A10089, Investigation of Engine Bearing Distress in Fairbanks-Morse Emergency Diesel Generators at Fermi-II Power Plant, Phase 1:Insp & Preliminary Conclusions
| ML20108D577 | |
| Person / Time | |
|---|---|
| Site: | Fermi  |
| Issue date: | 02/28/1985 |
| From: | FAILURE ANALYSIS ASSOCIATES, INC. |
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| ML20108D570 | List: |
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| FAAA-85-2-12, PA10089-LAS, NUDOCS 8503080412 | |
| Download: ML20108D577 (12) | |
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{{#Wiki_filter:I DRAFT FaAA-85-2-12 PA10089/LAS INVESTIGATION OF ENGINE BEARING DISTRESS IN FAIRBANKS-MORSE EERGENCY DIESEL GENERATORS AT ENRICO FERMI II POWER PLANT PHASE I: INSPECTION AND PRELIMINARY CONCLUSIONS Prepared by Failure Analysis Associates Balo Alto, California i Prepared for Detroit Edison Company February 1985 l 8883988cE$I8Sl$g S
DRAFT a
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EXECUTIVE SUIMARY As part of the Detroit Edison Company's problem identification and corrective action program for the engine bearings in the Enrico Fermi II Nuclear Power Plant Fairbanks-Morse emergency diesel generators, Failure Analysis Associates (FaAA) was requested to perform an inspection and appropriate ancillary analysis of the affected components. The results of the investigation, which included physical inspection, analytical modeling, and a comparative analysis performed by Detroit Edison engineering personnel, all consistently indicate that the most probable cause for the bearing distress is marginal or insufficient lubrication of the upper crankshaft bearings during fast nuclear starts. Numerous other contributing factors were considered and eliminated, based on the consistent weight of all of the evidence. Recomended actions to prevent a recurrence of the bearing distress are ( to adopt procedures to prelubricate the upper crankshaft and bearings prior to all scheduled starts, and to conduct inspections on a rational basis to detect this progressive degradation before it reaches the stage that compromises emergency diesel generator reliability. ( Confirmatory analytical investigations, including a parametric Journal Orbit Analysis of the main bearings, and the results of a metallurgical inves-tigation of one of the less severely distressed main bearings will be presented in a subsequent report. 1 l l Notice This report is currently in DRAFT status, awaiting completion of the independent review of technical work required by Failure Analysis Associates Quality Assurance Procedures. This report is issued to the client for infor-mational purposes prior to the completion of the required reviews. It is anticipated that both this report and the Phase II report will be issued in final, reviewed form by the week of March 11, 1985 l l
DRAFT
1.0 INTRODUCTION
At the request of the Detroit Edison Company (DECO), Failure Analysis Associates (FaAA) was engaged to conduct an inspection and analysis of damaged
- components discovered following the trip of the No.11 Fairbanks-Morse Emer-gency Diesel Generator at Enrico Fermi II Power Plant. Information from engineers at Fermi II indicated that two trips occurred almost simultaneously, 14 minutes into a standard surveillance run on January 10, 1985. While run-ning a full rated load, 2850 KW, the engine tripped on low lubricating oil pressure, followed a few milliseconds later by a high crankcase pressure si gnal . Initial diagnasis revealed abnormally low differential pressure across the oil filter and abnormally high differential pressure across the oil strainer downstream from the oil filter. Subsequent inspection of the strainer revealed massive amounts of metallic debris blocking it. Upon disas-sembly of the engine, a number of components were discovered to be damaged, includingNmain bearing shells,5" connecting rod bearing shells, three pistons, and three cylinder liners. As part of DECO's program to understand this event and prevent its recurrence, FaAA was asked to participate in the inspection and analysis.
t 2.0 INSPECTION Alm OBSERVATIONS l On January 25, 1985, Lee A. Swanger of FaAA arrived at Fermi II for a briefing and inspection of EDG 11 and EDG 12. (Fermi II's four emergency diesel generators are designated EDG 11 EDG 12. EDG 13, and EDG 14.) The primary purpose of FaAA's iMyolvement was to perform independent physical and ' metallurgical inspections with supporting analytical calculations as required. A secondary purpose was to contribute to the overall problem identification and correction program being conducted by DECO. EDG 11: , Inspection of the components of the disassembled diesel revealed the following damage: Upper crankshaft: deposited bearing alloy and scoring of crankpin journals #2, #3, and #4 by connecting rods. 2
DRAFT Upper crankshaft main bearing shells: M through #7 and #13 (thrust bearing) showing various amounts of surface distress and axial deformation. Upper crankshaft connecting rod bearing shells: #1 through #7, showing various amounts of surface distress and axial deformation, except l #2, #3, and #4 which were completely destroyed. Upper pistons #2, #3, and #4: fracture of the bottom land below the bottom oil control ring (bottom being farthest from the combustion ! bowl). l Connecting rods #2, #3, and #4: scoring of the big Ind inner diameter; heat-tint discoloration of big end. Additional components were inspected and found to be undamaged. These included the remaining main and connecting rod bearing shells from the upper l l crankshaft, all the bearing shells from the lower crankshaft, the remaining l pistons, all areas of pistons #2, #3, and #4 except for the fractured bottom land, all piston rings, wrist pin bushings, vertical drive gears, lower crank-shaft, upper main bearing saddles and bearing caps, main and connecting rod bearing cap bolts, lubricating lines and fittings, fuel injector camshaft lobes, cylinder liners, and cylinder block. In particular, the undamaged bearing shells from the upper crankshaft were in excellent condition, showing the normal, expected patterns developed by a properly functioning bearing in a turbocharged diesel engine. EDG 12: Because metallic particles .had been found in the oil filter, DECO had j partially disassembled EDG 12 for inspection. Other than the presence of these particles, there were no other symptoms associated with the operation or maintenance of ECG 12. Distressed components were: [ l Upper crankshaft main bearing shells: #1, #2, #3, #7, and #8 showed various amounts of surface pullout on the top (loaded) bearing surface. l l t 3
DRAFT Upper crankshaft connecting rod bearing shells: one bearing shell showed initial signs of distress and loss of free spread (diametral measurement). Other available components of EDG 12 were also inspected, including the upper crankshaft, remaining bearing shells, pistons, connecting rods, upper crank bearing saddles, and fuel injection camshaft lobes. All of these components were in the normal condition for a turbocharged diesel engine and showed no signs of any form of distress. EDG 13: EDG 13 was asymptomatic, including filter inspection, but the top main bearing shells of the upper crankshaft, #1 through #6, and the upper crank-shaft connecting rod bearing shells #1 through #6 were removed for visual inspection. All of these bearing shells inspected by FaAA showed three zones on the inner diameter. Near the parting lines (the mating surfaces between i pairs of bearing shells) the original machining marks are visible. Closer to the center of the bearing, there is a frosted appearance, in which the machining asperities have been removed. In the loaded zone, at the center of the bearing, is a highly polished region in which all remnants of the original machining have been eradicated. The condition of these bearings was normal, with no evidence of distress. l EDG 14: This engine was also asymptomatic but was opened for inspection of upper main and connecting rod bearings #1 through #6 These bearings were in l j excellent condition. Compared to the bearings from EDG 13, they showed even
- less evidence of normal wear. The nearings from EDG 14 showed only two zones, the as-machined surface near the parting lines and the frosted appearance l
toward the center. There was no polishing of the loaded zone. l l Photographs were taken to record the appearance of the components inspected. Copies of these photographs have been supplied to the office of the Plant Superintendent of Enrico Fermi II Power Plant and so are not dupli-l cated here. l 4
i .. t MAFT ,s 3.0 DISCUSSION OF PROBABLE CAUSE OF FAILURE i Identification of the most probable cause of bearing failure has been a l based on comparative performance as well as direct inspection of the physical l evidence. Comparison of the upper and lower crankshafts in EDG 11 tends to rule out engine-wide causes such as contaminated oil, cavitating oil pump, or j overload exceeding bearing capacity. Also, since the parts are interchange-l able, lack of distress on the lower crankshaft bearings is a strong indication ; I that manufacturing defects in the bearing shells did not contribute to the l failure. ! Comparison of the operating procedures at Fermi II with those at other nuclear power plants with Fairbanks-Morse opposed piston engines was done by
- DECO engineers. According to DECO, their survey shows that every plant except i
- Fermi II prelubricates the entire engine for 30 seconds to 3 minutes before
- every planned start of a diesel.
