaining the original vertical
position) until proper backlash is achieved.
With the pump bracket cap removed, check that the horizontal joint of the lower pump bracket is
flush with the horizontal joint of the bearing pedestal. If there is an offset between the two,
measure and record this offset on both sides.
Remove the lower pump bracket housing from the bearing pedestal. Clean the mating flanges
and back out the two dowel pins used to locate the housing on the pedestal.
Install the driven gear with its shaft and install the pump bracket housing on the bearing pedestal
snug-tight. Ensure that the horizontal flange of the pump bracket is flush with the horizontal
flange of the bearing pedestal or offset by the amount previously measured.
Measure the backlash at the pitch diameter of the gear.
If the backlash is less than the required minimum, move the lower pump bracket away from the
turbine shaft. If the backlash exceeds the required maximum, move the lower pump bracket
closer to the turbine shaft. Take care to maintain the horizontal flanges flush. Repeat as
necessary until the backlash is within the acceptance criteria for new gears.
NOTE: The backlash adjustments should be made with no piping or tubing attached to the pump bracket
housing.
Tighten the pump bracket housing and re-ream or drill and ream the dowel pin holes to maintain
this position.
Remove the pump bracket and apply a thin film of Permatex-2 or other approved sealant to the
flange. Assemble the pump bracket housing to the bearing pedestal. Install the dowels and
tighten them in place.
Verify that the backlash is within the acceptance criteria.
14-10
14.2.2 Worm Gear Thrust Washer Replacement
The driven gear of the worm gear assembly is located vertically with two thrust washers. A
thrust or running clearance between the thrust washers and the driven gear is required to allow
for lubrication and thermal expansion. Thrust washer replacement is required if the clearance
exceeds the acceptance criteria or if other unacceptable conditions exist.
The thrust washers are held in place with two rivets or flat-head screws in each washer. Most
turbines were built using rivets. The screws were only used in later production. Screws are the
preferred replacement for all units when thrust washer replacement is necessary.
Replacement thrust washers are supplied oversized in thickness. They must be machined at the
time of installation to provide the proper positioning of the driven gear, and to provide the
required thrust clearance.
An estimate of the correct thrust washer thickness can be determined by measuring the existing
washers if they are not damaged beyond measurement. If measurement of the existing washers is
not possible, the required thickness can be determined in the following manner:

• Remove the lower pump bracket from the bearing pedestal.
• Remove the existing thrust washers by prying them loose (in the case of the riveted version)
or by removing the screws (in the later version).
• Measure the outside diameter of the driver worm. Record the radius (that is, 1/2 of the
diameter).
• Install the new lower thrust washer temporarily in place. Do not install the rivets or screws at
this time.
• Install the driven gear and shaft assembly into the lower pump bracket housing.
• Install the lower pump bracket assembly onto the bearing pedestal, ensuring that the
horizontal splits of the pump bracket and the bearing pedestal are flush.
• Measure the vertical distance from the top of the driven gear to the top of the outside
diameter of the drive gear.
• Subtract “X” in. from this dimension. The resulting dimension is the amount that must be
removed from the bottom surface of the lower thrust washer to properly position the driven
gear relative to the drive gear.
Dimension “X” is calculated by subtracting 0.813 in. (2.065 cm) for clockwise rotation or
0.823 in. (2.090 cm) for counterclockwise rotation from the radius of the drive worm. Rotation
in this case is the turbine shaft rotation as defined by looking at the turbine from the governor
(outboard) end.
14-11
Machine the previously determined amount from the bottom surface of the thrust washer.
Maintain the surface flat and parallel to the thrust face.
Install the lower thrust washer using two #10-32 flat-head screws, 3/8 in. (1.0 cm) long. If the
original washers were riveted in place, it will be necessary to drill and tap the lower pump
bracket for the screws with a #10-32 tap, 1/2 in. (1.3 cm) deep.
NOTE: The orientation of the four tapered, scalloped lubrication grooves is not critical.
screws in place. Dress off any raised metal from the staking with a fine file.
Install the driven gear with its shaft into the lower pump bracket. Install the upper pump bracket
or cap without the upper thrust washer.
Using a dial indicator, measure the total vertical movement of the driven gear and shaft assembly
within the pump bracket assembly. The required thickness of the upper thrust washer is the
measured travel minus 0.010 in. (0.025 cm) for nominal thrust clearance.
Machine the upper thrust washer to the previously determined thickness, removing material from
the back surface of the washer only. Maintain this surface flat and parallel to the thrust face of
the washer.
Install the upper thrust washer using two #10-32 flat-head screws, 3/8 in. (1.0 cm) long. If the
original washers were riveted in place, it will be necessary to drill and tap the upper pump
bracket or pump bracket cap for the screws with a #10-32 tap, 1/2 in. (1.3 cm) deep.
NOTE: Although not critical, the preferred orientation of the radial lubrication discharge groove is
toward the drive gear assembly.
screws in place. Dress off any raised metal from the staking with a fine file.
Assemble the driven gear, shaft, and pump bracket cap. Verify that the final thrust clearance is
within the acceptance criteria.
14-12
14.3 Hub City Gearbox Assembly
All AFW turbines with only ring oil lubrication use a self-contained right angle gear drive
manufactured by Hub City.
Any servicing required should be performed in accordance with the manufacturer’s instructions.
14-13

Figure Description
14-1 Spiral Gear, Governor Drive Assembly
14-1A Spiral Gear, Governor Drive Assembly, Thrust Washer Detail
14-2 Gear Assembly Backlash
14-3 Spiral Gear, Lower Thrust Washer Installation
14-4 Worm Gear, Governor Drive Assembly
14-4A Worm Gear, Governor Drive Assembly, Thrust Washer Detail
14-5 Worm Gear, Lower Thrust Washer Installation
14-14
Figure 14-1: Spiral Gear, Governor Drive Assembly 14-15

14-16
Figure 14-1A: Spiral Gear, Governor Drive Assembly, Thrust Washer Detail 14-17
14-18
Figure 14-2: Gear Assembly Backlash 14-19

14-20
Figure 14-3: Spiral Gear, Lower Thrust Washer Installation 14-21

14-22
Figure 14-4: Worm Gear, Governor Drive Assembly 14-23

14-24
Figure 14-4A: Worm Gear, Governor Drive Assembly, Thrust Washer Detail 14-25
14-26
Figure 14-5: Worm Gear, Lower Thrust Washer Installation 14-27

15
TURBINE CASING
The turbine casing is the main pressure-containing component of the turbine. It contains two
separate pressure areas, the steam ring area and the exhaust case area. The steam ring area is
subject to inlet steam pressure and serves to distribute the steam to the steam jets. The exhaust
case portion is subjected to exhaust pressure only.
15.1 Description
The pressure retaining casings for all AFW turbines are split across the horizontal joint, defining
an upper-half turbine casing and a lower-half turbine casing. The flanged faces are accurately
ground for jointing. The turbine casing halves are located with tapered dowel pins and are
secured with studs and nuts.
AFW turbines have the steam ring as an integral part of the case castings.
Most AFW turbines are GS models, either GS-1 (with lower-half steam admission only) or GS-2
(with both lower-half and upper-half steam admission).
The lower-half turbine casing is identical for both the GS-1 and the GS-2 model turbines. Steam
admission is through a single governor valve, which is flange-mounted to the lower-half turbine
casing. Steam enters a self-contained steam ring, which simultaneously feeds a maximum of five
steam jet bodies. The turbine exhaust connection is also located in the lower-half turbine casing.
With this arrangement, turbine disassembly can be accomplished without disturbing either the
turbine steam inlet or the turbine exhaust piping.
The upper-half turbine casing for the GS-1 model turbine is a simple turbine exhaust casing. The
upper-half turbine casing for the GS-2 model turbine (a higher horsepower capacity turbine)
includes a self-contained steam ring, which simultaneously feeds a maximum of five additional
steam jet bodies. The upper-half steam ring is connected to the lower-half steam ring by a single
externally flange-mounted bypass body.
The upper-half/lower-half turbine casing assembly contains the turbine exhaust steam. The steam
rings do not interface with the turbine casing horizontal joint. The turbine casing horizontal joint
is, therefore, subjected to exhaust pressure and temperature conditions only.
The turbine shaft seal gland cases, also split across the horizontal joint, are located between the
upper- and lower-half turbine casings.
15-1
Turbine Casing
A few AFW systems use the model ZS-4N turbine. This turbine model is similar to the model
GS-2 turbine but is smaller in size. The ZS-4N has a maximum of four steam jet bodies in both
the upper-half and the lower-half casings.
15.2 Disassembly
NOTE: Any time that the upper-half turbine casing is removed, it is likely that the gland case seal of the
lower-half turbine casing will be disturbed. It is necessary to proceed with turbine rotor and gland case
removal to clean and reseal the gland case. Refer to Section 12 for this required activity.
Remove the turbine trip and throttle (T & T) valve high-pressure valve stem leakoff piping to the
upper-half turbine exhaust casing.
Remove the flange stud nuts and remove the turbine bypass body (GS-2 and ZS-4N models
only).
Remove the dowel pins and nuts at the turbine casing horizontal joint.
NOTE: Prior to nut removal, inspect the casing stud/nut assembly for full nut thread engagement.
Identify any problem areas for correction during reassembly.
NOTE: It might be necessary to partially lift the upper-half turbine casing in order to obtain the
required clearance for nut removal.
Rig the upper-half turbine casing for a square and level vertical lift by means of the eye bolt
located on the top centerline of the casing.
With a light lifting load on the rigging, and using a lead hammer, sharply tap around the turbine
casing flange to separate the horizontal joint. The lifting load can be increased after each pass
around the turbine-casing flange.
With the horizontal joint separated, partially lift the upper-half turbine casing to remove any
captured stud nuts. Lift the upper-half turbine casing clear of the turbine rotor and locate it on
wood blocks. Take care to prevent damage to the horizontal joint flange face.
15-2
Turbine Casing
15.3 Cleaning and Inspection
Visually inspect the horizontal joint for indications of leakage or leak paths.
Thoroughly clean the upper-half and lower-half turbine casing flange faces and the stud holes in
the upper-half case with an approved solvent.
NOTE: To facilitate proper cleaning, it is recommended that the studs be removed from the lower-half
turbine casing. Map the location and height of the studs prior to their removal.
Thoroughly clean the threads on all studs and visually inspect them for worn threads,
deformation, cracks, or other damage. Dress the threads as required. Verify that the nuts turn
freely on the studs.
Bottom-tap all threaded holes.
Examine the flange faces for steam leak erosion, scratches, dings and upset metal. If necessary,
surfaces can be smoothed with a hand-held flat stone. Extreme care must be taken to avoid
rounding off the required sharp edges, especially in the areas of the gland case interface.
Examine the casing internals for loose parts, corrosion, erosion, and other abnormal wear
patterns.
Demonstrate the operability of the turbine casing drain system by putting water in the lower-half
turbine casing and verifying that it exits via the casing low-point drain.
15.4 Reassembly
Reinstall the studs in the lower-half turbine casing flange. Use care to properly set their depth so
that there will be approximately one full thread showing above the nut when it is reassembled.
Verify the proper internal cleanliness of the turbine casings.
15-3
Turbine Casing
NOTE: The recommended jointing compound is Industrial Gasket and Shim Company’s Turbo Repair
Kit, Part Number ZZ3373X125KIT (or ZZ3373X062KIT). The kit consists of Turbo 50, a liquid resin, and
Temp-Tite II, a high-solid, 1/8 in. (0.3 cm) diameter (or 1/16 in. (0.2 cm) diameter) sealant string. The
complete part number is critical in ensuring that the repair kit is obtained, rather than just a container of
resin or a container of Temp-Tite II string.
The kit is identified with a limited shelf life of six months. However, sealing results are significantly
improved if the kit is less than one-month old. Industrial Gasket and Shim Company is noted for
immediate delivery of this product upon request.
Curing agents (X1 Catalyst and 718 Catalyst) are available. However, industry experience has proven
that the use of a catalyst is not required or recommended. Under no circumstances should the 718
Catalyst be used because the curing process starts immediately at room temperature.
Once the jointing compound has been applied to the sealing surface, the assembly process should be
completed within a 10 hour period.
CAUTION!! The Material Safety Data Sheet for Turbo 50 identifies the potential for skin irritation with
the use of this product. Personnel who react to poison ivy should avoid contact with Turbo 50.
Spread a thin film of the liquid resin evenly over the lower-half casing flange sealing surface,
and lay a single pass of Temp-Tite II string around the inside of the bolt circle.
Rig the upper-half turbine casing in a square and level position, by way of the eye bolt located on
the top centerline of the casing.
Lower the upper-half turbine casing into position on the lower-half turbine casing, using care not
to foul the studs. With the flange joints separated by approximately 1 in. (2.5 cm), install the
joint dowel pins to ensure proper casing alignment prior to casing flange contact. With proper
alignment verified, complete the lowering of the upper-half turbine casing and seat the dowel
pins.
CAUTION!! If clearance difficulty was encountered with nut removal during disassembly, these nuts
must be reinstalled during the lowering of the upper-half turbine casing.
Coat the studs with an approved anti-seize lubricant and install all nuts hand-tight. Verify full nut
thread engagement.
15-4
Turbine Casing
Tighten the casing joint nuts. The following tightening sequence is critical for obtaining a steam-
tight joint:
Initially tighten the two nuts on each side of the gland case at each end of the turbine
casing. Continue to tighten the rest of the nuts alternately, working outward and finishing
at the sides of the turbine casing. Tighten the nuts in three passes, achieving the required
full torque value at the third pass. Repeat the sequence at the final torque until no further
nut movement is noted. It is recommended that the final torque sequence be repeated
after approximately 24 hours, to verify that no further nut movement is noted.
Reinstall the turbine bypass body (GS-2 and ZS-4N models only) using new flexitallic gaskets.
Coat the studs with an approved anti-seize lubricant and install all nuts hand-tight. Torque the
flange nuts evenly in a diagonal pattern.
Reinstall the turbine T & T valve high-pressure valve stem leakoff piping to the upper-half
turbine exhaust casing when used.
NOTE: When insulating the turbine casing, verify that the insulation material stops at the turbine gland
cases. If insulation material encloses the gland cases with the bearing pedestal caps, there is a high
probability that steam and water will enter the turbine oil system.
15-5
Turbine Casing

Figure Description
15-1 Turbine Casing Horizontal Joint Seal Preparation
15-6
Turbine Casing
Figure 15-1: Turbine Casing Horizontal Joint Seal Preparation 15-7

16
TURBINE ROTOR, SHAFT/WHEEL ASSEMBLY
The turbine rotor consists of the rotating components of the turbine assembly, including the
shaft, wheel, oil deflectors, thrust bearing components, overspeed trip components, and governor
drive gear.
16.1 Description
The turbine shaft for AFW turbines is a one-piece steel forging, accurately machined, with
ground journal bearing areas and chrome-plated steam seal areas.
Both the GS-1 and GS-2 model turbines use a single 24 in. (60 cm) diameter solid forged steel
Terry wheel, single-keyed and shrunk fit onto the turbine shaft. The ZS-4N model turbines use a
single 18 in. (45 cm) diameter solid forged steel Terry wheel, single-keyed and shrunk-fit onto
the turbine shaft. The wheel is positioned on the turbine shaft with two wheel nuts (one on each
side of the wheel), which are securely locked in place with a setscrew.
In addition to the turbine wheel, the coupling end of the turbine shaft has two oil deflectors
(located inboard and outboard of the journal bearing area) and a speed-sensing gear (located
between the journal bearing area and the inboard oil deflector). The governor end of the turbine
shaft has an oil deflector located inboard of the journal bearing area. Outboard of the governor
end journal bearing area, the turbine shaft has a thrust bearing assembly, the overspeed trip shaft-
mounted components, and the governor drive gear. The original turbines used a disc-mounted
overspeed trip assembly, whereas later turbines use a pin-type overspeed trip assembly.
The axial position of the turbine rotor assembly within the turbine casing (that is, wheel lap) is
controlled by the relative location of the thrust bearing, which is axially positioned on the turbine
shaft by the thickness of the thrust bearing spacer or the thrust collar thickness.
The turbine rotor assembly is statically and dynamically balanced.
16.2 Disassembly
Match-mark the hubs and spacer of the main coupling between the turbine and the driven pump.
Remove the coupling spacer.
16-1
Turbine Rotor, Shaft/Wheel Assembly
CAUTION!! The coupling spacer bolts are part of a balanced coupling assembly. Mark accordingly for
proper orientation during reassembly.
Refer to the appropriate sections and perform the following:

• Remove the upper-half turbine casing (Section 15.2).
• Remove the carbon seals (Section 12.2).
• Measure and record the thrust clearance (Section 10.1.2, 10.2.2, 10.3.2, 10.4.2, or 10.5.2).
• Measure and record the wheel lap (Reference Figure 16-1).
• Remove the bearing pedestal caps (Section 9.1.2 or 9.2.2).
• Remove the pump bracket cap with the EG-R hydraulic actuator or the PG-type governor, as
applicable (Section 14.2).
• Remove the upper-half journal bearings (Section 9.1.2 or 9.2.2).
Arrange lifting slings on the turbine rotor so that the lift will be straight, with the rotor balanced
and the turbine shaft horizontal.
CAUTION!! The rotor lift must be horizontal. Any angle can result in cracking the shell of the governor
end journal bearing due to the tight fit of the thrust bearing assembly.
While manually steadying the turbine rotor, slowly lift it clear of the lower-half turbine casing
and place it on firm supports.
NOTE: The following steps are required only if inspection results dictate the necessity for component
removal.
turbine shaft.
Match-mark its orientation and remove the governor drive gear with its key and the gear spacer.
Measure and record as-found turbine shaft runout in the gear spacer area.
16-2
If the pin-type mechanical overspeed trip is used, loosen the adjusting screw’s locking setscrew,
remove the weight-adjusting screw (the solid screw), the trip weight, and the trip weight spring.
Match-mark its orientation and remove the overspeed trip disc with its key.
Refer to Section 10 and remove the thrust bearing.
16.3 Cleaning and Inspection
Using an approved solvent, clean the turbine shaft and wheel. Pay particular attention to the
turbine shaft journal areas and the chrome-plated carbon ring contact areas.
Examine the turbine shaft for pitting, scoring, peeling, and discoloration due to overheating.
Minor imperfections can be polished and blended with fine crocus cloth or Scotch-Brite.
Examine the chrome-plated shaft seal areas for any scoring, pitting, lifting, or peeling of the
chrome plating. Minor imperfections can be blended and polished with crocus cloth. Major
imperfections, particularly any lifting or peeling of the chrome, are cause for reworking or
replacing the shaft.
Examine the turbine wheel for corrosion, erosion, cracked partitions, and foreign object damage.
If the partition lips are eroded more than 1/4 in., the turbine wheel should be replaced. Verify
that the wheel nuts are firmly locked and that the wheel is tight on the turbine shaft.
If the as-found turbine shaft endplay is unacceptable, refer to Section 10 for thrust bearing
removal, inspection and replacement.
If the as-found wheel lap is unacceptable, it will be necessary to adjust the thrust bearing spacer.
Refer to Section 10 for the method of adjusting rotor position.
Verify acceptable shaft diameters at the bearing journals and the gland journals.
Place the turbine rotor assembly on V-blocks located at the turbine shaft journals. It is
recommended that the V-blocks be put on steel plates, which are placed on the turbine bearing
pedestals.
Verify acceptable turbine shaft runout at the following locations:

• Adjacent to the main coupling
• Coupling end bearing journal
• Coupling end gland journal
• Wheel rim, axial
16-3
• Governor end gland journal

• Governor end bearing journal
• Adjacent to governor drive gear
NOTE: Rotor runout can only be checked in V-blocks. Shaft centers or journal bearings do not yield
acceptable accuracy.
16.4 Shaft/Wheel Replacement
The turbine shaft is an interference fit in the turbine wheel and is secured in position with a key
and wheel nut(s). Removal of the existing shaft and installation of a new shaft will require
heating the wheel to expand the wheel bore sufficiently to remove this interference. Separation
of the shaft from the wheel is not required or recommended unless replacement of the shaft or
wheel is necessary.
16.4.1 Disassembly
Remove the governor drive gear, overspeed trip disc, ball thrust bearing, and thrust bearing
spacer from the turbine shaft.
Measure and record the locations of all remaining shaft-mounted components, using the shaft
coupling end as a baseline. A rotor sketch is useful for recording these dimensions. Particular
care must be used in the measurements of the wheel position.
Remove the remaining shaft mounted components, including the wheel nuts.
Compare the existing shaft to the replacement shaft to ensure that the replacement shaft is
correct. Pay particular attention to the axial position of the locating shoulders for the thrust
bearing.
Hang the rotor vertically from the coupling end so that it can be rotated while the wheel is
heated. Arrange wooden blocks below the wheel to catch it when it comes loose from the shaft.
While slowly rotating the rotor, apply heat from two or three rose bud-type torches to the wheel.
Concentrate on the hub and rim areas, and heat quickly but uniformly. The objective is to heat
the wheel sufficiently hotter than the shaft to overcome the wheel shrink. Do not exceed a metal
temperature of 600°F (315°C). If the wheel does not come free and fall off the shaft from its own
weight, hitting it with soft-face hammers might help.
If the wheel starts to move and then hangs up, check that it is not cocked on the shaft. If not, the
shaft might have heated up and it will be necessary to allow the assembly to cool and try again.
Allow the wheel to cool to room temperature.
16-4
16.4.2 Cleaning and Inspection
Clean the wheel bore and remove any burrs or raised metal. Measure the bore diameter in several
locations. Record these dimensions.
Measure the wheel fit area of the new shaft and compare it to the wheel bore measurements. The
shaft should be larger than the wheel bore by an amount equal to the required shaft/wheel
interference.
16.4.3 Reassembly
Fit the wheel key to the shaft and to the wheel. The key should be snug in the shaft and a slip fit
through the wheel keyway. Measure over the key and across the keyway in the wheel bore. Fit
the key to give 0.005 to 0.010 in. (0.013 to 0.025 cm) clearance over the key when installed in
the wheel.
Using the dimensions recorded prior to wheel removal, position the coupling end wheel nut on
the shaft so that the wheel position will match the original dimension from the shaft end.
Install the wheel key into the shaft and hang the shaft from the coupling end directly above the
wheel bore.
Set two snap gauges to a dimension 0.003 to 0.004 in. (0.008 to 0.010 cm) larger than the
measured shaft diameter.
Heat the wheel uniformly until the preset snap gauges will fit the expanded wheel bore. Alternate
the use of the two snap gauges in order to keep the gauges at room temperature. Do not exceed a
metal temperature of 600°F (315°C).
Lower the shaft into the expanded wheel until it seats against the pre-positioned wheel nut.
Allow the assembly to cool to room temperature. If the shaft hangs up on the way into the wheel,
it can be assisted with a soft-faced hammer on the shaft end. If it hangs up solidly, the shaft will
have to be removed, inspected, and the assembly process repeated.
Inspect the cooled assembly for proper wheel location. Install the second wheel nut; tighten both
wheel nuts snug-tight and lock them in place with the setscrews.
Place the turbine rotor assembly on V-blocks located at the bearing journals and verify
acceptable turbine shaft runout at the following locations:
• Adjacent to the main coupling
• Coupling end bearing journal
• Coupling end gland journal
16-5
• Wheel rim, axial

• Governor end gland journal
• Governor end bearing journal
• Adjacent to governor drive gear
NOTE: Rotor runout can only be checked in V-blocks. Shaft centers or journal bearings do not yield
acceptable accuracy.
Fill all unused shaft keyways with fitted half-keys and tape them in place.
Balance the shaft/wheel assembly. Balance corrections are made by grinding on the underside of
the wheel rim to a maximum depth of 0.060 in. (0.150 cm).
Assemble the remaining shaft-mounted components (except the main coupling half) on the shaft
using the recorded dimensions to locate them.
Recheck the rotor balance. If further corrections are needed, they should only be made on the
newly installed components. (This is normally the overspeed trip disc.)
Install the pump’s half coupling.
Install the turbine rotor in the turbine casing and check the wheel lap. Adjust the wheel lap and
thrust clearance as necessary, in accordance with Figure 16-1 and Section 10.
Inspect the rotor assembly for proper clearance (both axial and radial) of oil seals and dust
collars. Adjust as necessary by moving any components that have improper clearance. Tighten
and stake all setscrews.
16.5 Reassembly
Refer to Section 10 and assemble the thrust bearing.
If the disc-type mechanical overspeed trip is used: install the disc assembly as a unit with its key,
and tighten its locking setscrew.
16-6
measurement recorded during disassembly and verify that runout is less than 0.00l in., TIR.
Install the gear spacer and the governor drive gear with its key, noting its proper orientation.
locknut. Torque the locknut to 150 ft-lb (200 N-m). Tighten its locking setscrew and stake it in
place.
Using lint-free rags and an approved solvent, thoroughly clean the turbine bearing pedestal with
its self-contained oil sump and the bearing pedestal cap. Verify that all joint faces are clean and
foreign material.
Install the lower-half journal bearings in the bearing pedestals and apply a thin film of oil.
Arrange lifting slings on the turbine rotor so that the lift will be straight, with the rotor balanced
and the turbine shaft horizontal.
While manually steadying the turbine rotor, slowly lower it into the lower-half turbine casing.
While lowering, verify that the journal bearing oil rings are properly oriented.

