API 510

1 Scope
1.1.1 Coverage
If in-service vessels are covered by requirements in the construction code and API 510 or if there is a conflict between the
two codes, the requirements of API 510 shall take precedence.
1.1.2 Intent
The intent of this code is to specify the in-service inspection and condition-monitoring program that is needed to
determine the integrity of pressure vessels and pressure-relieving devices.
1.2.2 Excluded and Optional Services
Some vessels exempted in accordance with the criteria in ASME Code, Section VIII, Division 1 should be considered for
inclusion based on risk (probability and consequence of failure) as determined by the owner/user.

2 Normative References
API Recommended Practice 578, Material Verification Program for New and Existing Alloy Piping Systems

3 Terms, Definitions, Acronyms, and Abbreviations

3.1.1 alteration
A physical change in any component that has design implications that affect the pressure-containing capability of a
pressure vessel beyond the scope described in existing data reports. The following should not be considered alterations:
any comparable or duplicate replacement, the addition of any reinforced nozzle less than or equal to the size of existing
reinforced nozzles, and the addition of nozzles not requiring reinforcement.

3.1.4 authorized inspection agency

Any one of the following:
a) the inspection organization of the jurisdiction in which the pressure vessel is used;
b) the inspection organization of an insurance company that is licensed or registered to write and does write
pressure vessel insurance;
c) the inspection organization of an owner or user of pressure vessels who maintains an inspection organization for his/her
equipment only and not for vessels intended for sale or resale; or
d) an independent organization or individual that is under contract to and under the direction of an owner/user and that
is recognized or otherwise not prohibited by the jurisdiction in which the pressure vessel is used. The owner/ user’s
inspection program shall provide the controls that are necessary when contract inspectors are used.

3.1.15 defect
An imperfection whose type or size exceeds the applicable acceptance criteria and is therefore rejectable.

3.1.34 inspection deferral

an approved and documented postponement of inspection, test, or examination

3.1.16 design temperature

The temperature used for the design of the pressure vessel per the applicable construction code.

3.1.44 maximum allowable working pressure

MAWP The maximum gauge pressure permitted at the top of a pressure vessel in its operating position for a designated
temperature. This pressure is based on calculations using the minimum (or average pitted) thickness for all critical vessel
elements, (exclusive of thickness designated for corrosion) and adjusted for applicable static head pressure and
nonpressure loads (e.g. wind, earthquake, etc.). The MAWP may refer to either the original design or a rerated MAWP
obtained through a FFS assessment.

3.1.57 pressure vessel engineer

A person acceptable to the owner/user who is knowledgeable and experienced in the engineering disciplines associated
with evaluating mechanical and material characteristics that affect the integrity and reliability of pressure vessels. The
pressure vessel engineer, by consulting with appropriate specialists, should be regarded as a composite of all entities
needed to properly assess the technical requirements.

3.1.59 quality assurance QA

All planned, systematic, and preventative actions specified to determine if materials, equipment, or services will meet
specified requirements so that equipment will perform satisfactorily in service.

3.1.62 repair organization

Any one of the following that makes repairs in accordance with this inspection code:
a) the holder of a valid ASME Certificate of Authorization that authorizes the use of an appropriate ASME Code
symbol stamp;
b) the holder of another recognized code of construction certificate that authorizes the use of an appropriate
construction code symbol stamp;
c) the holder of a valid R-stamp issued by the National Board for repair of pressure vessels;
d) the holder of a valid VR-stamp issued by the National Board for repair and servicing of relief valves;
e) an owner or user of pressure vessels and/or relief valves who repairs his or her own equipment in accordance with this
code;
f) a repair contractor whose qualifications are acceptable to the pressure vessel owner or user;
g) an individual or organization that is authorized by the legal jurisdiction to repair pressure vessels or service relief
devices.

3.1.63 required thickness

The minimum thickness without corrosion allowance for each element of a pressure vessel based on the appropriate
design code calculations and code allowable stress that consider pressure, mechanical, and structural loadings.

3.1.65 risk-based inspection RBI

A risk assessment and management process that considers both the probability of failure and consequence of failure due
to material deterioration and that is focused on inspection planning for loss of containment of pressurized equipment in
processing facilities due to material deterioration. These risks are managed primarily through inspection in order to
influence the probability of failure but can also be managed through various other methods to control the probability and
consequence of failure.

4 Owner/User Inspections Organization

4.3 Repair Organization
All repairs and alterations shall be performed by a qualified repair organization. The repair organization is responsible to
the owner/user and shall provide the materials, equipment, QC, and workmanship that is necessary to maintain and repair
the vessel or pressure-relieving device in accordance with the requirements of this inspection code.

4.6 Other Personnel

Operating, maintenance, engineering (process and mechanical), or other personnel who have special knowledge or
expertise related to particular pressure vessels shall be responsible for timely notification to the inspector or engineer of
potential issues that may affect vessel integrity.

5 Inspection, Examination, and Pressure Testing Practices

5.1.2 Development of an Inspection Plan
5.1.2.1 The inspection plan shall be developed by the inspector and/or engineer. A corrosion specialist shall be
consulted when needed to designate potential damage mechanisms and specific locations where damage
mechanisms may occur.