1 Fermi II appears to be unique in relying on a keep-warm circulating pump to prelubricate the lower crankshaft, and a starting-air actuated oil-
, boost cylinder to deliver about 1 1/4 gallons of oil in the upper crankshaft during the first three seconds of the engine start sequence. The differences between Fermi II upper crankshaft performance in the two engines with the highest usage--EDG 11 and EDG 12--and all lower crankshafts and upper crank-shafts at other nuclear plants, raise concern about the adequacy of the air-
, oil boost upper crankshaft system for the required fast starts in nuclear
- service. -
As an indicator of the demand on the air-oil boost system, a calcula-tion of the oil passage volume in the bearings, crankshaft, and connecting
- 1. rods was done. The volumes considered were the 360* grooves in the main i bearings and in the connecting rod bearings, the internal passages in the crankshaft connecting the main journals to the crankpin journal s, the i
drillings in the connecting rods that supply oil to the wrist pin bushings, , and the clearance volume between the crankshaft and the bearing shells. These l volumes total 230 cubic inches, which is 0.996 gallons. The oil passage volume is always completely interconnected, due to the 360' groov es in both f 4 5 4
. M.
the main and connecting rod bearings. There will be an additional, but less quantifiable, demand on the air-oil boost system due to voids in both the air-oil manifold and piping, and in the main oil supply header and piping. The total volume to be filled very likely exceeds the 1 /41 gallon supply from the air-oil boost system--especially after drain-down periods exceeding a few hours--so that lubrication during a fast start is unpressurized, depending on leakage from the internal passage system. 1 The physical evidence also indicates that lubrication at some point in ! the engine operation cycle is marginal. Lubrication at steady-state, full l load conditions appears to be completely adequate, based on the condition of I the undistressed upper crankshaft bearings and the other lubricated components of the engine. Also, most of the distressed bearings were still performing their function of facilitating relative motion between the crankshaft and associated components, indicating both a considerable margin of safety in the bearing design and a surplus in the quantity of oil delivered to the bearings
- under steady-state, full load conditions. The inner surface of the distressed
! bearings showed typical signs of intermittent seizure to the crankshaft, resulting in the pullout of material from the surface. Some main bearings
- showed so much surface distress that a lack of effective surface area decreased oil film thickness, allowing contact between the crankshaft and the bearing. This raised the bearing temperature, decreased its yield strength, and resulted in plastic flow in the axial direction (parallel to the crank-shaft) and loss of free spread because of the temperature gradient through the thickness of the bearing.
Other possible causes of bearing distress can be ruled out based on the inspection results. Contaminated oil was not a contributor, since the #10 main bearing in EDG 11 was not damaged. The #10 main bearing and #4 main bearing are the most highly loaded main bearings, due to the cylinders on either side of these two positions firing only 60* apart. Overload ui the l engine was also not a root cause, again because the highly stressed #10 main bearing was undamaged, and because the piston rings--which are especially load-sensitive components--also showed only normal wear patterns and no glazing or scuffing. - 6 a . --.- -..- - -.- .-. --.-...-..-_.,_-.--------...-___:
DRAFT Misalignment of the crankshaft relative to the engine block was not a 4 contributor because misalignment manifests itself either as damage to the middle main bearings in the engine, or as damage to the main bearings at both ends of the engine. Installation errors upon initial assembly of the engine may be ruled out because such errors characteristically leave signatures on the bearing backs (outer diameters) or on the bearing parting lines. No such indicators of misassembly were observed during the inspection. Cavitation also was not a contributor to the bearing distress in EDG 11 and EDG 12. Cavitation is a result of hydraulic resonances and flow inter-ruptions, and results from the hydraulic configuration of an engine. As such, it appears in characteristic and repeatable patterns in all bearing positions and all engines of a design and class that are hydraulically similar. Since
- no occurrence of cavitation was observed anywhere in EDG 13 or EDG 14, or on any of the undamaged bearings in EDG 11 or EDG 12, it can be concluded with a high degree of confidence that cavitation did not initiate the bearing distress in EDG 11 or EDG 12.
