AECM-87-0065, Requests Review & Concurrence of Proposed Incorporation of Design Review/Quality Revalidation Program Insps.Concurrence Requested by 870803 to Identify Final Scheduling & Manpower Constraints for Upcoming Refueling Outage.Fee Paid
| ML20235C648 | |
| Person / Time | |
|---|---|
| Site: | Grand Gulf  |
| Issue date: | 06/30/1987 |
| From: | Kingsley O SYSTEM ENERGY RESOURCES, INC. |
| To: | NRC OFFICE OF ADMINISTRATION & RESOURCES MANAGEMENT (ARM) |
| References | |
| AECM-87-0065, AECM-87-65, TAC-65683, NUDOCS 8707090493 | |
| Download: ML20235C648 (27) | |
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EVETEM ENERGY RE50tJRCEE. INC.
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[fNfr$A,im June 30, 1987 U. S. Nuclear Regulatory Conmission Washington, D. C. 20555 Attention: Document Control Desk Gentlemen:
SUBJECT:
Grand Gulf Nuclear Station Unit 1 Docket No. 50-416 License No. NPF-29 Design Review / Quality Revalidation Inspection of the Division II Emergency Diesel Generator AECM-87/0065 BACKGROUND System Energy Resources, Ir.cerporated (SERI) met with NRC representatives at the Grand Gulf Nuclear Station plant site on June 2,1987. Meeting topics included SERI efforts to improve major plant outage planning and execution.
Of particular interest at this time is the plant's upcoming second refueling outage ("RF02"). As discussed with NRC Staff on June 2, one of the key work items currently scheduled for RF02 involves inspections and maintenance on the Division II Emergency Diesel Generator (EDG).
The purpose of this report is to provide to the NRC the basis for incorporating certain remaining inspections on the Division II EDG into a later scheduled 5-year confirmatory inspection which is an integral part of the Design Review / Quality Revalidation (DR/QR) program. This inspection approach is beneficial to the outage's planning and execution effort and is proposed on the basis of a review of the favorable inspection history of the Division II EDG at Grand Gulf Nuclear Station (GGNS), and technical justification for deferring inspection of each specific component.
DISCUSSION Attachment I provides the specifics of the evaluations performed pertaining to the deferral of certain DR/QR baseline inspections. Attachment II F,g provides the DR/QR baseline inspection results for Refueling Outage 1 (RF01) l for the Division II EDG. Attachment III provides the specific components and N k@g4b inspections proposed for deferral to the 5 year confirmatory inspection. 0 Attachment IV lists principal maintenance activities and DR/QR baseline :4 y inspections which will be completed at RF02. All DR/QR baseline inspections are complete except for the inspections listed in Attachments III and IV.
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, AECM-87/0065 Page 2 The completion of DR/QR baseline inspections is estimated to add approximately nine days to RF02. Additionally, in order to complete the remaining DR/QR inspections at RF02 additional manpower will be necessary. Due to the size and complexity of the EDG's at GGNS, the potential exists tc damage an engine in disassembly / assembly. It is, therefore, the maintenance practice at GGNS to utilize 'iERI employees for EDG maintenance due to the expertise of GGNS personnel with TDI EDGs. This will require contract personnel to be used to supplement SERI employees on other critical safety related work. The SERI manpower that would be necessary to inspect the Division II EDG can be utilized more effectively on other demanding refueling outage activities.
SERI proposes that the inspections listed in Attachment III can be deferred on the basis of additional evaluations. The quality of the Division II EDG has been satisfactorily verified through inspections at GGNS, Division 11 performance,
- and technical justification for each specific component inspection. The DR/QR baseline inspections are over 79% complete on the Division II EDG with no significant adverse finding which would affect the design function of the engine. Additionally, the Division I EDG DR/QR baseline inspections are complete with similar results as found on the Division II EDG. By deferring certain the DR/QR baseline inspections at P.F02, it is possible to consolidate inspections at the 5-year confirmatory inspection thus minimizing the potential for detrimental affects to the engine due to the disassembly / assembly. The reliability of the engines to start and maintain design loat will not be adversely affected by this limited deferral.