5.1.3 Minimum Contents of an Inspection Plan

The inspection plan shall contain the inspection tasks and schedule required to monitor damage mechanisms and assure
the mechanical integrity of the equipment (pressure vessel or pressure-relieving device).
5.3.3 Communication
Before starting any vessel inspection and maintenance activities (e.g. NDE, pressure testing, repair, or alteration),
personnel should obtain permission to work in the vicinity (internal or external) from operating personnel responsible for
the pressure vessel. When individuals are inside a vessel, all persons working around the vessel should be informed that
people are working inside the vessel. Individuals working inside the vessel should be informed when any work is going to
be done on the interior or exterior of the vessel while they are inside the vessel.

5.3.5 Records Review

Before performing any of the required API 510 inspections, inspectors shall familiarize themselves with prior history of
the vessels for which they are responsible.

5.4.1 Inspection for Different Types of Damage Mechanisms and Failure Modes
e) Metallurgical changes:
1) graphitization—refer to API 571, Section 4.2.1;
2) temper embrittlement—refer to API 571, Section 4.2.3;
3) hydrogen embrittlement—refer to API 571, Section 4.5.6
5.4.4 Vessels in cyclic service (cycles of pressure, temperature, or combinations of both pressure and temperature) should
be evaluated for potential fatigue cracking failures and have appropriate inspections planned. The following
considerations should be evaluated where applicable for vessels in cyclic service.

5.5.2 Pressure Vessel Internal Inspection

5.5.2.1 General
A primary goal of the internal inspection is to find damage that cannot be found by regular monitoring of external CMLs
during on-stream inspections.

5.5.2.2 Pressure Vessel Internals

The internals need not be removed completely as long as reasonable assurance exists that damage in regions rendered
inaccessible by the internals is not occurring to an extent beyond that found in more accessible parts of the vessel.

5.5.2.3 Internal Deposits and Linings

The inspector, in consultation with the corrosion specialist, should determine when it is necessary to remove deposits or
linings to perform adequate inspections.
Internal linings (e.g. refractory, strip linings, plate linings, coatings) should be thoroughly examined. If internal linings are
in good condition and there is no reason to suspect that damage is occurring behind them, it is not necessary to remove
linings during the internal inspection. If the lining appears damaged, bulged, or cracked, it may be advisable to remove
portions of the linings to investigate the condition of the lining and the vessel surface beneath. External NDE techniques
may be advisable to explore for damage beneath linings.

5.5.4.2 Inspection of Buried Vessels

Scanning UT thickness readings and/or other appropriate scanning NDE methods for determining the condition of the
external surface condition could be conducted on the vessel internally to monitor for external corrosion.

5.5.6 CUI Inspection

5.5.6.1 Susceptible Temperature Range for CUI
b) 140 °F (60 °C) and 350 °F (177 °C) for austenitic stainless steels
With carbon and low alloy steels, CUI usually causes localized corrosion. With austenitic and duplex stainless steel
materials, CUI usually is in the form of external chloride stress corrosion cracking. When developing the inspection plan
for CUI inspection, the inspector should consider areas that are most susceptible to CUI but be aware that locations for
CUI damage can be very unpredictable. If CUI damage is found, the inspector should inspect other susceptible areas on
the vessel. See API 583 on CUI for more detailed information.
5.6.2 CML Examinations
5.6.2.1 Each pressure vessel shall be monitored by conducting a representative number of examinations at CMLs to satisfy
the requirements for an internal and/or on-stream inspection. For example, the thickness for all major components (shells,
heads, cone sections) and a representative sample of vessel nozzles should be measured and recorded. Corrosion rates,
the remaining life, and next inspection intervals should be calculated to determine the limiting component. CMLs with the
highest corrosion rates and least remaining life shall be part of those included in next planned examinations.

5.6.2.5 CMLs and examination points should be permanently recorded, (e.g. marked on inspection drawings and/or on
the equipment) to allow repetitive measurements at the same CMLs. Repeating measurements at the same location
improves accuracy of the calculated damage rate.

5.7.1 Examination Technique Selection

g) Field metallographic replication for identifying metallurgical changes.
l) Advanced ultrasonic backscatter technique examination for detecting high-temperature hydrogen attack

5.7.2 Thickness Measurement Methods

a) Any suitable NDE, such as ultrasonic or profile RT, may be used as long as it will provide minimum thickness
determinations. When a measurement method produces considerable uncertainty, other nondestructive thickness
measurement techniques, such as ultrasonic A-scan, B-scan, or C-scan, may be employed.

5.7.2.3 Corrective procedures should be utilized when metal temperatures (typically above 150 °F [65 °C]) impact the
accuracy of the thickness measurements obtained. Instruments, couplants, and procedures should be used that will result
in accurate measurements at the higher temperatures. Typically, procedures will involve calibrating with hot test plates
or adjusting measurements by the appropriate temperature correction factor.

