1. The CSB assembly was separated from the RV and set on a storage stand. The CSB assembly was lifted at 45° turns after vertical lifting of approximately 50 cm in order to prevent the DAKs from being damaged. The CSB assembly was checked continuously via a load measured by a hydra-set.

2. After the checked positions of the gauge blocks were marked using digital probes, the widths of the marked positions were measured. After removing the gauge blocks, the gaps between the CSB snubber lugs and the RV core-stabilizing lugs were used to calculated the processing dimensions of the snubber shims; the gaps were calculated at

0. 381-0.508 mm as a permissible range.

4.1.4 Installation and measurement of the shim on the RV core-stabilizing lug

1. The dimensions of the refined shims were measured and a penetration test was conducted. Before installation of the shims, the RV core stabilizing lugs and the cap screws were checked to confirm the integrity of each screw. Neolube, a dry film lubricant, was applied twice to the threaded surfaces of the cap screws and bearing surface. Fig. 13 shows the assembly of the snubber shims on the RV core-stabilizing lug.

2. When the shims were installed, the cap screws were assembled by hand and tightened according to a three-step tightness method: 160, 213 and 266 ft-lbs. It was important that after the shims were installed, the upper gaps and lower gaps were maintained as constant (0.1016 mm).

3. After the shims were installed, their full widths were measured in six positions to measure the equal intervals. The DAKs were adjusted to vertical degrees at 0.0254 mm/ft for the RV head seating surface. At this point, the vertical degrees of the DAKs and the status of the installed positions were recorded.

4. According to section 2.6 "Combination of the CSB assembly and the RV," the CSB assembly was installed in the RV. When the RV core-stablizing lugs and the RV snubber shims were connected, they were lowered using the hydra-set. The RV centerline and the CSB centerline were adjusted within 0.0254 mm using the DAKs, and the CSB assembly was completely lowered. If the positions of the DAKs changed, the measurements had to be done again.

5. The gaps between the RV and the CSB outlet nozzles were recorded and the offsets of the CSB keyways regarding the DAKs were recorded as well. The offsets of the CSB centerline in relation to the RV centerline were also calculated and recorded.

6. The air hoses, electric power cords and signal cables of the remote measurement system were reconnected to the compressor, electric power, USB hub and RS-485 converter, and electric power was supplied. The length of the snubber shims was measured five times. Once the measurement was complete, the measured data were stored and the measured lengths were recorded. The measured lengths of the shims were confirmed to be within a permissible range (0.381 — 0.508 mm). If the measured lengths of the shims exceeded the permissible range, they would be used after reprocessing.

7. All electric power was turned off, and the air hoses, electric power cords, and signal cables were respectively separated from the compressor, electric power, USB hub and RS-485 converter. Separated air hoses, electric power cables and signal cables were temporarily fixed in the CSB assembly when the RV and CSB assembly were detached in order to avoid interference with cables and pieces of equipment. Finally, the gaps between the CSB and the RV core-stop lugs were measured.