REQUEST FOR REVIEW & CONCURRENCE SERI requests that the NRC review and concur in the proposed incorporation of certain DR/QR inspections on the Division II EDG into the engine's 5 year confirmatory inspection. In order to identify final scheduling and manpowet>
constraints for the upcoming refueling outage, concurrence is requested by August 3, 1987. If additional information is required to support your review, please contact this office.
Your y, i
ODK:rg Attachments (includes $150 application fee per 10CFR 1 0.
cc: Mr. T. H. Cloninger (w/a)
Mr. R. B. McGehee (w/a)
Mr. N. S. Reynolds (w/a)
Mr. H. L. Thomas (w/o)
Mr. R. C. Butcher (w/a)
Dr. J. Nelson Grace, Regional Administrator (w/a)
U. S. Nuclear Regulatory Commission Region II 101 Marietta St., N. W., Suite 2900 Atlanta, Georgia 30323 J12AECM87031301 - 2
g s Attachment I to AECM-87/0065 BASES FOR LIMITED DEFERRAL 0F QUALITY REVALIDATION INSPECTIONS FOR THE DIVISION II EDG I. Introduction The following is a summary of the recent history regarding TDI EDG's at GGNS. By letter dated June 7,1986 (AECM-86/0070) a deferral of DR/QR baseline inspections to RF02 was proposed. The above letter was followed by a letter dated July 18,'1986 (AECM-86/0172) providing the response to Operating License Condition 2.C.(25)(b) and .the NRC Generic TDI Safety Evaluation Report (NRC letter dated June 26,1986,MAEC-86/0206).
The July 18, 1986 letter committed GGNS to the TDI Owners. Group DFl/QR report for GGNS. On August 13, 1986 (AECM-86/0249) additional inf ormation was provided to the NRC to' support a limited deferral of DR/QR baseline inspections to RF02. The August 13, 1986 letter documented supplemental information supplied in a meeting between GGNS personnel and members of ,
the NRC staff on August 6, 1986. By letter from the NRC dated August 29, 1986 (MAEC-86/0288) the NRC staff approved the proposed limited deferral of Division II EDG inspections.
By letter dated September 12, 1986 a proposed amendment to the Operating License (NPF-29) was provided for NRC staff review. This amendment pertained to the addition of controls for the maintenance, surveillance and i modification of TDI Owners Group recommendations. These controls were for the enhancement of the GGNS TDI EDG program by providing further assurance of the adequacy of the TDI EDG's.
In a letter from the TDI Diesel Generator Owners Group Executive Committee dated October 14, 1986 the following position was provided regarding Owners Group recommendations, i
"Regarding potential deviations from Owners Group recommendations, it is recognized that these (DR/QR) original recommendations are based on conservative analysis and in many cases were performed on a generic basis to envelope the conditions of all sites. It has been and continues to be the Owners Group position that the utility may employ alternative means of insuring the reliability of their emergency diesel generators.
As discussed in the original Owners Group DR/QR reports, Volume 1, Section 5, a more detailed or rigorous evaluation using site specific data could allow deviation from the recommended actions and still address and maintain the adequacy of the component design. It is stressed that such deviations should be taken only if sufficient evaluation is performed which supports the deviation, and that the subsequent actinn fully meets the intent of the original recommendation to correct and mitigate past or potential problems. Justification for these alternative means is a responsibility of the utility."
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Attachment I to AECM-87/0065 It is SERI's position that adequate alternative means of insuring the reliability of the EDG's at GGNS is provided in this letter.
Additional evaluation has been performed using site specific data which supports the proposed deferral of DR/QR baseline inspections to the 5 year confirmatory inspection. In addition, the evaluation contained in this letter supporting the deferral of DR/QR baseline inspections meets the original intent of the Owners Group recommendations.