5.8.3 Test Pressure Determination

Test Pressure in psig (MPa) = 1.3 MAWP × (Stest temp/Sdesign temp), 1999 addendum and later
5.8.3.2 When a noncode related pressure test (leak/tightness test) is performed after repairs, the test pressure may be
conducted at pressures determined by the owner/user. Tightness test pressures are determined by the owner/user but
are generally not for the purpose of proving strength of repairs.

5.8.5 Hydrostatic Pressure Tests

5.8.5.1 Before applying a hydrostatic test, the supporting structures and foundation design should be reviewed to assure
they are suitable for the hydrostatic test load.

5.8.5.2 For sensitized austenitic stainless steel piping subject to Polythionic stress corrosion cracking, consideration should
be given to using an alkaline-water solution for pressure testing.
Pneumatic testing (including combined hydro pneumatic) may be used when hydrostatic testing is impracticable because
of limited supporting structure or foundation, refractory linings, or process reasons. When used, the potential personnel
and property risks of pneumatic testing shall be considered by an engineer before conducting the test. As a minimum, the
inspection precautions contained in the ASME Code shall be applied when performing any pneumatic test. A pneumatic
test procedure should be developed by the engineer.

5.8.7 Test Temperature and Brittle Fracture Considerations

The potential for a brittle failure shall be evaluated prior to hydrostatic or especially prior to pneumatic testing because
or the higher potential energy involved. Special attention should be given when testing low-alloy steels, especially 2 1/4
Cr- 1Mo, because they may be prone to temper embrittlement.

5.8.7.2 To minimize the risk of brittle fracture during a pressure test, the metal temperature should be maintained at least
30 °F (17 °C) above the MDMT or MAT for vessels that are more than 2 in. (5 cm) thick and 10 °F (6 °C) above the MDMT
or MAT for vessels that have a thickness of 2 in. (5 cm) or less. The test temperature need not exceed 120 °F (50 °C) unless
there is information on the brittle characteristics of the vessel material indicating a higher test temperature is needed.
Pressure Testing Alternatives
5.8.8.1 Appropriate NDE (e.g. RT, UT, PT, MT, etc.) shall be specified and conducted when a pressure test is not performed
after a major repair or alteration. Substituting NDE procedures for a pressure test after an alteration or major repair may
be done only after the engineer and inspector have approved.

5.9.2 If a pressure vessel component experiences accelerated corrosion or should fail because an incorrect material was
inadvertently substituted for the specified material, the inspector shall consider the need for further verification of existing
materials in the pressure vessel or other pressure vessels in same or similar service.

5.10.3 Crack-like flaws and environmental cracking shall be assessed by an engineer (refer to API 579-1/ASME
FFS-1, Part 9) and/or corrosion specialist. Preferential weld corrosion shall be assessed by the inspector.
5.11 Inspection and Repair of Flanged Joints
5.11.2 Accessible flange faces should be examined for distortion and to determine the condition of gasket-seating
surfaces.

6 Interval/Frequency and Extent of Inspection

6.2 Inspection During Installation and Service Changes
6.2.1.1 Pressure vessels shall be inspected by an inspector at the time of installation. The purpose of this inspection is to
verify the equipment is safe for operation.
6.2.2.3 In some cases (e.g. movement to a new location of ASME Code, Section VIII, Division 2 vessels), a reanalysis or
review/revalidation of the user design specification may be required.
6.3.2 When a RBI interval for the internal or on-stream inspection exceeds the 10-year limit, the RBI assessment shall be
reviewed and approved by the engineer and inspector at intervals not to exceed 10 years or more often if warranted by
process, equipment, or consequence changes.
6.3.3 When a RBI assessment is used to extend the internal or on-stream inspection interval, the assessment should
include a review of the inspection history and potential fouling of the vessel’s pressure-relieving device(s).
There were a few questions about external, internal and on stream interval calculations. (around 4 questions)

6.5.2 On-stream Inspection in Lieu of Internal Inspections

5) the operating temperature of the steel vessel shell does not exceed the lower temperature limits for the creep rupture
range of the vessel material.
7) the vessel does not have a nonintegrally bonded liner such as strip lining or plate lining.

6.5.2.2 If the requirements of 6.5.2.1 b) are not met, the next inspection shall be an internal inspection. As an
alternate to the above limits, an on-stream inspection can be performed if an RBI assessment (per 6.3) determines that
risk associated with the vessel is acceptably low and the effectiveness of the external NDE technique(s) is adequate for
the expected damage mechanism. This assessment should include a review of past process conditions and likely future
process conditions.

6.5.3 Multizone Vessels

For a large vessel with two or more zones of differing corrosion rates, each zone may be treated independently when
determining the inspection intervals or for substituting the internal inspection with an on-stream inspection. Each zone
shall be inspected based on the interval for that zone.