• Install the upper-half journal bearings (Section 9.1.2 or 9.2.2).
• Install the pump bracket cap with the EG-R hydraulic actuator or PG-type governor, as
applicable (Section 14.2).
• Install the bearing pedestal caps (Section 9.1.2 or 9.2.2).
• Verify acceptable wheel lap and record (Reference Figure 16-1).
• Verify acceptable thrust clearance and record (Section 10.1.4, 10.2.4, 10.3.4, 10.4.4, or
10.5.4).
• Install the carbon seals (Section 12.4).
• Install the upper-half turbine casing (Section 15.4).
Following the match-marks identified during disassembly, reinstall the main coupling spacer
between the turbine and the driven pump.
16-7

Figure Description
16-1 Wheel Lap
16-2 Turbine Rotor Runout Inspection
16-8
Figure 16-1: Wheel Lap 16-9

16-10
Figure 16-2: Turbine Rotor Runout Inspection 16-11

17
TURBINE STEAM JET ASSEMBLIES
Each turbine is fitted with several steam jet assemblies. The number of assemblies installed is
determined by the individual requirements of each application. AFW turbines have one steam jet
in each jet body.
The steam jet assemblies serve to expand the steam and direct the resulting high-velocity steam
jet to the wheel, thus converting the heat energy of the steam into rotation of the turbine shaft.
17.1 Description
The steam jet assembly consists of two basic components, the jet body and the jet. The jet body
serves as a mounting location for the jet and as a conduit for the high-pressure steam to the jet.
The jet (or nozzle) provides the expanding profile to decrease the steam from the initial high-
pressure to exhaust pressure, and it directs the high-velocity steam into the turbine wheel.
Individual steam jet assemblies are identified by location in the turbine case. The locations are
numbered in a clockwise direction when viewed from the governor end of the turbine. Number
one is the first jet below the horizontal joint on the right-hand side.
The jet is threaded into the jet body and sealed at the time of manufacture. The outlet of the jet is
then formed into a square or rectangular shape to match the slot in the reversing chamber. This
manufacturing sequence results in an assembly that cannot be serviced as individual components
because the square outlet will not line up properly if the jet is removed from the jet body after
squaring.
All AFW turbines use a jet body holder to secure the jet body assembly to the steam ring. The jet
body holder is a hollow, threaded nipple inserted through the steam ring wall and screwed into
the jet body assembly. A spiral-wound or corrugated steel gasket is used to seal the joint.
17.2 Disassembly
Removal of the steam jet assemblies from the turbine case is NOT recommended unless
significant, non-repairable damage to the steam jet has occurred and replacement is required. All
necessary inspections can be performed with the steam jet assemblies installed in the turbine
case.
17-1
Turbine Steam Jet Assemblies
17.3 Inspection
Visually inspect the steam jet outlets for mechanical damage, corrosion, and erosion. Minor
dings or dents on the outlet can be carefully straightened and smoothed. Corrosion and erosion
are not normally a major concern in this application.
Visually verify that all jets are open and not plugged with any foreign material.
Visually inspect accessible areas for indications of steam leakage between the steam ring wall
and the jet body. Any significant leakage will require replacement.
17.4 Replacement

• Remove the upper-half turbine case (Section 15.2).
• Remove the turbine rotor if replacing the lower-half steam jets (Section 16.2).
• Remove the reversing chambers associated with the steam jet assemblies that are to be
replaced (Section 18.2).
The steam jet assemblies are held in the case by jet body holders inserted through the steam ring
wall and screwed into the steam jet body. Access to the jet body holders through the outer wall
of the steam ring is obtained by removing the steam ring plugs, the governor valve body, the
bypass elbow, or the blank flanges (as defined in the following chart).
GS-1
Location Access
1 Bypass elbow blank flange
2 Steam ring plug
3 Steam ring plug
4 Steam ring plug
5 Governor valve
GS-2
Location Access
1 Bypass elbow
2 Steam ring plug
3 Steam ring plug
4 Steam ring plug
5 Governor valve
6 Steam ring plug
7 Blank flange
8 Steam ring plug
9 Steam ring plug
10 Bypass elbow
17-2
Turbine Steam Jet Assemblies
ZS-4N
Location Access
1 Bypass Elbow
2 Steam Ring Plug
3 Steam Ring Plug
4 Governor Valve
5 Steam Ring Plug
6 Steam Ring Plug
7 Steam Ring Plug
8 Bypass Elbow
Remove the steam ring plug, the governor valve, the bypass elbow, or the blank flange as
required. The steam ring plugs are screwed into the steam ring with a straight thread and sealed
with a corrugated steel gasket. They are frequently difficult to remove after the turbine has been
in service and must often be machined out to avoid damage to the steam ring threads.
Insert a length of 1 inch hex stock through the steam ring and into the inside of the jet body
holder.
Using the hex stock, unscrew the jet body holder from the jet body. The jet body can be held
with a pipe wrench to prevent it from turning.
Remove the jet body holder, jet body, and gasket from the turbine case.
Install the new jet body, gasket, and jet body holder and tighten finger-tight. Install the reversing
chamber.
Rotate the steam jet body assembly until the steam jet outlet fits into the slot in the reversing
chamber. Holding the steam jet body in this position, tighten the jet body holder.
Using a new gasket, replace the steam ring plug, the governor valve body, the bypass elbow, or
the blank flange.

• Install the turbine rotor if removed (Section 16.5).
• Install the upper-half turbine case (Section 15.4).
17-3
18
TURBINE REVERSING CHAMBERS
As the name implies, the reversing chambers (located at each steam jet) reverse the steam flow
exiting the turbine wheel and return it to the wheel in an attempt to extract as much energy as
possible from the steam flow. The effectiveness of the reversing chambers is minimal at high
turbine rotor speeds, but there is a significant impact on increasing turbine horsepower at speeds
below 2500 rpm.
18.1 Description
The number of reversing chambers matches the number of steam jets used, up to a maximum of
ten (five each in the upper-half and lower-half turbine casings, respectively). The number of
steam jets/reversing chambers is determined by the horsepower requirement for the turbine. For
example, the GS-1 model turbine has a maximum capacity of five steam jets/reversing chambers
located in the lower-half turbine casing. The GS-2 model turbine has a maximum capacity of
ten—five each in the upper-half and lower-half turbine casing, respectively. The ZS-4N model
turbine has a maximum capacity of eight—four each in the upper-half and lower-half turbine
casing, respectively. The reversing chambers are rigidly bolted to machined rings, which are
internal to the upper-half and lower-half turbine casings. On later turbine designs, the governor
end reversing chamber support is a separate split ring, bolted to the upper-half and lower-half
casings, respectively. The reversing chamber screws are secured in the reversing chambers by
staking.
18.2 Disassembly
Reversing chamber disassembly/removal is only required if visual inspection reveals damage or

if there is the improbable necessity for replacing the steam jets.
To access the reversing chambers, refer to sections 15.2 and 16.2 and remove the upper-half
turbine casing and the turbine rotor.
Remove the reversing chamber cap screws and remove the reversing chamber(s).
18.3 Inspection
Visually inspect the reversing chamber assemblies for missing or broken cap screws.
18-1
Turbine Reversing Chambers
Visually inspect the reversing chambers for cracked or missing partitions, and for evidence of
turbine wheel rubs, erosion, pitting, scale deposits, and foreign object damage.
18.4 Reassembly
Replace damaged or missing parts.
CAUTION!! If new reversing chambers are installed, verify that their mounting flange thickness is equal
to or less than that of the original reversing chambers. Thicker mounting flanges will result in
interference with the turbine wheel.
If reversing chamber replacement is required, use new cap screws during reassembly.
Clean the female threads and coat the cap screw threads with an approved anti-seize lubricant.
Place the reversing chamber into position. Install and hand-tighten the lubricated cap screws.
Torque the cap screws to between 50 and 60 in.-lbs (560 to 680 N-cm) and stake the cap screw
heads in place.
Refer to sections 16.5 and 15.4 and reinstall the turbine rotor and the upper-half turbine casing.
18-2
19
TURBINE BEARING PEDESTALS
The bearing pedestal assemblies serve to:

• Support the turbine casing
• Locate and support the journal bearings
• Locate and support the thrust bearing
• Contain the lubricating oil
Additionally, the overspeed trip mechanism is located on the governor end pedestal cap and the
pump bracket housing containing the governor drive mechanism is mounted on the front of the
governor end pedestal.
19.1 Description
AFW turbines use separate, bolted-on bearing pedestals for the GS-1- and GS-2-type turbines.
The pedestals are located by means of a spigot fit and are then bolted and doweled to the turbine
casing. The spigot absorbs lateral and vertical downward loads on the turbine case. The bolts and
dowels absorb rotational and vertical upward loads on the turbine case.
For the AFW ZS-4N-type turbines, the bearing pedestals are integral with or welded to the
turbine casing.
Each bearing pedestal assembly consists of a bearing pedestal and pedestal cap. The pedestal cap
is secured to the pedestal with bolts and is located with dowel pins or roll pins. The pedestal and
cap are machined as an assembly and cannot be replaced individually.
The coupling end bearing pedestal is doweled and rigidly bolted to the turbine baseplate.
The governor end bearing pedestal is a sliding foot interface with the turbine baseplate, thus
allowing for thermal expansion. Following are specifics related to the governor end bearing
pedestal:
• The pedestal foot, the baseplate, and any alignment shims are coated with Molycote 360X
lubricant. This is permanent lubrication. No maintenance activity is required unless extreme
environmental conditions have been encountered or the pedestal was flooded.
• Two guide blocks, welded to the turbine baseplate, control movement in the horizontal
direction, perpendicular to the turbine shaft. The turbine assembly is initially centered on its
19-1
Turbine Bearing Pedestals
baseplate, with equal clearance of 0.008 to 0.012 in. (0.020 to 0.030 cm) between the
pedestal foot and each guide block. Later turbine assemblies use an adjustable rocker guide
block design where the clearance definition is reduced to 0.008 to 0.010 in. (0.020 to 0.025
cm).
• Movement in the vertical direction is controlled by shoulder bolt and washer assemblies,
providing a vertical clearance of 0.008 to 0.015 in. (0.020 to 0.038 cm).
• Excessive steam inlet and exhaust line piping loads can distort the governor end pedestal-to-
baseplate interface, resulting in potential turbine misalignment and vibration.
In addition to the support and locating functions, the pedestals serve as all or part of the
lubricating oil sump.
The bearing pedestal cap inspection plugs are vented to minimize the potential for pressure
build-up in the bearing pedestal area.
The internal surfaces of the pedestals are painted with Rust-Ban paint to seal the casting surfaces.
This paint is compatible with all normal turbine oils.
19.2 Inspection
Visually inspect the pedestal surfaces for evidence of distortion and stress cracks.
The bearing pedestals should be drained and the internal surfaces should be cleaned and
inspected during each refueling cycle (that is, approximately every 18 months to 2 years).
Remove any damaged preservative paint coating. Do not attempt to repaint the surfaces of the
pedestals.
Verify that the governor end sliding foot pedestal-to-baseplate interface is clean and free of paint
and foreign material.
Verify that clearance is available at the guide blocks (horizontal movement) and at the shoulder
bolt/washer assemblies (vertical movement). It is acceptable for the turbine to shift horizontally,
as long as it is not forced up against a guide block, and as long as proper alignment is
maintained.
19-2
20
TURBINE OIL SYSTEM
20.1 General Description
The turbine oil system provides for lubrication and cooling of the equipment bearings and other
accessories, and provides control oil and hydraulic oil to the turbine governor system.
The turbines are designed to operate with any brand of high-quality turbine oil. The
recommended oil viscosity is 150 SSU at 100°F (38°C) for forced-feed lubrication systems.
Minimum oil temperature for operation is 60°F (16°C). During normal surveillance testing,
maximum operating oil temperature should not exceed 140°F (60°C), supply to the bearings, or
160°F (72°C), drain from the bearings. A bearing drain temperature of 180°F (82°C) is
anticipated for maximum design basis conditions.
CAUTION!! Motor oils are not acceptable for use with steam turbines. Likewise, unless originally
specified, synthetic oils are not recommended for the turbine lubrication system.
Due to the adverse operating conditions, and the infrequent use of the AFW turbines, it was
originally recommended that oils containing vapor-phase rust and corrosion inhibitors be used.
Typically recommended were Mobil’s Vaportec Light and Shell’s VSI 32, both of which also
contain oxidation and foam inhibitors.
Operating experience at several sites has implicated the vapor phase oil in operational problems
related to sludge and varnish buildup during standby conditions. As a result of this experience,
most sites have changed to standard turbine oil, with acceptable results.
To ensure reliable operation of the turbine and its control accessories, the following conservative
oil acceptance criteria has been established. These values are based on review efforts performed
by the TTUG, as documented on the TTUG Web page.
• Moisture content shall be less than 0.5%.
• Acidity, as measured by the Neutralization Number Test (ASTM D974) shall be equal to or
less than 0.5 mgKOH/g.
• Viscosity change from baseline shall be less than 10%.
20-1
Turbine Oil System
• Particle count shall be within the following tolerance (SAE 5 or ISO 17/14):
Particle Size (Microns) Allowable Parts/100 ml
5 to 10 87,000
10 to 25 21,400
25 to 50 3,130
50 to 100 430
Over 100 41
It is recommended that oil moisture content be verified on a monthly basis, and that acidity,
viscosity, and particle count be verified each quarter until a data trending program can justify
extending the inspection frequency.
Oil should be refurbished or changed if the acceptance criteria cannot be satisfied. Oil should
also be changed if its appearance is different than when it was new, or if it picks up an unusual
odor.
IMPORTANT: Prior to filling or replenishing the turbine oil system, the moisture content, acidity, and
viscosity of the new oil should be verified to ensure that it satisfies the noted acceptance criteria.
Particle count should satisfy the acceptance criteria of SAE 3 or ISO 15/12, and the new oil should be
passed through a filter press or nominal 5 micron filter.
20.2 Ring Lubrication and Pressure Circulation System
Most AFW turbines use ring lubrication and pressure circulation. The ring lubrication system is a
backup to the pressure circulation system, providing lubrication to the journal bearings during
turbine coastdown in the unlikely event of a circulation system malfunction.
20.2.1 Oil Retention
Turbine oil is retained in the turbine bearing pedestals and an equalizer pipe header.
The bearing pedestals drain to, and are interconnected with, the equalizer pipe header (which is
located at the low point of the turbine oil system). The coupling end of the equalizer header is
provided with a plug to facilitate draining and cleaning.
20-2
Turbine Oil System
Oil level within the bearing pedestals is extremely critical. The inside diameter of the oil ring
should be submerged in oil a minimum of 1/4 in. (0.6 cm) and a maximum 5/8 in. (1.6 cm).
Deviation from these oil level limits will directly affect the lubrication capability of the oil ring
system. During turbine operation, there is a tendency for oil to transfer from the coupling end
bearing pedestal to the governor end bearing pedestal. Excessive oil level has the potential for
coming in contact with the rotating overspeed trip assembly disc, aerating the oil, and ultimately
choking the oil drain line. This can result in discharging oil from the bearing pedestal seals.
Proper oil level can be verified or established by following these sequential steps:
1. Remove the coupling end bearing cap.
2. Raise the oil ring 1/4 in. (0.6 cm) by placing a 1/4 in. (0.6 cm) round-stock between the oil
ring and the top of the turbine shaft.
3. Adjust the bearing pedestal oil level so that it is just touching the bottom inside diameter of
the oil ring. It will take a few minutes to equalize oil level between the coupling end and
governor end bearing pedestals. This is the low oil level.
4. Mark or verify the mark on the oil level indicating gauge.
5. Temporarily raise the oil level an additional 3/8 in. (1.0 cm). Again, it will take a few
minutes to equalize the oil level between the coupling end and the governor end bearing
pedestals. This is the high oil level.
7. With access through the inspection plug on the governor end bearing pedestal cap, verify a
minimum clearance of 1/8 in. (0.3 cm) between the high oil level and the bottom of the
overspeed trip assembly disc. If necessary, lower the high-oil level definition.
8. Remove the 1/4 in. (0.6 cm) round-stock. Return the oil level to its minimum, and replace the
coupling end bearing cap.
NOTE: In an effort to minimize the potential for oil aeration problems, it is recommended that oil be
maintained at or slightly above the minimum level.
CAUTION!! Do not add oil to maintain gauge glass level with the turbine running. This can result in
overfilling the lubrication system and subsequent flooding.
20-3
Turbine Oil System
20.2.2 Oil Pump and Pressure Control System
A turbine shaft-driven oil pump, drawing its suction from the equalizer pipe header, provides
pressure oil to the lubrication system. A relief valve, discharging to the equalizer header,
maintains oil header pressure at 12 to 15 psig (80 to 105 kPa) with turbine speed at its maximum
rated condition.
20.2.3 Oil Header Components
The pump discharge flows through an oil filter and an oil cooler. It pressure feeds the:
• Coupling end journal bearing through a 3/32 in. (0.24 cm) line orifice
• Governor end journal bearing and thrust bearing through a 1/16 in. (0.16 cm) line orifice
• Woodward EG-R hydraulic actuator through a local startup oil sump
• Hydraulic actuator drive shaft bushings through a 3/32 in. (0.24 cm) line orifice
• Hydraulic actuator drive shaft gear assembly through an internal 1/16 in. (0.16 cm) orifice
located in the pump bracket cap. The oil supply is actually from the vent connection on the
hydraulic actuator’s startup oil sump.
NOTE: The orifice sizes noted are typical. Refer to the appropriate oil system schematics for potential
variations.
NOTE: Depending upon the particular oil piping arrangement, line orifices might be orifice plates
located between a pair of pipe flanges, or they might be located within tube fittings.
The Woodward EG-R hydraulic actuator (where applicable) is connected to the Woodward
remote servo via 3/8 in. diameter, 0.049 in. maximum wall thickness stainless steel tubing.
Interface connectors are flareless bite-type fittings (for example, either Parker or Swagelok).
The Woodward PG-type governors, where used in lieu of the Woodward EG-type governors,
have a self-contained oil system.
Where applicable, the oil pump discharge header also includes a pressure indicator and a
pressure switch [set to alarm if the header pressure drops below a nominal 2 to 4 psig (15 to
30 kPa)]. On later turbine assemblies, the oil pump discharge header includes a local temperature
indicator and a temperature switch located in the oil pump discharge downstream of the oil
cooler. The temperature switch is set to alarm at 160°F (71°C).
Some oil filter installations include local pressure gages and a differential pressure switch for
monitoring pressure drop across the oil filter assembly. The switch is set to alarm at a nominal
5 to 7 psid (35 to 50 kPa), increasing differential pressure.
20-4
Turbine Oil System
20.2.4 Oil Drain System
The bearing pedestals are interconnected with the equalizer pipe header via individual 1 1/2 in.
drain line pipes. Where applicable, each drain line has a local temperature indicator and a
temperature switch, set to alarm at 180°F (82°C). On some earlier turbine arrangements, the
drain lines were 1 inch pipe.
20.2.5 Oil Drain System Flooding
There has been an historic problem with oil flooding in the turbine’s governor end bearing
pedestal during extended run periods of the AFW system. These problems were addressed in
NRC Information Notice 94-84 and were discussed during the TTUG meetings in 1995 and
1996.
The oil flooding problem is attributed to the accumulation of air bubbles in the governor end
drain line. It occurs with turbines using the disc-type overspeed trip design and 1 in. drain piping.
Potential factors contributing to the oil flooding problems and associated corrective actions
include:
Turbine Oil Level
It is essential that the correct oil level be maintained in the turbine bearing pedestals. As
identified in Section 20.2.1, after establishing the correct oil level, it is critical that the standby,
static oil level be maintained near the low-level definition.
Oil Aeration and Air In-Leakage
Oil aeration and air in-leakage are sources for air bubbles in the oil system. Oil aeration can be
caused by the oil spray to the EG-R hydraulic actuator’s drive gears, the oil header relief valve
discharge, the EG-R hydraulic actuator’s relief valve discharge, and possibly from deteriorated
performance of the shaft-driven oil pump. Major oil aeration (or foaming) will occur if the oil
level contacts the overspeed trip disc. Sources for air in-leakage include the suction tubing to the
shaft-driven oil pump, which runs under a slight vacuum, and the discharge of the oil header
relief valve when it is connected to the pump suction tubing. Air leaks must be repaired. On later
turbine assemblies, the oil header relief valve discharge is connected to the middle of the
equalizer pipe, eliminating it as a potential source of air in-leakage.
Disc-Type Overspeed Trip System
The oil flooding problem occurs with turbines using the disc-type overspeed trip design and
1 in. drain piping.
Journal bearing lubrication is the only oil source to the coupling end bearing pedestal. Oil
supplies to the governor end bearing pedestal include journal and thrust bearing lubrication, drive
shaft bushing lubrication, drive gear assembly spray lubrication, and discharge from the EG-R
20-5
Turbine Oil System
hydraulic actuator’s relief valve. With this flow input imbalance, there is a normal and expected
tendency for the oil level to drop in the coupling end bearing pedestal and to rise in the governor
end bearing pedestal.
There is only a nominal 1/2 in. (1.25 cm) clearance between the correct low oil level definition
and the bottom of the overspeed trip disc. If the governor end bearing pedestal oil level increases
and contacts the overspeed trip disc, oil aeration (or foaming) and ultimate choking of the drain
line occurs.
Later turbine designs use a pin-type overspeed trip system, which provides a significant increase
in oil level clearance. Retrofit conversion to the pin-type overspeed trip system is not considered
to be cost-effective.
Oil Drain Line Configuration and Size
The drain line from the coupling end bearing pedestal typically has a continuous slope to the
equalizer pipe, with no problems with proper oil draining.
The drain line from the governor end bearing pedestal typically has a short horizontal run (a
potential air trap) from the pedestal to clear the turbine’s governor valve, followed by a
continuous slope to the equalizer pipe.
Turbine assemblies were originally provided with 1 in. drain piping. With the onset of the oil
flooding problems, drain lines on later turbine assemblies were provided with 1 1/2 in. drain
pipes and oil flooding problems were eliminated.
A number of turbine assemblies have been successfully retrofitted in the field by increasing the
governor end bearing pedestal drain line to 1 1/2 in. pipe, thereby eliminating the oil flooding
problems. It is critical that this retrofit activity include boring the pedestal for 1 1/2 in. pipe.
A few turbine assemblies were unsuccessfully retrofitted to the 1 1/2 in. drain pipe, using a 1 by
1 1/2 in. concentric bushing. This bushing creates a built-in air trap.
Oil System Vents
Several installations have added vent lines to the bearing pedestal caps, the 1 in. (2.5 cm)
horizontal section of the governor end bearing pedestal drain line, and/or the 3 in. (7.6 cm)
equalizer pipe, with declared success.
Oil Header Pressure
A few installations have lowered the oil header pressure from 12–15 psig (80–105 kPa) to 8–
10 psig (55–70 kPa) in an effort to reduce total flow to the bearing pedestals, thereby reducing
the potential for oil foaming and flooding. Each of these installations also installed vent systems.
20-6
Turbine Oil System
Equalizer Pipe Slope
The equalizer pipe is typically sloped down from the governor end bearing pedestal to the
coupling end bearing pedestal. This causes any trapped air to vent into the governor end bearing
pedestal, with the potential for choking the drain flow. Reversing the equalizer pipe slope vents
any trapped air into the lightly loaded coupling end bearing pedestal. If this retrofit activity is
pursued, it is recommended that the coupling end bearing pedestal drain line be increased to
1 1/2 in. pipe. A minor drawback to this modification is that the equalizer pipe will not fully
drain during maintenance cleaning activity.
20.2.6 Inspection and Maintenance
The entire turbine oil system should be checked for leakage during normal system surveillance
testing, and appropriate corrective actions should be taken as necessary.
The oil header pressure should be checked during normal system surveillance testing and
adjusted if necessary. This check must be made with the turbine operating near maximum rated
speed. If the header pressure is adjusted at low turbine speed, it will be excessive at rated speed.
The bearing pedestals and the equalizer pipe are designed as low-point collection areas for water
and foreign material. As such, they should be drained, cleaned, and inspected during each
refueling cycle (that is, approximately every 18 months to 2 years). If the removed oil is
acceptable for reuse, it can be returned to the oil system through a filter press or nominal
5 micron filter. If new oil is required, it must also be passed through a filter press or nominal
5 micron filter.
The oil filter elements should be replaced and their housings should be cleaned during each
refueling cycle (that is, approximately every 18 months to 2 years).
The setpoints for the pressure switches in the lubrication system should be verified and adjusted,
if necessary, during each refueling cycle (that is, approximately every 18 months to 2 years).
The pressure gauges throughout the lubrication system should be calibrated during each refueling
cycle (that is, approximately every 18 months to 2 years).
The oil system orifices should be inspected for accumulation of foreign material and potential
blockage of flow during each major turbine inspection cycle (that is, approximately every 6 to 10
years). This should be done more frequently if there have been problems with high particulate or
foreign material in the oil.
NOTE: For component and piping reassembly following inspection and maintenance, use a site-
approved sealant on the male threads only. Do not use Teflon tape! Allow time for the thread sealant to
cure prior to oil exposure.
20-7
Turbine Oil System
CAUTION!! After the initial fill of the turbine oil system, or after refilling following maintenance
activity and/or oil flushing, the turbine should be started under manual control of the T & T valve. Run at
low speed (that is, 1500 to 2000 rpm) to prime the oil system piping and components. Manual rotation of
the turbine shaft will not prime the turbine oil system. Add oil as required, after turbine shutdown.
20.3 Ring-Only Lubrication System
A few AFW turbines use ring-only lubrication. Turbine oil is self-contained in each bearing
pedestal, coupling end, and governor end. Oil ring(s) at each turbine journal bearing dip into the
oil and lift it onto the journal bearings for lubrication during turbine shaft rotation.
Oil level within the bearing pedestals is extremely critical. The inside diameter of the oil ring
should be submerged in oil a minimum of 1/4 in. (0.6 cm) and a maximum of 5/8 in. (1.6 cm).
Deviation from these oil level limits will directly affect the lubrication capability of the oil ring
system. Proper oil level can be verified or established by following these sequential steps:
1. Remove the coupling end bearing caps.
2. Raise the oil ring 1/4 in. (0.6 cm) by placing a 1/4 in. (0.6 cm) round-stock between the oil
ring and the top of the turbine shaft.
3. Adjust each bearing pedestal oil level so that it is just touching the bottom inside diameter of
the oil ring. This is the low oil level.
5. Temporarily raise the oil level in each bearing pedestal an additional 3/8 in. (1.0 cm). This is
the high oil level.
7. On the governor end bearing pedestal cap, verify a minimum clearance of 1/8 in. (0.3 cm)
between the high oil level and the bottom of the overspeed trip assembly disc. If necessary,
lower the high oil level definition.
8. Remove the 1/4 in. (0.6 cm) round-stock. Return the oil levels to mid-range and replace the
bearing caps.
With the oil self-contained in the bearing pedestals, there is no provision for filtering. When
required, heat load from the turbine bearings is dissipated by radiation from the bearing pedestals
and by finned, U-tube water coolers in the bearing housings.
20-8
Turbine Oil System
Access for oil sampling is through the inspection plugs on the bearing pedestal caps. If oil
samples exceed the defined acceptance criteria, it will be necessary to drain the bearing pedestals
for cleaning. Cleaning must be accomplished using lint-free rags.
After verifying an acceptable cleaning process and its acceptance criteria, new oil can be added
to the system (passing through a filter press or nominal 5 micron filter).
20-9
Turbine Oil System

Figure Description
20-1 Oil Piping Schematic
20-2 Turbine Bearing Housing Oil Level
20-10
Turbine Oil System
Figure 20-1: Oil Piping Schematic 20-11

Turbine Oil System
20-12
Turbine Oil System
Figure 20-2: Turbine Bearing Housing Oil Level 20-13

21
TURBINE CONTROL SYSTEM OVERVIEW
The turbine control system, receiving its input from the specific system design criteria, provides
for the speed control of the turbine. The purpose of the governor control system is two-fold:
• To provide rapid response on initial startup to limit turbine speed overshoot during the
system start transient
• To maintain the turbine at the operating speed(s) necessary to provide the required system
design criteria
In most installations, the thermodynamic design of the turbine is dictated by the power
requirements of the pump when operating at the minimum inlet steam pressure conditions,
typically 80-150 psig (550 to 1035 kPa). Normal surveillance testing and most system challenges
occur at normal operating pressure, typically 1000 to 1400 psig (6900 to 9650 kPa). When
operating at normal inlet pressure, the turbine is capable of several times the rated horsepower.
Because the pump absorbs very little power until flow is established, the turbine/pump
accelerates very rapidly and the speed control system must be capable of controlling this
transient.
The next three sections define the following aspects of the turbine control system:
• Woodward EG-type governor
• Woodward PG-type governor
• Transient control improvement
21-1
22
WOODWARD EG-TYPE GOVERNOR
A significant number of AFW turbines use Woodward Governor Company’s EG-type control
system.
22.1 Description
The EG-type control system consists of the following primary components:

• Power supply
• Ramp generator and signal converter (RGSC) module
• Electric governor-magnetic pickup (EG-M) control box
• Bias speed-setting potentiometer
• Magnetic speed pickup
• Electric governor-remote (EG-R) hydraulic actuator
• Remote servo
22.1.1 Power Supply
The original power supply for the governor control system was provided by Woodward
Governor Company. The power supply is a simple voltage-dropping resistor assembly, mounted
on a heat sink. This resistor conditions the station DC battery voltage (typically a 125 volt
system, with a few 250 volt systems) to a 48 DC voltage supply to the EG-M control box.
Marginal 70 watt resistors were used, which incurred frequent failures due to station battery
voltage surges during power transients.
Over the years, a significant number of applications have changed to higher wattage resistors.
Others have converted to isolated AC/DC or DC/DC power supply systems. These options have
resulted in significant improvements in power supply reliability.
22-1
Woodward EG-Type Governor
22.1.2 RGSC Module
The RGSC module provides the turbine speed reference signal to the EG-M control box. As its
name implies, this module has two basic functions:
• Ramp generator function for controlling turbine acceleration during the startup transient
• Signal converter function for conditioning the output signal from the AFW system’s
controller during system operation
The RGSC module is powered by a 36 volt DC source from the EG-M control box.
It has three major circuits (listed below) that are integrated onto a single printed circuit board,
and four potentiometers for calibrating the functions of the circuits.
• Ramp Generator: In the standby condition, with the ramp circuit open, the ramp generator
defines a low-speed (low-voltage) signal, which is adjustable by its idle potentiometer. With
system startup, the ramp circuit automatically closes (via an external switch), initiating a
linear ramp of increasing speed (increasing voltage) signal, which is adjustable by its ramp
slope potentiometer. The ramp rate adjustment controls both the turbine’s acceleration rate
and its time to rated speed. The maximum obtainable voltage output from the ramp generator
circuit is greater than the maximum voltage output from the signal converter circuit. If the
ramp circuit is opened, the ramp generator output immediately returns to the low speed idle
signal.
• Signal Converter: The output from the AFW system’s controller is the turbine’s speed
demand input signal to the signal converter. The signal converter has the capability to receive
a 4 to 20 milliamp, a 10 to 50 milliamp, or a 1 to 5 volt input signal (or no signal for the few
AFW turbines that operate at a single, constant speed). It converts the input signal to a
voltage signal that is linearly proportional to turbine speed demand. In the standby condition,
the signal converter is at its maximum voltage level and is adjustable by the converter gain
potentiometer. With the turbine at rated speed, the signal converter’s output voltage will
remain constant. The converter zero potentiometer is adjusted to obtain zero-voltage output
when the signal converter’s input signal is at its minimum value.
• Low Signal Selector: This circuit continuously senses and selects the lowest (least positive)
voltage output from either the ramp generator or the signal converter. The selected output
signal is transmitted to the speed reference section of the EG-M control box. In the standby
condition, the output from the low-signal selector will be the idle voltage of the ramp
generator. With system startup, the low-signal selector will output the increasing voltage
signal from the ramp generator until its voltage level exceeds that of the signal converter. The
low-signal selector will then provide a bumpless transfer between the ramp generator circuit
and the signal converter circuit.
For reverse acting control systems, some RGSC modules include a clamp potentiometer, limiting
the maximum output from the unit. With this feature, in the event of a loss of the speed demand
signal, the clamp will hold turbine speed near its maximum rated value, thus preventing an
overspeed trip transient.
22-2
Woodward Governor Company’s manual # 82359 provides more generic information regarding
the RGSC module.
22.1.3 EG-M Control Box
The EG-M control box contains the primary electronic portion of Woodward Governor
Company’s EG-type control system. This module is a proportional plus derivative controller
(with adjustable gain and stability settings, respectively) and is powered from an external 48 volt
DC source.
The EG-M control box uses three printed circuit boards, with appropriate external components.
• Converter Printed Circuit Board: This board receives the AC-voltage signal from the
magnetic pickup speed sensor through an external isolation transformer. In conjunction with
an external speed range capacitor, the board converts the AC-voltage signal into a usable
DC-voltage signal (proportional to turbine speed) at the speed section of the amplifier printed
circuit board. The isolation transformer ensures separation of the common speed-sensor
signal between the converter printed circuit board and the tachometer printed circuit board.
Special Note:
The converter printed circuit board also includes a rectified circuit for the 48 volt DC power
supply. Included in this circuit is a 110 micro-fared electrolytic filtering capacitor. In a recent
period of six years, there have been three reported failures (June 1994, December 1995, and
August 2000) of similar electrolytic capacitors used on the Woodward 2301A Control
Module. The vendor concluded that these were end-of-life failures (life expectancy is 5 to 15
years, depending on storage and operating environments). There have been no reported
failures of the electrolytic capacitors used in the EG-M control box.
The potential failure modes for the electrolytic capacitor are two-fold:
Shorted Circuit: If the magnitude of the shorted condition were sufficient to drop input
power below 42 volts DC, the control system would become inoperative.
Open Circuit: The filtering function of the capacitor would be lost, possibly affecting
the control system’s stability.
Engine Systems, Incorporated (representing Woodward Governor Company) has defined the
following conservative corrective actions:
– Replace the electrolytic capacitor and refurbish the EG-M control box every 5 to 7 years.
– For control units in storage, reform the electrolytic capacitor every 18 to 24 months by
applying rated voltage to the input power terminals of the control unit for a minimum
period of 24 hours. (Note that installed units are continuously powered and reforming is
not required).
22-3
There has been some consideration given to eliminating the electrolytic capacitor from the
power supply circuit. This is especially a viable option for those installations using a stable,
isolated power supply. However, this is a design change that is not supported by Woodward
Governor Company.
• Amplifier Printed Circuit Board: This board contains a speed section, a speed reference
section, an amplifier section, and a stability section. The output from the converter printed
circuit board provides the input voltage to the speed section. The output from the RGSC
module plus the external bias speed-setting potentiometer provides the input voltage to the
speed reference section. The speed reference section also has a high-trim potentiometer and a
low-trim potentiometer, both external to the printed circuit board, which define the operating
speed range for the turbine. During steady-state operation, the voltages at the speed section
and the speed reference section are equal and of opposite polarity. There is no voltage input
to the amplifier section. If there is a transient condition, the voltages will differ at the speed
section and the speed reference section. This voltage difference is fed into the amplifier
section, which provides an output voltage to the EG-R hydraulic actuator that is proportional
to the input voltage difference. Adjustment of the amplifier gain potentiometer external to the
printed circuit board will control the magnitude of this proportional voltage signal. The
maximum available voltage signal is +9 volts DC to -9 volts DC. The stability section, with
its external stability potentiometer, provides an adjustable feedback time delay derivative.
Note that the output of the amplifier section is also the input to the stability section.
• Tachometer Printed Circuit Board: As with the converter printed circuit board, this board
also receives the AC-voltage signal from the magnetic pickup speed sensor through an
external isolation transformer. In conjunction with an external speed range capacitor, the
board converts the AC-voltage signal into a milliamp signal (proportional to turbine speed),
which is used to drive a remote located speed indicator. The isolation transformer ensures
separation of the common speed-sensor signal between the converter printed circuit board
and the tachometer printed circuit board. Two external potentiometers are provided for the
calibration of the speed indicator. Note that some AFW turbines do not incorporate the use of
the tachometer printed circuit board.
The EG governing system must never be operated with an actuator voltage that is at zero volts.
If the electrical signal is lost, the actuator would not know the difference between a zero voltage
control signal or a loss of control signal. The EG-M control box is therefore calibrated with an
offset or, null, voltage when the system is operating at a steady-state condition. For the AFW
system, the null voltage is set at -0.75 to -1.00 volts DC. With the negative EG-M control box
null voltage, and a corresponding offset adjustment of the centering springs in the EG-R
hydraulic actuator, the AFW turbine governor valve will go full open and the turbine will go to
overspeed trip on loss of power within the EG governing system. This somewhat surprising
failure mode is selected in order to use the throttling capability of the turbine’s T & T valve after
resetting the overspeed trip linkage, thereby continuing turbine operation without a functioning
governor system.
the EG-M control box.
22-4
22.1.4 Bias Speed-Setting Potentiometer
The bias speed-setting potentiometer provides an input voltage to the speed reference section of
the EG-M control box’s amplifier printed circuit board. This input voltage adds to the voltage
input from the RGSC module and provides a method for manually increasing turbine speed.
The generic instructions in the Woodward Governor Company’s manuals define using the bias
speed-setting potentiometer for setting turbine speed. However, for normal AFW system
operation, the bias speed-setting potentiometer is maintained in its fully counterclockwise
position and has only a passive function. Its only active function is to manually increase turbine
speed above the maximum governor speed setting when conducting turbine overspeed trip tests.
The original bias speed-setting potentiometer was a simple 200 ohm wire-wound potentiometer.
It is critical that this potentiometer be maintained in its fully counterclockwise position during
normal system operation, and that it be returned to its fully counterclockwise position following
each overspeed trip test.
An overspeed test controller is available, which replaces the original bias speed-setting
potentiometer. This controller consists of a potentiometer, a fixed resistor, and a momentary
action switch. During normal system operation, the fixed resistor is in the circuit and bypasses
the position of the potentiometer. When conducting turbine overspeed trip tests, the action switch
is held in its test position, which activates the potentiometer. This potentiometer is used to
increase turbine speed to its trip speed condition. It is critical that this potentiometer be
maintained in its fully counterclockwise (CCW) position during normal system operation, and
that it be returned to its fully counterclockwise position following each overspeed trip test.
CAUTION!! Regarding the overspeed test controller: due to manufacturing tolerances, there is a finite
difference in the values of the fixed 200 ohm resistor and the potentiometer’s 200 ohm resistor. This
difference will result in a small step change in turbine speed when the controller’s action switch is put in
the test position.
22.1.5 Magnetic Speed Pickup
The magnetic speed pickup is the device used for detecting the actual speed of the turbine. The
pickup consists of a cylindrical permanent magnet behind a soft iron pole piece, around which a
coil of fine wire has been wound.
In conjunction with a rotating spur gear (the teeth of which are passing the pickup’s pole piece),
the magnetic speed pickup produces a pulsating voltage output. This internally generated AC
output frequency is linearly proportional to the surface speed of the spur gear teeth. The
generated output frequency is always equal to:
(rpm of the gear) x (number of the gear teeth)

60
22-5
The pickup spur gear is a 48 tooth gear, located directly on the turbine shaft. The generated
output frequency of the pickup, relative to the turbine shaft speed, is the number of spur gear
teeth passing the pickup pole piece for one revolution of the turbine shaft. That is:
(turbine shaft rpm) x (48)

60
The generated AC output from the magnetic speed pickup is fed into the converter printed circuit
board and the tachometer printed circuit board of the EG-M control box. Here it is converted
into a DC voltage that is proportional to turbine speed.
22.1.6 EG-R Hydraulic Actuator
The EG-R hydraulic actuator converts the variable electrical signal from the EG-M control box
into a hydraulic force for positioning the remote servo. The EG-R hydraulic actuator is an
integrating controller, providing reset action for the speed control system. The integrating
function of the actuator is matched with the proportional and derivative functions of the EG-M
control box. The actuator is driven by the turbine shaft through a right angle gear assembly. This
provides rotation for the actuator’s internal oil pump and relative rotation between the non-
rotating pilot valve plunger and its rotating bushing.
The EG-R hydraulic actuator includes the following major components:

• Displacement Oil Pump With Relief Valve: Filtered oil from the turbine oil system, at a
nominal pressure of 5 to 15 psig (35 to 105 kPa), is provided to the suction of the gear-type
oil pump contained within the EG-R hydraulic actuator. This internal oil pump, together with
an internal relief valve, delivers operating oil pressure of 325 to 375 psig (2240 to 2585 kPa)
above the pump suction pressure to the actuator’s hydraulic system. With the pump in good
condition, this operating oil pressure will be developed with an actuator rotational speed of
approximately 400 rpm or an equivalent turbine speed of 700 rpm. The relief valve
discharges internally, returning oil back to the suction of the actuator’s oil pump.
• Pilot Valve Plunger With Rotating Bushing: The pilot valve plunger controls the flow of
oil to and from the major area of the power piston in the remote servo. The pilot valve
bushing (an integral part of the actuator’s drive shaft) rotates during operation and, thereby
minimizes friction losses with the pilot valve motion. The pilot valve plunger is connected to
an armature magnet that is spring-suspended in the field of a two-coil transducer (or
solenoid). The output signal from the EG-M control box is applied to the transducer coils.
This signal (+9 volts DC to -9 volts DC maximum available) produces a force proportional to
the strength of the signal. This force moves the armature magnet and the pilot valve plunger
up and down, porting oil from and to the remote servo, respectively. The centering springs,
suspending the armature magnet, will return it and the pilot valve plunger to their steady-
state, centered position when the electric control signal fades to its on-speed voltage value
(that is, its null voltage value). For AFW systems, the null voltage is set at -0.75 to -1.00 volt
DC. The actuator’s null voltage screw (accessed via the vent screw in the actuator cover) is
adjusted to match the actuator’s centering springs with the electrical null voltage. With the
negative EG-M control box null voltage and the corresponding offset adjustment of the
22-6
centering springs in the EG-R hydraulic actuator, the turbine will go to overspeed trip upon
loss of power within the EG governing system. This somewhat surprising failure mode is
selected in order to use the throttling capability of the turbine’s T & T valve after resetting
the overspeed trip linkage, thereby continuing turbine operation without a functioning
governor system.
• Spring-Loaded Buffer Piston and Needle Valve System: The integrating-reset action of
the EG-R hydraulic actuator is obtained by means of the buffer system and the temporary
pressure differential it provides across the compensation land of the pilot valve plunger. The
stability of this integrating-reset hydraulic circuit is adjustable via the system’s needle valve,
thus controlling the rate of pressure equalization.
• External Oil Reservoir: An external oil reservoir is installed at the oil supply port to the
EG-R hydraulic actuator. This reservoir provides oil priming to the actuator during the
turbine startup transient.
the EG-R hydraulic actuator.
22.1.7 Remote Servo
The remote servo is a differential area power piston device used to transmit the hydraulic signals
from the EG-R hydraulic actuator into physical movement of the turbine’s governor valve
linkage. The linkage positions the turbine governor valve, thus controlling steam flow to the
turbine. Extension of the remote servo’s piston will open the turbine governor valve.
Stainless steel tubing (3/8 in. diameter and 0.049 in. maximum wall thickness) provides the
interface between the EG-R hydraulic actuator and the remote servo. Interface connectors are
flareless bite-type fittings, for example, either Parker or Swagelok.
Linkage provides the interface between the remote servo and the turbine governor valve.
22.1.8 Summary of Operation
In the standby condition with no pump discharge flow, the system’s flow-controller output is
saturated, calling for maximum turbine speed. For single setpoint systems (that is, a constant
speed system), the fixed speed demand signal is present. There is no frequency input from the
magnetic speed pickup. The RGSC idle voltage is calling for a low-speed demand. The resulting
EG-M positive voltage output is calling for an open position of the turbine governor valve. The
turbine governor valve is spring-loaded in the open position.
With the turbine steam supply valve leaving its closed position, the RGSC’s ramp circuit is
initiated, increasing its voltage output in a positive direction, thus calling for an increase in
turbine speed.
22-7
Upon receiving a demand for an increase in turbine speed, the EG-M control box will generate
an increasing voltage output in a positive direction. With the turbine governor valve spring-
loaded in the open position, the turbine will immediately accelerate in speed.
The positive voltage signal from the EG-M control box will lower the pilot valve plunger in the
EG-R hydraulic actuator, thereby applying full oil pressure at Port E on the remote servo. Due to
the differential area of the remote servo piston between Port E and Port A, the remote servo
piston will remain in its extended position and the turbine governor valve will remain in its full
open position.
With turbine speed below the demand requirement, the EG-M voltage output will remain above
its null-voltage condition in the positive direction. The turbine governor valve will remain in its
full open position and turbine speed will continue to increase.
Conversely, with turbine speed above the demand requirement, the EG-M voltage output will go
below its null-voltage condition in the negative direction.
The negative voltage signal from the EG-M control box will raise the pilot valve plunger in the
EG-R hydraulic actuator, relieving the oil pressure at Port E. With the oil pressure relieved at
Port E, oil pressure at Port A will retract (or insert) the remote servo piston (that is, the remote
servo piston will move downward). Downward movement of the remote servo piston will lower
the governor valve lever and close the turbine governor valve.
With turbine speed demand satisfied, the EG-M voltage output will go to its null-voltage
condition; the EG-R will be in its neutral position (holding the remote servo and the turbine
governor valve in a fixed position) and turbine speed will remain constant.
22.2 Calibration
The key element to successful operation of the EG governor control system is the proper
calibration of the RGSC module and the EG-M control box, followed by matching this
calibration to the EG-R hydraulic actuator.
Three basic configurations of the EG governor control system have been used, dictated by
specific plant operating requirements. The principal differences in the three configurations are in
the method of speed setpoint adjustment and control.
• Direct Acting Systems: The speed setpoint is remotely adjusted through the RGSC module,
with an increase in the input signal (milliamp or voltage) resulting in an increase in the
speed setpoint.
22-8
Project applicability includes:

File # Plant
37521 Tihange
37665 Arkansas Nuclear One-2
37858 Farley
38467 Almaraz
38677 Watt’s Bar
38848 Angra-1
39623 Asco
40176-7 Callaway and Wolf Creek
40809 WPPSS-3, 5
• Reverse Acting Systems: The speed setpoint is remotely adjusted through the RGSC
module, with a decrease in the input signal (milliamp or voltage) resulting in an increase in
speed setpoint.

File # Plant
37470 Trojan
37480 Sequoia
37549 St. Lucie-1
40225 Midland
40568 Palo Verde-1, 2, 3
40893 Maanshan-1
41056-7 Shearon Harris
41173 Vogtle
41482 Korea-5, 6
41925 Vandellos-2
41930 Korea-7, 8
42264 Arkansas Nuclear One-1
• Single Setpoint Systems: The speed setpoint is established during the static calibration of
the RGSC module and the EG-M control box and is not adjustable during turbine operation.
The turbine/pump runs at a constant speed.

File # Plant
38280 Waterford-3
40101 San Onofre-2, 3
22.2.1 Calibration Test Equipment
The following test equipment is required for the checkout and calibration of the turbine
EG governor control system:
• 0 to 50 volt-DC, 1 amp power supply.
22-9
• 0 to 50 milliamp current source with an indication meter and a 0 to 10 DC voltage source

with an indication meter, both floating with respect to the power supply identified previously.
• Sine-wave audio-frequency generator with frequency counter, floating with respect to the
power supply identified previously.
• 0 to 200 ohm overspeed test potentiometer or a jumper and a fixed 200 ohm resistor.
• 30 to 50 ohm, 10 watt resistor for hydraulic actuator load simulation.
• Single-pole single-throw (SPST) switch.
• Two volt-ohm meters, 20,000 ohms per volt DC minimum. Two additional volt-ohm meters
would be useful.
• A jeweler’s screwdriver or a similar tool to adjust small potentiometers.
• A stopwatch.
22.2.2 Calibration Procedures
Separate calibration procedure sets are provided for each of the configurations defined.
Following each procedure set is a tabulation of plant-specific information and system settings for
each applicable installation.
NOTE: The calibration procedures presented here differ significantly from the generic information
identified in the Woodward Governor Company bulletins.
22.2.2.1 Direct Acting Systems, PWR AFW Turbine Application
The six procedures included herein, along with the plant-specific information at the end of the
procedures, define the complete package for calibration of the EG governor control system for
applicable AFW turbines.
0. Initial Calibration of the Local Speed-Setting Potentiometer Circuit
I. Initial Calibration of the RGSC Module
II. Initial Calibration of the EG-M Control Box with the RGSC Module
III. Recalibration of the RGSC Module and the EG-M Control Box
IV. Calibration of the EG-M Tachometer Board
V. Calibration of the EG-R Hydraulic Actuator with the RGSC Module and the
EG-M Control Box
22-10
These procedures are written for a remote speed-setting signal in the range of 4 to 20 milliamps.
If the signal current is in the range of 10 to 50 milliamps, the same procedures apply except that
10 to 50 substitutes for 4 to 20.
On some installations, a local speed-setting potentiometer on the turbine control panel produces
the 4 to 20 milliamp signal and no remote speed-setting signal is used. An additional procedure
is included for the initial calibration of the local speed-setting potentiometer circuit in the turbine
control panel.
For the specific tasks identified, the procedures should be performed in the sequences that
follow:
Task Procedure Sequence
Initial calibration 0 and I, II, IV, and V
RGSC replaced or repaired I, III, and V
EG-M replaced or repaired II, IV, and V
EG-R replaced or repaired V
Periodic system checkout and recalibration III, IV, and V
Procedures 0, I, II, III, and IV are static; they are performed without turbine operation. Procedure
V is dynamic; it is performed with the turbine in operation.
CAUTION!! There are several models of Woodward components used for the turbine control system.
Due to variations in specific terminal point designations, it is critical that the appropriate plant wiring
diagram be used in defining the correct wiring terminations.
0. Initial Calibration of Local Speed-Setting Potentiometer Circuit
NOTE!! Some installations have a local speed-setting potentiometer and others do not. Check the plant-
specific information for applicability.
CAUTION!! The local speed-setting potentiometer is not the same as the overspeed test potentiometer.
1. The control panel should be wired per the applicable electrical schematic diagram and the
power should be off.
2. Connect the EG-R hydraulic actuator (or a 30 to 50 ohm, 10 watt resistor to simulate the EG-
R actuator) to EG-M terminals 4 and 5.
3. Turn the local-remote selector switch on the control panel door to local.
22-11
4. Connect the 120 VDC (nominal) control panel power per the applicable electrical schematic
diagram, and turn the power on. Or apply 48 (+/- 4) VDC to EG-M terminals 1(+) and 2 (-).
5. Locate the high-trim and the low-trim potentiometers for the local speed-setting circuit.
These are not found on the EG-M control box or on the RGSC module, but they are located
elsewhere inside the control panel.
6. Turn the local speed potentiometer fully clockwise (CW).
7. With a DC voltmeter on RGSC terminals 5 (common) and 6, adjust the high-trim

potentiometer for 2.5 (+/- 0.2) VDC. Turn the high-trim potentiometer CW to increase the
voltage and counterclockwise (CCW) to decrease it.
8. Turn the local speed potentiometer fully CCW.
9. With a DC voltmeter on RGSC terminals 5 (common) and 6, adjust the low-trim

potentiometer for 0.5 (+/- 0.1) VDC. Turn the low-trim potentiometer CW to increase the
voltage and CCW to decrease it.
10. Steps 6 through 9 interact and must be repeated until the local speed potentiometer fully CW
produces 2.5 (+/- 0.2) VDC, and fully CCW produces 0.5 (+/- 0.1) VDC at RGSC terminals
5 (common) and 6.
This concludes Procedure 0.
I. Initial Calibration of the Ramp Generator Signal Converter (RGSC) Module
Test Setup:
1. Check the resistance of the RGSC module:
a. There must be no external wiring connections to the terminal strip or chassis of the
RGSC module during this check.
b. Using a volt-ohm meter, measure the resistance from each terminal to the chassis. The
correct reading is infinity.
c. Verify the following resistance values:
Terminal 7 to TP-1: 30 (+/- 3) K ohm

Terminal 5 to TP-2: 0 ohm
Terminal 5 to Terminal 11: 51 (+/- 5) ohm
NOTE: For RGSC module 8270-957, check only Terminal 7 to TP-1 and Terminal 5 to TP-2 for
resistance values.
22-12
2. Connect a 36 (+/- 2) VDC power supply to Terminal 1 (+) and 2 (-). Do not turn on the
power supply at this time.
CAUTION!! If the RGSC module is to be powered by the EG-M control box for this procedure, verify
that the load is connected to EG-M terminals 4 and 5. The load can be the EG-R hydraulic actuator or a
30 to 50 ohm, 10 watt resistor.
3. Check the plant-specific information to determine if the installation has a local speed-setting
potentiometer. If it does, perform steps 3b and 4b; if it does not, perform steps 3a and 4a.
a. Connect a jumper between terminals 9 and 10 for a remote speed-setting signal of 4 to 20

milliamps, or connect the jumper between terminals 10 and 11 for a remote speed-setting
signal of 10 to 50 milliamps.
b. Connect a jumper between terminals 9 and 10.
NOTE: The RGSC type 8270-957 is hard-wired inside for either 4 to 20 or 10 to 50 milliamps. No jumper
is used.
4a. Apply a calibrated 4 to 20 milliamp DC source to terminals 6 (+) and 5 (-). Set it within
its 4 to 20 milliamp range.
4b. Restore the panel wiring to terminals 1, 5, and 6 of the RGSC module per the applicable
electrical schematic diagram.
5. Set the RGSC ramp slope, idle, converter zero, and converter gain potentiometers to 1/2
travel (mid-position).
NOTE: All RGSC potentiometers are 25 turn devices. The 1/2 travel can be obtained by turning the
potentiometer more than 25 turns in one direction and then turning it in the opposite direction for 12 1/2
turns. More than 25 turns will not damage these potentiometers because of their internal slip clutch.
6. Further adjust the RGSC potentiometers by the number of turns shown in the plant-specific
information.
NOTE: These potentiometer adjustments are approximate initial settings. Their use should shorten the
time spent in calibration. The final potentiometer positions can be achieved only by performing all of the
steps in the calibration procedures.
7. Connect a temporary ramp start (open/close) switch between terminals 3 and 4 with the
switch open.
22-13
8. Connect a DC voltmeter to TP-1 (+) and TP-2 (-).
9. From the plant-specific information, look up the preliminary gain voltage and the idle
voltage; this data is used in the steps that follow.
Procedure:
10. Verify that the test setup (steps 1–9) has been properly completed. Turn on the power supply
and adjust it for 36 (+/- 2) VDC. Turn on the milliamp source, as applicable.
11. Turn the temporary ramp start switch to the closed position. The voltage at TP-1 (+) and
TP-2 (-) should ramp upward.
NOTE: If the voltage ramps downward, turn the ramp slope potentiometer CW until the voltage ramps
upward. If the voltage does not ramp at all when the switch is closed, open the switch and turn the idle
potentiometer CCW several turns, and then repeat Step 11.
12. Adjust the milliamp source for 4 milliamps (or adjust the local speed-setting potentiometer
fully CCW) and then adjust the converter zero potentiometer for 0.0 (+/- 0.2) VDC on the
DC voltmeter at TP-1 (+) and TP-2 (-). Turn the converter zero potentiometer CW to increase
the voltage and CCW to decrease it.
fully CW), and then adjust the converter gain potentiometer for the preliminary converter
gain voltage (refer to Step 9) on the DC voltmeter at TP-1 (+) and TP-2 (-). Turn the
converter gain potentiometer CW to increase the voltage and CCW to decrease it.
14. Repeat steps 12 and 13 as required until 4 milliamps (or local speed-setting potentiometer
fully CCW) produce 0.0 (+/- 0.2) VDC and 20 milliamps (or local speed-setting
potentiometer fully CW) produce the preliminary converter gain voltage (refer to Step 9).
NOTE: This repetition is necessary because adjustments of the converter zero potentiometer and the
converter gain potentiometer interact with each other.
15. Set the milliamp source to 20 milliamps (or adjust the local speed-setting potentiometer fully
CW).
16. Switch the temporary ramp start switch to the open position.
17. Adjust the idle potentiometer for the proper idle voltage on the DC voltmeter at TP-1 (+) and
TP-2 (-) (refer to Step 9). Turn the idle potentiometer CW to increase the voltage and CCW
to decrease it.
18. Close the ramp start switch. Time the interval required for the voltage, as measured from
TP-1 (+) to TP-2 (-), to increase from idle voltage to the preliminary converter gain voltage.
22-14
Adjust the ramp slope potentiometer to obtain a 15 to 20 second ramp time. Turn the ramp
slope potentiometer CW for a faster ramp time and CCW for a slower time.
NOTE: If the voltage at TP-1 (+) and TP-2(-) ramps downward when the ramp switch is closed, turn the
ramp slope potentiometer CW until the voltage ramps upward. Adjustment of the ramp slope
potentiometer to set the ramp time does not interact with the idle voltage adjustment. Adjustment of the
idle potentiometer affects the ramp time, however.
This concludes Procedure I. Turn off the power supply and remove its leads from the RGSC
module. If Procedure II or III will be done next, leave the ramp start switch and the 4 to
20 milliamp signal (if applicable) connected to the RGSC module.
II. Initial Calibration of the EG-M Control Box With the RGSC Module
Test Setup:
1. Check the resistance of the EG-M control box:
a. There must be no external wiring connections to the terminal strip or chassis of the EG-M
control box during this check.
2. Connect the RGSC module and the overspeed test potentiometer to the EG-M control box as
shown on the applicable wiring diagram. Four wires connect the RGSC to the EG-M and
three wires connect the overspeed test potentiometer to the EG-M.
NOTE: Make sure that the overspeed test potentiometer is correctly wired to the EG-M control box. With
the overspeed test potentiometer fully CCW, there should be 0 ohms across EG-M terminals 6 and 7, and
approximately 200 ohms across terminals 7 and 8. In lieu of the overspeed test potentiometer, a jumper
can be installed across EG-M terminals 6 and 7 with a 200 ohm fixed resistor across EG-M terminals 7
and 8.
3. Connect a temporary ramp start switch across terminals 3 and 4 of the RGSC with the switch
closed. This equipment might already be connected from Procedure I.
potentiometer. If it does, perform Step 4b; if it does not, perform Step 4a.
a. Connect a calibrated milliamp signal source to terminals 5 (-) and 6 (+) of the RGSC
module. This equipment might already be connected from Procedure I.
22-15
b. Check that the local speed-setting potentiometer circuit is connected to RGSC terminals
1, 5, and 6, per the applicable electrical schematic diagram.
5. Connect the EG-R actuator (or a 30 to 50 ohm, 10 watt resistor to simulate the EG-R
actuator) to EG-M terminals 4 and 5.
CAUTION!! Do not connect or disconnect this load with power supplied to the EG-M control box.
Resultant voltage spikes could damage components.
6. Connect a sine wave frequency generator to EG-M terminals 9 and 10. The signal voltage
level should be between 1.5 and 4 VAC, RMS.
7. Connect a DC voltmeter to EG-M terminals 4 and 5, with Terminal 4 as common. Connect a