Manufacturing flaws also are an unlikely contributor to the observed bearing distress. The #7 top main bearing from EDG 11 was returned to the FaAA laboratory in Palo Alto for destructive analysis. A chemical analysis showed that the alloy meets all the requirements of the vendor-specified alloy, SAE 770 (see Table I). Metallographic examination of the microstruc-ture showed the expected reticulated tin distribution, and minimal porosity 7 from the casting process. Bearing system design as a possible cause of the distress was evaluated by the technique of Journal Orbit Analysis [1]. Preliminary results of this analysis--which solves the partial differential equations of hydrodynamic lubrication for reciprocating machinery--are that the oil film thicknesses are acceptable, greater than 100 microinches in the main bearings and greater than 7 200 microinches in the connecting rod bearings. Also, the peak oil film pressures are within the capability of the SAE 770 materf al, being less than 23,000 psi in all bearing positiens. 7
DRAFT ? All of the physical, analytical, and comparative evidence is consistent and points to the most probable cause of bearing distress in EDG 11 and EDG 12 as being marginal lubrication during fast nuclear starts without upper crank-shaft prelubrication. 4.0 RECOMENDATIONS FOR FURTHER ANALYSIS Scanning electron microscopy of the distressed surface of main bearing H from EDG 11 has been undertaken to look for microscopic evidence of any mode of attack other than the postulated intermittent seizure due to marginal lubrication. In addition, energy dispersive X-ray analysis of features on the distressed surface is being used to determine if any foreign material embedded in the surface may have contributed to bearing distress. This analysis will be reported in Phase II of this work. A parametric study of the influence of oil inlet pressure on the properties of the oil film in the main bearings is being conducted using the Journal Orbit Analysis technique. The early results at steady-state, full load conditions indicate that the main bearings are the more sensitive in the Fairbanks-Morse engine. This is because in general the tolerance of a bearing to anomalous conditions is proportional to the minimum hydrodynamic oil film thickness developed. Journal Orbit Analysis predicts that effects of marginal lubrication would occur first in the main bearings because the films in the connecting rod bearings are twice as thick as those in the main bearings. This is also consistent with the physical evidence at Fermi II, in that it appears that the main bearings began to shed particulates from their surfaces, which were then carried into the connecting rod bearings, inducing damage to them. The results of this parametric study will also be included in the Phase 11 report. 5.0 RECOMENDATIONS FOR CORRECTIVE ACTION - The primary recommendation from this investigation is that adequate lubrication needs to be supplied to the upper crankshaft during fast nuclear starts. The engines have already demonstrated an ability to tolerate a substantial number (more than 100) of automatic starts with[tprelubrication. 8
DRAFT Because the damage done by marginally lubricated fast starts is cumulative, the failure mode is progressive. Thus the occurrence of bearing distress is amenable to monitoring. A reliable point to monitor is the full-flow oil filter. A program could be adopted to inspect the filter for alumi-num particles at regular intervals, or after a reasonable member of automatic (un-prelubricated) starts--e.g., 25 unscheduled fast starts would trigger a filter inspection. If any particles are detected, they will be larger than the 5 micron (200 microinch) filtration cutoff and would then trigger a bearing inspection. The bearings removed from EDG 13 and EDG 14 showed no reasons for not being replaced in the engines for continued use. REFERENCES
- 1. Ross, J. M. and Slaymaker, R. R., " Journal Center Orbits in Piston Engine Bearings," SAE Paper 690114, Society of Automotive Engineers, Warrendale, Pennsylvania, 1969.
i i i 9 l 1-
DRAFT Table I
#7 Main Bearing SAE 770 EDG 11 Specifications Cu 1.25 0.7 - 1.3 Fe 0.32 0.7 max Mg 0.035 0.10 max Mn 0.028 0.10 max Ni 1.13 0.7 - 1.3 Si 0.096 0.7 max Sn 5.56 5.5 - 7.0 Zn 0.021 0.05 max
! Ti not analyzed 0.2 max Al balance balance l l l f I i 10 L _
t i i 4 4 e i I
. ATTACHMENT E T
i s Lettier, W. E. Jens to J. G. - Keppler, February 12, 1985,- i' Final Report .of 10CFR50.55(e) Item .146 " Failure of 1 Emergency Diesel Generators Nos. 11 and 12" 9-1 I
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M3 namso February 12, 1985 EF2-70382 Mr. James G. Keppler Regional Administrator j
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Region III U. S. Nuclear Regulatory Commission ! 799 Roosevelt Road Glen Ellyn, Illinois 60137
Dear Mr. Keppler:
Reference:
(1) Fermi 2 NRC Docket No. 50-341 (2) Letter, W.F. Colbert to L. L. Kintner, USNRC August 31, 1981, EF2-54624
Subject:
Final Report of 10CFR50.55(e) Item 146
" Failure of Emergency Diesel Generator Nos. 11 and 12" On January 18, 1985, Detroit Edison's Mr. J. E. Conen, Engineer - Licensing, telephoned Mr. P. Pelke of NRC Region III to report the discovery of damage to Emergency Diesel Generator (EDG) No. 11. The damage was discovered during an i inspection of EDG No. 11 following a diesel trip during a test run on January 10, 1984. On January 21, Mr. Pelke was informed that inspections of the other EDG's revealed that EDG No. 12 had indications of incipient damage. This deficiency is reportable under 10CFR50.55(e) and is being tracked as Item 146.
The standby AC power system for Fermi 2 consists of 4 EDG's (Nos. 11, 12, 13 and 14). These units were manufactured by the Fairbanks Morse Engine Division of Colt Industries. Each unit is a 12 cylinder, opposed piston diesel sted for 3967 horsepower at 900 revolutions per minute. Description of Deficiency Approximately 14 minutes af ter being started for i !4 hour surveillance test, EDG No. 11 tripped automatical) as a result of low lubricating oil pressure. The preli snary investigation revealed metal flakes and filings ir :he lube oil filter and strainer; therefore, a complete ins rction of the machine was made with the assistance of the vc lor . n/.,, un
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Mr. James G. Keppler February 12, 1985 EF2-70382 Page 2 The inspection of EDG No. 11 revealed that'the following components in the upper crankline were damaged: the crank-lshaft and 7;main bearings 2, 1 through 7; connecting rod bearings , through pistons 3, and 4; and, the thrust bearing.
-Although operating properly, EDG Nos. 12, 13 and 14 were also inspected for damage. The EDG No. 12 filter. contained 3
easily visible bearing material and a check of the main bearing to bearing cap clearances revealed that some of the _ upper crankshaf t bearings had abnormally high clearances. The internal inspection of these bearings on EDG No. 12 revealed some damage. The lube oil filters and bearing . clearances bearing for EDG Nos. 13 and 14 showed no indications of distress. The subsequent internal inspections of these bearings confirmed that they were satisfactory.