6.6.3 Testing and Inspection Intervals

6.6.3.1 Pressure-relieving devices shall be tested and inspected at intervals that are frequent enough to verify that the
devices perform reliably in the particular service conditions.
6.6.3.2 Unless documented experience and/or a RBI assessment indicates that a longer interval is acceptable, test and
inspection intervals for pressure-relieving devices in typical process services should not exceed:
a) 5 years for typical process services, and
b) 10 years for clean (nonfouling) and noncorrosive services.
6.7 Deferral of Inspection Due Dates
A deferral procedure shall being place that defines a risk-based deferral process, including a corrective action plan and
deferral date, plus necessary approvals, if inspection of a piece of pressure equipment is to be deferred beyond the
established interval.
That procedure should include:
1) concurrence with the appropriate pressure equipment personnel including the inspector and appropriate owner/ user
management representative.
For equipment with RBI intervals, the existing risk assessment should be updated to determine the change in risk that may
exist by not doing the originally planned inspection.

7 Inspection Data Evaluation, Analysis, and Recording

7.1 Corrosion Rate Determination (there were around 10 calculations questions about corrosion rates, remaining life
with interval)
7.1.1.2 When evaluating corrosion rates as part of the data assessment, the inspector, in consultation with a corrosion
specialist, shall select the corrosion rate that best reflects the current conditions.
7.2.2 A statistical analysis may be used in the corrosion rate and remaining life calculations for the pressure vessel sections.
This statistical approach may be applied for assessment of substituting an internal inspection [see 6.5.2.1 b)] or for
determining the internal inspection interval. Care must be taken to ensure that the statistical treatment of data results
reflects the actual condition of the vessel section, especially those subject to localized corrosion. Statistical analysis may
not be applicable to vessels with random but significant localized corrosion. The analysis method shall be documented.

7.4.2 Evaluation of Locally Thinned Areas

7.4.2.1 For a corroded area of considerable size the wall thicknesses may be averaged over a length not exceeding the
following:
— for vessels with inside diameters less than or equal to 60 in. (150 cm), one-half the vessel diameter or 20 in.
(50 cm), whichever is less;
— for vessels with inside diameters greater than 60 in. (150 cm), one-third the vessel diameter or 40 in. (100 cm),
whichever is less.

7.4.2.2 Along the designated length, the thickness readings should be equally spaced. For areas of considerable size,
multiple lines in the corroded area may have to be evaluated to determine which length has the lowest average thickness.
The following criteria must be met in order to use thickness averaging:
— the region of metal loss has relatively smooth contours without notches (i.e. negligible local stress
concentrations),
— the equipment does not operate in the creep range,
— the component is not in cyclic service,
— a minimum of 15 thickness readings should be included in the data set,
— minimum reading must be included in the thickness average;
— lowest individual reading cannot be less than 50 % of t required.

7.4.2.4 a) When performing thickness averaging near a nozzle, the designated length shall not extend within the limits of
the reinforcement as defined in the construction code.

7.4.3 Evaluation of Pitting

During the current inspection, widely scattered pits may be ignored as long as all of the following are true:
a) the remaining thickness below the pit is greater than one-half the required thickness (1/2 t required),
b) the total area of the pitting that is deeper than the corrosion allowance does not exceed 7 in.2 (45 cm2) within any 8-
in. (20-cm) diameter circle,
c) the sum of the pit dimensions that is deeper than the corrosion allowance along any straight 8-in. (20-cm) line does not
exceed 2 in. (5 cm)
7.4.5 Joint Efficiency Adjustments
When the vessel surface away from a weld is corroded and the joint efficiency is less than 1.0, an independent calculation
using the appropriate weld joint factor (typically 1.0) can be made. For this calculation, the surface at a weld includes 1 in.
(2.5 cm) on either side of the weld (measured from the toe) or twice the required thickness on either side of the weld,
whichever is greater.

7.6 Required Thickness Determination

The required thickness shall be based on pressure, mechanical, and structural considerations using the appropriate design
formulae and code allowable stress. For services with high potential consequences if failure were to occur, the engineer
should consider increasing the required thickness above the calculated minimum thickness to provide for unanticipated
or unknown loadings, undiscovered metal loss, or resistance to normal abuse.

7.7 Evaluation of Existing Equipment with Minimal Documentation

2) Define design parameters and prepare drawings.
3) Perform design calculations based on applicable codes and standards. Do not use allowable stress values of the current
ASME Code (based on design factor of 3.5) for vessels designed to an edition or addendum of the ASME Code earlier than
the 1999 addendum and was not designed to ASME Code Case 2290 or ASME Code Case 2278. For vessels designed to an
edition or addendum of the ASME Code earlier than the 1999 addendum and were not designed to ASME Code Case 2290
or ASME Code Case 2278, use allowable stress values of the pre-1999 ASME Code (based on design factor of 4.0 or 5.0).
See ASME Code, Section VIII, Division 1, Paragraph UG-10(c) for guidance on evaluation of unidentified materials. If UG-
10(c) is not followed, then for carbon steels, use allowable stresses for SA-283 Grade C and for alloy and nonferrous
materials, use X-ray fluorescence analysis to determine material type on which to base allowable stress values. When the
extent of radiography originally performed is not known, use joint efficiency of 0.7 for Type No. (1) and 0.65 for Type No.
(2) butt welds and 0.85 for seamless shells, heads, and nozzles or consider performing radiography if a higher joint
efficiency is needed. (Recognize that performing radiography on welds in a vessel with minimal or no design and
construction documentation may result in the need for a FFS evaluation and significant repairs.)