second DC voltmeter to TP-1 and TP-2 on the RGSC module, with TP-2 as common.
8. Set the EG-M high-trim potentiometer to its mid-range position (five full turns off either
end). Further adjustment of this potentiometer is not required.
NOTE: The EG-M high-trim (and low-trim) potentiometers are 10-turn devices. Do not force them
against their turn stops.
9. Set the EG-M low-trim potentiometer to one turn off the full CCW end.
10. Set the EG-M amp gain potentiometer to 7 and the EG-M stability potentiometer to 5.
11. Set the overspeed test potentiometer to its CCW end.
12. Connect a 48 (+/- 4) VDC power supply to EG-M terminals 1 (+) and 2 (-). Do not turn on
the power supply at this time.
NOTE: Only on turbine serial number 38848, Angra-1, is the supply voltage 120 VAC at EG-M terminals
1 and 2.
13. From the plant-specific information, look up the preliminary converter gain voltage and the
idle voltage. Also, look up the low governor frequency, high governor frequency, and null
voltage. This data is used in the steps that follow.
Procedure:
14. Verify that the test setup (steps 1–13) has been properly completed. Turn on the power
supply and adjust to 48 (+/- 4) VDC on EG-M terminals 1 (+) and 2 (-). Measure the voltage
at RGSC terminals 1 (+) and 2 (-); the correct voltage is 36 (+/- 2) VDC.
22-16
15. Set the RGSC input signal to 4 milliamps (or adjust the local speed-setting potentiometer
fully CCW). Check that the ramp start switch is closed. With the frequency generator output
set at approximately 1800 Hz, verify that the voltage at EG-M terminals 4 (common) and 5
(+/-) is a negative value of -7.5 VDC or greater in negativity. If this criterion is not satisfied,
verify the operability of the EG-M gain potentiometer and the amplifier printed circuit board.
16. Adjust the frequency generator output to the low governor frequency (refer to Step 13).
17. With the ramp start switch closed, measure the voltage at TP-1 (+) and TP-2 (-) on the RGSC
module. The voltage should read 0.0 (+/- 0.2) VDC. If necessary, readjust with the converter
zero potentiometer on the RGSC module. Turn the converter zero potentiometer CW to
increase the voltage and CCW to decrease it.
18. Adjust the low-trim potentiometer on the EG-M control box to obtain the null-voltage
reading at EG-M terminals 4 (common) and 5 (+/-) (refer to Step 13).
NOTE: To raise the voltage in the positive (+) direction, turn the low-trim potentiometer CW; to lower
the voltage in the negative (-) direction, turn it CCW. The null-voltage value is the actuator offset, or null,
voltage and is the steady-state output voltage value. It must be used instead of zero.
19. Set the input signal to the RGSC module to 20 milliamps (or adjust the local speed-setting
potentiometer fully CW). Verify that the voltage at EG-M terminals 4 (common) and 5 (+/-)
increases to greater than +7.5 VDC. If this criterion is not satisfied, verify the operability of
the EG-M gain potentiometer and the amplifier printed circuit board.
20. Adjust the frequency generator output to the high governor frequency (refer to Step 13).
21. Adjust the converter gain potentiometer on the RGSC module to obtain the null-voltage
22. Repeat the low and the high governor adjustments in steps 15 through 21 until the null-
voltage value is satisfied for both the low and the high governor frequency points. On
completion of Step 21, record the final null voltages.
NOTE: This repetition is necessary because adjustments of the potentiometers interact with each other.
23. Return the input signal to 20 milliamps (or adjust the local speed-setting potentiometer fully
CW). Record the RGSC module voltage at TP-1 (+) and TP-2 (-). This is the final converter
gain voltage.
24. Check the idle voltage:
a. Open the temporary ramp start switch across terminals 3 and 4 of the RGSC module.
22-17
b. Measure the voltage across the RGSC TP-1 (+) and TP-2 (-). The voltage should be the
idle voltage (refer to Step 13). If necessary, readjust with the idle potentiometer. Turn the
idle potentiometer CW to increase the voltage and CCW to decrease it. Record the final
idle voltage.
25. Check the ramp time:
a. With a voltmeter at TP-1 (+) and TP-2 (-) of the RGSC module, close the temporary
ramp switch to energize the ramp circuit. Monitor the time required for the voltage to
increase in a positive direction from the idle voltage to the final converter gain voltage
(refer to Step 23).
b. The ramp time should be 15 to 20 seconds. Adjustments are made with the ramp slope
potentiometer on the RGSC module. Turn the ramp slope potentiometer CW for a faster
ramp time and CCW for a slower time.
This concludes Procedure II. If Procedure IV will be done next, leave the test equipment
connected. Otherwise, turn off the power supply and disconnect the test equipment. Restore all
wiring per the applicable wiring diagram.
NOTE: The jumper on RGSC terminals 9 and 10 for the 4 to 20 milliamp signal, or on terminals 10 and
11 for the 10 to 50 milliamp signal is permanent wiring and must remain.
Test Setup:
1. Verify that all wiring has terminal designation tags to aid in reconnection.
2. Remove the power supply from the EG-M control box terminals 1 (+) and 2 (-). Tape and
protect these live wires.
3. Connect a sine-wave frequency generator across EG-M terminals 9 and 10. There is no
necessity or desire to disturb the existing wiring. The signal voltage level should be between
1.5 and 4 VAC, RMS.
4. Connect a normally open switch across terminals 3 and 4 on the RGSC module. There is no
necessity or desire to disturb the existing wiring.
5. Check the plant-specific information to determine if this installation has a local speed-setting
22-18
a. Remove the control signal wires from terminals 5 and 6 of the RGSC module. Tape and
protect these live wires. Connect a 0 to 50 milliamp DC current source to these terminals,
with 5 (-) and 6 (+). Connect a 0 to 50 milliamp meter in series with the current source.
b. There is no need to disturb the wiring at RGSC terminals 5 and 6.
6. Connect the following DC voltmeters:

– EG-M control box terminals 4 (common) and 5 (+/-)
– RGSC module TP-1 and TP-2 (common)
7. From the plant-specific information, look up the RGSC module’s idle voltage. Also look up
the low governor frequency, the high governor frequency, and the null voltage. This data is
used in the steps that follow.
Procedure:
8. Verify that the test setup (steps 1–7) has been properly completed. Reconnect the power
supply to the EG-M control box terminals 1 (+) and 2 (-) and energize the test equipment.
9. With the switch across terminals 3 and 4 on the RGSC module in the open position and the
current source within its rated range, verify the idle voltage at TP-1 (+) and TP-2 (-) (refer to
Step 7). Readjust the idle potentiometer on the RGSC module, if required. Turn the idle
potentiometer CW to increase the voltage and CCW to decrease it.
10. Set the frequency generator for low governor frequency (refer to Step 7).
11. Adjust the input signal to 4 milliamps (or adjust the local speed-setting potentiometer fully
CCW).
12. Close the ramp start switch across terminals 3 and 4 on the RGSC module. The voltage at
TP-1 (+) and TP-2 (-) should ramp upward from the idle voltage.
13. Verify that the RGSC output voltage is 0.0 (+/- 0.2) VDC at TP-1/TP-2. Readjust the RGSC
converter zero potentiometer, if required. Turn the converter zero potentiometer CW to
14. Verify the null voltage (refer to Step 7) at EG-M terminals 4 (common) and 5 (+/-). Readjust
the low-trim potentiometer on the EG-M control box, if required. Turn the low-trim
CW). Verify that the voltage at EG-M terminals 4 (common) and 5 (+/-) increases to greater
than +7.5 VDC.
16. Set the frequency generator for high governor frequency (refer to Step 7).
22-19
the RGSC converter gain potentiometer, if required. Turn the gain potentiometer CW to
18. Any adjustments made in steps 10 through 17 interact and must be repeated until the null
voltage remains within the specified range for both the low and the high governor frequency
conditions.
19. Record the final null voltage for future reference.
CW). Record the RGSC voltage at TP-1 (+) and TP-2 (-) for future reference. This is the
final converter gain voltage.
21. Recheck the idle voltage:
a. Open the switch connected to terminals 3 and 4 on the RGSC module.
b. Verify that the RGSC output voltage across TP-1/TP-2 is the idle voltage (refer to Step
7). Readjust the idle potentiometer on the RGSC module, if required. Turn the idle
22. Recheck the ramp time:
(refer to Step 20).
This concludes Procedure III. Disconnect the temporary ramp start switch and the milliamp
source (if used). If Procedure IV will be done next, leave the frequency generator connected.
Otherwise, disconnect the frequency generator and restore all wiring per the applicable electrical
schematic diagram.
NOTE: Some EG-M models contain a tachometer board, while others do not. This procedure applies
only to those EG-Ms that contain a tachometer board. Check the plant-specific information to determine
if the installation has an EG-M tachometer board.
22-20
1. Disconnect the tachometers at EG-M terminals 14 (+) and 13 (-).
2. Adjust the mechanical zero on the tachometers so that the meter reads zero. Then reconnect
the tachometers at EG-M terminals 14 (+) and 13 (-). Set the EG-M high-tach and low-tach
potentiometers to their mid-position.
NOTE: Be sure to adjust the EG-M tach potentiometers, not the EG-M trim potentiometers, when
calibrating the tachometers. The high-tach potentiometer is adjusted for the low-speed setting and the
low-tach potentiometer is adjusted for the high-speed setting.
3. Set the frequency generator to 1600 (+/- 10) Hz.
4. Adjust the EG-M control box high-tach potentiometer to obtain a reading of 2000 (+/- 50)
rpm on the tachometer. Turn the high-tach potentiometer CW to decrease the meter reading
and CCW to increase it.
5. Set the frequency to 3200 (+/- 10) Hz.
6. Adjust the EG-M low-tach potentiometer to obtain a reading of 4000 (+/- 50) rpm on the
tachometer. Turn the low-tach potentiometer CW to increase the meter reading and CCW to
decrease it.
7. Steps 3 through 6 interact and must be repeated until the meter reads 2000 (+/- 50) rpm and
4000 (+/- 50) rpm.
8. Verify the adequacy of the tachometer system with the following frequency input and rpm
readings:
Frequency Input Tachometer Reading
Hz (+/- 10) rpm (+/- 100)
800 1000
1600 2000
2400 3000
3200 4000
4000 5000
This concludes Procedure IV. Turn off the power supply and disconnect the test equipment.
Restore all wiring per the applicable electrical schematic diagram.
V. Calibration of the EG-R Hydraulic Actuator With the EG-M Control Box and the
RGSC Module
Test Setup:
1. Verify that the RGSC module and the EG-M control box have been calibrated per the
preceding procedures.
22-21
2. Using the appropriate wiring diagrams and verify that the EG-R hydraulic actuator is
connected to the EG-M control box with the correct polarity.
3. If this is the first run for the EG-R hydraulic actuator, set its needle to 1/8 to 1/4 turn open.
4. Connect a DC voltmeter across terminals 4 and 5 of the EG-M, with terminal 4 common. An
analog meter is preferred for this procedure.
Procedure:
5. Verify that the test setup (steps 1–4) has been properly completed. Place the control system
in manual and set it for minimum turbine operating speed. Start the turbine under local
manual control of the T & T valve, and increase speed to its minimum operating value.
Verify control system operability, and then fully open the T & T valve. With the control
system still in manual, increase turbine speed to its maximum operating value. Allow the
turbine to warm to its normal operating temperature.
6. With the turbine governor in control, the turbine speed variation should be less than
+/- 25 rpm. Upset the system by making small step changes in the turbine speed setpoint
and verify that the speed returns to steady-state.
If speed variation is excessive, adjustment is required on the EG-R hydraulic actuator needle
valve and/or on the EG-M control box gain and stability potentiometers. Closing the EG-R
needle valve, increasing the stability potentiometer setting, or reducing the gain
potentiometer setting results in improved stability. Conversely, opening the EG-R needle
valve, reducing the stability potentiometer setting, or increasing the gain potentiometer
setting makes the system more responsive.
NOTE: If the EG-M amp gain potentiometer is adjusted more than two divisions to achieve stable turbine
operation, the previous speed range calibration work will be affected. Procedure III should be performed
(or repeated) using the new gain setting, followed by repeating this procedure. The EG-M stability
potentiometer and the EG-R needle valve have no effect on the previous calibration work.
7. Manually reduce turbine speed to approximately 90% of rated speed and verify that the speed
variation is still less than +/- 25 rpm.
8. The null voltage across EG-M terminals 4 (common) and 5 should be within -0.75 and -1.00
VDC. If the null voltage is not correct, the null voltage screw in the EG-R hydraulic actuator
must be adjusted.
NOTE: If the null voltage is not correct, the governor still controls the turbine; however, the actual
turbine speed is different from the true demand speed.
9. Remove the screw from the center of the actuator cover and carefully insert a 1/8 in. hex
wrench into the null-voltage screw.
22-22
CAUTION!! Use extreme care when inserting the hex wrench. Do not engage the null-voltage screw by
more than 1/4 in. Pushing down on the centering springs can result in severe speed transients.
10. Turn the hex wrench slowly, in small increments, until the null voltage is within -0.75
and -1.00 VDC, matching the final null voltage recorded in Procedure II, Step 22 or in
Procedure III, Step 19. Turning the wrench CW (when viewed from above) increases the null
voltage and CCW decreases it.
11. Remove the hex wrench and verify that the null voltage is correct. Replace the cover screw.
Typical Control Settings
Gain potentiometer 5 to 8, usually 7

Stability potentiometer 4 to 6, usually 5
EG-R needle valve 1/8 to 3/4 turn open, usually 1/8
NOTE: Final control settings significantly outside the ranges identified above might indicate other
control system problems, such as binding control valves, worn or sticking linkage, improper flow
controller calibration, or other system problems.
This concludes Procedure V.
Plant-Specific Information Regarding Control Settings
Tihange
Turbine serial number 37521
Control type Direct-acting, 4 to 20 MA
Local speed-setting potentiometer No
RGSC potentiometers
(Recommended initial setting from mid-position):
Ramp slope 2 1/2 turns CW
Idle 1/2 turn CCW
Converter zero 1 turn CCW
Converter gain 5 turns CCW
Preliminary converter gain voltage 9.5 (+/- 0.5) volts
Idle voltage -0.5 (+/- 0.2) volts
Low governor frequency 800 (+/- 10) Hz
High governor frequency 3200 (+/- 10) Hz
Null voltage -0.75 to -1.00 volts
EG-M tachometer No
22-23
Arkansas Nuclear One-2

RGSC potentiometers
Idle 1/2 turn CCW
Converter gain 5 1/2 turns CCW
EG-M tachometer No
Farley
RGSC potentiometers
Idle 2 1/2 turns CCW
EG-M tachometer Yes
Almaraz
RGSC potentiometers
Idle 7 turns CCW
22-24

EG-M tachometer No
Watts Bar
RGSC potentiometers
Ramp slope 4 turns CW
Idle 2 turns CCW
EG-M tachometer No
Angra-1
RGSC potentiometers
EG-M tachometer No
Asco
Local speed-setting potentiometer Yes
RGSC potentiometers
22-25

Idle 4 turns CCW
EG-M tachometer Yes
Callaway and Wolf Creek

Turbine serial number 40176-7
RGSC potentiometer
Idle 1 1/2 turn CCW
EG-M tachometer Yes
WPPSS-3 and 5
RGSC potentiometers
Recommended initial setting from mid-position:
Idle 4 turns CCW
Converter zero 1 1/2 turn CCW
EG-M tachometer No
22-26
22.2.2.2 Reverse Acting Systems, PWR AFW Turbine Application
The six procedures included herein, along with the plant-specific information at the end of the
0. Initial Calibration of the Local Speed-Setting Potentiometer Circuit
EG-M Control Box
These procedures are written for a remote speed-setting signal in the range of 4 to 20 milliamps.
If the signal current is in the range of 10 to 50 milliamps, the same procedures apply except that
10 to 50 substitutes for 4 to 20.
On some installations a local speed-setting potentiometer on the turbine control panel produces
the 4 to 20 milliamp signal and no remote speed-setting signal is used. An additional procedure
is included for the initial calibration of the local speed-setting potentiometer circuit in the turbine
control panel.
For the specific tasks identified, the procedures should be performed in the sequences that
follow:
Task Procedure
Initial calibration 0, I, II, IV, and V
Procedures 0, I, II, III, and IV are static; they are performed without turbine operation. Procedure
V is dynamic; it is performed with the turbine in operation.
22-27
0. Initial Calibration of Local Speed-Setting Potentiometer Circuit
NOTE: Some installations have a local speed-setting potentiometer, although others do not. Check the
plant-specific information for applicability.
CAUTION!! The local speed-setting potentiometer is not the same as the overspeed test potentiometer.
1. The control panel should be wired per the applicable electrical schematic diagram and the
power should be off.
2. Connect the EG-R hydraulic actuator (or a 30 to 50 ohm, 10 watt resistor to simulate the
3. Turn the local-remote selector switch on the control panel door to local.
4. Connect 120 VDC (nominal) control panel power per the applicable electrical schematic
diagram and turn the power on [or apply 48 (+/- 4) VDC to EG-M terminals 1(+) and 2 (-)].
5. Locate the high-trim and the low-trim potentiometers for the local speed-setting circuit.
These are not found on the EG-M control box or on the RGSC module, but are located
elsewhere inside the control panel.
6. Turn the local speed potentiometer fully CCW.
7. With a DC voltmeter on RGSC terminals 5 and 6 (common) (the RGSC module might be
marked 5 (-) and 6 (+) but, ignore the marking.), adjust the high-trim potentiometer for 2.5
(+/- 0.2) VDC. Turn the high-trim potentiometer CW to increase the voltage and CCW to
decrease it.
8. Turn the local speed potentiometer fully CW.
9. With a DC voltmeter on RGSC terminals 5 and 6 (common), adjust the low-trim
potentiometer for 0.5 (+/- 0.1) VDC. Turn the low-trim potentiometer CW to increase the
voltage and CCW to decrease it.
10. Steps 6 through 9 interact and must be repeated until the local speed potentiometer fully
CCW produces 2.5 (+/- 0.2) VDC, and fully CW produces 0.5 (+/- 0.1) VDC at RGSC
terminals 5 (common) and 6.
This concludes Procedure O.
22-28
Test Setup:

NOTE: For RGSC module 8270-957, check only Terminal 7 to TP-1 and Terminal 5 to TP-2 for
resistance values.
2. Connect a 36 (+/- 2) VDC power supply to terminals 1 (+) and 2 (-). Do not turn on the
power supply at this time.
potentiometer. If it does, perform steps 3b and 4b; if it does not, perform steps 3a and 4a.
a. Connect a jumper between terminals 9 and 10 for a remote speed-setting signal of 4 to 20
milliamps, or connect the jumper between terminals 10 and 11 for a remote speed-setting
signal of 10 to 50 milliamps.
b. Connect a jumper between terminals 9 and 10.
is used.
4. a. Apply a calibrated 4 to 20 milliamp DC source to terminals 6 (-) and 5 (+). The RGSC
module might be marked 5 (-) and 6 (+) but, ignore the marking. Set the milliamp source
within its 4 to 20 milliamp range.
b. Restore the panel wiring to terminals 1, 5, and 6 of the RGSC module per the applicable
electrical schematic diagram.
22-29
travel (mid-position). If the RGSC module has a clamp potentiometer, set it to its full
clockwise position.
information.
time spent in calibration. The final potentiometer positions can be achieved only by performing all of the
switch open.
Procedure:
and adjust for 36 (+/- 2) VDC. Turn on the milliamp source, as applicable.
potentiometer CCW several turns. Then repeat Step 11.
fully CCW), and then adjust the converter zero potentiometer for 0.0 (+/- 0.2) VDC on the
DC voltmeter at TP-1 (+) and TP-2 (-). Turn the converter zero potentiometer CW to increase
fully CW), and then adjust the converter gain potentiometer for the preliminary converter
gain voltage (refer to Step 9) on the DC voltmeter at TP-1 (+) and TP-2 (-). Turn the
converter gain potentiometer CW to increase the voltage and CCW to decrease it.
22-30
14. Repeat steps 12 and 13 as required until 20 milliamps (or local speed-setting potentiometer
fully CCW) produces 0.0 (+/- 0.2) VDC and 4 milliamps (or local speed-setting
potentiometer fully CW) produces the preliminary converter gain voltage (refer to Step 9).
NOTE: This repetition is necessary because adjustments of the converter zero potentiometer and the
converter gain potentiometer interact with each other.
15. Set the milliamp source to 4 milliamps (or adjust the local speed-setting potentiometer fully
CW).
16. Switch the temporary ramp start switch to the open position.
17. Adjust the idle potentiometer for the proper idle voltage on the DC voltmeter at TP-1 (+) and
TP-2 (-) (refer to Step 9). Turn the idle potentiometer CW to increase the voltage and CCW
to decrease it.
18. Close the ramp start switch and time the interval required for the voltage [as measured from
TP-1 (+) to TP-2 (-)] to increase from idle voltage to the preliminary converter gain voltage.
Adjust the ramp slope potentiometer to obtain a 15 to 20 second ramp time. Turn the ramp
potentiometer to set the ramp time does not interact with the idle voltage adjustment; however,
adjustment of the idle potentiometer affects the ramp time.
This concludes Procedure I. Turn off the power supply and remove its leads from the
RGSC module. If Procedure II or III will be done next, leave the ramp start switch and the
4 to 20 milliamp signal (if applicable) connected to the RGSC module.
Test Setup:

EG-M control box during this check.
shown on the applicable wiring diagram. Four wires connect the RGSC to the EG-M and
22-31
the overspeed test potentiometer fully CCW, there should be zero ohms across EG-M terminals 6 and 7
and approximately 200 ohms across terminals 7 and 8. In lieu of the overspeed test potentiometer, a
jumper can be installed across EG-M terminals 6 and 7, with a 200 ohm fixed resistor across EG-M
terminals 7 and 8.
3. Connect a temporary ramp start switch across terminals 3 and 4 of the RGSC, with the switch
closed. This equipment might already be connected from Procedure I.
a. Connect a calibrated milliamp signal source to terminals 5 (+) and 6 (-) of the RGSC
module. The RGSC module might be marked 5 (-) and 6 (+) but, ignore the marking.
This equipment might already be connected from Procedure I.
b. Check that the local speed-setting potentiometer circuit is connected to RGSC terminals
2, 5, and 6 per the applicable electrical schematic diagram.
7. Connect a DC voltmeter to EG-M terminals 4 and 5, with terminal 4 as common. Connect a

8. Set the EG-M high-trim potentiometer to its mid-range position (5 full turns off either end).
Further adjustment of this potentiometer is not required.
NOTE: The EG-M high-trim (and low-trim) potentiometers are 10 turn devices. Do not force them
9. Set the EG-M low-trim potentiometer to 1 turn off the full CCW end.
22-32
idle voltage. Also, look up the low governor frequency, high governor frequency, and null
Procedure:
supply and adjust it to 48 (+/- 4) VDC on EG-M terminals 1 (+) and 2 (-). Measure the
voltage at RGSC terminals 1 (+) and 2 (-). The correct voltage is 36 (+/- 2) VDC.
15. Set the RGSC input signal to 20 milliamps (or adjust the local speed-setting potentiometer
fully CCW). Check that the ramp start switch is closed. With the frequency generator output
set at approximately 1800 Hz, verify that the voltage at EG-M terminals 4 (common) and 5
(+/-) is a negative value of -7.5 VDC or greater in negativity. If this criterion is not satisfied,
verify the operability of the EG-M gain potentiometer and the amplifier printed circuit board.
16. Adjust the frequency generator output to the low governor frequency (refer to Step 13).
17. With the ramp start switch closed, measure the voltage at TP-1 (+) and TP-2 (-) on the RGSC
module. Voltage should read 0.0 (+/- 0.2) VDC. If necessary, readjust with the converter zero
potentiometer on the RGSC module. Turn the converter zero potentiometer CW to increase
18. Adjust the low-trim potentiometer on the EG-M control box to obtain the null-voltage
the voltage in the negative (-) direction, turn it CCW. The null-voltage value is the actuator offset or, null,
19. Set the input signal to the RGSC module to 4 milliamps (or adjust the local speed-setting
potentiometer fully CW). Verify that the voltage at EG-M terminals 4 (common) and 5 (+/-)
increases to greater than +7.5 VDC. If this criterion is not satisfied, verify the operability of
the EG-M gain potentiometer and the amplifier printed circuit board.
21. Adjust the converter gain potentiometer on the RGSC module to obtain the null voltage
22. Repeat the low and the high governor adjustments in steps 15 through 21 until the null-
voltage value is satisfied for both the low and the high governor frequency points. On
completion of Step 21, record the final null voltages.
22-33
CW). Record the RGSC module voltage at TP-1 (+) and TP-2 (-). This is the final converter
gain voltage.
24. If the RGSC module has a clamp potentiometer, turn the clamp potentiometer CCW until the
RGSC voltage at TP-1 and TP-2 just begins to decrease. At this point, turn the clamp
potentiometer slightly CW until the RGSC voltage is restored.
25. Check the idle voltage:

a. Open the temporary ramp start switch across terminals 3 and 4 of the RGSC module.
b. Measure the voltage across the RGSC TP-1 (+) and TP-2 (-). The voltage should be the
idle voltage (refer to Step 13). If necessary, readjust with the idle potentiometer. Turn the
idle potentiometer CW to increase the voltage and CCW to decrease it. Record the final
idle voltage.

(refer to Step 23).
NOTE: The jumper on RGSC terminals 9 and 10 for the 4 to 20 milliamp signal, or on terminals 10 and
11 for the 10 to 50 milliamp signal is permanent wiring and must remain.
Test Setup:
22-34
1.5 and 4 VAC, RMS.
5. Check the plant-specific information to determine if this installation has a local speed-setting
a. Remove the control signal wires from terminals 5 and 6 of the RGSC module. Tape and
protect these live wires. Connect a 0 to 50 milliamp DC current source to these terminals,
with 5 (+) and 6 (-). The RGSC module might be marked 5 (-) and 6 (+) but, ignore the
marking. Connect a 0 to 50 milliamp meter in series with the current source.
b. There is no need to disturb the wiring at RGSC terminals 5 and 6.