, cause: The apparent cause of EDG No.11 bearing failure was inadequate lubrication during fast starts. Evaluation of the operating history, operating procedures, and the lube oil system, including the modifications to the system, '
failed to specifically determine when or why these bearings experienced inadequate lubrication. Based on extensive non-nuclear commercial success and experience at other nuclear power plants with Fairbanks . Morse diesels of this design,-the manufacturer concluded that the high number of fast starts without prelubrication was the cause of this failure. The results of the analysis of the data on the Fermi 2 diesels supports this conclusion. In particular, it was determined that the period of time that the bearings were allowed to drain before the EDG was restarted without prelubrication was typically longer for EDG Nos. 11 and 12 than for Nos. 13 and 14. Increasing the time a bearing is allowed to drain before the EDG is restarted without prelubrication will decrease the amount of oil in the bearings during the subsequent start. l
Background:
Detroit Edison, working with the ma facturer, l has taken action to improve the reliability of t Fermi 2 diesel generators which are subjected to the.fas starts associated with nuclear plant service. Prior to he modifications described in Reference 2, voids of bout 60 gallons would form in the lube oil system as the ube oil drained back to the sump when an EDG was shutdow A 20 gallon per minute prelube pump was used to re-fi the-system and establish bearing oil flow prior to p nned
-starts. This. procedure eliminated dry (unlubric ed) starts except for the relatively few emergency starts o the EDG's..
l ( This program of operation was consistent with th goals of i
. l Mr. James G. Keppler February 12, 1985 t EF2-70382 Page 3 minimizing dry starts and preventing seepage of lube oil from the upper crankline into the cylinders while the engine is shut down.
The modification described in Reference 2 reduced the effects of fast starts without increasing the accumulation of lube oil in the cylinders. The lube oil keepwarm system was modified to supply lube oil to the lower crankline continuously without supplying the upper crankline. The supply pipe to the upper oil supply header was also modified 4
.to prevent the header from draining to the sump when the engine is shut down. These. changes reduced the size of the voids formed when the engine is shut down to about 5 gallons.
.An oil booster / accumulator was also added which uses starting air to inject oil to the upper crankline during the starting cycle. These system changes help prevent dry starts even without the operation of the prelube pump. -
A vendor recommendation deleted the requirement for prelubrication after the in~stallation of the lube oil system modification. Subsequent to receiving this recommendation, Fermi 2 EDG's were sometimes started without prelubrication. Detroit Edison's investigation. revealed that other facilities with Fairbanks Morse Diesels have continued to perform prelubrication prior to planned starts of the engines even after this modification was installed. U5 Analysis of Safety Implications
'The Emergency Diesel Generators start automatically 'on loss of voltage to a vital bus, on low reactor water level, or on high drywell pressure. The EDG's are intended to ensure that power is available for emergency core cooling in the event that offsit'e power is lost. The failure of an EDG reduces the assurance of the availability of emergency power.
Corrective Action
' . Detroit Edison, Colt Industries and expert consul- nts have concluded that prelubrication prior to all planne. starts is A
the most significant action that can be taken to : event i bearing failures. Therefore, procedures are bein. revised I to require a prelubrication period of approximate 2
. minutes prior to planned starts of the EDG's. To nsure
! maximum lubrication during starting, the diesel w I be L started while the prelubrication pump is running. Only
' emergency and unplanned ~ starts will occur without i
celubrica-tion. Changes to the draf t technical specificatic s are being requested'to enhance the reliability of the DG's , based on the lessons learned.
~
Mr. Jrmsa G. Keppler
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February 12, 1985 EF2-70382 Page 4 The experience with EDG No. 12. indicated that the bearing deterioration is progressive and can be identified and
. corrected prior to bearing failure. Analysis indicates that complete bearing failure will be preceded by the accumulation of bearing material on the filter and an increase in the gap between the bearing and bearing cap.
Therefore, Detroit Edison will perform a visual inspection of the oil filter once per calendar quarter. If bearing material is found in the filter, the bearing to bearing cap clearance will be checked on each of the crankshaft bearings. The bearing to bearing cap clearance will also be checked every 18 months or after 20 starts conducted without prelubrication if less than 18 months. These quarterly filter inspections and.18 month bearing clearance checks are
, at conservative intervals for identification and correction of bearing deterioration.
Repairs: EDG Nos. 11 and 12 have been completely inspected by Detroit Edison and the vendor and all damaged components are being replaced. EDG Nos. 13 and 14 have been inspected and no damage was found. The inspection of these machines placed special emphasis on the remote bearings of the upper crankline. It was this area where damage was found on EDG Nos. 11 and 12 and it is this area that is most susceptible to damage caused by inadequate lube oil flow during fast starts. Testing: EDG Nos. 11 and 12 will be tested in accordance with the manufacturer's recommendations after the completion of repairs. To ensure operability after completion of the repairs, EDG Nos. 11 and 12 will also undergo the applicable Technical Specification Mode 5 Surveillance tests. i This is Detroit Edison's final report on Item 146. If you have questions concerning this matter, please contact Mr. Lewis Bregni, (313) 586-5083. Sincerely, f l l( , cc: P. M. Byron ( , 9g / 34 l R. C. DeYoung i ! R. C. Knop ! M. D. Lynch (NRR-DOL)
- l. F. A. Maura ,
l E. Tomlinson (NRR-PSB) A. R. Ungaro (NRR-PSB) USNRC, Document Control Desk Washington, D.C. 20555 l r
F ATTACHMENT F Presentation Handout: Meeting between Detroit Edison and the NRC, February 6,1985 t
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ga DETROIT EDISON FERMI 2 EMERGENCY DIESEL GENERATOR BEARING FAILURE e % 5 i' i-i h-i i.. i 1 4_ ,4 1. s !; nec uart% l t-s-er 3 -
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1 PRELUDE
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- o- . Surveillance -214 hour run test
- 10 seconds to 900 rpm
- -Manual loading 3135 KW -
2 hours
-2850 KW -
22 hours e Trip i e Inspection of.EDG-11 o' Damage e Inspection of other EDG's EDG 12 '
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CAUSE e- INADEQUATE LUBRICATION WITH FAST STARTS e ANALYS IS Fairbanks Morse Failure Analysis - Consultant Power & Energy International - Consultant Detroit Edison Plant Technical Division - Production Department Engineering Research Department
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CAUSE: e INADEQUATE LUBRICATION WITH
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FAST STARTSEQUENCE e THE NUMBER OF FAST STARTS FAILURE MODE IS PROGRESSIVE: e EDG 12
'e OTHER UTILITIES
1 i j. 1 + i-t 1 ANALYS IS 1 4 i- .i e .0PERATIONAL DATA 1 1 l e OIL ANALYSIS-4 1 T
.e LUBE OIL SYSTEM MODIFICATION 4
l e START HISTOGRAM i. es % h 3 t f i t t' t i t E [ j'. i 4 - i
-5 OPERATIONAL DATA
- EDG 11 12 13 14 e TOTAL ENGINE HOURS 346 292 214 270 e TOTAL STARTS (LOGS) 302 204 159 172 .