7.8 Reports and Records

b) Inspection history. For example, inspection reports and data for each type of inspection conducted (e.g. internal,
external, thickness measurements) and inspection recommendations for repair inspection reports shall document the
date of each inspection and/or examination, the date of the next scheduled inspection, the name of the person who
performed the inspection and/or examination, the serial number or other identifier of the equipment inspected, a
description of the inspection and/or examination performed, and the results of the inspection and/or examination.

8 Repairs, Alterations, and Rerating of Pressure Vessels and Pressure-relieving Devices

8.1.3 Approval
8.1.3.1 Before any repairs or alterations are performed, all proposed methods of design, execution, materials, welding
procedures, NDE, and testing shall be approved by the inspector or engineer. For alterations, major repairs, and temporary
repairs, approval by both the inspector and engineer is required. The inspector may establish hold points to be
implemented during the work execution.

8.1.4 Design
New vessel nozzles, connections, or replacement parts shall meet the design requirements of the applicable construction
code. The design of replacement parts and new nozzles shall employ the same allowable stress criteria as used for the
vessel design.

8.1.6 Defect Repairs

Repairs to defects found in pressure vessel components may be made by several techniques often dependent upon the
size and nature of the defect, the materials of construction, and the design requirements of the pressure vessel.
8.1.6.1 Temporary Repairs
8.1.6.1.1 General
Temporary repairs should be removed and replaced with suitable permanent repairs at the next available maintenance
opportunity. Temporary repairs may remain in place for a longer period of time only if evaluated, approved, and
documented by the engineer and inspector. Documentation of temporary repairs should include:
a) location of the temporary repair;
b) specific details about the repair (e.g. material of construction, thickness, size of welds, NDE performed);
c) details of analyses performed, including engineering calculations demonstrating that the vessel is fit for service until
permanent repairs or replacement is completed;
d) requirements for future inspections; and
e) due date for installing permanent repair.

8.1.6.1.2 Fillet-welded Patches

Temporary repairs using fillet-welded patches shall be approved by an inspector and engineer.
8.1.6.1.2.3 A fillet-welded patch shall not be installed on top of an existing fillet-welded patch except as additional opening
reinforcement, if permitted by the applicable construction code. When installing a fillet-welded patch adjacent to an
existing fillet-welded patch, the distance between the toes of the fillet weld shall not be less than: d = 4 Rt
8.1.6.1.2.4 Fillet-welded patch plates shall have rounded corners with a minimum radius of 1 in. (25 mm) minimum radius.

8.1.6.1.3 Lap Band Repairs

g) Fatigue of the attachment welds, such as fatigue resulting from differential expansion of the band relative to the vessel
shell, should be considered, if applicable.
h) The band material and weld metal are suitable for contact with the contained fluid at the design conditions and an
appropriate corrosion allowance is provided in the band.

8.1.6.1.4 Nonpenetrating Nozzles

Nonpenetrating nozzles (including pipe caps attached as nozzles) may be used as permanent repairs for other than cracks
when the design and method of attachment comply with the applicable requirements of the appropriate code. The design
and reinforcement of such nozzles shall consider the loss of the original shell material enclosed by the nozzle.

8.1.6.2 Permanent Repair

8.1.6.2.1 Typical permanent repair techniques include the following.
a) Excavating the defect, and blend-grinding to contour in accordance with API 579-1/ASME FFS-1, Part 5. Also
refer to ASME PCC-2, Article 3.4 for guidance on flaw excavation and weld repair.
b) Excavating a defect and repair welding of the excavation.
c) Replacing a section or the component containing the defect.
d) Weld overlay of corroded area.
e) Adding strip or plate lining to the interior surface.
Repairing a crack at a discontinuity, where stress concentrations are high (e.g. crack in a nozzle-to-shell weld), should not
be attempted without prior consultation with an engineer.

8.1.6.3 Filler Metal Strength for Overlay and Repairs to Existing Welds
If a filler metal is used that has a minimum specified tensile strength lower than the minimum specified tensile strength
of the base metal, the compatibility of the filler metal chemistry with the base metal chemistry shall be considered
regarding weldability and service damage. In addition, all of the following shall be met.
a) The repair thickness shall not be more than 50 % of the required thickness of the base metal (this excludes corrosion
allowance).
b) The thickness of the repair weld shall be increased by a ratio of minimum specified tensile strength of the base metal
and minimum specified tensile of the filler metal used for the repair.
Tfill = d S × base ⁄ Sfill
8.1.6.4 Repairs to Stainless Steel Weld Overlay and Cladding
8.1.6.4.3 For equipment exposed to atomic hydrogen migration in the base metal (operates in hydrogen service at an
elevated temperature or has exposed base metal areas open to corrosion), these additional factors must be considered
by the engineer when developing the repair plan:
a) outgassing base metal;

8.1.7.3 Preheating
Preheat temperature used in making welding repairs shall be in accordance with the applicable code and qualified welding
procedure.