Duke Engineering and Services, Inc. and SERI conducted a survey of other utilities operating and DR/QR inspection history. This survey consisted of the component inspections proposed for deferral in Attachment III.
While results for inspections listed in Attachment III for other utilities were in some cases not in conformance with the stated criteria of DR/QR, no major operational problems with these components were identified prior to the DR/QR baseline inspection.
The purpose of this letter is to propose a limited deferral of the remaining DR/QR baseline inspections until the 5 year confirmatory inspection. The specific components and inspections proposed for deferral are contained in Attachment III. The 5 year confirmatory '
inspection is currently planned for Refueling Outage 5.
- 11. Component Inspection at RF01 At RF01 approximately two-thirds of the critical area / components of the crankshaft and main bearings were inspected on the Division II Emergency Diesel Generator. All connecting rod box bolting and bolt holes were inspected, five of eight connecting rod assemblies were inspected and eight of sixteen pistons were also inspected.
The results of the RF01 Division II EDG inspection contained no significant abnormal findings that would have prevented the engines from satisfying their intended function. These results are summarized in Attachment II of this letter.
DR/QR baseline inspections on the Division I EDG were also completed with no adverse results which would affect the design function of this engine.
The Divir, ion I EDG had 1714 hours0.0198 days <br />0.476 hours <br />0.00283 weeks <br />6.52177e-4 months <br /> of runtime at the RF01 DR/QR baseline inspection.
III. FAVORABLE INSPECTION HISTORY AND COMPARABLE AS-MANUFACTURED QUALITY AT GGNS The Division I and II EDG's have a history of inspections with impressive results. Daring December 83/ January 84, (following the crankshaft failure at Shoreham and their discovery of small cracks in AF pistons) the Division I and II EDG's were disassembled at GGNS to replace AF piston skirts with the improved design AE piston skirts, inspect the crankshafts, and perform other maintenance and inspection. The highest stressed crankpin fillet areas and heads were also inspected with liquid dye penetrant methods. In the activities described above, the condition of the components inspected did not impair the operation of the GGNS EDG's (AECM-84/0103, dated February 20,1984).
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Attachment I to AECM-87/0065 A major reinspection of the Division I EDG was conducted in May 1984.
A limited inspection on the Division II EDG (both turbochargers) was also conducted in that time frame. The results of these inspections were reported in AECM-84/0345, dated July 5, 1984 and AECM-84/0350, dated July 18, 1984.
The May 1984 Division I EDG inspection was considered to be a successful demonstration of the engine's readiness to fulfill its intended function.
Some Division I engine parts were replaced as a matter of standard maintenance practice. Only the engine's turbochargers required any significant repair or refurbishment; and even in this case, it was concluded that the turbochargers, as inspected, would have performed satisfactorily and not impaired engine function. Overall, no conditions vere identified that would have adversely affected the engine's continued, reliable operation.
The Division I engine turbocharger findings prompted similar inspections on the Division II turbochargers. Some Division II components were replaced as a standard maintenance practice; however, the Division II turbecharger inspection was considered successful with no significant findiags.
This irspection activity was followed by a detailed review of Division I ,
and II GDG material, design, and process records. This evaluation !
confirmed for key engine components that the two engines have similar as-manufactured quality. This review, coupled with the favorable results of the Division I EDG inspection and limited inspection of Division II turbochargers, enabled GGNS to conclude that further disassembly of the Division II EDG was not necessary at that time. The NRC Staff's review and concurrence with this position was provided in Section 8.3.1 of Supplement 6 to the GGNS Safety Evaluation Report (August 1984).
In October of 1986 the Division I EDG DR/QR baseline inspections were completed. The Division II EDG was disassembled and the baseline inspections were over 79% completed with no significant adverse results which would have prevented the engines from performing their design function. Inspections were witnessed by internationally recognized diesel generator consultants, one of which was under contract to the NRC.