1 e TOTAL. TRIPS 60 62 27 13 ;
LUBE OIL SYSTEM MODIFICATION EQUIPMENT CHANGES e REROUTE RECIRCULATION PUMP DISCHARGE e INCREASED KEEPWARM HEATER (15KW) e REARRANGED INTERNAL PIPING e ADDED AIR /0IL B00 STER INSTALLATION e EDG 11 NOVEMBER 15, 1982 e EDG 12 DECEMBER 17, 1982 e EDG 13 8 14 NOVEMBER 10, 1983
p3 ?I 7o9 9 , _ru n-re l UPPER MAIN LUBE OIL HEADER e I[ ~ T~ ^% 9 i S
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!2 3
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'5 6 7 8 9 10 11 12 ' 13 AIR /0IL BOOSTER HEADER 64 0 ; 011 7 1 Air l
To air start system To lowe _ crank Shaft
? Driven Pumo SUMP g Filter Heat Strainer Exchanger Recire. . 7 Pump Prelube I j Pump ,
i - g j 1 EDG LUBE 0IL SYSTEM
... 1982 1983 1984 1985 IMlJIJIAISI01NID J I F I M I A l M l .I I J I A l S I Ol N I D J I F I M3 A l Ml J I J l Al Sl 0] NI D JI F PL 66 1UTAL PL 37 . PL 7 %
PL 17 PL 127 W 59 W 18 W 24 W 6 m1 W5 W 112 m4 m 32 m 26 m 63 EDG 11 ' C O C O C O C O PL 16 PL 15 PL 16 W PL 5 PL 52 13 W 28 W 35 W W 13 m 89 1 m 1 EN 61 Mr/4I EDG 12 N4 g T Mg g T 101 g EN T M L.O. om R 9 R 3 PL 16 W 44 W 78 W 34 m 56 EN 56 EDG 13 N C O L.O. PL 5 PL 19 KD PL 6 PL 30 W 4 W 30 W 58 W 72 N N 1 T 10 1 m 67 m1 N 2 EDG 14 "' C 0 C O O' T 1 L.O. KD NOTE: PL = PRELUBE, W = WET, BN = BOOSTER - NO PRELUBE, N = NO PRELUBE, T = TOTAL START H I S T 0 G R A ii
OTHER: PLANTS WITH LUBE OIL MODIFICATION PRELUBE DUANE ARNOLD YES FARLEY YES-FERMI 2 N0* HATCH YES NORTH ANNA YES
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*AFTER' JANUARY, 1984 F
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CORRECTIVE ACTION
~ EDG 11 e UPPER CRANKSHAFT e UPPER MAIN BEARINGS e UPPER CONNECTING R0D BEARINGS e THREE PISTONS e THREE CYLINDER LINERS (PRECAUTION) e THREE CONNECTING RODS EDG 12 e UPPER MAIN BEARINGS o UPPER CONNECTING ROD BEARINGS EDG 13 e ONE LOWER R0D BEARING (DENTED DURING INSPECTION) l EDG 14 e NO PARTS NEED REPLACING
CORRECTIVE ACTION TO PREVENT RE0CCURRENCE (SHORT TERM) e DETERMINE SPECIFIC PRELUBE TIME FOR EACH ENGINE e REVISE ENGINE START 8 WARMUP SEQUENCE (PER VENDOR RECOMMENDATIONS) ACCELERATION LOADING e REVISE PROCEDURES INCORPORATE PRELUBE REFLECT SPECIFIC PRELUBE TIMES, START 8 WARMUP SEQUENCE e REVISE FSAR AND TECHNICAL SPECIFICATIONS ALLOW TESTING AT LOAD EQUAL TO PLANT EMERGENCY LOAD. LEVEL OTHER REQUIRED CHANGES e PRELUBE ALL PLANNED STARTS e CONTINUE USE OF AIR /0ll BOOSTER e VENDOR REVIEW 0F APPLICABLE PROCEDURES.
CORRECTIVE ACTION TO PREVENT RE0CCURRENCE (LONG TERM) 4 e o INSPECT FILTERS & STRAINERS QUARTERLY e CONDUCT BEARING INSPECTIONS FEELER GAUGE 20 FAST STARTS OR 18 MONTHS, WHICHEVER , OCCURS'FIRST. , , i i 4
..---.m-.- - , - - - --re. --w, --+ - , ~ - e- - - , - - -m- ---~1 -yee-,-
m. i SUPPORT PROGRAM e CONDUCT JOURNAL ORBITAL ANALYSIS TO FURTHER CONFIRM FAILURE' CAUSE e CONDUCT INSPECTION OF CRITICAL BEARINGS IN OTHER EDG's e CONDUCT ~ FAILURE ANALYSIS OF BEARING METAL
-\
h l i
m- ,.1 i SCHEDULE EDG 13 814 e COMPLETE REASSEMBLY FEB. 1, 1985 o PREPARE FOR OPERATION FEB. 2, 1985 (HEATUP, PL TEST, PROCEDURES) e START ENGINE / INSPECT / EVALUATE FEB 5, 1985 e START SURVEILLANCE TESTS FEB. 7, 1985 e OPERABLE FEB. 15, 1985 EDG 12 e COMPLETE REASSEMBLY FEB. 11, 1985 CLEAN, ALIGNMENT CHECK, CRANKSHAFT ' PISTONS, ETC. e PREPARE FOR OPERATION FEB. 21, 1985 e START ENGINE / INSPECT / EVALUATE MAR. 1, 1985 EDG 11 e COMPLETE REASSEMBLY MAR. 4, 1985 e PREPARE FOR OPERATION MAR. 15, 1985 (INCLUDES FLUSH) e START ENGINE / INSPECT / EVALUATE MAR. 18, 1985 EDG 11 8 12 e COMPLETE SURVEILLANCE TESTS MAR 26, 1985 e OPERABLE MAR. 26, 1985
..l
SUMMARY
CAUSE: e INADEQUATE LUBRICATION DURING FAST STARTS FAILURE MODE e PROGRESSIVE SHORT TERM ACTION e MINIMIZE BEARING DETERIORATION LONG TERM ACTION ., e DETECT INCIPIENT BEARING FROBLEMS ENHANCED RELIABILITY e OIL MODIFICATION e REVISED STARTING SEQUENCE AND PROCEDURES e MONITORING PROGRAM
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ATTACHMENT H Sii-ry of Factory Test Data: Fairbanks-Morse Emergency Diesel Generators i
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I ATTACHMENT I Summary of EDG Lube Oil System Logs and Special Test Results: EDG Nos 11, 12, 13 a nd 14
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i, 4 l l' ATTACHMENT J Letter, T. J. Skinner (Fairbanks-Morse) to W. H. Jens, _ January 22,1985, " Lube 011 - System Modification Design Concept and Test Results" s G
.LY
2 WA M # Fairbanka Mor-A Colt industries 4 g s Engine Division 7 ' "' " ^""' January 22, 1985 **' " * ** "** ' " "
@ /- M-iS Detrolt Edison 948-85,0/85 608/364-8174 nom.. A suna.r Wnager- Product S.rvice Enrico Fermi II Nuclear Plant 6400 N. Dixie Highway RECEIVED Newport, Michigan 48166 JAN 2 31965 Attn: Mr. W. Jens W. H. JENS
Dear Wayne,
The attached Engineering Report dated 8/28/81, prepared by V. Stonehocker, may be useful in describing the design concept of the latest engine "keepwam" system. In addition, the following drawings would aid in system evaluation: 10560216 - L.O. Heater & Piping 16403478 - L.0. System Modification 11868684 - L.0. Standby Pump
. 11868658 - L.O. System Schematic Please advise if your copies are not readily available.