8.1.7.4.2 Local PWHT

Local PWHT may be substituted for 360° banding on local repairs on all materials, provided that the following
precautions are taken and requirements are met.
a) The application is reviewed, and a procedure is developed by an engineer experienced in the appropriate
engineering specialties.
c) A preheat of 300 °F (150 °C) or higher, as specified by specific welding procedures, is maintained during welding.
d) The required local PWHT temperature shall be maintained for a distance of not less than two times the base metal
thickness measured from the toe of the weld. The local PWHT temperature shall be monitored by a suitable number of
thermocouples (at least two). When determining the number of thermocouples necessary, the size and shape of the area
being heat treated should be considered.

8.1.7.4.3 Preheat or Controlled-deposition Welding (CDW) Methods as Alternatives to PWHT

Prior to using any alternative method, a metallurgical review conducted by an engineer shall be performed.

8.1.7.4.3.2 Preheating Method (Notch Toughness Testing Not Required)

The 300 °F (150 °C) temperature should be checked to assure that 4 in. (100 mm) of the material or four times the material
thickness (whichever is greater) on each side of the groove is maintained at the minimum temperature during welding.
The maximum interpass temperature shall not exceed 600 °F (315 °C).

8.1.7.4.3.3 CDW Method (Notch Toughness Testing Required)

For welds made by SMAW, after completion of welding and without allowing the weldment to cool below the minimum
preheat temperature, the temperature of the weldment shall be raised to a temperature of 500 °F ± 50 °F (260 °C ± 30 °C)
for a minimum period of two hours to assist outgassing diffusion of any weld metal hydrogen picked up during welding.
This hydrogen bakeout treatment may be omitted provided the electrode used is classified by the filler metal specification
with an optional supplemental diffusible-hydrogen designator of H4 (such as E7018-H4).

8.1.8 NDE of Welds

8.1.8.1 API 577 provides guidance on NDE of weld joints and weldments. Prior to welding, usually the area prepared for
welding is examined using either the MT or PT technique to determine that no defects exist. This examination is especially
important after removing cracks and other defects.
8.1.8.3 Where use of NDE techniques specified by the construction code is not possible or practical, alternative NDE
techniques may be used provided they are approved by the engineer and inspector.
8.1.9 Weld Inspection for Vessels Subject to Brittle Fracture
Flaws, notches, or other stress risers could initiate a brittle fracture in subsequent pressure testing or service. MT and
other effective surface NDE methods should be considered. Inspection techniques should be selected to detect critical
flaws as determined by a FFS assessment.

8.2 Rerating
a) Calculations performed by either the manufacturer or an owner/user engineer (or his/her designated representative)
experienced in pressure vessel design, fabrication, or inspection shall justify rerating.
c) Current inspection records verify that the pressure vessel is satisfactory for the proposed service conditions and that
the corrosion allowance provided is appropriate. An increase in allowable working pressure or design temperature shall
be based on thickness data obtained from a recent internal or on-stream inspection.
 API 571
3.8 Atmospheric Corrosion
3.8.3 Critical Factors
f) Corrosion rates increase with temperature up to about 250 °F (120 °C). Above 250 °F (120 °C), surfaces are usually too
dry for corrosion to occur except under insulation.

3.14 Caustic Corrosion

3.14.6 Prevention/Mitigation
In steam-generating equipment, caustic corrosion is best prevented through proper design.
Figure 3-15-1 recommended operating limit for carbon steel in caustic services. (one question)

3.20 Cooling Water Corrosion

3.20.3 Critical Factors
b) Higher cooling water temperature causes increased corrosion rates. If the process-side temperature is above 140 °F (60
°C), a scaling potential exists with fresh water and becomes more likely as process temperatures increase and as cooling
water inlet temperatures rise. Brackish and salt water outlet temperatures above about 115 °F (45 °C) may cause serious
scaling.

3.22 Corrosion Under Insulation

3.22.5 Appearance or Morphology of Damage
- Carbon and low alloy steels are subject to localized pitting corrosion and or localized loss in thickness & CUI damage
often appears as loose, flaky scale covering the corroded component. 300 Series SS are also subject to Stress Corrosion
Cracking (SCC) if chlorides are present, while the duplex SS are less susceptible. 300 Series SS and duplex SS are subject to
pitting and localized corrosion.
3.22.3 Critical Factors
a) Temperature, duration of wetting, design of the insulation system, insulation type, and environment are critical factors.
Corrosion rates increase with increasing metal temperature up to the point where the water evaporates quickly. While
water boils or steams off above the boiling temperature, 212 °F (100 °C), it does not do so instantaneously.

3.27 Erosion/Erosion-Corrosion
3.27.5 Appearance or Morphology of Damage
a) Erosion and erosion-corrosion are typically characterized by a localized loss in thickness in the form of grooves, gullies,
waves, rounded holes, valleys, or simply a greater amount of thinning in a localized area such as the outer radius of a
piping elbow. These losses often exhibit a directional pattern.