IV. EDG PERFORMANCE The start reliability of the Division II EDG is high. Division II has a start reliability of 99% (per Regulatory Guida 1.108). The Division II EDG has 473 total starts with 137 " valid tests", 1 " valid failure" and 5 unplanned automatic starts. Reliability being one of the most important characteristics of an EDG, and Division II having a high valid start reliability record, we consider this further justification for a limited deferral of DR/QR inspections.
V. ENGINE DESIGN CONSIDERATIONS The DSRV-16-4 (V-block) diesel engines purchased for nuclear service at GGNS are rated for continuous operation at loads of 7000 KW. Because the EDG's at GGNS are prevented by Technical Specification from exceeding 5740 KW, stresses and wear on internal engine components are significantly reduced and component life times are increased.
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Attachment I to AECM-87/0065 VI. TECHNICAL JUSTIFICATION FOR SPECIFIC COMPONENT INSPECTION DEFERRAL 1
)
A. Connecting Rod Inspections j
- 1. Performance of liquid penetrant testing on the surface of the
- internal diameter of all wrist pin bushings.
Basis for Limited Deferral to the 5 year Confirmatory Inspection As a matter of background, this DR/QR recommended inspection resulted from examinations performed on new bushings associated with TDI engines at another nuclear facility. The subject cast bushings revealed manufacturing imperfections that were believed to be detrimental to the bearings if the imperfections were located in the high oil film pressure area of the bushing. A 30 degree arc at the bottom location of the bushing was determined to be subject to the highest film pressures. It was originally postulated that oil may enter the imperfections and drive the imperfections into cracks. However,subsequentanalysis(by Failure Analysis Associates, FaAA) has shown that oil film pressures are not sufficiently high to overcome the compressive forces that exist from pressing the bushing into the rod eye.
Therefore, if linear type defects did exist, compressive forces would prevent their propagation. Five of the eight connecting rods'were inspected on the Division II EDG at RF01 with satisfactory results. This adds to the argument that the remaining connecting rod wrist pin bushings can safely be deferred to the 5 year confirmatory inspection. Additional detail on the FaAA crack propagation analysis is provided in References 1 and 2 and Pacific Northwest Laboratory Technical Evaluation. (Reference 3)
- 2. Performance of clearance check of the link rods and link pins for proper alignment.
Basis for Limited Deferral to the 5-year Confirmatory Inspection With the implementation of TDI Service Information Memorandum (SIM) 349 at GGNS in 1980, measurements were taken using the vendor prescribed 1.5 mil clearance criteria between link pin and link rod. The measurements were recommended to ensure that the securing dowel pin hole counterbores were of sufficient depth and that dowel pin compression due to firing forces did not occer to the extent of causing an excessive relaxation of the link pin-to-link rod bolts. This potential problem was first identified on commercial service engines, and SIM 349 was issued for resolution. SIM 349 was implemented on Division I with less than 331 hours0.00383 days <br />0.0919 hours <br />5.472884e-4 weeks <br />1.259455e-4 months <br /> and on Division II with less than 44 hours5.092593e-4 days <br />0.0122 hours <br />7.275132e-5 weeks <br />1.6742e-5 months <br /> of operation. ;
Since implementation of SIM 349, Division I has been disassembled four times with no evidence of degradation of components that could be attributed to link bolt relaxation. In view of the number of operating hours at GGNS on the Division II EDG (in excess of the 750 hours0.00868 days <br />0.208 hours <br />0.00124 weeks <br />2.85375e-4 months <br /> required to accumulate ten million stress cycles), the dowel pin bolt relaxation would have occurred early J12AECM87031301 - 8
Attachment I to AECM-87/0065 in life. The rods have been disassembled and reassembled twice on the Division II EDG since SIM 349 was implemented thus 4 reestablishing the required torque on all link rod bolts. At RF01 a clearance check of the link rods and link pins was performed on four of eight connecting rods for the Division II EDG with satisfactory results. Further dowel pin hole measurements can be deferred to the 5-year confirmatory overhaul.
- 3. Measurement of Centerline Bow Basis for Limited Deferral to the 5 Year Confirmatory Inspection Centerline bow of the rods is a manufacturing imperfection created by inadequate support of the rod during cooling.