As we discussed 1/21/85, the failure experienced on engine fil and conditions observed on engine #12 appear to be due to lack of lubrication due to loss of lube oil pressure, or insufficient oil flow. This could have occurred as recently as during the last startup, or prior to modification of the keepwam system. Inadequate lubrication could have been caused by one or more of the following:
- 1. Failure to pre-lube engine before startup (prior to keepwam system modification).
- 2. Failure to operate current keepwam system prior to startup.
- 3. Cummulative effect of premature discharge of oil in main bearing booster oil reservoir either during previous engine shutdown procedure, or operation of air start device without subsequent refilling of reservoir as would occur during a " false start".
- 4. Obstruction in lube oil piping.
- 5. Increased clearance on one overheated bearing would decrease oil pressure and transfer loading to adjacent bearings.
Other possible, but less likely, causes of bearing failure:
- 1. Excessive dirt in lube oil system (not likely due to no dirt scratches seen in non-failed bearings).
- 2. Excessive engine loading - check piston pins for " extrusion".
- 3. Excessive air entrapment in oil.
- 4. Decrease in oil viscosity due to dilution with fuel oil.
- 5. Oil contaminated with water.
- u. .c - .ow.mc.,
January 22, 1985 948-850/85 Page Two , Please feel free to call upon us as your investigation progresses. Our personnel at the site may be able to assist in reviewing maintenance and operating practices, but they would not be familiar with technical design details of your specific installation, or Ed Greene could help with these
- questions.
As a note for your future consideration, we have staffed and opened a new training facility in Beloit which would be ideal for an operational / maintenance course for your personnel directly involved in operating and monitoring these engines. For example, theprocedure for starting an engine from a cold state (keepwarm system below 110*F) could be reviewed for use when starting from this condition. Our Mr. Roger Brenneke, Manager-TrainingCenter(608/364-8352) would be pleased to discuss this i with you in greater detail. A descriptive brochure is attached for your l information. ! One other item that may be of interest would be a copy of a proposed ASME paper e,ntitled " Inservice Testing of Diesel Drives in Nuclear Power Stations". Although not yet published, we believe the draft copy would be available l from the comittee chaiman: Raymond P. Necci , ! Northeast Utilities Service Co. P P. O. Box 270 Hartford, Connecticut 06141-0270 l l We look forward to assisting you in detemining the cause of problems recently experienced, and in developing a support program to enhance the reliability l of thi; installation. ! Very truly yours, COLT INDUSTRIES OPERATING CORP. FAIRBANKS MORSE ENGINE DIVISION r
)
'T. .
lii ner, Ma[1ager Product Support Department TJS/lm Attachments N cc: C. Ankrum A. Belvedere R. Brenneke E. Greene T. V. O'Sullivan M. Peterson
.. m-w
,. ; FACc Smf 1 or 5 mo-ENGINEERING REPORT 5 f.4 ,
i Ydet: inks worse mt VTS-985-082881-01R Engine DMalon "3" om AUGUST 28, 1981 ENGINE PRELUBE/KEEPWARM SYSTEM REQtilREMENTS
,,,am'V.T. STONEH0CKER naont KEEPWARD L.O. SYSTEM MODIFICATION ,,,,oy, N NUCLEAR STANDBY UNITS (0p Ers!NES)
{g GENERAL ; This report covers modifications to be made to the OP skidded engine units to 4 provide an engine more readily prepared to make fast starts such as are required in Nuclear service. In the previous engine skid designs, the unit was provided with two systems to precondition the engine lube oil system. The one referred to as the keepwann system, consisted of a motor driven pump and a heater thru which 4 small flow of lube oil was run while the eng'ine was not in operation.
- a The oil was pumped from the L.O. sump, thru the heater and back into the opposite end of the sump. The heater was thennostatically controlled to attempt to maintain the L.0. sump at a moderate temperature. The other system consisted of a somewhat larger capacity pimip which was used imediately prior to operating the engine 'n fill the engine with lube oil in preparation for an engine start.
This arrangen.ent was used when ever the engine was started for testing or maintenance operations. In the event of a need for emergency service, startup was made without prelubing the engine. - Research work was undertaken to see if it was possible to derive a system which would allow the engine to be continuously lubricated but not to the point of over-oiling the upper crankline. Work was done at a conmercial power plant having a skidded engine u' nit similar to those in nuclear applications to develop such a system. This report covers the results of that work and explains the modification to be accomplished on nuclear units in the field. RESULTS OF THE DEVELOPENTAL WORK . Field testing was done that demonstrated that a system could be made to provide oil flow to the engine while at rest without filling the upper crankline. The test work demonstrated that with a properly sized L.O. circulating pump, with the oil at the proper temperature, an oil level could be maintained somewhat above the lower crankline, but below the level of the upper crankline. With such a system, oil was more readily available to the upper crankline upon fast startup of the engine. The leakage rate of the oil thru the bearings of the lower crankline, oil spitters, and return flow thru the main (engine driven) L.O. pump could be controlled by the oil tenperature (viscosity) to the point of keeping the engine full to a level just above the lower crankline. However, it was discovered that if lobe oil circulation was reinitiated immediately after the engine was shut down, without allowing some oil drainback from the ~uhper O
. '. wa c % J.