3.36 High-temperature Hydrogen Attack

3.36.6 Prevention/Mitigation
a) Using alloy steels with chromium and molybdenum will increase carbide stability, thereby minimizing CH4 formation
and resistance to HTHA. Other carbide stabilizing elements include tungsten and vanadium.
3.36.7 Inspection and Monitoring
1- Automated ultrasonic backscatter testing (AUBT) and angle beam spectral analysis (ABSA) have had some success
finding fissuring, i.e. where micro voids and micro fissures have grown to form significant fissures in the base metal as well
as in welds and HAZs, but it can also miss significant cracking and is not considered reliable.

3.37 Hydrochloric Acid Corrosion

3.37.1 Description of Damage
b) Damage in refineries is most often associated with dew point corrosion in which vapors containing water and hydrogen
chloride condenses from the overhead stream of a distillation, fractionation, or stripping tower.
d) Carbon steel and low-alloy steels are subject to excessive corrosion when exposed to any concentration of HCl acid that
produces a pH below about 4.5.
3.61 Sulfidation
3.61.3 Critical Factors
f) Sulfidation (H2-free) of iron-based alloys begins at metal temperatures above 450 °F (230 °C) but normally only becomes
a practical concern above 500 °F (260 °C). Experience has shown 500 °F (260 °C) to be the most useful service temperature
above which to focus inspection, monitoring, and corrosion mitigation efforts.
3.61.5 Appearance or Morphology of Damage
a) Depending on service conditions, corrosion is most often in the form of uniform thinning but can also occur as localized
corrosion or high-velocity erosion-corrosion damage.

3.67 Wet H2S Damage (Blistering/HIC/SOHIC/SSC)

3.67.1 Description of Damage
a) Hydrogen Blistering
Hydrogen blisters form bulges primarily on the ID surface of pressure vessels. Hydrogen blistering is rare in seamless pipe
but can occur in seam-welded pipe. Blisters are caused by the hydrogen atoms that form on the surface of the steel as a
result of corrosion reactions. Sulfur acts as a recombination poison, delaying the combining of hydrogen atoms into
hydrogen gas molecules (H2), allowing the hydrogen atoms to linger on the steel surface.

API 576
4.4 Pilot-operated Pressure-relief Valves
A pilot-operated pressure-relief valve consists of a major relieving device or main valve, which is combined
with and controlled by a self-actuated auxiliary pressure-relief valve (pilot). Just as with direct-acting valves,
the pilot-operated valve can be a safety valve (also called a snap action design), relief, or safety relief valve
(also called a modulating acting design) type.
Pilot-operated pressure-relief valve are generally used: where a low differential exists (operating margin) between the
normal pressure equipment (vessel and piping) operating pressure and the set pressure of the valve.

6. Inspection and Testing

6.2.9 Shop Inspection, Testing, Maintenance, and Setting of Direct-acting Spring-loaded Pressure-relief Valves Used for
Unfired Pressure Vessels
6.2.9.1 Determining “As-received” Pop Pressure (four questions in that section itself)
Wherever possible, as-received pop testing should be conducted prior to cleaning in order to yield accurate as-received
pop testing results that will help establish the appropriate inspection and servicing interval.
Cleaning of deposits prior to as-received pop testing can remove deposits that would have prevented the valve from
opening at set pressure. Pop testing in the as-received condition for valves in acid/caustic/toxic services can be
accomplished by utilizing a pop test stand built on site in the area where the valve is installed or by contracting with a
service supplier that has a portable test stand that can be brought on site If the valve initially opens at the cold differential
test pressure (CDTP), no further testing to determine the “as-received” pop pressure is needed.

If the initial pop is at a pressure higher than the CDTP, the valve should be tested a second time. If it then pops near the
CDTP, the valve may not have originally popped at the CDTP because of deposits. If on the second try the valve does not
pop within the tolerances allowed by the ASME BPVC, either the valve setting may have been originally in error or it
changed during operation. Pressure-relief valves that do not pop at inlet pressures of 150 % of CDTP should be considered
as stuck shut.

Normally, for ASME BPVC Section VIII valves, the deviation of the as-found set pressure from the nameplate set pressure
should not exceed ±2 psi (±15 kPa) for pressures less than or equal to 70 psi (500 kPa) or ±3 % for pressures greater than
70 psi (500 kPa).
 API 572
3 Terms and Definitions
3.1.33 weld buildup
The use of weld metal of similar composition to the base metal for the purpose of restoring base metal thickness.

9.3 External Inspection

9.3.2 Ladders, Stairways, Platforms, and Walkways
The external inspection of pressure vessels and exchangers should start with ladders, stairways, platforms, or walkways
connected to or bearing on the vessel. Inspection of ladders, platforms, walkways, and other non-support elements are
performed by an individual as determined by the owner/user and does not necessarily need to be the authorized
inspector. A careful visual inspection should be made for corroded or broken parts, cracks, the tightness of bolts, the
condition of paint or galvanizing material, the wear of ladder rungs and stair treads, the security of handrails, and the
condition of flooring on platforms and walkways. Visual inspection should be supplemented by hammering and scraping
to remove oxide scales or other corrosion products; floor plates can be removed to check their supporting members. The
tightness of bolts can be determined by tapping with an inspector's hammer or a small ball peen hammer or by trying the
nuts with a wrench.