Analysis has shown that if the bow exceeds 0.47 inches then uneven wear of the piston pin bushing and the connecting rod bearing could result. This would occur by shifting the axis of the piston pin bore and the connecting rod bore to an angle other than parallel with the piston pin and crankshaft. The net effect is reduction of bearing life. For example, a bearing with a conservatively estimated 10,000 hour0 days <br />0 hours <br />0 weeks <br />0 months <br /> lifetime may be reduced by approximately 50%. Therefore, since Division II engine hours are low and expected hours from RF02 to the 5-year overhaul should not exceed 1506 hours0.0174 days <br />0.418 hours <br />0.00249 weeks <br />5.73033e-4 months <br />, centerline bow measurements can be deferred to the 5-year overhaul for these three rods. Additionally, five of the eight connecting rods on the Division II EDG were inspected at RF01 for center line rod bow with satisfactory results.
B. Main Bearing Shells
- 1. Perform a dimensional check of the bearing shells to verify thickness, Journals 1-3.
- 2. Visually examine the bearing shells for scoring, galling and cracks, Journals 1-3.
Basis for Limited Deferral to the 5-year Confirmatory Inspection The history at other utilities for this component includes, cracks attributed to an improper stud removal and replacement method, and cracks in bearing saddles due to inadequate bearing cap preload maintenance error. GGNS does not allow main bearing stud removal / replacement without a specific Maintenance Work Order which is prepared in conjunction with vendor requirements and reviewed and approved prior to the start of the maintenance.
Also, the crankshafts of DSRV-16-4 engines have been verified adequate for full load (Reference 3) which removes concerns regarding crankshaft failure. Additionally, bearing stud preload has been verified at GGNS and journals four through ten (highest load bearings) were inspected at RF01 with satisfactory results.
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Attachment 1 to l AECM-87/0065 l 1
C. Cylinder Block
- 1. Perform a dimensional check on the area around the cylinder liner for all cylinder block liner landings.
Basis for Limited Deferral to the 5-year Confirmatory Inspection The purpose of this inspection is to ensure that the liner landing dimension is within specification. Inspection has been performed on one half of the liner landings with no deviation from specification. Additionally, the metallurgical structure of the block has been evaluated and found to be normal gray cast iron without Widmanstaaten Graphite. Therefore, this inspection can be deferred to the 5-year confirmatory inspection.
D. Cylinder Liners
- 1. Visually inspect the outside pilot diameter where it contacts the cylinder block.
Basis for Limited Deferral to the 5-year Confirmatory Inspection This inspection relates to the fit between the liner and the block and its influence on the potential for block-top cracking.
By RF01 24 of 32 cylinder liner outside pilot diameter inspections (Division I and II total) were complete with satisfactory results. Since GGNS has demonstrated at RF01 a low probability for block top cracking this inspection can be deferred to the 5-year overhaul.
E. Pistons
- 1. Perform a liquid penetrant test on the piston skirts. Map all linear indications in the stud boss area and document with photographs.
- 2. Perform liquid penetrant test on the rib area near the wrist pin and on the rib intersections of the wrist pin boss to check for indications in the casting.
- 3. Perform a liquid penetrant test or a magnetic particle test on the end of the circumferential ribs that run between the wrist pin bosses.
Basis for Limited Deferral to the 5-year Confirmatory Inspection There have been no reported instances of fatigue cracking in type AE piston skirts. Known operating experience with type AE piston skirts provides convincing evidence that AE piston skirts are J12AECM87031301 - 10 l
Attachment I to AECM-87/0065 adequate for operations at any power level within the manufacturer's limits (Reference 3). The AE piston skirt has been studied extensively by FaAA and thoroughly tested at loads in excess of the GGNS load by TDI and several other utilities. The inspection results of 24 of 32 AE pistons inspected to date, on Division I and II were satisfactory and inspection at other utilities of AE pistons had similar satisfactory results. Therefore, these inspections can be deferred to the 5-year confirmatory inspection.