• EG-M control box terminals 4 (common) and 5 (+/-)
• RGSC module TP-1 and TP-2 (common)
the low governor frequency, the high governor frequency, and the null voltage. This data is
used in the steps that follow.
Procedure:
9. With the switch across terminals 3 and 4 on the RGSC module in the open position and the
current source within its rated range, verify the idle voltage at TP-1 (+) and TP-2 (-) (refer to
Step 7). Readjust the idle potentiometer on the RGSC module, if required. Turn the idle
10. Set the frequency generator for low governor frequency (refer to Step 7).
CCW).
13. Verify that the RGSC output voltage is 0.0 (+/- 0.2) VDC at TP-1/TP-2. Readjust the RGSC
converter zero potentiometer, if required. Turn the converter zero potentiometer CW to
22-35
CW). Verify that the voltage at EG-M terminals 4 (common) and 5 (+/-) increases to greater
than +7.5 VDC.
the RGSC converter gain potentiometer, if required. Turn the gain potentiometer CW to
18. Any adjustments made in steps 10 through 17 interact and must be repeated until the null
voltage remains within the specified range for both the low and the high governor frequency
conditions.
CW). Record the RGSC voltage at TP-1 (+) and TP-2 (-) for future reference. This is the
final converter gain voltage.
21. If the RGSC module has a clamp potentiometer, turn the clamp potentiometer CCW until the
RGSC voltage at TP-1 and TP-2 just begins to decrease. At this point, turn the clamp
potentiometer slightly CW until the RGSC voltage is restored.
22. Recheck the idle voltage:

a. Open the switch connected to terminals 3 and 4 on the RGSC module.
b. Verify that the RGSC output voltage across TP-1/TP-2 is the idle voltage (refer to
Step 7). Readjust the idle potentiometer on the RGSC module, if required. Turn the
idle potentiometer CW to increase the voltage and CCW to decrease it.
23. Recheck the ramp time:

(refer to Step 20).
22-36
schematic diagram.
NOTE: Some EG-M models contain a tachometer board, although others do not. This procedure applies
decrease it.
4000 (+/- 50) rpm.
22-37
readings:
Hz (+/- 10) rpm (+/- 100)
800 1000
1600 2000
2400 3000
3200 4000
4000 5000
RGSC Module
Test Setup:
2. Using the appropriate wiring diagrams, verify that the EG-R hydraulic actuator is connected
to the EG-M control box with the correct polarity.
4. Connect a DC voltmeter across terminals 4 and 5 of the EG-M, with terminal 4 common. An
Procedure:
6. With the turbine governor in control, the turbine speed variation should be less than +/- 25
rpm. Upset the system by making small step changes in the turbine speed setpoint and verify
that the speed returns to steady-state.
22-38
VDC. If the null voltage is not correct, the null-voltage screw in the EG-R hydraulic actuator
must be adjusted.
NOTE: If the null voltage is not correct, the governor still controls the turbine. However, the actual
turbine speed is different from the true demand speed.
9. Remove the screw from the center of the actuator cover, and carefully insert a 1/8 in. hex
CAUTION!! Use extreme care when inserting the hex wrench. Do not engage the null voltage screw by
10. Turn the hex wrench slowly, in small increments, until the null voltage is within -0.75
and -1.00 VDC, matching the final null voltage recorded in Procedure II, Step 22 or
Procedure III, Step 19. Turning the wrench CW (when viewed from above) increases the null
voltage and CCW decreases it.

22-39
NOTE: Final control settings significantly outside the ranges identified above might indicate other
control system problems, such as binding control valves, worn or sticking linkage, improper flow
Trojan
Control type Reverse-acting (no clamp), 4 to 20 MA
RGSC potentiometers
Converter zero 5 turns CW
EG-M tachometer No
Sequoia
Control type Reverse-acting (no clamp), 4 to 20 MA
RGSC potentiometers
EG-M tachometer Yes
22-40
St. Lucie-1
Control type Reverse-acting (with clamp), 4 to 20 MA
RGSC potentiometers
Idle 3 turns CCW
EG-M tachometer No
Midland
RGSC potentiometers
Idle 1/2 turn CCW
Converter zero 3 1/2 turns CW
Preliminary converter gain voltage 7.5 (+/- 0.5) volt
EG-M tachometer Yes
Palo Verde-1, 2, and 3

RGSC potentiometers
22-41

EG-M tachometer Yes
Maanshan-1 and -2
RGSC potentiometers
EG-M tachometer No
Shearon Harris
Turbine serial number 41056-7
RGSC potentiometers
EG-M tachometer No
Vogtle
RGSC potentiometers
22-42

Idle 1/2 turn CCW
EG-M tachometer Yes
Korea 5 and 6
RGSC potentiometer
Idle 1 turn CCW
EG-M tachometer No
Vandellos-2
RGSC potentiometers
EG-M tachometer No
22-43
Korea 7 and 8
RGSC potentiometer
Idle 1 turn CCW
EG-M tachometer No
Arkansas Nuclear One-1

RGSC potentiometers
Idle 1/2 turn CCW
EG-M tachometer Yes
22.2.2.3 Single Setpoint System, PWR AFW Turbine Application
The single setpoint system has no remote speed-setting signal and no speed-setting potentiometer
circuit in the turbine local control panel. The turbine always operates at a fixed, predetermined,
rated speed condition.
The five procedures included here, along with the plant-specific information at the end of the
22-44

EG-M Control Box
The procedures should be performed in the following sequences for the specific tasks identified:
Task Procedure
Initial calibration I, II, IV, and V

Procedures I, II, III, and IV are static; they are performed without turbine operation. Procedure V
is dynamic; it is performed with the turbine in operation.
Test Setup:
NOTE: For RGSC Module 8270-957, check only Terminal 7 to TP-1 and Terminal 5 to TP-2 for
resistance values.
22-45
2. Connect a 36 (+/- 2) VDC power supply to terminal 1 (+) and 2 (-). Do not turn on the power
supply at this time.
3. Connect a jumper between terminals 9 and 10, or between 10 and 11. The jumper is required
at either location, even though there is neither a 4 to 20 nor a 10 to 50 milliamp input control
signal.
is used.
travel (mid-position).
information.
time spent on calibration. The final potentiometer positions can be achieved only by performing all of the
switch open.
voltage. It is used in the steps that follow.
22-46
Procedure:
and adjust it for 36 (+/- 2) VDC.
potentiometer CCW several turns, and then repeat Step 10.
11. Adjust the converter zero potentiometer (and if necessary, the converter gain potentiometer)
until the preliminary converter gain voltage (refer to Step 8) is obtained at TP-1 (+) and
TP-2 (-). Turn the potentiometers CW to increase the voltage and CCW to decrease it.
12. Switch the ramp start switch to the open position.
13. Adjust the idle potentiometer for 0.0 (+/- 0.2) VDC at TP-1 (+) and TP-2 (-). Turn the idle
14. Close the ramp start switch and time the interval required for the voltage [as measured from
TP-1 (+) to TP-2 (-)] to increase from the idle voltage of 0.0- (+/- 0.2) VDC to the
preliminary converter gain voltage.
15. Adjust the ramp slope potentiometer to yield a 15 to 20 second ramp time. Turn the ramp
potentiometer to set the ramp time does not interact with the idle voltage adjustment; however,
adjustment of the idle potentiometer affects the ramp time.
This concludes Procedure I. Turn off the power supply and remove its leads from the RGSC
module. If Procedure II or III will be done next, leave the ramp start switch connected to the
RGSC module.
22-47
Test Setup:
a. There must be no external wiring connections to the terminal strip or chassis of the EG-M
control box during this check.
shown on the applicable wiring diagram. Four wires connect the RGSC to the EG-M, and
the overspeed test potentiometer fully CCW, there should be zero ohms across EG-M terminals 6 and 7,
and approximately 200 ohms across terminals 7 and 8. In lieu of the overspeed test potentiometer, a
jumper can be installed across EG-M terminals 6 and 7, with a 200 ohm fixed resistor across EG-M
terminals 7 and 8.
3. Connect a temporary ramp start switch across terminals 3 and 4 of the RGSC with the switch
closed. This equipment might be connected already from Procedure I.
6. Connect a DC voltmeter to EG-M terminals 4 and 5, with terminal 4 as common. Connect a

7. Set the EG-M high-trim potentiometer to its mid-range position (5 full turns off either end).
Further adjustment of this potentiometer is not required.
NOTE: The EG-M high-trim (and low-trim) potentiometers are 10 turn devices. Do not force them
22-48
8. Set the EG-M low-trim potentiometer to 1 turn off the full CCW end.
idle voltage. Also, look up the idle frequency, high governor frequency, and null voltage.
This data is used in the steps that follow.
Procedure:
supply and adjust to 48 (+/- 4) VDC on EG-M terminals 1 (+) and 2 (-). Measure the voltage
at RGSC terminals 1 (+) and 2 (-). The correct voltage is 36 (+/- 2) VDC.
14. Open the ramp start switch.
15. Adjust the frequency generator output to the idle frequency of 680 (+/- 10) Hz.
16. With the ramp start switch open, measure the voltage at TP-1 (+) and TP-2 (-) on the RGSC
module. Voltage should read 0.0 (+/- 0.2) VDC. If necessary, readjust with the idle
potentiometer on the RGSC module. Turn the idle potentiometer CW to increase the voltage
and CCW to decrease it.
17. Adjust the low-trim potentiometer on the EG-M control box to obtain the null voltage
the voltage in the negative (-) direction, turn it CCW. The null-voltage value is the actuator offset or, null,
18. Close the ramp start switch.
20. Adjust the converter gain potentiometer on the RGSC module to obtain the null-voltage
21. Repeat the idle and high governor adjustments in steps 14 through 20 until the null-voltage
value is satisfied for both the idle and the high governor frequency points. On completion of
Step 20, record the final null voltages.
22-49
22. Return the frequency generator to the high governor frequency and close the ramp start
switch. Record the RGSC module voltage at TP-1 (+) and TP-2 (-). This is the final converter
gain voltage.

increase in a positive direction, from the idle voltage of 0.0 (+/- 0.2) VDC to the final
converter gain voltage (refer to Step 22).
NOTE: The jumper on RGSC terminals 9 and 10, or 10 and 11, is permanent wiring and must remain.
Test Setup:
1.5 and 4 VAC, RMS.

EG-M control box terminals 4 (common) and 5 (+/-)
RGSC module TP-1 and TP-2 (common)
22-50
the idle frequency, the high governor frequency, and the null voltage. This data is used in the
steps that follow.
Procedure:
8. With the switch across terminals 3 and 4 on the RGSC module in the open position, verify
the idle voltage of 0.0 (+/- 0.2) at TP-1 (+) and TP-2 (-) (refer to Step 6). Readjust the idle
potentiometer on the RGSC module, if required. Turn the idle potentiometer CW to increase
9. Adjust the frequency generator output to the idle frequency of 680 (+/- 10) Hz.
10. Verify the null voltage (refer to Step 6) across EG-M terminals 4 (common) and 5. Readjust
the converter gain potentiometer on the RGSC module, if required. Turn the potentiometer
CW to increase the voltage and CCW to decrease it.
14. Repeat the idle and high governor adjustments in steps 8 through 13 until the null-voltage
value is satisfied for both the idle and the high governor frequency points.
16. With the ramp switch in the closed position, record the final converter gain voltage across
TP-1 (+) and TP-2 (-) of the RGSC module.
increase in a positive direction from the idle voltage of 0.0 (+/- 0.2) VDC to the final
converter gain voltage (refer to Step 16).
22-51
schematic diagram.
NOTE: Some EG-M models contain a tachometer board, although others do not. This procedure applies
decrease it.
4000 (+/- 50) rpm.
22-52
readings:
Hz (+/- 10) rpm (+/- 100)
800 1000
1600 2000
2400 3000
3200 4000
4000 5000
RGSC Module
Test Setup:
2. Using the appropriate wiring diagrams, verify that the EG-R hydraulic actuator is connected
to the EG-M control box with the correct polarity.
4. Connect a DC voltmeter across terminals 4 and 5 of the EG-M, with Terminal 4 common. An
Procedure:
6. With the turbine governor in control, the turbine speed variation should be less than +/- 25
rpm. Upset the system by making small step changes in the turbine speed setpoint, and verify
that the speed returns to steady-state.
22-53
VDC. If the null voltage is not correct, the null-voltage screw in the EG-R hydraulic actuator
must be adjusted.
NOTE: If the null voltage is not correct, the governor still controls the turbine; however, the actual
turbine speed is different than the true demand speed.
9. Remove the screw from the center of the actuator cover and carefully insert a 1/8 in. hex
CAUTION!! Use extreme care when inserting the hex wrench. Do not engage the null voltage screw by
10. Turn the hex wrench slowly in small increments until the null voltage is within
-0.75 and -1.00 VDC, matching the final null voltage recorded in Procedure II, Step 22 or in
Procedure III, Step 19. Turning the wrench clockwise (when viewed from above) increases
the null voltage and counterclockwise decreases it.

22-54
NOTE: Final control settings that are significantly outside the ranges identified previously might indicate
other control system problems, such as binding control valves, worn or sticking linkage, improper flow-
Waterford-3
Control type Single setpoint
RGSC potentiometers
Idle 0 turns
Idle voltage 0.0 (+/- 0.2) volts
Null voltage: -0.75 to -1.00 volts
EG-M tachometer No
San Onofre 2 and 3

Control type Single setpoint
RGSC potentiometers
Idle 0 turns
Idle voltage 0.0 (+/- 0.2) volts
Idle frequency 680 (+/- 10) Hz
EG-M tachometer Yes
22-55
22.3 Troubleshooting
The most common historic problems associated with the use of the EG governor are identified in
the following list. This list can be used as an aid in determining the cause of improper control
system operation. The most common problems include:
• An incorrect power supply voltage to the EG-M control box terminals 1 (+) and 2 (-). The
control box must receive a nominal 48 VDC for proper operation. The minimum acceptable
voltage is 42 VDC.
• Improper wiring termination and/or use of jumpers when connecting the controller input
signal to the RGSC module.
• The overspeed test potentiometer is incorrectly wired to the EG-M control box. With the
potentiometer fully counterclockwise, the resistance across EG-M terminals 6 and 7 should
be zero. Across EG-M terminals 7 and 8, the resistance should be approximately 200 ohms.
• The polarity is reversed between the EG-M control box and the EG-R hydraulic actuator.
CAUTION!! The applicable electrical schematics must be used when connecting wires and jumpers to
the various models of the electronic components in the control system.
• The wrong EG-R hydraulic actuator is installed. Verify the model number, rotation, and
polarity.
• Power supply and/or control signal grounded. The Woodward control system is floating with
respect to the plant ground.
• The EG-R hydraulic actuator coil is shorted or open. Coil resistance is a nominal 30 to
50 ohms.
• There is a damaged magnetic speed pickup pole piece or coil.
• There is a damaged or loose connector to the magnetic speed pickup.
NOTE: The resistance of the magnetic speed pickup and its wiring harness (lift the wires on EG-M
terminals 9 and 10 and measure the wiring loop resistance) should be 150 to 250 ohms. The voltage
generated by the magnetic speed pickup, when connected to EG-M terminals 9 and 10, should be a
minimum of 1.5 VAC, RMS at rated turbine speed and a minimum of 1.0 VAC, RMS at idle speed. Voltage
measured through the wiring harness, when disconnected from the EG-M control box, should be 15.0 to
20.0 VAC, RMS when operating near rated speed.
• An incorrect gap between the magnetic speed pickup and its sensing gear. The correct gap is
0.008 to 0.010 in.
• Loose or damaged speed-sensing gear.
22-56
• Incorrect tubing size between the EG-R hydraulic actuator and the remote servo. The correct
tubing is 3/8 in. outside diameter with a maximum wall thickness of 0.049 in.
• A contaminated (particulate, sludge, rust, and water) oil system.
• A contaminated EG-R hydraulic actuator. The presence of particulate, sludge, rust, and water
or internal corrosion hampers proper operation. Remove the top cover from the EG-R
hydraulic actuator and inspect the coil area. Conditions in the coil area relate to the
conditions within the hydraulic actuator. Abnormal conditions indicate the potential necessity
for replacing the EG-R hydraulic actuator and for flushing the control lines between the
EG-R hydraulic actuator and the remote servo.
• The EG governor system out of calibration. Successful calibration of the EG governor
control components basically verifies the operability of the components.
22-57

Figure Description
22-1 Woodward EG Governor Control System Schematic
22-2 Woodward EG-R Actuator and Remote Servo Schematic
22-58
Figure 22-1: Woodward EG Governor Control System Schematic 22-59

22-60
Figure 22-2: Woodward EG-R Actuator and Remote Servo Schematic 22-61
23
WOODWARD PG-TYPE GOVERNOR
Some AFW turbines use Woodward Governor Company’s pressure compensated governor
(PG-type) control systems.
23.1 Description
The PG-type control system is a mechanical/hydraulic governor assembly, driven by the turbine
shaft through right-angle reduction gears.
23.1.1 PG-PL Governor
The PG-PL governor was first used on pipeline applications, hence the PL designator. It has
since found wide acceptance in other applications, including steam turbine speed control. The
PG-PL governor contains the following basic components:
• A gear-type oil pump and storage reservoir for supplying constant oil pressure to the
hydraulic control system. (Internal spring-loaded accumulators maintain uniform oil pressure
with relief valve protection.)
• A spring-loaded, centrifugal flyweight head assembly contained in a speed-setting cylinder,
which controls the flow of oil to and from a differential servo.
• A double-acting differential servo power cylinder that positions the turbine’s governor valve.
• Two pilot valve assemblies, one for positioning the speed-setting assembly and the other for
positioning the differential servo (or the spring-loaded power cylinder assembly).
• A compensation system consisting of a buffer piston/spring assembly and an adjustable
needle valve for the stability of the control system.
• A pneumatic speed-setting system, which feeds a bellows assembly that adjusts the
governor’s speed setpoint (backed up with a local, manual, speed-adjusting knob).
Oil is maintained under constant pressure on the small surface area of the differential servo
piston. Oil that acts on the large surface area of the piston is under supply pressure, trapped, or
opened to drain, as determined by the position of a pilot valve plunger/rotating bushing
assembly.
This pilot valve plunger is positioned by the flyweight assembly.
23-1
Woodward PG-Type Governor
The action of the servo (or the power cylinder assembly) is a push-pull motion, which controls
the position of the turbine’s governor valve.
The speed at which the governor controls is determined by the speeder spring force exerted on
the toes of the flyweights in the basic governor section, and by the centrifugal force of the
flyweight assembly. An increase in the speeder spring compression requires that the turbine run
faster for the rotating flyweights to develop the additional centrifugal force needed to re-center
the pilot valve plunger. Conversely, a decrease in the speeder spring compression requires a
slower turbine speed.
Speeder spring force is determined by the position of the piston in the speed-setting cylinder. The
position of the speed-setting piston, in turn, is determined by the volume of oil trapped in the
area above the piston. The direction and rate of oil flow into or out of this area is controlled by a
speed-setting pilot valve plunger, which is mechanically linked to a bellows assembly. Control
air pressure on the bellows positions the speed-setting pilot valve plunger.
If the speed-setting pilot valve plunger is moved downward, uncovering the upper edge of a
metering port in the speed-setting rotating bushing, pressure oil is allowed to flow into the speed-
setting cylinder. This oil flow displaces the speed-setting piston downward, which increases the
speeder spring force on the toes of the flyweight assembly, resulting in an increase in turbine
speed. If the speed-setting pilot valve plunger is moved upward, uncovering the lower edge of
the metering port, oil is permitted to drain from the speed-setting cylinder. This allows the piston
spring to raise the speed-setting piston, which decreases the speeder-spring force on the toes of
the flyweight assembly, resulting in a decrease in turbine speed.
As indicated, the bushings in the two pilot valve assemblies rotate, thereby minimizing friction
losses with the pilot valve plunger motion.
As the turbine speed reaches its new setpoint, interconnecting levers and reset springs return the
pilot valves to their on-speed positions.
The compensation system is adjusted, via its needle valve, to obtain stable operation of the
control system. This dynamic stability adjustment is usually accomplished with the turbine
operating near its maximum rated condition.
An acceleration control feature is included in most PG-PL applications to limit or eliminate

overshooting the rated speed during the quick-start transient.
This acceleration control is accomplished by specifying a low idle speed (typically 1000 to
1200 rpm) and restricting the flow of oil into the speed-setting piston. With the turbine in
standby, there is no oil pressure in the governor, and the speed-setting piston is held in its
uppermost position by the piston spring. This results in the speeder spring being positioned for
minimum speed, regardless of the setting of the control air pressure or the manual speed-setting
knob. When the governor starts to rotate during startup, the governor oil pump discharge
pressure is ported to the speed-setting piston through an intermittent supply port (chopper
23-2
bushing) that meters the oil flow and gradually increases the compression of the speeder spring
until rated speed is reached.
The rate at which the compression of the speeder spring occurs depends on the size of the
chopper bushing. The typical rate is 20 to 30 seconds from minimum to maximum turbine speed.
As a result, when the turbine accelerates, the turbine speed exceeds the setpoint of the governor
at a relatively low speed. The control system closes the turbine’s governor valve, which slows
the turbine acceleration rate until the internally ramping speed setting of the governor matches
the turbine speed. At that point, the governor brings the turbine up to rated speed under control.
When the turbine is shut down, the oil pressure will slowly bleed from the speed-setting piston,
returning it to minimum setpoint after 5 to 15 minutes. After turbine shutdown, unless the
setpoint is manually turned to minimum and then back to maximum, a restart before the oil
pressure has bled down does not have the acceleration control feature and overspeed trip might
occur.
As an alternative to manually resetting to minimum/maximum for immediate restart capability,

an internal pressure-actuated shutdown device or a solenoid-operated shutdown device is
available.
Woodward Governor Company’s manual # 36694 provides more generic information about the
PG-PL governor.
23.1.2 Pressure-Compensated Governor – Air Speed Setting (PGA)
The standard PGA governor is a duplicate of the PG-PL governor with droop, and also uses the
acceleration control feature. The PGA governor, as used on AFW turbines, is modified from the
standard governor to include a remotely mounted servo, a speed droop input shaft, and a dial for
connection to the feedback linkage from the governor valve linkage. Speed droop provides an
improvement in stability.
Woodward Governor Company’s manuals # 36604 and 36699 provide more generic information
about the PGA governor.
23.1.3 Pressure-Compensated Governor – Motor-Driven Gear Speed Setting

(PGG)
The PGG governor has the same control features as the PG-PL governor. Its difference is in the
speed setpoint adjustment feature. The PGG governor uses a speed-setting motor that drives a
shaft-threaded nut assembly for changing the speed setpoint. This configuration replaces the
control air-bellows assembly used on the PGA and the PG-PL governors.
PGG governor.
23-3
23.1.4 Pressure-Compensated Governor – Dial Speed Setting (PGD)
The PGD governor is a control system that allows a precise method of manually adjusting
turbine speed at the governor. As its name implies, the turbine speed is set by positioning a dial
located on the governor. The governor is a simple assembly, but it is limited in its control
features. Acceleration control and speed droop stability features are not available on the PGD
governor.
PGD governor.
23.2 Calibration
Normally, the only requirements for putting a new or overhauled governor into service are filling
the governor with oil and adjusting the compensation needle valve to obtain maximum stability.
All other operating adjustments are made during factory testing according to the turbine
manufacturer’s specifications and should not require further adjustment. Do not attempt internal
adjustments of the governor unless you are thoroughly familiar with the proper procedures.
The compensation needle valve is an adjustable part of the governor’s compensation system. Its
setting, which directly affects governor stability, depends upon the individual characteristics of
the turbine. This adjustment is best accomplished with the turbine operating at low load.
With the turbine operating near its maximum rated speed (allow room for step changes and
oscillations), open the compensation needle valve to cause the turbine speed to hunt. In some
cases, opening of the needle valve alone might not cause oscillations, but manually disturbing the
governor’s speed setting induces the governor to move through its full output stroke. Allow
several minutes of hunting to remove trapped air in the hydraulic circuits.
Close the compensation needle valve gradually until hunting is eliminated. Keep the needle valve
open as far as possible to prevent sluggishness in the governor response. The needle valve setting
varies from 1/8 to 1 turn open. Never close it tightly because the governor cannot operate
satisfactorily with the needle valve closed.
Check the governor stability by manually disturbing the governor speed setting. The
compensation adjustment is satisfactory when the governor returns to the new speed setpoint
with only a slight overshoot or undershoot. When the needle valve is set correctly for the system
operation, further adjustment should not be necessary unless system operating conditions change.
23-4
23.3 Troubleshooting
The most common historic problems associated with the use of the PG governor are identified in
the following list. This list can be used as an aid in determining the cause of improper control
system operation. The most common problems include:
• Improper oil level. Oil level in the governor should be at or slightly above the gauge glass
line with the turbine running at idle speed and the oil warmed up.
NOTE: Oil should be visible in the sight-glass at all operating speeds.
• Contaminated (particulate, sludge, rust, or water) oil. This condition can result in erratic
operation due to sticking, foaming, or corrosion.
• Improper compensating adjustment. Opening the compensating needle valve too far results in
hunting and instability, while insufficient opening results in a sluggish response and potential
speed overshoot. Normal needle valve adjustment is 1/8 to 1 turn open.
• Wrong buffer springs installed. Buffer springs that are too soft result in governor instability
at high inlet steam pressures. At a number of installations, stiffer springs were installed in an
effort to improve control stability. These changes were made in the field during startup.
CAUTION: In many cases, these field changes were not properly documented with the Woodward
Governor Company, the original equipment manufacturer (OEM). As a result, governor overhaul
activities often involved the reinstallation of the original soft springs. This error resulted in the return of
control stability problems.
23-5

Figure Description
23-1 Woodward PG-PL Governor Control System Schematic
23-6
Figure 23-1: Woodward PG-PL Governor Control System Schematic 23-7