9.3.14 External Evidence of Corrosion

Hot spots that have developed on the shell or heads of vessels that are internally insulated should be inspected at
frequent intervals while the vessel is in service. Evidence of bulging should be noted and recorded. A check of the
skin temperature of the metal in the hot spot area can be made by using a portable thermocouple, infrared equipment,
or temperature-indicating crayons or special paints. Infrared imaging cameras are especially effective in identifying
and mapping local hot spots on in-service equipment. A complete dimensional check in the hot-spot area should be
made when the vessel is shut down. Using replication techniques or taking a material sample (a boat or other sample)
should be considered if carbon steel temperatures were in the range of 750 °F to 1000 °F (399 °C to 538 °C) for an
extended period of time. Depending on operating conditions and alloy (or if hydrogen attack is possible), or if
temperatures in the creep range are suspected, an experienced metallurgist or engineer should be consulted.

9.4 Internal Inspection

9.4.3 Preliminary Visual Inspection The preliminary inspection may reveal unsafe conditions, such as those due to loose
internals that may fall or due to badly corroded or broken internal ladders or platforms. These parts should be repaired
or removed immediately before a more detailed inspection may proceed.

9.4.8 Inspection of Nonmetallic Linings

The effectiveness of these linings in lessening corrosion is appreciably reduced by breaks in the film or coatings. For the
most part, inspection will consist of a visual examination for discontinuities in the coatings. These breaks are
sometimes called holidays. Bulging, blistering, and chipping are all indications that openings exist in the lining. The spark
tester method of inspection for leaks in paint, glass, plastic, and rubber linings is quite thorough. A high-voltage,
low-current, brush-type electrode is passed over the nonconductive lining. The other end of the circuit is attached to the
shell of the vessel.
Refractory linings may spall or crack in service with or without causing any significant problems. Corrosion beneath
refractory linings can result in separation and bulging of the refractory. If bulging or separation of the refractory lining is
detected, then portions of the refractory may be removed to permit inspection of the metal beneath the refractory.
Alternatively, UT thickness scanning may be made from the external metal surface. Thermography may also be useful in
detecting refractory or lining damage.

A.9 Inspection of Exchanger Bundles

A.9.1 General
Electromagnetic methods can detect and provide semi quantitative information on both internal and external flaws.
Rotary UTs will generally provide the most quantitative information and can identify if flaws are on the internal or external
surface of the tube.
 ASME V
ARTICLE 2 RADIOGRAPHIC EXAMINATIONT-260 CALIBRATION
T-262 DENSITOMETER AND STEP WEDGE COMPARISON FILM
T-262.1 Densitometers. Densitometers shall be calibrated at least every 3 months during use as follows:
(a) A national standard step tablet or a step wedge calibration film, traceable to a national standard step tablet.
T-276 IQI SELECTION
(a) Welds with Reinforcements. The thickness on which the IQI is based is the nominal single-wall material thickness plus
the weld reinforcement thickness estimated to be present on both sides of the weld.
Table T-276 IQI Selection (one question)

ARTICLE 7 MAGNETIC PARTICLE EXAMINATION

T-720 GENERAL
Whichever technique is used to produce the magnetic flux in the part, maximum sensitivity will be to linear discontinuities
oriented perpendicular to the lines of flux.
I-730 EQUIPMENT
(b) When the dry powder technique is used, a compressed air powder blower shall be utilized for powder application in
any position. Other applicators may be used if qualified in the same surface position as the examination object surface.
Applicators qualified for the overhead position may be used in any other position. Applicators qualified for the vertical
position may be used in the horizontal and flat positions.
T-760 CALIBRATION
T-761 FREQUENCY OF CALIBRATION
(c) Tolerance. The unit’s meter reading shall not deviate by more than ±10% of full scale, relative to the actual
current value as shown by the test meter.

T-756 MULTIDIRECTIONAL MAGNETIZATION TECHNIQUE

T-756.2 Magnetic Field Strength.
A Hall-Effect probe gauss meter shall not be used to measure field adequacy for the multidirectional magnetization
technique. An adequate field shall be obtained in at least two nearly perpendicular directions, and the field intensities
shall be balanced so that a strong field in one direction does not overwhelm the field in the other direction.

API 577
9.9.3 Ultrasonic Examination System Calibration
Calibration system checks should be performed prior to and at the completion of an examination. In addition, a
system check is required with any change in the search unit, cabling, and examiner.

Table 11—Brinell Hardness Limits for Steels in Refining Services (two questions)

API 578
5 Material Verification Programs
5.1 General
The owner/user shall establish a written material verification program indicating the extent and type of PMI to
be conducted during the construction of new assets, retroactively on existing assets, and during the maintenance, repair,
or alteration of existing assets.

5.3 Mill Test Reports and Usage in an MVP

Mill test reports should not be considered a substitute for PMI because these type of documents have
historically not always been accurate. However, mill test reports are an important part of an overall material
quality assurance program.