F. Piston Pin Assembly
- 1. Parform a visual inspection of the pin assembly for signs of distress.
Basis for Limited Deferral to the 5-year Confirmatory Inspection The purpose of this inspection is to ensure a suitable fit between the moving parts. GGNS has not rejected a piston pin due to distress. However the piston pins have been replaced due to metal transfer from piston skirt to piston pin. Since the pin floats in the wrist pin bushing and since the piston pin to piston fit does not contain a bushing the metal transfer would be a self correcting condition. The piston pin to piston surface rides on a high pressure oil film supplied by the connecting rod oil porting. When the piston pin to piston clearance is at a minimum, metal transfer will occur until the clearance increases at which point metal transfer will stop. This condition does not compromise the performance of the assembly. Additionally, there have been no known failures of the piston pin assembly and the oil trending analysis performed at GGNS could detect the metal content rise in oil samples, triggering preventative maintenance.
G. Cylinder Heads
- 1. Perform a liquid penetrant test of the valve seating surfaces.
- 2. Determine the thickness of the fire deck area by performing a ultrasonic test.
Basis for Limited Deferral to the 5-year Confirmatory Inspection The purpose of the above inspection is to indicate the existence of cracks or manufacturing defects in the cylinder heads. The number of operating hours at GGNS indicates that fatigue cracks due to manufacturing defects would have become evident already.
Eight of the sixteen cylinder heads have been inspected at RF01 on the Division II EDG. GGNS air rolls prior to each planned start and air rolls after 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> and at 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> after each shutdown. These air rolls will detect a possible failure of a cylinder head, thus providing an adequate technical basis for deferral to the 5-year confirmatory inspection.
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Attachment I to AECM-87/0065 H. In-take and exhaust valves
- 1. Perform a visual examination of the valve stems.
- 2. Perform a dimensional check of the valve to valve guide clearance.
Basis for Limited Deferral to the 5-year Confirmatory Inspection The purpose of the visual examination is to inspect the friction weld between the head and stem of the valves. There is no history of defects in this joint. Only flaking of the chromium plating on the stem has been observed. The flaking of the plating has not been judged as a threat to the operation of the engine. Therefore, these inspections can be deferred to the 5-year confirmatory inspection.
The purpose of the dimensional check of the valve to valve guide clearance is to check for excessive clearance. Excessive clearance would cause exhaust gas to pass into the subcover (blowby) and a small amount of oil to leak into the cylinder.
After each 18 month period the upper head subcover is inspected as a preventative maintenance item. This inspection requires the removal of the subcover, at which time blowby would be evident due to soot accumulation in the subcover. Any oil accumulation in the cylinder would be detected in the air rolls required at GGNS as described above. Additionally, there have been no known failures of valve guides, valves or conditions of blowby at GGNS. Therefore, these inspections can be deferred to the 5-year confirmatory inspection.
VII. FACILITY OPERATING LICENSE NO. NPF 2.C.(25)(b)
This condition on the Facility Operating License incorporates by reference periodic maintenance and surveillance requirements. These maintenance and surveillance requirements were developed by the TDI Diesel Generators Owners Group to ensure long and reliable service of the EDG's at GGNS. Additionally, this condition on the Facility Operating License places surveillance requirements on connecting rods, cylinder blocks, cylinder heads and turbochargers. GGNS is in compliance with Facility Operating License Condition 2.C.25(b).