> FACE ENGINEERING REPORT smr 2 or 5 "- 2 h":i" ,
" "wvun: MTS-985-082881- IR n oY,*io,
- AUGUST 28, 1981 l
suurect ENGINE PRELUBE/KEEPWARM SYSTEM REQUIREMENTS ,,,, V.T. STONEHOCKER arront KEEPWARD I.0. SYSTEM MODIFICATION maos
" NUCLEAR STANDBY UNITS (OP ENGINES) og a
crankline, the upper crankline could still be nyerfilled when the engine came to rest. It was demonstrated that if a period of 6 to 10 minutes was allowed before circulation was commenced, that the overfilling of the upper crankline ; could be prevented. Figure 1 shows the final systes arrived at resulting from this development program. In sumiary, the lube oil circulating system was modified so that oil was delivered to the systen at a point near the engine driven pump discharge, thru a check valve. The L.O. circulating heater was increased in capacity from 6 to about 15KW in order to maintain L.0. temperature (viscosity) and to account for the, greater losses in the L.O. system because of the increase in the extent of piping thru which the oil would then flow. The selected changes to the system and engine are covered in two parts; modification of the systems external to the engine, and internal modifications. The specific investigation enumerated here, covers the Alabaria Power units (F.M. S.O. 205917 ), but are generally also applicable to other similar units. (Specific reports / instructions will be written for other contracts.) MODIFICATION OF Tite EXTERNAL SYSTEM Investigation has shown that to adapt this system to the units at Alabama Power would require the following: Mechanical (Ref: Figure 1)
- 1. Change the 6KW L.0. heater to 15KW. Infomation from the most probable vendor indicates that a 15KW heater unit, not exceeding 15 watts per square inch of heater element, can be provided and can be accomodated on the skid in place of the present heater, using the same mounting arrangement. The
~
new unit is about the same size as the present J.W. heater. L.0. inlet would be at the same location.
- 2. Change the piping fron the discharge of the new heater to a point in the piping at the discharge of the engine driven pump (at the same location to which the prelube pump is now piped), including a check valve (same check valve as used with the prelsbe piping). Include a connection for location of the themostatic switch (OHT) at the heater outlet. I 1/2" '
piping is required.
- 3. Block off the cross to which the oid connection was made (drain to front of
' L.O. sump) . .
e e
. . , ~ . .
s- . FACE P-"l* ENGINEERING REPORT suctr 3 er 5 no. 3 .s ,'
- Tsirbinks Morse mz
""gj(TS-985-082881-01R rngine Div!slon part AUGUST 28, 1981 l ENGINE PRELUBE/KEEPWARM SYSTEM REQUIREMENTS entrAnto 1
sr. V..T. STONEHOCKER arront KEEPWARD L.0. SYSTEM MODIFICATION
""' xernovro NUCLEAR STAN0BY UNITS (OP ENGINES) 8Y gf %
o Electrical (Ref: Figure 2)
- 1. Relocate conduit to heater connection and thennostatic switch connection as I
required (raised approx.12).
- 2. Replace CB3 (20A) with a 50A unit (Same as CB1). (Our drawings do not indicate source on this item. Customer should identify circuit breaker unit manufacture so that it can be duplicated.)
- 3. Replace M3 contactor with 11905926 (Cutler Hanner C20DN3A) (Same as M1).
s
- 4. Rep' lace wiring (3 wires each) between CB3 and M3 and between M3 and the heater (OH) with #8 AWG (was #12).
- 5. Add a Time Delay Relay - TDX (FM #11904628 - Agastat 7012AH) in the circuit as shown on the electrical schematic - Figure 2.
(One side of the coil to wire G, other side of coil to wire J7. One side of switch to wire J7 [ removing J7 from coil of M]. New wire J7X between other side of switch [N.0. contacts] to coil of M (fron which wire J7 was removed.)
- 6. TDX has a range from 3 to 30 minutes and should be set at 10 minutes.
MODIFICATION TO INTERIOR OF ENGINE (Ref: Figure 3)
. This modification consists of rerouting the supply to the upper L.O. header ,
such that the header will not readily drain (a loop of tubing up over the . crankshaf t above the level of the header). See Figure 3. This modification also consists of adding a lube oil booster / accumulator system to the upper crankline, similar to that used on the aft lower main bearing. This booster system fills with oil during nonnal engine operation. The next time the engine is started, the lube oil accumulated in the cylinder assembly is forced by starting air pressure acting on the opposite side of a piston, to be fed into the bearings along the upper crankline, thus filling the bearings with oil as the engine begins to be rotated in starting. . No external connections are required with this system as the air supply to the accumulator is tied internally to that of the aft main bearing booster system. The system is self regulating. , Parts for this system are identified on drawings and B/M #16403478 (Release PC3752). 1 __ _ )
. ... ;(oltindu. ..cs
'l .
Fact .a f "7't - ENGINEERING REPORT sutor 4 or 5 No. 4 F ank orse rat
, ,n NmotaVTS-985-082881-01R DATE AUGUST 28, 1981 ENGINE PRELUBE/KEEPHARM SYSTEM REQUIREMENTS
'* % ? V.T. STONEH0CKER arroar KEEPWARD L.0. SYSTEM MODIFICATION NUCLEAR STANDBY UNITS (OP ENGINES) #7 .g i: 0.P. ENGINE l' I
_IEngine Driven L.0. Pump [L.0. Filter inlet CI ; L.0._S_ ump ., y CHECK L0
^
P re-Lube . . V^lVE -- L.0. Cooler - Strainer k Pump l ,
- __jjNewConnection Original Connection F M 1- E URL
{ L.0. Temp Switc , ELECTRICAL SYSTEM (Use existing) REF: 11867887
~1 1/2" piping (Rerouted)
L.0. HEATER -15KW (was 6KW) KEEPWARM Puff - 10GPM (use existing) - i 208 volt bus CIRCUIT J CB3 CB4 No Change BREAKER
]h>'(50AWas204) (,,7(lg (
* ~
f8AWG_ !! WAS #12 '. - ) -
-- _4
" " FIGURE 2 6*
3 ' ' " CONTACTOR - ELECTR_ICAL SYSTEM _ _ MODIFICATION SIZE 2
)
;f W,J7{gg REF: 11867708 WAS SIZE O --
, SHEET 2 Our T0X
- 1. .
HEATER WAS 6KW OH TDX 1i
. .'s e ,* E0llatilE. ~&
FACE Yg,k , ENGINEERING REPORT smrr 5 or 5 mo. 5
- Fairbanks Morse FRE cngrn, om.g., , m acMS-985-082881-01R
, DATE AUGUST 28, 1981 ENGINE PRELUBE/KEEPWARM SYSTEM REQUIREt4ENTS PRtPanzn er . V.T. STONEHOCKER
*E' "'
KEEPWARD L.O. SYSTEM MODIFICATION APPROVED NUCLEAR STANDBY UNITS (OP ENGINES) 'Y M, p.d 4 l NEW SUPPLY PIPE JUMPER TO EACH $..... UPPER MAIN BRG _ , UPPER LUBE Oil HEADER B0OSTER SUFPLY -G , HEADER ! ,j - .' s upper crank I' SUPPLY LINE
/
,e , PREVIOUS SUPPLY PIPE
,' /
_% e
~
ACCUMULATOR _, CYLINDER - (BOOSTER) ! 2 gal. capacity !