24
TRANSIENT CONTROL IMPROVEMENT
Several transient control improvements are available for enhancing the performance of the
governor control systems described above.
24.1 Steam Bypass Systems Associated With EG-Type Governors
The governor valve for AFW turbines is spring-loaded open in the standby condition. This
design configuration enables turbine startup without requiring the use of an external motor-
driven oil pump. However, this design configuration also requires a responsive turbine control
system, capable of moving the governor valve from fully open to fully closed during the initial
turbine acceleration transient (which is typically 3500 rpm per second). The slightest response
delay of a turbine control component can result in a turbine overspeed trip.
A significant reduction in the severity of the acceleration transient can be accomplished by

starting the turbines with a steam bypass around the main steam admission valves. This bypass
supplies sufficient steam to roll the turbine to a low speed, but not enough to overspeed. After a
time delay, during which the governor can take control, the main steam admission valve opens
and allows a controlled acceleration to rated speed.
The bypass steam supply should be sized (by means of an orifice) to drive the turbine to an
approximate speed of 1200 to 1500 rpm, using maximum rated steam inlet pressure. With a
RGSC idle speed of 750 to 1000 rpm, and with an approximate 10 second time delay before
opening the main steam admission valve and closing the RGSC ramp circuit, the following
startup sequence is achieved:
• Initial turbine acceleration reaches a peak speed of 1500 rpm, reduced from a typical peak of
4000 to 4500 rpm.
• The turbine control system returns the turbine speed to the RGSC idle speed of 750 to 1000
rpm, with the turbine governor valve in the controlling position.
• At the completion of the time delay, the main steam admission valve opens, the RGSC ramp
circuit closes, and the turbine accelerates to its rated speed condition under governor control.
Sizing of the bypass must include the effects of cold steam piping, particularly in AFW
applications. Furthermore, the bypass piping itself should be kept as short as possible to avoid
condensation in the bypass.
Solenoid-operated bypass valves for this modification have proven to be unreliable.
24-1
Transient Control Improvement
CAUTION!! The bypass configuration is not suitable for turbines equipped with PG-type governors.
24.2 Characterized Steam Admission Valves
As an alternative to installing a separate bypass valve, the main steam admission valve has been
successfully modified on a number of systems to accomplish the same end result. This
alternative consists of a modified flow/lift characteristic design valve trim, combined with timing
logic to control the opening rate of the valve. In some cases, the timing logic or stop/start logic
alone has been sufficient to accomplish the desired slower start.
This alternate eliminates the necessity for the bypass valve, which has been an historical
maintenance problem with regard to steam leakage.
Application of this approach to turbines equipped with PG-type governors must be limited to
valve trim modifications only, without time delays. Time delays can result in the possibility of
timing out the governor’s hydraulic ramp ahead of the opening of the steam admission valve.
24.3 Turbine Governor Valve Travel Limit
24.3.1 Linkage Adjustment for Minimum Required Stroke
This modification is applicable only to turbines equipped with EG governors and PG governors
with lever-type linkage.
The turbine instruction manual defines a basic generic stroke length for the AFW turbine
governor valve of 5/8 to 7/8 in. (1.6 to 2.2 cm). This valve stroke range is obviously excessive
for some turbine assemblies. Adjusting the governor valve stroke to the minimum required will
have a positive effect on reducing the severity of the turbine’s quick-start acceleration transient.
The controlling minimum valve stroke is the governor valve position required for the turbine to
deliver its design horsepower at minimum steam inlet pressure and maximum turbine exhaust
pressure. Changes in exhaust pressure have a major impact on the steam energy available to the
turbine.
The governor valve stroke is adjusted by moving the threaded engagement of the valve spring
seats and the governor lever block on the valve stem. After adjusting the governor valve stroke,
positive overtravel of the remote servo in the governor valve closed position must be verified.
With the connecting pin removed, the governor valve fully closed, and the remote servo fully
inserted, verify that the pin hole in the remote servo link is below the pin hole in the governor
lever.
24-2
Transient Control Improvement
24.3.2 Valve Travel Gags
A few turbines have travel gags installed on the governor valve linkage, thereby reducing valve
stroke. These gags are not required or recommended because the desired effect can be achieved
through valve travel adjustment without the potential for distorting and binding the governor
linkage.
24-3
25
TURBINE OVERSPEED TRIP SYSTEM
The purpose of an overspeed trip system is to prevent excessive speed and subsequent damage to
the turbine and its driven equipment following a malfunction of the normal speed control system
or an abnormal operating condition, which would render the speed control system inadequate.
25.1 General Description
All AFW turbines are equipped with a mechanical overspeed trip assembly. Some turbines are
also equipped with an additional electronic overspeed trip assembly. Both trip assemblies are
identified as shutdown systems, as opposed to a control system. Both trip systems are totally
independent from the normal turbine control system and are set to operate at a nominal 110 to
125% of the maximum normal turbine operating speed. When activated, either overspeed trip
system will shut off the flow of steam to the turbine via the turbine’s trip and throttle (T & T)
valve, and allow the turbine and its driven equipment to come to a stop.
NOTE: The overspeed trip setpoint has been lowered on some turbine assemblies to reduce the system’s
pump discharge pressure during a potential overspeed trip transient. The overspeed trip setpoint should
remain at least 10% above the maximum normal operating speed of the turbine.
The mechanical overspeed trip assembly, once tripped, requires local operator action to reset.
The assembly is not provided with remote reset capability.
Those turbines that are equipped with the additional electronic overspeed trip can be configured
to provide for remote reset of the trip. This capability is useful only if the mechanical trip was
not also activated.
As a protective system, the overspeed trip assemblies do not function under normal operating
conditions. It is therefore mandatory that periodic testing of the systems be scheduled and
documented to ensure their operability when necessary.
25.2 Mechanical Overspeed Trip System Components
The mechanical overspeed trip system consists of the following basic components:
• An overspeed governor
25-1
Turbine Overspeed Trip System
• An overspeed trip tappet

• A tappet nut and head lever assembly
• The connecting linkage to the T & T valve
25.2.1 Overspeed Governor
The overspeed governor consists of a spring-loaded trip weight, eccentrically located on, or in,
the turbine shaft. At the turbine trip speed, the trip weight extends, lifts the tappet assembly, and
commences the trip sequence. Two overspeed governor design configurations are used, a disc-
type and a pin-type.
25.2.1.1 Disc-Type Overspeed Governor
The disc-type overspeed governor was used on AFW turbines manufactured prior to the late
1970s.
A lever-type trip weight is secured to the overspeed trip disc by means of its weight screw. The
weight screw also serves as the pivot point for the trip weight. A bearing is fitted into the trip
weight to minimize friction when the weight moves. Original trip assemblies used a needle
bearing. Current assemblies use a Garlock bushing, which improves the repeatability of the trip
system. When assembling the trip weight onto the overspeed trip disc, it is critical that the 0.010
to 0.015 in. (0.023 to 0.038 cm) clearance (required for free movement and thermal expansion)
be maintained between the back face of the trip weight and the face of the disc. The weight
screw is then locked into position with its setscrew, which is located on the periphery of the disc
(some assemblies use a locking jam nut on the back face of the disc). The setscrew is lightly
staked into position.
The trip weight is heavy at its free end and this unbalanced force is opposed by the trip weight
spring. The compression force on the spring is adjusted by means of its adjusting screw, so that
centrifugal force at the free end of the weight overcomes the opposing force of the spring when
the desired trip speed is reached. The trip weight then pivots about the weight screw and the free
end of the weight extends. The extended weight lifts the tappet and commences the turbine trip
sequence.
After all components are assembled onto the overspeed trip disc, the disc is balanced and
mounted on the turbine shaft.
25-2
25.2.1.2 Pin-Type Overspeed Governor
The pin-type overspeed governor is used on AFW turbines manufactured after the late 1970s,
and on all turbine assemblies having a trip speed setpoint above 6000 rpm.
The pin-type overspeed governor consists of a sleeve mounted on the turbine shaft, into which
the following components are assembled:
• The pin-shaped trip weight
• The weight spring
• The weight-adjusting screw with its locking setscrew
• The spring-adjusting screw with its locking setscrew
The pin-shaped trip weight fits into the turbine shaft and sleeve in one direction only. It is
located in position by the weight-adjusting screw, and is held in position by the weight spring.
The weight spring is compressed by the spring-adjusting screw, to a value determined by testing.
The spring-adjusting screw has a hollow center, through which the trip weight extends when
turbine trip speed is encountered.
Upon reaching turbine trip speed, centrifugal force of the rotating turbine shaft causes
displacement of the trip weight outward from the shaft centerline. Positive displacement of the
weight in the correct direction is achieved by locating the trip weight with the weight-adjusting
screw, so that the weight’s center of gravity is offset from the centerline of the turbine shaft in
the direction required to overcome the force of the weight spring. This offset produces a positive
snap action displacement of the weight at the predetermined trip speed.
At the predetermined turbine trip speed, the extended trip weight lifts the tappet assembly, thus
commencing the turbine trip sequence.
25.2.2 Overspeed Trip Tappet
The overspeed trip tappet is the intermediate component in the overspeed trip assembly. It
transfers the movement of the extended overspeed governor trip weight into the separation of the
tappet nut and the head lever assembly, resulting in the trip of the turbine assembly. Two
overspeed trip tappet design configurations are used, the polyurethane head tappet and the spring
tappet.
25-3
25.2.2.1 Overspeed Trip Tappet, Polyurethane Head Design
This overspeed trip tappet design is used on most of the AFW turbines. It consists of a
polyurethane head attached to a threaded aluminum stem. The tappet assembly is located within
and is positioned by a tappet guide, which is located on the turbine’s governor end journal
bearing cap. Following is its design history:
The original tappet design was a polyurethane ball, swaged into the end of the aluminum
stem. The intent was for the ball to have free rotation within the stem upon impact. However,
the ball would swell and become brittle, and was subject to chipping and cracking when
struck by the overspeed trip weight. The frequency and the extent of the damage were more
severe with the pin-type overspeed governor than with the disc-type. This tappet design was
discontinued in 1985. It was replaced by a polyurethane head with a spherical impact
surface, which is molded to the aluminum stem. It is recommended that any ball tappets
remaining in service be replaced with the polyurethane head tappet design at the next
available outage, and that any ball tappet warehouse stock be scrapped.
The first design of the polyurethane head tappet used the polyurethane material as the guide
surface within the tappet guide. Oil absorption and thermal expansion resulted in some
binding problems with the tappet to tappet guide interface.
The design was modified, undercutting the polyurethane diameter and providing a shoulder
on the aluminum stem, to be used as a guide within the tappet guide. This design has been in
operation since 1990 and is the recommended replacement for all turbine assemblies.
Upon reaching turbine trip speed, the extended trip weight in the overspeed governor lifts the
tappet assembly. The tappet assembly translates its movement into separation of the tappet nut
and the head lever assembly, resulting in the trip of the turbine assembly.
25.2.2.2 Overspeed Trip Tappet, Spring Design
This overspeed trip tappet design is used on a few of the earlier AFW turbines. It consists of a
leaf spring, a tappet stem, and two roll pins. The leaf spring is secured to the turbine’s governor
end journal bearing cap with a bolt and nut. The tappet stem is attached to the free end of the leaf
spring (in a floating manner) via the two roll pins. The other end of the tappet stem is positioned
by its threaded engagement with the tappet nut, so that it is struck by the extended trip weight
when it pivots outward at trip speed.
Upon reaching turbine trip speed, the extended trip weight in the overspeed governor impacts the
leaf spring. The leaf spring flexes, which lifts the tappet stem and causes separation of the tappet
nut and head lever assembly, resulting in the trip of the turbine assembly.
25-4
25.2.3 Tappet Nut and Head Lever Assembly
The tappet nut and head lever assembly is the heart of the trip and reset function for the
mechanical overspeed trip system.
The tappet nut is threaded onto the tappet assembly. This threaded engagement is critical to the
ultimate adjustment of the overspeed trip system. During normal operation, with the overspeed
trip system in its reset position, the reset spring holds the bottom surface of the tappet nut in
contact with the head bracket (for the spring-type tappet assembly, the leaf spring performs the
function of the reset spring). Current tappet nuts are hardened to Rockwell C 50, minimum, and
have two usable head lever contact surfaces, located 180° apart.
The head lever is pin-assembled to the head bracket, and has a setscrew that locks the head lever
to the pin. The head lever is nitride-hardened for improved wearing characteristics with the
tappet nut. When properly installed, the contact surface between the head lever and the tappet nut
is 0.030 to 0.060 in. (0.076 to 0.152 cm) wide.
During normal operation, with the overspeed trip system in its reset position, the spring-loaded
connecting rod assembly maintains the contact interface between the tappet nut and the head
lever. When the mechanical overspeed trip system trips, the head lever rotates under the tappet
nut, which holds it and the tappet assembly in a lifted position. This action prevents damage to
the tappet assembly from the extended trip weight.
A hand-trip lever is provided for local turbine trip capability.
NOTE: It is critical that the tappet nut and head lever assembly be maintained in a clean condition, free
from lubricants and foreign material buildup.
25.2.4 Connecting Linkage to the Trip and Throttle Valve
The trip linkage is the interconnecting hardware between the overspeed trip system and the
T & T valve. Upon actuation of the overspeed trip system, the connecting linkage translates the
separation of the tappet nut-head lever interface into the unlatching of the T & T valve’s trip
hook. This action closes the valve.
The trip linkage consists of a connecting rod with a ball-type rod end on one end, and a clevis on
the other.
25-5
The rod end is attached to the overspeed trip’s head lever. The clevis end mates with a slotted
lever associated with the trip hook on the T & T valve. An impact (hammer blow) space is
provided at this connection.
NOTE: Early turbine assemblies were originally provided with a short (approximately 1 1/2 in.) brass
material connecting rod clevis. When the turbine was remotely tripped by means of the trip solenoid, the
trip lever (or radius lever) would hit the bottom throat of the short clevis, transferring an impact load to
the tappet nut-head lever interface. This impact load frequently resulted in inadvertent separation of the
tappet nut-head lever interface and/or bending of the overspeed trip tappet stem. The short clevis was
replaced with a longer (approximately 3 1/2 in.) steel material connecting rod clevis. This longer clevis
was provided as an original part on later turbines. If the short clevis is still installed, it should be
replaced with the longer clevis at the first available maintenance opportunity. This replacement will
require either shortening or replacement of the existing connecting rod.
The connecting rod is spring-loaded toward the turbine’s governor end journal bearing cap.
When the tappet nut-head lever interface is separated by the lift of the overspeed trip tappet, the
spring-loaded connecting rod moves toward the bearing cap. This action pulls the T & T valve’s
trip hook free from the latchup lever, closing the valve.
25.3 Mechanical Overspeed Trip Adjustments
Adjustment of the overspeed trip system has been defined in three sections:
• Tappet Installation and Engagement Adjustment
• Connecting Linkage Adjustment
• Trip Speed Adjustment
25.3.1 Tappet Installation and Engagement Adjustment
Proper function of the overspeed trip system requires that the tappet be correctly located with
respect to the overspeed governor’s trip weight. If the system is disassembled for inspection or if
replacement parts are installed, the following setup procedures must be used to ensure correct
position and function of the components.
25.3.1.1 Polyurethane Head Tappet With the Disc Overspeed Governor
Remove the governor end journal bearing cap and/or the pump bracket cap for access to the
overspeed governor.
25-6
Manually exercise the trip weight and visually inspect the governor components for damage and
abnormal conditions. It is not necessary to disassemble the components unless damage is seen or
abnormal operating conditions have been observed.
Disassemble, clean, and inspect the overspeed components that are mounted on the bearing cap.
Pay careful attention to the tappet (discoloration, hairline cracks, flat spots, uneven surfaces, or
other surface defects), its reset spring (distortion or off-set conditions), the tappet guide (worn or
distorted inside diameter), and the tappet nut-to-head lever square edge interface. Replace any
damaged or questionable components.
Reassemble the overspeed components onto the bearing cap. With the tappet nut in contact with
the head bracket, verify the required 0.030 to 0.060 in. (0.076 to 0.152 cm) engagement between
the tappet nut and the head lever.
Manually rotate the trip weight to its fully extended position and install a temporary wedge
block. Typically, the wedge is installed between the trip weight and the weight spring, or
between the trip weight and the adjusting screw’s mounting stud (if the spring and adjusting
screw have been removed). An improved alternative is to install a soft taper pin (sized by trial
and error) between the trip weight and the weight’s stop pin. This technique results in a more
positive extension of the trip weight.
Reinstall the bearing cap and/or the pump bracket cap.
With the tappet nut held down firmly against the head bracket, screw the tappet down
(clockwise) until it just contacts the extended trip weight. This position can best be determined
by rotating the turbine shaft while slowly turning the tappet down until contact is felt.
Position the turbine shaft so that the extended trip weight is not in contact with the tappet. Turn
the tappet down (clockwise) one full turn (approximately 0.042 in. axial displacement).
Temporarily lock this tappet position by installing a 5/16-24 jam nut onto the tappet stem and
lightly tighten it against the top surface of the tappet nut.
Install the connecting linkage assembly and adjust the spring tension and the impact gap as
defined in Section 25.3.2.
Reset the T & T valve and open it approximately two turns.
Rotate the turbine shaft in its designated direction and verify that the trip assembly functions
properly by closing the T & T valve.
If the assembly does not trip, continue to turn the tappet down (clockwise) in 1/8 turn increments
until successful operation is demonstrated.
25-7
CAUTION!! Do not exceed 2 full turns from initial tappet contact because damage to the head of the
tappet might occur.
If the trip function cannot be demonstrated with the maximum tappet to trip weight engagement,
re-verify the actual tappet engagement, free movement of tappet assembly, tappet reset spring
force, tappet nut-to-head lever engagement, connecting rod spring force, and impact space at the
clevis end of the connecting rod, and then try again.
After demonstrating successful trip function, locate a dial indicator on the end of the tappet stem.
While holding the head lever away from the tappet nut, slowly rotate the turbine shaft in its
designated direction and verify that the total tappet lift does not exceed 0.085 in. (0.216 cm).
With the tappet nut held down firmly against the head bracket, verify that the metallic guide
portion of the tappet stem is within the end of the tappet guide.
Following successful verifications as defined, drill a 9/64 in. (0.36 cm) diameter hole through the
tappet nut and the tappet stem and install a 1/8 in. (0.3 cm) cotter pin to maintain this assembly.
Remove the temporary tappet stem jam nut at this time.
If the tappet stem protrudes above the tappet nut by more than 1/4 in. (0.6 cm), it must be cut off
to avoid interference with the head lever.
Remove the trip weight extension wedge or taper pin.
If the adjusting screw, spring seat, and weight spring were removed, they should be reinstalled at
this time and returned as closely as possible to their pre-disassembly position. If that position is
not known, turn the adjusting screw clockwise until all looseness is removed from the trip weight
assembly and then adjust an additional 1/2 turn clockwise. Lock the adjusting screw jam nut.
This is a good starting point.
CAUTION!! Verify that the adjusting screw does not protrude beyond the outside diameter of the
overspeed trip disc.
Following this effort, verify proper operation and the actual turbine speed setpoint for overspeed
trip (Reference Section 25.4).
25-8
25.3.1.2 Polyurethane Head Tappet With the Pin Overspeed Governor
The pin-type overspeed governor assembly is a potential crud trap, especially if there have been
any problems with oil cleanliness. Prior to installing and adjusting the overspeed trip tappet, it is
recommended that the overspeed governor be inspected for proper cleanliness and for damaged
components.
overspeed governor.
Loosen its setscrew and remove the weight-adjusting screw (the solid screw). Remove the trip
weight and the weight spring.
CAUTION!! Do not disturb the spring-adjusting screw (the hollow-center screw).
Clean the components, the bore in the turbine shaft, and the overspeed governor sleeve.
Inspect the trip weight and weight spring for damage; pay particular attention to the tip of the trip
weight for scratches and burrs. Rework or replace, as necessary.
Reassemble the components into the overspeed governor.
Fully extend the trip weight by turning the weight-adjusting screw (the solid screw) clockwise
until the trip weight is firmly seated in the turbine shaft.
Pay careful attention to the tappet (discoloration, hairline cracks, flat spots, uneven surfaces, or
other surface defects), its reset spring (distortion or off-set conditions), the tappet guide (worn or
distorted inside diameter), and the tappet nut-to-head lever square edge interface. Replace any
damaged or questionable components.
With the tappet nut held down firmly against the head bracket, screw the tappet down
(clockwise) until it just contacts the extended trip weight. This position can best be determined
by rotating the turbine shaft while slowly turning the tappet down until contact is felt.
25-9
Position the turbine shaft so that the extended trip weight is not in contact with the tappet. Turn
the tappet down (clockwise) one full turn (approximately 0.042 in. axial displacement).
Temporarily lock this tappet position by installing a 5/16-24 jam nut onto the tappet stem and
lightly tighten it against the top surface of the tappet nut.
If the assembly does not trip, continue to turn the tappet down (clockwise) in 1/8 turn increments
until successful operation is demonstrated.
CAUTION!! Do not exceed 2 full turns from initial tappet contact because damage to the head of the
tappet might occur.
If the trip function cannot be demonstrated with the maximum tappet-to-trip weight engagement,
re-verify the actual tappet engagement, the free movement of the tappet assembly, the tappet
reset spring force, the tappet nut-to-head lever engagement, the connecting rod spring force, and
the impact space at the clevis end of the connecting rod, and then try again.
designated direction and verify that the total tappet lift does not exceed 0.085 in. (0.216 cm).
With the tappet nut held down firmly against the head bracket, verify that the metallic guide
portion of the tappet stem is within the end of the tappet guide.
Reset the weight-adjusting screw (the solid screw) by backing it out CCW two full turns from
the fully seated position. Lock the weight-adjusting screw in this position with its setscrew and
lightly stake the setscrew into position.
25-10
NOTE: This procedure for locating the weight and weight-adjusting screw differs from the procedure in
the turbine manuals but results in a more precise and repeatable assembly.
trip (Reference Section 25.4).
25.3.1.3 Spring Tappet With the Disc Overspeed Governor
overspeed governor.
Manually exercise the trip weight and visually inspect the governor components for damage and
abnormal conditions. It is not necessary to disassemble the components unless damage is seen or
abnormal operating conditions have been observed.
Pay careful attention to the leaf spring, the tappet stem, and the tappet nut-to-head lever square
edge interface. Replace any damaged or questionable components.
Manually rotate the trip weight to its fully extended position and install a temporary wedge
block. Typically, the wedge is installed between the trip weight and the weight spring, or
between the trip weight and the adjusting screw’s mounting stud (if the spring and adjusting
screw have been removed). An improved alternative is to install a soft taper pin (sized by trial
and error) between the trip weight and the weight’s stop pin. This technique results in a more
positive extension of the trip weight.
With the tappet nut held down firmly against the head bracket, screw the tappet stem down
(clockwise) until the leaf spring just contacts the extended trip weight. This position can best be
determined by rotating the turbine shaft while slowly turning the tappet stem down until contact
is felt.
Position the turbine shaft so that the extended trip weight is not in contact with the leaf spring.
Turn the tappet stem down (clockwise) one full turn (approximately 0.042 in. axial
displacement) and continue to line up the axis of the two roll pins with the axis of the turbine
shaft (perpendicular to the leaf spring). Do not rotate more than 1 1/2 turns total. Temporarily
25-11
lock this tappet stem position by installing a 5/16-24 jam nut onto the end of the stem and lightly
tighten it against the top surface of the tappet nut.
If the assembly does not trip, turn the tappet stem down (clockwise) an additional 1/2 turn.
CAUTION!! Do not exceed 2 full turns from initial tappet contact because damage to the leaf spring
might occur.
If the trip function cannot be demonstrated with the maximum tappet-to-trip weight engagement,
re-verify the actual tappet engagement, the free movement of the tappet assembly, the tappet nut
to head lever engagement, the connecting rod spring force, and the impact space at the clevis end
of the connecting rod, and then try again.
designated direction and verify that the total tappet stem lift does not exceed 0.085 in.
(0.216 cm).
Remove the trip weight extension wedge.
If the adjusting screw, spring seat, and weight spring were removed, they should be reinstalled at
this time and returned as closely as possible to their pre-disassembly position. If that position is
not known, turn the adjusting screw clockwise until all looseness is removed from the trip weight
assembly and then adjust an additional 1/2 turn clockwise. Lock the adjusting screw jam nut.
This is a good starting point.
25-12
trip (refer to Section 25.4).
25.3.2 Connecting Linkage Adjustment
Two critical adjustments must be set and maintained on the connecting linkage assembly, the
connecting rod spring tension, and the impact (hammer blow) space at the clevis end of the
connecting rod.
The spring tension on the connecting rod must be set to obtain a force of 28 to 32 lbs (125 to
140 N) at the T & T valve’s slotted lever.
NOTE: The corresponding required pull force for separation of the T & T valve’s trip hook should be
less than 25 lbs (110 N).
CONNECTING ROD SPRING INSPECTION: In the spring’s free length condition, the spring coils
are solid. Any coil distortion or separation would indicate the necessity for spring replacement.
A spring elongation of 2 1/4 to 2 3/4 in. (5.7 to 7.0 cm) typically provides the required
connecting rod force.
The original connecting rods were pre-drilled for the spring attachment, with the hole located to
obtain this elongation. The only adjustment capability was to drill an additional locating hole.
Current connecting rods are threaded, with adjustment capability achieved by relocating the
spring holder on the connecting rod.
Verification of the spring force can be obtained in the following manner:

• Connect a calibrated spring scale to the clevis end of the connecting rod and hold it in line
with the axis of the connecting rod.
• Apply force in the direction of the T & T valve (as if to increase the trip spring elongation)
until first movement of the emergency connecting rod is observed. The trip spring must be
adjusted so that the spring scale reads 28 to 32 lbs (125 to 140 N).
25-13
CAUTION!! For the threaded connecting rod, lock the spring holder to the rod with its jam nuts after
final adjustment. For the pre-drilled rod, adjustment means drilling a new spring location hole or
replacing the connecting rod.
To ensure the separation of the T & T valve’s trip hook from the latchup lever, an impact
(hammer blow) space of 1/8 to 3/16 in. (0.3 to 0.5 cm) is provided at the clevis end of the
connecting rod (between the assembly pin hole of the clevis and the end of the slotted lever).
This impact space is achieved by adjusting the overall length of the connecting rod.
25.3.3 Trip Speed Adjustment
Verification of proper trip function and trip setpoint should be performed during each refueling
outage, and after any maintenance activity that could affect the operability of the overspeed trip
system. The following instructions define the adjustment of the trip setpoint, if required.
25.3.3.1 Disc-Type Overspeed Governor
Loosen the adjusting screw’s locknut. Turn the adjusting screw clockwise (CW) to raise the trip
setting and counterclockwise (CCW) to lower it.
A trial adjustment of approximately 1/2 turn of the screw is recommended. By noting the amount
of speed change obtained for the amount turned on the adjusting screw, a final setting can be
readily attained.
CAUTION!! Take care not to increase the weight-spring compression to a point where the spring can
coil bind before the weight contacts its stop pin.
CAUTION!! Trip speed can be altered only by the described adjustment procedure. Do not attempt to
make any adjustments to the trip setpoint by altering the position of the tappet relative to the weight.
If the trip does not function or does not repeat at the same setpoint (+/- 2%), inspect for
anomalies such as dirt, burrs, and corrosion.
Measure and record the compressed length of the weight spring. This dimension will be
used during reassembly.
25-14
Loosen its jam nut and remove the adjusting screw, the spring seat, and weight spring.
Loosen its locking setscrew and remove the weight screw and the trip weight.
Inspect the trip weight for burrs or rough surface finish. Polish as necessary or replace.
Inspect the trip weight bearing for wear, eccentricity, and other damage. Replace the
weight assembly if necessary.
NOTE: If the needle bearing trip weight assembly is installed, it is recommended that it be replaced with
the improved Garlock bushing design. The Garlock bushing trip weight must be installed with a new
weight screw, as a complete assembly.
Inspect the weight spring for distortion and coil damage. Replace if necessary.
CAUTION!! The weight springs vary in size for different trip setpoint speed ranges. It is important that
only replacement springs supplied by Dresser-Rand are used. Contact Dresser-Rand if a change from the
original trip speed setpoint is desired.
Clean all parts and reassemble.
Position the adjusting screw to obtain the compressed length of the weight spring as
measured prior to disassembly. Lock the adjusting screw jam nut.
For a major readjustment of turbine trip speed, turn the adjusting screw clockwise until all
looseness is removed from the trip weight assembly and then adjust it an additional half-turn
clockwise. This is the minimum trip speed for any given weight-spring combination and should
be the starting point for testing and adjusting to the desired trip setpoint.
25-15
25.3.3.2 Pin-Type Overspeed Governor
Loosen its locking setscrew sufficiently to allow movement of the weight spring-adjusting screw
(the hollow-center screw). Turn the adjusting screw CW to raise the trip setpoint and CCW to
lower it.
Adjustment should be made 1/4 turn at a time. By noting the amount of speed change obtained
for the amount turned on the adjusting screw, a final setting can be readily attained. Typical
response is approximately 200 rpm per full turn.
CAUTION!! Trip speed can be altered only by the described adjustment procedure. Do not attempt to
make any adjustments to the trip setpoint by repositioning the trip weight or by altering the position of the
tappet relative to the trip weight.
If the trip does not function or does not repeat at the same setpoint (+/- 2%), inspect for
anomalies such as dirt, burrs, and corrosion.
Disassemble by loosening its setscrew and removing the weight-adjusting screw (the
solid screw), the trip weight, and the weight spring. Do not remove the spring adjusting
screw (the hollow-center screw) unless visual in-place inspection identifies damage.
Inspect the trip weight for burrs or rough surface finish. Polish as necessary or replace.
Inspect the weight spring for distortion and coil damage. Replace if necessary.
CAUTION!! The weight springs vary in size for different trip setpoint speed ranges. It is important that
only replacement springs supplied by Dresser-Rand are used. Contact Dresser-Rand if a change from the
original trip speed setpoint is desired.
Inspect the bore of the turbine shaft and the governor trip disc for a smooth finish. Polish
as necessary.
Clean all parts and reassemble.
The correct position of the trip weight is established by screwing the weight-adjusting
screw (the solid screw) in until the trip weight is firmly seated in the turbine shaft. Then,
turn the weight-adjusting screw two full turns counterclockwise (CCW). Lock the
25-16
weight-adjusting screw in this position with its setscrew and lightly stake the setscrew
into position.
NOTE: This procedure for locating the weight and weight-adjusting screw differs from the procedure in
the turbine manuals but results in a more precise and repeatable assembly.
For a major readjustment of turbine trip speed, the initial setting of the spring-adjusting screw
(the hollow-center screw) is flush with the governor trip disc. This is the minimum trip speed for
any given weight-spring combination, and should be the starting point for testing and adjusting
to the desired trip setpoint.
25.4 Mechanical Overspeed Trip Testing
Verification of freedom of movement and proper reset action of the mechanical trip system
should be performed after each surveillance test. The following steps are recommended:
• While holding the connecting rod and head lever away from the tappet nut, manually lift the
tappet stem and verify free movement of the tappet and tappet nut. Release the tappet stem
and verify complete reset of the tappet (that is, verify that the tappet nut is in firm contact
with the head bracket).
• Release the connecting rod and verify proper interface contact between the head lever and the
tappet nut.
• With the T & T valve approximately two turns open, trip the turbine via the local hand-trip
lever and verify that the T & T valve closes.
• Return the T & T valve operator local hand-wheel to the closed position and reset the
connecting rod. Verify proper reset of the tappet and proper interface contact between the
head lever and the tappet nut.
• Return the system to standby conditions.
Testing of the complete overspeed trip system, and verification of proper setpoint, should be
performed during each refueling outage. It is required after any maintenance activity that could
affect the operability of the overspeed trip system.
• Overspeed trip tests should be run uncoupled from the pumps to prevent damage or over-
pressure conditions.
• It is recommended that the overspeed trip tests be performed on low-pressure (100–250 psig
or 690–1725 kPa) steam to allow easier control, and to minimize the chance of a runaway
turbine.
25-17
• If applicable, the electronic overspeed trip device must be disabled prior to testing the
mechanical overspeed trip.
• It is also recommended that turbine vibration be monitored during the overspeed trip tests.
Installation of the coupling gag could result in misalignment of the coupling sleeve, which
could cause abnormally high vibration levels.
• For the EG-type control system, with the turbine running on governor and at maximum
speed, use the overspeed test controller (or bias speed-setting potentiometer) to slowly
increase turbine speed to the specified overspeed trip setpoint. Record the actual trip speed.
CAUTION!! Regarding the overspeed test controller: due to manufacturing tolerances, there is a finite
difference in the values of the fixed 200 ohm resistor and the potentiometer’s 200 ohm resistor. This
difference will result in a small step change in turbine speed when the controller’s action switch is put in
the test position.
NOTE: When testing the overspeed trip system, the turbine acceleration rate should be in the range of
25 to 50 rpm per second. Slow acceleration rate can result in erratic, non-repeatable trip speeds. Fast
acceleration rate can result in the inability to identify the actual trip speed, due to the speed overshoot
condition.
CAUTION!! It is critical that the potentiometer be returned to its fully counterclockwise position
following each overspeed trip test. Failure to reset the potentiometer will result in a subsequent
uncontrolled restart of the turbine.
• For the PG-type control system, with the turbine running on governor and at maximum
speed, use the Woodward overspeed test device or other unique site-approved procedure to
slowly increase turbine speed to the specified overspeed trip setpoint. Record the actual trip
speed.
NOTE: When testing the overspeed trip system, the turbine acceleration rate should be in the range of
25 to 50 rpm per second. Slow acceleration rate can result in erratic, non-repeatable trip speeds. Fast
acceleration rate can result in the inability to identify the actual trip speed, due to the speed overshoot
condition.
• If trip does not occur at the specified setpoint, increase the turbine speed an additional
500 rpm maximum. If trip still does not occur, shut down and investigate.
25-18
NOTE: Refer to Section 25.3.3 for trip speed adjustment instructions. Ironically, following maintenance
activity on the disc-type overspeed governor, the first trip speed is typically high. Do not adjust! Run a
second verification test prior to making an adjustment.
• Recommended tolerance on the trip speed is +/- 2% of the turbine nameplate definition.
• The overspeed trip test should be repeated a minimum of three times, with the consecutive
trips being within the speed acceptance criteria. The trip speeds should be non-trending (that
is, neither continuously increasing or continuously decreasing). The trending trip speeds
could actually be a shifting trip setpoint due to the looseness of components, trip spring
damage, binding, dirt, or possible improper assembly. Inspection and corrective action is
required.
NOTE: Trending is not an issue or a concern if the three trip speeds are within 50 rpm of each other.
25.5 Motor Drive for Overspeed Trip Testing
In lieu of requiring steam to spin the turbine for overspeed trip testing, a motor-driven device is
available for providing the motive power required to accelerate the turbine to its trip speed
condition. Information on this device, identified as the Terry Turbine Overspeed Device
(TTOD), is available from the manufacturer, ILD, Inc. (located in Baton Rouge, LA).
Basically, the device provides a variable frequency power input to an induction motor that is
coupled to the turbine shaft through a proprietary power transmission system. The resulting
turbine acceleration rate is controlled with precision, thus resulting in repeatable trip speed
demonstrations. A number of sites are using the TTOD with complete satisfaction.
25.6 Electronic Overspeed Trip System
Some turbines were originally equipped with an electronic overspeed trip system in addition to
the standard, mechanical overspeed trip system. The electronic overspeed trip setpoint was set at
a turbine speed below the mechanical overspeed trip setpoint, typically set at 110% of rated
turbine speed.
The original intent of the electronic trip was two-fold:

• To provide an overspeed trip with remote reset capability (using a motor operator on the
T & T valve) in the event that the turbine tripped during the startup transient
• To provide an additional level of overspeed trip protection. This was a justified intent, due to
the reliability problems encountered early on with the ball tappet assembly used on the
mechanical overspeed trip system
25-19
Operating experience with startup transients indicated that the turbine acceleration was rapid
enough that when an overspeed did occur, both the electronic and mechanical trips operated.
This eliminated the remote reset capability because the mechanical trip does not have remote
reset capability.
The inability to provide the remote reset capability during startup, and problems with availability
of qualified replacement components, led many plants to remove the electronic trip altogether.
Others increased the setpoint to approximately the same as the mechanical overspeed trip.
The electronic trip system consists of four components:

• A magnetic speed pickup, which generates a pulsed voltage with a frequency proportional to
the turbine speed
• A tachometer module with switching capability, which measures the frequency from the
magnetic pickup and operates a relay at the predetermined trip speed
• A contactor, which is energized when the tachometer relay operates, thus powering a trip
solenoid
• The trip solenoid that operates to close the turbine T & T valve
Calibration of the electronic trip system is performed using a sine wave audio frequency
generator to simulate the magnetic pickup output, and adjusting the tachometer switch setpoint to
the required frequency.
The required frequency is calculated from the desired setpoint, the number of teeth on the
magnetic pickup gear, and the gear ratio between the turbine shaft and the gear:
Frequency = (setpoint in rpm/gear ratio) x (number of gear teeth/60)
Testing of the electronic trip can be performed using a signal generator (as in the calibration) or
during the testing of the mechanical overspeed trip.
25-20

Figure Description
25-1 Disc-Type Overspeed Governor
25-2 Disc-Type Overspeed Governor Trip Weight Clearance
25-3 Pin-Type Overspeed Governor
25-4 Disc-Type Trip With Molded Tappet
25-5 Pin-Type Trip With Molded Tappet
25-6 Disc-Type Trip With Spring Tappet
25-7 Trip Linkage
25-21
25-22
Figure 25-1: Disc-Type Overspeed Governor 25-23

25-24
Figure 25-2: Disc-Type Overspeed Governor Trip Weight Clearance 25-25

25-26
Figure 25-3: Pin-Type Overspeed Governor 25-27

25-28
Figure 25-4: Disc-Type Trip With Molded Tappet 25-29

25-30
Figure 25-5: Pin-Type Trip With Molded Tappet 25-31

25-32
Figure 25-6: Disc-Type Trip With Spring Tappet 25-33

25-34
Figure 25-7: Trip Linkage 25-35

26
CRITICAL FITS AND DIMENSIONS
English units are defined in Section 26.1 and international units are defined in Section 26.2.
26.1 English (British) Units
General Information
Trip and Throttle Valve Weight 450 lbs, approximate

Turbine Upper-Half Casing Weight, GS-1 500 lbs, approximate
Turbine Upper-Half Casing Weight, GS-2 800 lbs, approximate
Turbine Upper-Half Casing Weight, ZS-4N 400 lbs, approximate
Turbine Rotor Weight, GS-1 and GS-2 200 lbs, approximate
Turbine Rotor Weight, ZS-4N 150 lbs, approximate
Turbine Wheel Diameter, GS-1 and GS-2 24 in., nominal
Turbine Wheel Diameter, ZS-4N 18 in., nominal
Description New Remarks
Pilot Valve Stem Runout Less than 0.002 in. Replace if > 0.003 in.
Valve Stem/Bushing 0.003 to 0.005 in. Replace if stem/bushing

Clearance clearance is > 0.006 in.
Pilot Valve Lift 1/8 in., nominal
Coupling Assembly 0.002 to 0.004 in.

Endplay
(coupling, spindle, washers)
Assembly Pins Runout 0.002 in., TIR Replace if > 0.002 in., TIR
26-1
Critical Fits and Dimensions

Two and One Half Inch Single-Seated V-Port Valve
Description New Condition Remarks
Valve Plug Outside 2.536 (+0.000/-0.002) in. Maximum allowable

Diameter wear = 0.005 in.
Valve Plug Guide Feet 2.498 (+0.000/-0.002) in. Maximum allowable

Diameter wear = 0.005 in.
Valve Seat Bore Diameter 2.500 (+0.000/-0.001) in. Maximum allowable

wear = 0.005 in.
Valve Guide Bore Diameter 2.540 (+0.001/-0.000) in. Maximum allowable

wear = 0.005 in.
Valve Guide/Seat 0.002 in., TIR, maximum

Concentricity
Seat Contact 75% minimum 0.030 to 0.090 in. contact

line width
Valve Stem Diameter 0.4990 (+0.0000/-0.0005) in.
Valve Stem Runout 0.002 in. TIR, maximum Measure at mid-point,

with the stem supported
in V-blocks
Valve Bonnet Bores

Carbon Spacer/Steel 1.005 (+0.001/-0.000) in.
Washer Area
Guide Bushing Area 1.130 (+0.001/-0.000) in.
Valve Stem Carbon Spacer

Inside Diameter 0.5005 (+0.0005/-0.0000) in. Minimum cold
clearance, stem to spacer
= 0.0015 in.
Outside Diameter 0.990 (+0.001/-0.001) in.
Thickness 0.125 (+0.001/-0.001) in.
Valve Stem Steel Washer

Inside Diameter 0.625 (+0.030/-0.005) in.
Thickness 0.060 in.
26-2

Two and One Half Inch Single-Seated V-Port Valve (cont.)
Valve Stem Guide Bushing
Fulcrum Support Spring Seat

Outside Diameter 1-12 UNF-2A
Three Inch Venturi Seat Valve
Valve Plug Outside Diameter 2.9995 (+/-0.0005) in.
Valve Bonnet Guide Sleeve 3.005 (+0.001/-0.000) in. Minimum plug/sleeve

Inside Diameter clearance = 0.005 in.
Seat Contact 75% minimum 0.030 to 0.090 in. contact

line width
Valve Bonnet Sleeve Fit OD 6.060 (+0.000/-0.001) in.
Valve Body Fit ID 6.062 (+0.001/-0.001) in.
Valve Bonnet Flange Spigot 8.498 (+0.000/-0.003) in.

OD
Valve Body Flange Spigot ID 8.500 (+0.005/-0.000) in.
Valve Stem Diameter 0.4990 (+0.0000/-0.0005) in.
26-3
Three Inch Venturi Seat Valve (cont.)

Valve Stem Runout
Disassembled From Plug 0.002 in. TIR, maximum Measure at mid-point, with the
stem supported in V-blocks
Assembled With Valve Plug
Adjacent to Valve Plug 0.002 in. TIR, maximum Measure with valve plug
Mid-Point 0.007 in. TIR, maximum supported in V-blocks
Adjacent to Threaded Area 0.012 in. TIR, maximum
Valve Stem/Plug Contact 75%, minimum
Valve Stem Nut Torque 8 to 10 ft lbs Lightly stake the threads
Valve Bonnet Bores

Carbon Spacer/Steel 1.005 (+0.001/-0.000) in. or
Washer Area 1.062 (+0.001/-0.000) in.
Guide Bushing Area 1.130 (+0.001/-0.000) in.

Inside Diameter 0.5005 (+0.0005/-0.0000) in. Minimum cold clearance,
stem to spacer = 0.0015 in.
Thickness 0.125 (+0.001/-0.001) in.

Thickness 0.060 in.

Fulcrum Support Spring Seat

26-4
Pins and Bushings Maximum clearance =

0.003 in.
Total axial clearance between 0.005 to 0.010 in. Adjust at assembly to

the governor lever radius maintain 0.005 to 0.010 in.
faces and the spring seat
faces
Total side clearance between 0.010 to 0.015 in.

the governor lever fork and
the remote servo slip link
Turbine Shaft Diameter

1 7/8 in. Bearing (ZS) 1.8700 (+0.0005/-0.0005) in.
2 in. Bearing (ZS) 1.9960 (+0.0005/-0.0005) in.
2 1/4 in. Bearing (GS) 2.2450 (+0.0005/-0.0005) in.
2 3/4 in. Bearing (GS) 2.7450 (+0.0005/-0.0005) in.
Bearing Clearance
Poured Babbitt Bearing 0.006 (+0.003/-0.000) in. Replace at 0.014 in.,
Pressure-feed lubrication diametrical
Poured Babbitt Bearing 0.008 (+0.003/-0.000) in. Replace at 0.016 in.,
Ring-only lubrication diametrical
Precision Insert Bearing 0.005 (+0.001/-0.001) in. Replace at 0.007 in.,
ZS Model only diametrical
Bearing Shell Interference Fit 0.0005 to 0.0020 in.
Spur Gear Runout 0.002 in., maximum, TIR
Speed Pickup/Spur Gear Gap 0.008 to 0.010 in. Set near high side
26-5
There are a total of five different thrust bearing designs used on the AFW turbines. Refer to the
AFW Turbine Thrust Bearing section (Section 10) for a design description of the various bearing
configurations and the definition of their critical fits and dimensions.
Diametrical Clearance 0.008 in., minimum Replace if damaged
Axial Clearance 0.020 in., minimum

GS Model 2.8720 (+0.0005/-0.0005) in.
ZS Model 1.997 (+0.001/-0.000) in.
Gland Case Partition Approximately 3/16 in. Clean machine sealing

Thickness faces to 0.093 in.,
minimum
Carbon Ring/Shaft 0.002 to 0.004 in. Replace if > 0.007 in.

Clearance
Turbine Governor Drive Gear Assembly

Gear Drive Shaft Axial 0.008 to 0.015 in. Replace if > 0.020 in.
Thrust Clearance
Gear Assembly Backlash 0.008 to 0.015 in. Replace if > 0.020 in.
Gear Teeth Wear Pattern None No heat discoloration
Drive Shaft Runout Less than 0.001 in. Replace if > 0.001 in.
Drive Shaft/Bushing 0.003 to 0.005 in.

Clearance
Turbine Shaft Runout Less than 0.001 in.

Drive Gear Spacer Area
26-6
Turbine Shaft Runout

Adjacent to main coupling Less than 0.001 in., TIR
Coupling end bearing Less than 0.0002 in., TIR
journal
Coupling end gland Less than 0.0005 in., TIR
journal
Wheel rim, axial direction Less than 0.030 in., TIR
Governor end gland Less than 0.0005 in., TIR
journal
Governor end bearing Less than 0.0002 in., TIR
journal
Adjacent to governor drive Less than 0.001 in., TIR
gear
Turbine Shaft Diameters

1 7/8 in. bearing area (ZS) 1.8700 (+0.0005/-0.0005) in.
2 in. bearing area (ZS) 1.9960 (+0.0005/-0.0005) in.
2 1/4 in. bearing area (GS) 2.2450 (+0.0005/-0.0005) in.
2 3/4 in. bearing area (GS) 2.7450 (+0.0005/-0.0005) in.
Gland journal area (ZS) 1.997 (+0.001/-0.000) in.
Gland journal area (GS) 2.8720 (+0.0005/-0.0005) in.
Main Coupling Hub 2.123 (+0.001/-0.000) in.

Diameter
Shaft/Wheel Interference
Fit
GS Model 0.0030 to 0.0045 in.
ZS Model 0.0020 to 0.0035 in.
Wheel Lap 1/16 to 3/32 in. This is a visual estimate,

not a critical measurement
Spur Gear Runout 0.002 in. maximum, TIR
Speed Pickup/Spur Gear 0.008 to 0.010 in. Set near high side
Gap
26-7
26.2 International System of Units (SI)
General Information
Trip and Throttle Valve Weight 205 kg, approximate

Turbine Upper-Half Casing Weight, GS-1 230 kg, approximate
Turbine Upper-Half Casing Weight, GS-2 365 kg, approximate
Turbine Upper-Half Casing Weight, ZS-4N 180 kg, approximate
Turbine Rotor Weight, GS-1 and GS-2 90 kg, approximate
Turbine Rotor Weight, ZS-4N 70 kg, approximate
Turbine Wheel Diameter, GS-1 and GS-2 60 cm, nominal
Turbine Wheel Diameter, ZS-4N 45 cm, nominal
Description New Remarks
Pilot Valve Stem Runout Less than 0.005 cm Replace if > 0.008 cm
Valve Stem/Bushing 0.008 to 0.013 cm Replace if stem/bushing

Clearance clearance is > 0.015 cm
Pilot Valve Lift 0.3 cm, nominal
Coupling Assembly 0.005 to 0.010 cm

Endplay
(coupling, spindle, washers)
Assembly Pins Runout 0.005 cm, TIR Replace if > 0.005 cm, TIR

Two and One Half Inch Single-Seated V-Port Valve
Valve Plug Outside 6.441 (+0.000/-0.005) cm Maximum allowable wear =

Diameter 0.013 cm
Valve Plug guide feet 6.345 (+0.000/-0.005) cm Maximum allowable wear =

Diameter 0.013 cm
Valve Seat Bore Diameter 6.350 (+0.000/-0.002) cm Maximum allowable wear =

0.013 cm
26-8

Two and One Half Inch Single-Seated V-Port Valve (cont.)
Valve Guide Bore Diameter 6.452 (+0.002/-0.000) cm Maximum allowable wear =
0.013 cm
Valve Guide/Seat 0.005 cm, TIR, maximum

Concentricity
Seat Contact 75% minimum 0.076 to 0.229 cm contact line

width
Valve Stem Diameter 1.2675 (+0.0000/-0.0013) cm
Valve Stem Runout 0.005 cm TIR, maximum Measure at mid-point, with the
stem supported in V-blocks
Valve Bonnet Bores

Carbon Spacer/Steel 2.553 (+0.002/-0.000) cm
Washer Area
Guide Bushing Area 2.870 (+0.002/-0.000) cm

Inside Diameter 1.2713 (+0.0013/-0.0000) cm Minimum cold clearance,
stem to spacer = 0.0038 cm
Outside Diameter 2.515 (+0.002/-0.002) cm
Thickness 0.318 (+0.002/-0.002) cm

Inside Diameter 1.588 (+0.076/-0.013) cm
Thickness 0.15 cm

Fulcrum Support Spring

Seat
26-9
Three Inch Venturi Seat Valve
Valve Plug Outside Diameter 7.6187 (+/-0.0013) cm
Valve Bonnet Guide Sleeve 7.633 (+0.002/-0.000) cm Minimum plug/sleeve

Inside Diameter clearance = 0.013 cm
Seat Contact 75% minimum 0.076 to 0.229 cm contact

line width
Valve Bonnet Sleeve Fit OD 15.392 (+0.000/-0.002) cm
Valve Body Fit ID 15.397 (+0.002/-0.001) cm
Valve Bonnet Flange Spigot OD 21.585 (+0.000/-0.008) cm
Valve Body Flange Spigot ID 21.590 (+0.013/-0.000) cm
Valve Stem Diameter 1.2675 (+0.0000/-0.0013) cm
Valve Stem Runout

Disassembled From Plug 0.005 cm TIR, maximum Measure at mid-point,
with the stem supported in
V-blocks
Assembled With Valve Plug
Adjacent to Valve Plug 0.005 cm TIR, maximum Measure with valve plug
Mid-Point 0.018 cm TIR, maximum supported in V-blocks
Adjacent to Threaded Area 0.030 cm TIR, maximum
Valve Stem/Plug Contact 75%, minimum
Valve Stem Nut Torque 10 to 15 N-cm Lightly stake the threads
26-10
Three Inch Venturi Seat Valve (cont.)

Valve Bonnet Bores
Carbon Spacer/Steel 2.553 (+0.002/-0.000) cm, or
Washer Area 2.697 (+0.002/-0.000) cm
Guide Bushing Area 2.870 (+0.002/-0.000) cm

Inside Diameter 1.2713 (+0.0013/-0.0000) cm Minimum cold clearance,
stem to spacer = 0.0038 cm
Thickness 0.318 (+0.002/-0.002) cm

Thickness 0.150 cm

Fulcrum Support Spring

Seat
Pins and Bushings Maximum clearance =

0.008 cm
Total axial clearance 0.013 to 0.025 cm Adjust at assembly to

between the governor lever maintain 0.013 to 0.025
radius faces and the spring cm
seat faces
Total side clearance 0.025 to 0.038 cm

between the governor lever
fork and the remote servo
slip link
26-11

1 7/8 in. Bearing (ZS) 4.7498 (+0.0013/-0.0013) cm
2 in. Bearing (ZS) 5.0698 (+0.0013/-0.0013) cm
2 1/4 in. Bearing (GS) 5.7023 (+0.0013/-0.0013) cm
2 3/4 in. Bearing (GS) 6.9723 (+0.0013/-0.0013) cm
Bearing Clearance
Poured Babbitt Bearing 0.015 (+0.008/-0.000) cm Replace at 0.036 cm,
Pressure-feed lubrication diametrical
Poured Babbitt Bearing 0.020 (+0.008/-0.000) cm Replace at 0.041 cm,
Ring-only lubrication diametrical
Precision Insert Bearing 0.013 (+0.002/-0.002) cm Replace at 0.018 cm,
ZS Model only diametrical
Bearing Shell Interference Fit 0.0013 to 0.0051 cm
Spur Gear Runout 0.005 cm, maximum, TIR
Speed Pickup/Spur Gear Gap 0.020 to 0.025 cm Set near high side
There are a total of five different thrust bearing designs used on the AFW turbines. Refer to the
AFW Turbine Thrust Bearing Section (Section 10) for a design description of the various bearing
configurations and the definition of their critical fits and dimensions.
Diametrical Clearance 0.020 cm, minimum Replace if damaged
Axial Clearance 0.05 cm, minimum
26-12

GS Model 7.2949 (+0.0013/-0.0013) cm
ZS Model 5.072 (+0.002/-0.000) cm
Gland Case Partition Approximately 0.5 cm Clean machine sealing faces

Thickness to 0.236 cm, minimum
Carbon Ring/Shaft 0.005 to 0.010 cm Replace if > 0.018 cm

Clearance
Turbine Governor Drive Gear Assembly
Gear Drive Shaft Axial 0.020 to 0.038 cm Replace if > 0.051 cm

Thrust Clearance
Gear Assembly Backlash 0.020 to 0.038 cm Replace if > 0.051 cm
Gear Teeth Wear Pattern None No heat discoloration
Drive Shaft Runout Less than 0.002 cm Replace if > 0.002 cm
Drive Shaft/Bushing 0.008 to 0.013 cm

Clearance

Drive Gear Spacer Area Less than 0.002 cm
26-13

Adjacent to main coupling Less than 0.002 cm, TIR
Coupling end bearing Less than 0.0005 cm, TIR
journal
Coupling end gland journal Less than 0.0013 cm, TIR
Wheel rim, axial direction Less than 0.076 cm, TIR
Governor end gland journal Less than 0.0013 cm, TIR
Governor end bearing Less than 0.0005 cm, TIR
journal
Adjacent to governor drive Less than 0.002 cm, TIR
gear
Turbine Shaft Diameters

1 7/8 in. bearing area (ZS) 4.7498 (+0.0013/-0.0013) cm
2 in. bearing area (ZS) 5.0698 (+0.0013/-0.0013) cm
2 1/4 in. bearing area (GS) 5.7023 (+0.0013/-0.0013) cm
2 3/4 in. bearing area (GS) 6.9723 (+0.0013/-0.0013) cm
Gland journal area (ZS) 5.072 (+0.002/-0.000) cm
Gland journal area (GS) 7.2949 (+0.0013/-0.0013) cm
Main Coupling Hub 5.392 (+0.002/-0.000) cm

Diameter
Shaft/Wheel Interference Fit 0.0076 to 0.0114 cm
Wheel Lap 0.2 to 0.3 cm This is a visual estimate,

not a critical measurement
Spur Gear Runout 0.005 cm, maximum, TIR
Speed Pickup/Spur Gear Gap 0.020 to 0.025 cm Set near high side
26-14
27
RECOMMENDED BOLT TORQUE
The following standard torque values are recommended for bolting on the turbine assembly.
Use the high-strength torque column for steam pressure boundary and structural bolting. Use the
normal torque column for all other assembly bolting.
Torque requirements for specific components, which differ from the standard torques, are
defined in applicable sections of this guide.
These torque values require the use of an acceptable thread lubricant on the fastener male threads
and the fastener bearing surface. A properly calibrated torque wrench is also required.
Fastener Size Normal Torque High-Strength Torque
10-32 10–15 in-lb (110–170 N-cm)
1/4-20 40–50 in-lb (450–570 N-cm)
5/16-18 50–60 in-lb (560–680 N-cm)
3/8-16 8–12 ft-lb (10–15 N-m)
7/16-14 15–20 ft-lb (20–25 N-m)
1/2-13 25–35 ft-lb (35–45 N-m)
9/16-12 40–50 ft-lb (55–70 N-m)
5/8-11 and -18 50–60 ft-lb (70–80 N-m) 75–85 ft-lb (100–115 N-m)
3/4-10 and -16 90–100 ft-lb (120–135 N-m) 125–135 ft-lb (170–185 N-m)
7/8-9 140–160 ft-lb (190–215 N-m) 190–210 ft-lb (260–285 N-m)
1-8 220–240 ft-lb (300–325 N-m) 300–330 ft-lb (400–450 N-m)