VIII. TDI RECOMMENDED /GGNS INSPECTIONS AT OVERHAUL / REFUELING OUTAGE ;
During RF01 all connecting rods and pistons were removed for access requirements and as a matter of prudent maintenance. This determination was made in order for the Division 11 engine to operate after the RF01 inspection in a balanced condition. To achieve balanced operation, all pistons were removed, new piston rings were installed, and all cylinder liners were honed. This is a standard maintenance practice at GGNS. To access the piston rings, the pistons must be removed; to remove the i pistons the connecting rods must be unbolted. Once the connecting rods were unbolted, they were removed from the engine as a matter of safety to J12AECM87031301 - 12
Attachment I to AECM-87/0065 personnel and convenience. This allowed vendor recommended inspections to be performed on the affected portions of eight pistons and four connecting rods that would not have otherwise received the DR/QR baseline inspections. The DR/QR baseline inspections were not completed on these connecting rods and pistons due to the satisfactory results on cylinders 5 thru 8 DR/QR inspection baseline. However, these vendor recommended inspections provide additional confidence that these components are satisfactory for service until the 5 year confirmatory inspection.
In Attachment IV the RF02 planned principal maintenance items for the Division II EDG are listed. Also at RF02 the fuel tappet assembly, air start valves, rocker arm capscrew, exhaust manifold and hydraulic valve lifter DR/QR baseline inspections will be completed.
IX. OVERALL CONCLUSION SERI has concluded that the request for deferring a limited number of DR/QR inspections is fully justified based on the following considerations:
- 1. Both GGNS EDGs have favorable inspection histories. The Division I EDG DR/QR baseline inspections were completed at RF01 with no adverse finding that would have prevented the engine from performing its design function.
- 2. The Division II EDG DR/QR baseline inspections are over 79% complete with no significant adverse inspection finding.
- 4. The results of inspections listed in Attachment III for other utilities were in some cases not in conformance with the stated criteria of DR/QR, however, no major operational problems with these components were identified prior to the DR/QR baseline inspection.
- 5. The Division II EDG has a high start reliability.
- 6. Both GGNS EDGs will continue to be operated at 82% of rated locd as required by Technical Specification. This reduces wear on engine components and increases component life.
- 7. Technical justification for deferring inspection of each specific component.
- 8. The TDI Owners Group Maintenance and Surveillance program for the GGNS TDI EDG ensure the reliable service of the engines.
- 9. The TDI Owners Group recognizes that original recommendations contained in DR/QR reports are based on conservative analysis and in many cases were performed on a generic basis to envelope the conditions of all sites. The Owners Group has stated that utilities may propose alternative means of ensuring the reliability of EDG's.
This letter proposes SERI's proposed alternative means of ensuring the reliability of the EDGs at GGNS.
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t Attachment I to AECM-87/0065
- 10. The Division I EDG had 1714 hours0.0198 days <br />0.476 hours <br />0.00283 weeks <br />6.52177e-4 months <br /> at the completion of DR/QR ,
baseline inspections. The Division I DR/QR inspections revealed no I adverse finding that would have prevented the engine from performing the engine's design function. The Division II EDG is estimated to have 1506 hours0.0174 days <br />0.418 hours <br />0.00249 weeks <br />5.73033e-4 months <br /> at the 5 year confirmatory inspection. Thus it can be expected that Division II will have similar inspection results at a 5 year confirmatory inspection.
- 11. The vendor recommended inspections were performed at RF01 on the four connecting rods and eight pistons which are the critical components of the proposed deferral of DR/QR baseline inspections. Additional preventative maintenance will be performed at RF02 as listed in Attachment IV.
- 12. Failure Analysis Associates has reviewed the proposed deferral of component inspection contained in Attachment III and determined there is a low degree of technical risk in this deferral.
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Attachment I to AECM-87/0065 X. REFERENCES
, 1. Failure Analysis Associates (FaAA) June 1984, Design Review of Connecting Rods of Transamerica Delaval Inline DSR-48' Emergency Diesel Generators, FaAA-84-3-13, Palo Alto, California.
- 2. Failure Analysis Associates (FaAA), August 1984 Design Review of Connecting Rods of Transamerica Delaval DSRV-4 Series Diesel Generators, FaAA-84-3-14, Palo Alto, California,
- 3. Review of Resolution of Known Problems in Engine Components for Transamerica Delaval Inc. Emergency Diesel Generators dated December 1985, PNL-5600.
J12AECM87031301 - 15
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