~
'.E PISTON _cTJ ,
(at rest) W To Aft Main . Bearing Booster , . Air supply from j air start header- , FIGURE 3 - ENGINE INTERNAL MODIFICATIONS LUBE OIL SUPPLY & BOOSTER SYSTEM . O
- 6enes **umen eme / .~.:s - /y *%
- PAGE su m or , no. 1
~
ING REPORT , '1es 1 Nuxnta RS.08-501 9 v / sunrrer LUBE OIL MODIFICATION KIT FOR NUCLEAR STANDBY UNITS 7/27/82 PREFARG n, G. 51aymaker g*T TEST OF THE MAIN BEARING S00 STER ay,Rota ,g PROCEDURE: The main bearing booster was bench tested in the lab as shown on the attached sketch. To fill the booster with oil, the air vent valve was opened, L.0. pump discharge valve opened, and the L.O. pump turned on. The booster was determined to be full when the oil pressure increased and flow into the L.O. tank increased. With the booster full and pump running the restriction valve was set to obtain L.0. pressures varying between 6 and 25 psi. To empty the booster, the pump was turned off, L.O. pump discharge valve closed, air vent . valve closed and air pressure valve opened. Variabies measured during each cycle were time to fill booster, time to empty booster, oil pressure during boost, and weight of oil emptied out of booster. Air pressure was regulated to 150 psi for all cycles. The lube oil used was pegasus 485 at room temperature. RESULTS: As the restriction valve was opened to. decrease the oil pressure from 25 psi to 6 psi, the time required to fill the booster increased from 24 to 56 seconds and the time to empty booster decreased from 7 to 3 seconds. While the booster was filling, the oil pressure gage read 5 psi regardless of the restriction. For all 75 logged cycles, the weight of oil emptied from the booster was 8-1/4 pounds, orpions. CONCLUSIONS: The booster filled to capacity and emptied completely without the accumulator ' piston cocking or getting stuck during all the cycles performed.2 A L.O. - pressure of at least 5 psi is retuired to move the piston when filling the booster. ine aumer wiil displace 1.1 gallons of lube oil to BEITver about - 1-1/4 cups of oil to each upper main bearing on a 12 cylinder engine. 6 O O
;. Sa aaaum
' ,,ce ENGINEERING REPORT " ' "'
Fairbanks Morse raz RS.08-501 McMata i 'ngine DMolon svarzer DJBE OIL MODIFICATION KIT FOR NUCLEAR STANDBY UNITS 7/77/A7 PREPARED ar G_ Slavmaker gar BENCH TEST SET-UP
^80VE" g4/
h 1+- Discit A RG E. I l 250* SMP AIK L MA b af h 0Rf hVALVC l" L s 6JE. RE.5TRicilpeJ 7_O FT, . _ V N V c. BALL __> 3
-) VAtos_ '
PRES , pgm i 6 AG E. -/ Goo VE AWL LD. TANK K p #. e e ## ** lbosTEA . I E 1 Y
- r. 3/e'%*Jc .- -
~ =- e T. e
i ATTACHMENT K Letter, T. J. Skinner to J. A. Nyquist, January 31, , 1985, " Evaluation of EDG Nos. 13 and 14 Bearings I - - _ - _ _ - - - - - - - - - - - - - - - - - -
Fairbanks Morse Colt industries Engine Division 701 Lawton Avenue Beloit. Wisconsin 53511 608/364-8174 Thomas J. Skinner Manager-Product Service Via Telecopier #313/586-5769
. A. NYQUIST.
January 31, 1985 FEB 4 1985 948-878/85 Detroit Edison 6400 N. Dixie Highway Newport, Michigan 48166 Attn: Mr. John A. Nyquist
Dear Mr. Nyquist:
This will confirm that we have thoroughly inspected the upper main and connecting rod bearings removed from your emergency diesel generator units #13 and #14. In all cases, the bearing condition was found serviceable and appropriate for continued use. In observing the #5 upper connecting rod bearing, bottom half, we noted an imbedded non-ferrous particle. Although removal of particle and minor surface preparation would have, in our opinion, allowed continued use of this bearing, withoutircident,we recommend replacement to avoid any questions regarding suitability of operation. Very truly yours, C0LT INDUSTRIES OPERATING CORP. FAIRBANKS MORSE ENGINE DIVISION
.I L ..
T. . Skinner, Manager Product Support Department TJS/lm cc: C. Ankrum E. Greene R. Montenero A dnneson of me Cell Induseres Operahng Corp
e ATTACHMENT L i Letter to E. D. Green to W. Kirchof f, July 20, 1985, "F.M. Diesel Generators Prelubrication" s
r~ Colt hidusgrYli s ,,j,,, w.3 701 Leelon Avenue Octoil. Wiscotiseri 53511 G00/3G4 4411
,s July 20, 1983 Detroit Edison Enrico Fenni Nuclear Plant 6400 No. Dixie Hwy.
Newport, MI 48166 Attention: W. Kirchoff
Subject:
F.M. Diesel Generators Prelubrication
Dear Sir:
In reply to your telephone request on July 19.1983,: we are attaching a copy of Nuclear Power Plant Prelubrication Instructions. The 2 to 3 minute prelube should be adequate unless the oil system has been drained, and refilled. This could require 5 to 10 minutes before the system is adquately prelubed. Pre M.e requirements may be eliminated on the unit following the addition of both the upper header modification kit and the keepwarm continuous circulating lube oil modification kit provided:
- a. The engine has nct been bumped or barred over by star'.ing air subsequent to the last engine opert. tion,
- b. The circulating, keepwarm lubricating system is operating.
c, It is confinned that all drain valves on the lubricating oil . . cooler, lubricating oil filter and the lubricating strainer are all closed,
- d. The circulating lube oil pump flow is periodically checked (suggest monthly) by observing cooling oil running dnwn the lower connecting rods or draining from the lower pi:, tons.
Yours very truly, COLT INDUSTRIES OPERATING CORP. FAIRBANKS MORSE ENGINE DIVISION
- .. $ h, &L4! -
E. D. Greene, Area Supervisor Customer Service Departnent
. EDG:sk
' Attachment cc: T. O'Sullivan K. Rehard ,,,,,,,,,,,,,c.,,..,,,,,o,.,mc.,,
,. [
a ATTACHMENT M Time between Starts without Prelubrication: EDG Nos. 11, 12, 13 and 14
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