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5、6号机均为31—25—7型,制造厂编号第6、16台,先后于1970年4月投产和1971年4月试运。一、5号机在投产后一个月,按制造厂(70)048号文精神,揭缸检查,扩大疏水孔,并发现第10压力级叶片切Ao型振动频率普遍下降,后对低于238周/秒的叶片作了调频处理。事故情况:1970年11月25日事故停机检查(此前曾多次听到汽缸内有金属撞击声)第11压力级叶片断7片,断口距叶根39～74毫米,断口出汽边平整,进汽边凸凹不平,个别断口有明显疲劳纹,另有30余片裂纹,裂纹距叶根40～80毫米,个别达120毫米。裂纹均起始于出汽侧,大部分叶片碰伤。第12压力级全级叶片进汽侧顶部被打伤,且有16片在距叶顶约200毫米处弯扭变形、另外前后汽封及隔板汽封多被磨损,轴瓦有烧伤及脱胎现象等。
5,6 aircraft are 31-25-7 type, the manufacturer No. 6,16 units, has put into operation in April 1970 and commissioned in April 1971. One month after commissioning of PM 5, according to the spirit of the manufacturer (No.7048) No. 048, check the cylinder and expand the hydrophobic holes. It was found that the vibration frequency of the Ao type at the 10th pressure level blade generally dropped, Week / second blade made FM processing. Accident: November 25, 1970 accident shutdown inspection (previously heard several times in the cylinder metal impact sound) 11th pressure level blade segment 7, the fracture away from the root of 39 to 74 mm, the fracture out of the steam formation, Into the steam bump uneven, some of the individual fracture obvious fatigue pattern, and another more than 30 pieces of cracks, cracks 40-80 mm away from the root, each up to 120 mm. Cracks began in the steam side, most of the blade bumps. The first 12 pressure level full blade into the steam side of the top was wounded, and 16 from the top of the blade about 200 mm bending deformation, the other before and after the seal and diaphragm seal more wear and tear, bearing burns and birth phenomenon Wait.