1-12 330–360 ft-lb (450–490 N-m)
1 1/8-7 350–390 ft-lb (475–530 N-m) 450–500 ft-lb (610–680 N-m)

1 1/8-12 500–550 ft-lb (680–745 N-m)
27-1
Recommended Bolt Torque
1 1/4-7 500–550 ft-lb (680–745 N-m) 680–750 ft-lb (925–1020 N-m)

1 1/4-12 725–785 ft-lb (985–1065 N-m)
1 3/8-6 650–730 ft-lb (880–990 N-m) 850–950 ft-lb (1155–1290 N-m)

1 3/8-12 940–1040 ft-lb (1275–1410 N-m)
1 1/2-6 775–875 ft-lb (1050–1185 N-m) 1040–1140 ft-lb (1410–1545 N-m)

1 1/2-12 1140–1240 ft-lb (1545–1685 N-m)
1 3/4-5 1400–1500 ft-lb (1900–2035 N-m) 2000–2200 ft-lb (2715–2985 N-m)

1 3/4-8 3000–3200 ft-lb (4070–4340 N-m)
The following tightening procedure is recommended for the bearing pedestal-to-turbine casing
interface:
1. Proceed with one nut at a time and leave all other nuts tight as-found.
2. Loosen the nut, ensuring that the nut is turning on its stud and that the stud stays securely
seated in its tapped hole. If the stud turns with the nut, the stud must be removed. The nut
must be freed from the stud, and the stud reset into its tapped hole using Loctite 277 or the
equivalent.
3. Using an appropriate wrench, re-tighten the nut to a snug position (approximately 10 ft-lb
torque).
4. Tighten the nut to the additional angle of turn required for each location, as defined below.
5. Proceed to the next location and repeat steps 1 to 4 until all governor end locations and all
coupling end locations are tightened.
NOTE: Removal of the upper-half turbine casing and the turbine rotor is required to gain access to the
bottom nuts on the governor end pedestal.
Required Angle of Turn
Governor end, two studs near horizontal centerline, 47 to 52°

accessible from outside of bearing pedestal
Governor end, three studs approximately 6 in. below 19 to 21°

horizontal centerline, accessible from below case
27-2
Recommended Bolt Torque
Coupling end, six studs, accessible from coupling 47 to 52°

end of turbine
Coupling end, one stud at bottom center, accessible 19 to 21°

from under turbine
27-3
28
ALIGNMENT
Proper alignment must be maintained between the turbine and its driven pump assembly, so that
the operating vibration levels remain within the acceptance criteria of the ASME Boiler and
Pressure Vessel Code.
For alignment criteria, the original, project-unique turbine instruction manuals define a turbine
shaft centerline rise based on thermal conditions encountered during the design bases event (that
is, maximum ambient temperature and maximum turbine exhaust pressure and temperature). It is
unlikely that these combined conditions would ever occur and, if they did, it would be for a
matter of minutes, not hours.
Based on years of operating experience, it is recommended that the following criteria be used for
the cold alignment of the turbine and its driven pump:
• Turbine centerline thermal rise of approximately 0.004 in. (0.010 cm)
• Coupling faces open at the top by approximately 0.001 in. (0.003 cm)
The maximum allowable coupling misalignment has been defined at 0.004 in. (0.010 cm), TIR
for both the rim and the face of the coupling hubs.
There has been little history of problems associated with turbine vibration. This is probably the
result of adequate alignment procedures and the use of a coupling assembly that compensates for
some misalignment conditions.
Misalignment has been identified as one of the potential causes for increased turbine vibration. If
alignment activity is required, it is recommended that the pump be aligned to the turbine. If the
turbine is moved for alignment, there is the potential for impacting the governor end pedestal
sliding foot alignment, as well as the alignment of governor linkages.
28-1
29
TROUBLESHOOTING GUIDES
The process of troubleshooting requires a definition of the problem, an assembly of all of the
available data, an evaluation of cause and effect relationships, and the systematic elimination of
non-contributing factors.
Sections 22.3 and 23.3 identify specific troubleshooting guidelines for operational problems
associated with the turbine control system.
This section provides a general troubleshooting guide, addressing problems encountered during
operation of AFW turbines. Many, if not most, of these problems can be traced to the infrequent
operation and long shutdown nature of the systems. Table 29-1 lists various problems or
symptoms, along with potential or contributory causes.
Table 29-1
General Troubleshooting Information, AFW Turbines
Problem or Symptom Potential or Contributory Causes

Overspeed trip on startup • Misadjusted, misaligned, sticking, or binding governor valve
linkage
• Sticking or binding governor valve stem
• Improper governor control system calibration
• Inoperable governor control system components
• Damaged or inoperable speed pickup
• Damaged or disconnected speed pickup connector
• Improper governor valve or trip linkage adjustment
• Improper trip valve latch engagement
• Improper overspeed trip tappet nut-to-head lever engagement
• Worn or damaged trip linkage components
• Inappropriately painted trip or governor linkage components
• Misalignment of the remote servo
• Inadequate governor valve plug-to-sleeve clearance
• Speed pickup-sensing gear loose on shaft
• Entrained air in governor hydraulic circuits
• Undersized hydraulic tubing between hydraulic actuator and
remote servo
• Wrong governor rotation
• Steam admission valve opening time too fast
• Excessive condensate in the inlet steam
29-1
Troubleshooting Guides

Spurious trips • Improper governor valve or trip linkage adjustment
• Worn or damaged trip linkage components
• Worn or damaged trip valve latch hook
• Improper engagement or surface area contact between the trip
valve’s trip hook and latchup lever
• Trip hook contact surface angle greater than 90°
• Improper tappet nut-to-head lever engagement
• Wear of the tappet nut-to-head lever interface
• Damaged or fatigued weight spring
• Damaged reset spring
• Short overspeed trip connecting rod clevis
• Plant logic trip signals
Non-repeatable or • Sticking or binding tappet assembly
drifting trip speed • Sticking or binding trip weight
setpoint • Damaged or fatigued trip weight spring
• Trip weight-to-pivot screw head side clearance inadequate
• Worn or damaged trip weight bearing or bushing
• Loose trip weight-adjusting screw
• Worn or binding trip linkage
• Improper trip weight, weight spring, and adjusting screw
combination
• Inconsistent or inadequate test procedure
Overspeed trip will not • Dirty, worn, or damaged trip linkage
reset • Bent connecting rod
• Inappropriately painted trip components
• Binding or bent tappet assembly
• Binding trip weight
• Improper trip linkage adjustment
• Improper trip linkage impact space
• Improper tappet nut-to-head lever engagement
• Worn tappet nut-to-head lever interface
• Worn or damaged trip valve latching components
• Damaged reset spring
• Electronic overspeed trip signal present
• Plant logic trip signals
Overspeed trip not • Damaged tappet assembly
operational • Corroded or frozen trip weight
• Connecting rod spring tension inadequate
• No separation between the trip valve’s trip hook and latchup
lever
• Trip hook contact surface angle less than 90°
• Improper tappet-to-trip weight engagement
• Improper trip speed setting
29-2

Damaged or bent trip • Improper engagement with trip weight
tappet • Sticking tappet assembly
• Excessive connecting rod spring tension
• Excessive tappet stem length
• Excessive clearance between tappet nut and head bracket
• Short overspeed trip connecting rod clevis
• Excessive connecting rod travel
• Excessive standby temperature
• Contaminated oil
Excessive startup speed • Sticking or binding governor valve stem
transient • Misadjusted, misaligned, sticking, or binding governor linkage
• Oil temperature too low
• Restart without governor oil pressure bleed-down (PG-type
governor)
• Control system calibration error
• Steam admission valve opens too fast
• Excessive condensate in inlet steam
Inability to achieve • Inadequate governor valve travel
maximum rated • Internal damage to governor valve assembly
conditions • Speed control not at its maximum
• Ramp initiation circuit problems
• Improper test return valve setting
• Inadequate inlet steam pressure or quality
• Flow controller problems
• Governor low oil pressure shutdown device inoperable (PG-
type governor)
• Steam admission valve or trip valve not fully opened
• Obstructed steam inlet strainer
29-3

Speed instability or • Sticking or binding governor valve linkage
hunting • Dead travel or excessive clearance in governor linkage
• EG-M control box gain setting too high
• EG-M control box stability setting too low
• Improper EG-R hydraulic actuator or PG governor
compensating needle valve adjustment
• Incorrect governor buffer spring stiffness (PG-type governor)
• Worn or damaged governor drive mechanism
• Interaction with flow controller
• Control system calibration
• Misalignment of governor servo
• Frayed electrical wire or loose electrical connections
• Defective wiring shield
• Degraded test return valve
Setpoint error • Control system calibration error or drift
• Null voltage mismatch between EG-M control box and
EG-R hydraulic actuator
• Manual speed-setting improper
• Flow-controller calibration
• Process parameter effects (for example, temperature, pressure,
time, humidity)
Governor does not • Governor valve sticking or binding
control • Incorrect governor valve linkage adjustment
• Governor component inoperable
• Governor drive mechanism or coupling malfunction
• Damaged or inoperable speed pickup
• Speed-pickup sensing gear loose on shaft
• Speed-pickup air gap incorrect
• Excessive governor valve leakage
• Adverse environmental conditions
Acceleration transient • RGSC ramp time error
too fast or too slow • Incorrect speed-setting bushing installed (PG-type governor)
• Turbine slow rolling prior to start
• Low oil temperature or pressure
29-4

Governor valve stem • Valve stem corrosion
binding • Valve stem material
• Inadequate valve stem-to-carbon spacer clearance
• Thermal expansion concerns
• Valve stem runout
• Plugged valve stem drain
• Leaking steam admission valves
• Misalignment between remote servo and governor valve lever
• Misalignment of valve stem guide bushings or carbon spacers
relative to valve stem
• Broken or loose carbon spacers in valve bonnet packing
• Loose or improperly installed retaining rings in valve bonnet
packing
• Short duration surveillance testing
Excessive governor valve • Worn or broken carbon washers in valve bonnet packing
stem leakage • Corroded or eroded valve bonnet seal bore
• Corroded or pitted valve stem
• Broken or missing retaining rings in valve bonnet packing
• Restricted or blocked leak-off piping
• Excessive condensate in inlet steam
• Misaligned valve linkage or valve stem guides
• Leaking steam admission valves
Casing joint leakage • Loose flange bolting
• Improper torque sequence
• Flange faces not flat
• Damaged flange faces
• Excessive inlet water
• Oversize or undersize gland housings
• Inlet or exhaust steam piping strain
• Inappropriate joint sealant
• Incorrect sealant application
• Foreign material between flange faces
• Taper grind required (ZS-4N only)
• Bypass body bolting interference
Excessive shaft carbon • Worn carbon rings
seal leakage • Broken carbon rings or springs
• Corroded or stuck carbon rings
• Corroded gland case partitions
• Improper or excessive application of joint sealant
• Damaged, pitted, or peeling chrome plate
• Restricted or blocked gland leakoff piping
• Improper valve lineup
• Excessive exhaust pressure
• Foreign material contamination
29-5

High bearing or oil drain • Inadequate initial bearing clearance
temperature • High supply oil temperature
• Alignment
• Low oil pressure
• Restricted lubrication supply
• Scored or wiped bearings
• Coupling wear, damage, or lubrication
• Inadequate bearing clearance
• Fouled or damaged oil ring(s)
• Leaking steam admission valve
Journal bearing wear or • Inadequate initial bearing clearance
damage • Alignment
• Restricted sliding foot
• Bearing pedestal alignment
• Lubricating oil contamination
• Bearing loose in pedestal
Thrust bearing wear or • Inadequate thrust clearance
damage • Contaminated lubricating oil
• Alignment
• Improper assembly or disassembly techniques
• Restricted lubrication supply
• Excessive grease pack in main coupling
Oil contamination • Contaminated make-up supply
• Leaking carbon shaft seals
• Leaking oil cooler
• Damaged bearings or governor drive gears
• Environmental factors
• Insulation blankets containing shaft seal leakage
• Leaking steam admission valve
Oil foaming, flooding, or • High oil level due to adding oil while turbine is running
overflowing • High oil level due to static system over filling
• Air in-leakage on suction side of oil pump
• Restricted bearing drain line(s)
• Inadequate bearing drain line size
• Plugged, missing, or improper oil feed orifices
• Excessive oil header pressure
• Relief valve discharge to oil pump suction
• Oil contamination
High oil supply • Plugged oil cooler
temperature • High cooling water temperature
• Restricted cooling water flow
• Wiped or damaged bearings
29-6

High oil supply pressure • Plugged oil feed orifices
• Improper relief valve setting
• Inoperable relief valve
• Low oil temperature
• Wiped or damaged bearings
High oil filter pressure • Plugged or dirty oil filter element(s)
drop • Contaminated lubricating oil, particularly with water
• Improper transfer valve operation
Oil pump noise • Restricted oil pump suction, cavitation
• Damaged oil pump
• Oil pump/oil pump drive alignment
• Pump suction air leakage
• Low oil level
Low oil pressure • High oil temperature
• Damaged turbine bearings
• Improper relief valve setting
• Inoperable relief valve
• Damaged oil pump internals
• Restricted oil pump suction
Deposits in lubrication • Contaminated lubrication oil
system bearing pedestals • Excessive standby oil temperature
or equalizer pipe • Vapor phase lubricating oil
• Leaking carbon shaft seals
• Contaminated make-up oil
• Incorrect lubricating oil
• Incompatible lubricants
Lubricating oil relief • Incorrect valve internals
valve noise • Excessive oil flow
Alignment • Excessive steam piping strain

• Turbine/pump not doweled to baseplate
• Loose interface between the bearing pedestal and the turbine
casing
29-7

Excessive or increasing • Alignment
turbine vibration • Improper support or alignment of the coupling sleeve during
overspeed trip testing
• Restricted sliding foot
• Improper coupling to spacer assembly, match-marks not
aligned
• Inadequate bearing lubrication
• Tight carbon seal rings
• Stuck or seized carbon seal rings
• Loose rotor parts
• Rotor balance
• Excessive bearing clearance
• Restricted or inoperable case drain(s)
• Excessive shaft runout
• Bearing(s) loose in pedestal
Exhaust casing sentinel • Obstructed exhaust line
valve lifting • Excessive condensate in steam inlet line
• Improper setpoint calibration or setpoint drift
29-8
30
REFERENCES
This list of references is not all-inclusive. There are also two other computer-based information
resources located at the INPO Operating Experience Web page and the Terry Turbine Users
Group Bulletin Board.
30.1 EPRI Documents
Terry Turbine Maintenance and Troubleshooting Guide. EPRI, Palo Alto, CA: 1995.
TR-105874.
Terry Turbine Controls Maintenance Guide, Revision 1A Revision to NP-6909. EPRI, Palo Alto,
CA: 1998. TR-016909-R1.
Preventive Maintenance Basis, Volume 36: Terry Turbines—Single Stage. EPRI, Palo Alto, CA:
TR-106857-36.
30.2 Tuthill Pump Company
Service Instruction # 21, Installation and Service Instructions for Series CE and CF Pumps
30.3 Woodward Governor Company Manuals
36600, PG Governor Basic Elements
36604 and 36699, PGA Governor
36614, PGD Governor
36627, PGG Governor
36694, PG-PL Governor
37705, EG-M Control Box
37710, EG-R (and EG-3C) Actuators
82359, Ramp Generator and Signal Converter
30-1
References
30.4 Terry Corporation Design Improvement (DI) Packages
DI-01, RCIC and AFW Turbines, EG-R Actuator Oil Sump and Support Bracket
DI-03, RCIC Turbine, Coupling End Pedestal Bolting Lock Tabs and Dowel Pins
DI-06, RCIC and AFW Turbines, EG-R Actuator Oil Sump and Support Bracket
DI-08, AFW Turbine with Cam Crank and Lever Governor System, Tension Spring
DI-12, RCIC and AFW Turbines, Model GS, Oil Piping Modification
DI-14, RCIC and AFW Turbines, Structural Bolting Requirements
30.5 General Electric Service Information Letters (SILs)
SIL-031, Revision 2, Warm-Up of HPCI and RCIC Steam Supply Lines
SIL-094, HPCI and RCIC Turbines, Controls Improvement
SIL-319, Revision l, HPCI and RCIC Turbines, Drive Gear Assembly
SIL-336, Revision 1, Surveillance Testing Recommendations
SIL-351, Revision 2, HPCI and RCIC Turbines, Control System Calibration
SIL-377, RCIC Turbine, Startup Transient Improvement
SIL-382, RCIC Turbine, Removal of Electronic Overspeed Trip
SIL-393, RCIC Turbine, Journal Bearing Locating Pin
SIL-525, RCIC Turbine, Improved Mechanical Overspeed Trip Tappet Design
SIL 623, HPCI and RCIC System Peak Pump Discharge Pressure During Surveillance Testing
SIL 640, RCIC/HPCI EG-M Control Box Electrolytic Capacitor
30.6 NRC Documents
30.6.1 Information Circulars and Notices
IC 78-02, Proper Lubrication Oil
IN 80-29, Broken Studs on Terry Turbine Steam Inlet Flange
30-2
References
IN 81-24, Auxiliary Feed Pump Turbine Bearing Failures
IN 84-66, Undetected Unavailability of the Turbine Driven Auxiliary Feedwater Train
IN 85-50, Complete Loss of Main and Auxiliary Feedwater at a PWR Designed by B&W
(Davis-Besse)
IN 85-76, Recent Water Hammer Events
IN 86-14, PWR Auxiliary Feedwater Pump Turbine Control Problems/Overspeed Trip
IN 86-14, Supplements 1 and 2, Overspeed Trips of AFW, HPCI, and RCIC Turbines
IN 88-09, Reduced Reliability of Steam-Driven Auxiliary Feedwater Pumps Caused by

Instability of Woodward PG-PL Type Governors
IN 88-67, PWR Auxiliary Feed Pump Turbine Overspeed Trip Failure
IN 89-58, Turbine-Driven Auxiliary Feedwater Pump Disablement from Closure of One Parallel
Steam Supply Valve
IN 90-45, Overspeed of the Turbine Driven Auxiliary Feedwater Pumps
IN 90-51, EG-M Governor Voltage Dropping Resistor Failures
IN 90-76, Failure of Turbine Overspeed Trip Mechanism Because of Inadequate Spring Tension
IN 93-51, Repetitive Overspeed Tripping of Turbine-Driven Auxiliary Feedwater Pumps
IN 94-66, Overspeed of Turbine-Driven Pumps Caused by Governor Valve Stem Binding
IN 94-66, Supplement 1, Overspeed Trip of Turbine Driven Pumps Caused by Binding in Stem of
Governor Valve
IN 94-84, Air Entrainment in Terry Turbine Lubricating Oil System
IN 98-24, Stem Binding in Turbine Governor Valves in Reactor Core Isolation Cooling and
Auxiliary Feedwater Systems
IN 2000-01, Operational Issues Identified in BWR Trip and Transient (01-26-00 Reactor Scram
at Plant Hatch Unit 1)
30-3
References
30.6.2 AEOD/C602, Case Study Report
Operational Experience Involving Turbine Overspeed Trips
30.6.3 NUREG-1154
Loss of Main and Auxiliary Feedwater Event at the Davis-Besse Plant on June 9, 1985
30.6.4 NUREG-1177
Safety Evaluation Report Related to the Restart of Davis-Besse Nuclear Power Station Unit 1,
Following the Event of June 9, 1985
30.6.5 NUREG-1275, Volume 10
Operating Experience Feedback Report—Reliability of Safety-Related Steam Turbine-Driven

Standby Pumps
30.7 INPO Documents
30.7.1 Significant Operating Experience Reports
SOER 81-13, Concurrent Loss of High Pressure Core Cooling Systems
SOER 82-08, Auxiliary Feedwater Pump Turbine Trip and Throttle Valve Indication
SOER 82-14, Reliability of BWR High Pressure Core Cooling Systems
SOER 86-01, Reliability of PWR Auxiliary Feedwater Systems
SOER 89-01, Testing of Steam Turbine/Pump Overspeed Trip Devices
30.7.2 Significant Event Report/Notice
SER 18-80, Repetitive Overspeed Trip of Auxiliary Feedwater Pump Turbine Trip Throttle Valve
SER 20-80, Inability to Reset Turbine-Driven Auxiliary Feedwater Pump Turbine Trip Throttle
Valve
SER 23-80, Emergency Feedwater Pump Turbine Trip on Overspeed
SER 34-81, BWR HPCI/RCIC Malfunctions
SER 72-81, Emergency Feedwater Pump Overspeed
30-4
References
SER 64-82, Concurrent Failure of HPCI and RCIC
SER 18-83, Terry Turbine Control Valve Failure
SER 36-83, Loss of All Feedwater
SER 53-83, Failure of Hydraulic Actuator Coil, HPCI Turbine Woodward Governor
SER 29-85, with Supplement 1, Loss of Main and Auxiliary Feedwater
SER 44-85, Speed Control Deficiency Degrades Auxiliary Feedwater System Performance
SER 26-87, HPCI Turbine Inoperability
SER 03-90, Inadequate AFW Testing
SER 07-90, Turbine Driven Pump Overspeed
SER 24-93, HPCI Turbine Exhaust Diaphragm Rupture
SER 04-95, Terry Turbine Governor Valve Stem Binding Due to Corrosion
SEN 55, Failure of Woodward Governor Results in AFW Pump Overspeed
SEN 101, HPCI Turbine Exhaust Diaphragm Rupture Results in Personnel Injury
SEN 112, Recurring Event, RCIC Turbine Exhaust Diaphragm Rupture
30.7.3 Operations and Maintenance Reminders
O&MR 024, Effect on Turbine Restarting of Governor
O&MR 050, Positive Indication of Auxiliary Feedwater Pump Overspeed Trip
O&MR 061, Auxiliary Feedwater, RCIC, and HPCI Turbine Maintenance and Inspection
O&MR 199, Failure of Turbine-Driven Auxiliary Feedwater Pump Due to Steam Inlet Valve
Adjustment
O&MR 303, Auxiliary Turbine Startup Transient Improvement
O&MR 316, Defective Emergency Head Levers Supplied for Auxiliary Feedwater Pump Turbine
Drives, Manufactured by the Terry Corporation
O&MR 373, Potential Damage from Running Turbines Uncoupled from Pumps
30-5
31
ABBREVIATIONS AND ACRONYMS
AEOD Analysis and Evaluation of Operational Data

AFW Auxiliary Feedwater
ASME American Society of Mechanical Engineers
ASTM American Society for Testing and Materials
B&W Babcock and Wilcox
BWR Boiling Water Reactor
cm Centimeter
DC Direct Current
DI Design Improvement
EG Electronic Governor
EG-M Electric Governor – Magnetic Pickup
EG-R Electric Governor – Remote
EPRI Electric Power Research Institute
ft-lb Foot-Pound
GE General Electric
gpm Gallons per Minute
HPCI High-Pressure Coolant Injection
IC Information Circular
IN Information Notice
in. Inch
INPO Institute of Nuclear Power Operations
kg Kilogram
kPa KiloPascal
l Liter
lpm Liter per Minute
m Meter
ml Milliliter
N Newton
N-m Newton-Meter
NMAC Nuclear Maintenance Applications Center
NPT National Pipe Thread
NRC Nuclear Regulatory Commission
O & MR Operations and Maintenance Reminders
OEM Original Equipment Manufacturer
31-1
Abbreviations and Acronyms
PG Pressure-Compensated Governor
PGA Pressure-Compensated Governor – Air Speed Setting
PGD Pressure-Compensated Governor – Dial Speed Setting
PGG Pressure-Compensated Governor – Gear Speed Setting
PG-PL Pressure-Compensated – Pipe Line Governor
psi Pounds per Square Inch
psid Pounds per Square Inch, Differential
psig Pounds per Square Inch, Gauge
PWR Pressurized Water Reactor
RCIC Reactor Core Isolation Cooling
RGSC Ramp Generator and Signal Converter
RMS Square Root of Mean Square
rpm Revolutions per Minute
S&K Schutte & Koerting, Division of Ketema, Inc.
SCFM Standard Cubic Feet per Minute
SEN Significant Event Notice
SER Significant Event Report
SIL Service Information Letter
SOER Significant Operating Experience Report
SPST Single-Pole Single-Throw
SSU Saybolt Seconds Universal
T&T Trip and Throttle
TIR Total Indicated Reading
TTUG Terry Turbine Users Group
VSI Vapor Space Inhibitor
31-2
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Each one of these guides also includes a specific reference section.

2 STEAM SUPPLY, EXHAUST, AND DRAIN SYSTEMS ........................................................2-1

3 PERFORMANCE MONITORING ...........................................................................................3-1

3.1.3 Plant Computer Input ..........................................................................................3-2

5 TURBINE COMPONENT DESCRIPTION, INSPECTION, AND REPAIR..............................5-1

6 TURBINE TRIP AND THROTTLE VALVE .............................................................................6-1

6.5.1 Gimpel Valve Reassembly ..................................................................................6-9

7 TURBINE GOVERNOR VALVE .............................................................................................7-1

8 TURBINE GOVERNOR VALVE LINKAGE ............................................................................8-1

9 TURBINE JOURNAL BEARINGS..........................................................................................9-1

9.1.1 Description ..........................................................................................................9-1

10 TURBINE THRUST BEARING ...........................................................................................10-1

10.3.3 Inspection ....................................................................................................10-13

11 TURBINE SHAFT OIL SEALS ...........................................................................................11-1

12 TURBINE SHAFT STEAM SEALS ....................................................................................12-1

13 TURBINE OIL PUMPS .......................................................................................................13-1

13.6.3 Reassembly ...................................................................................................13-4

14 TURBINE GOVERNOR AND OIL PUMP DRIVE GEAR ASSEMBLY...............................14-1

15 TURBINE CASING .............................................................................................................15-1

16 TURBINE ROTOR, SHAFT/WHEEL ASSEMBLY .............................................................16-1

17 TURBINE STEAM JET ASSEMBLIES ..............................................................................17-1

18 TURBINE REVERSING CHAMBERS ................................................................................18-1

19 TURBINE BEARING PEDESTALS....................................................................................19-1

20 TURBINE OIL SYSTEM .....................................................................................................20-1

21 TURBINE CONTROL SYSTEM OVERVIEW .....................................................................21-1

22 WOODWARD EG-TYPE GOVERNOR ..............................................................................22-1

22.1.5 Magnetic Speed Pickup .................................................................................22-5

23 WOODWARD PG-TYPE GOVERNOR ..............................................................................23-1

24 TRANSIENT CONTROL IMPROVEMENT .........................................................................24-1

25 TURBINE OVERSPEED TRIP SYSTEM............................................................................25-1

25.2.1.2 Pin-Type Overspeed Governor .................................................................25-3

26 CRITICAL FITS AND DIMENSIONS ..................................................................................26-1

27 RECOMMENDED BOLT TORQUE ....................................................................................27-1

30.6 NRC Documents ...................................................................................................30-2

31 ABBREVIATIONS AND ACRONYMS ...............................................................................31-1

Figure 10-7 Two-Row Ball Thrust Bearing.............................................................................10-39

Table 1-1 Parts List for GS-2 Turbine Section Drawing.............................................................1-4

1.1 Turbine Application

1.2 The AFW System

1.2.1 System Function

1.2.2 System Components

1.3 Turbine Design Basis

Reference Figures 1-1 and 1-2

1.3.1 Thermodynamic Design

1.3.2 Operating Conditions

Both Woodward electrical governor (EG)-type and mechanical pressure-compensated governor

Item Description Item Description

001 Oil Flinger 041 Thrust Bearing Spacer

Item Description Item Description

001 Turbine Shaft 031 Carbon Ring Spring

1.4 List of Figures

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