ML18030B168

Suppls 851218 Response to Violations Noted in Insp Repts 50-259/85-45,50-260/85-45 & 50-296/85-45.Revised Internal Safety Evaluation,Discussing Effects of Missed Preventative Maint of Diesel Operability,Encl

ML18030B168
Person / Time
Site:	Browns Ferry
Issue date:	02/27/1986
From:	Gridley R TENNESSEE VALLEY AUTHORITY
To:	Grace J NRC OFFICE OF INSPECTION & ENFORCEMENT (IE REGION II)
References
NUDOCS 8603110282
Download: ML18030B168 (102)

Text

{{#Wiki_filter:TENNESSEE VALLEYAUTHORITY CHATTANOOGA, TENNESSEE 37401 5N 1576 Lookout Place February 27, 1986 U.S. Nuclear Regulatory Commission Region II ATTN: Dr. J. Nelson Grace, Regional Administrator 101 Marietta Street, NM, Suite 2900 Atlanta, Georgia 30323

Dear Dr. Grace:

BROILS FERRY N R PLANT UNITS 1, 2, AND 3 NRC-OIE REGION II INSPECTION REPORT 50-259 85-4 -260/85-45, -296/85-45 SUPPLEMENTAL RESPONSE Please refer to H. G. Parris's letter to you dated December 18,

1985, which contained our response to OIE Inspection 85-45 for our Browns Ferry Nuclear Plant.

In enclosure 2 of t;hat letter we indicated we would send, when available, a revised internal safety evaluation which discusses the effects of the missed preventative maintenance on diesel operability. Enclosed is that report for your information. t If you have any questions, please get in touch with R. E. Alsup at FTS 858-2725. To the best, of my knowledge, I declare the statements contained herein are complete and true. Very truly yours, TENNESSEE V LEY AUTHORITY R. Gridley Manager of Licensing Enclosure cc: Nr. James Taylor, Director (Enclosure) Office of Inspection and Enforcement U.S. Nuclear Regulatory Commission tlashington, D.C. 20555 0 SS0S>coaaa Seom7 PDR ADOCK 05000259 PDR An Equal Opportunity Employer

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SPECIAL TECHNICAL EVALUATION MAINTENANCE QF STANDBy DIESEL GENERATORS Statement of issue: Potential for reduction in reliability of standby di esel generators due to fai lure to perform the manuf acturer ' recommended schedul ed maintenance.

References:

1. Electro Motive Division of General Motors (EMD) Maintenance Instruction MI-1742; Revision E (copy attached) Memorandum to R. L. Lewis from John A. Raulston, Browns Ferry Nuclear Plant Diesel Generator Operability, RIMS 845 8509i0 272 (copy attached) Letter to Dale Taylor from M. J. Fleckenstein. Electro Motive Division, General Motors Corporation (copy attached) Summary: Memorandum to R. L. Lewis from John A. Raulston, Browns Ferry Nuclear Plant Diesel Generator Test and Maintenance

Data, RIM$ 845 851205 25'copy attached)

During performance of the system operational readiness

review, it was discovered that the i, 6, and 12 year portions of the manufacturers recommended maintenance had not been performed.

The manufacturer'5 I ecommendations are given on a calendar time basis and describe various component inspections or replacements. Technical specification 4.9.A. 1.d states that each standby diesel generator shall be given an annual inspection in accordance with instruct ions based on the manuf actul el recommendations. The standby diesel generators were considered as being technically inoperable due to a missed surveillance requirement. I.I Techni cal Evaluati on: The following ls an evaluation of those items recommended by the Electro Motive Division of General Motors scheduled maintenance program but not performed strictly as recommended at Browns Ferry. This evaluation i not presented as iustification for not performing the recommended maintenance but rather to evaluate the potential for a reduction in reliability. n,

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re Since the initial technical evaluation, maintenance has been completed on diesel generator 1-D and 1-B. Observations made during this maintenance and other information concerning component failures have been added to this evaluation. I Every three months... Auxiliary turbocharger oil filter 'eplace

element, unless the 500 hour filter change has occurred first.

This fi 1 ter has been changed annually. The manuf acturers recommendations in N. I. 1742 state that their maintenance program "...is intended to serve as a guide when establishing maintenance schedules that will meet the particular requirements of individual operations..." and that "because operating requirements for this equipment can vary, the maintenance procedures must be modified to suit individual requirements." These statements were rz.te, ated in the June 26, 1)84 memorandum from N. J. Fleckens"..-.in of END. This statement permits modification of the manufacturers recommendations. END assumed an annua'sage of 100 to 200 hours per engine. Our annual run tim~ is approximately 50 hours. Also, in the standby mode. ~i is passed through the auxiliary turbocharger oil filt=r and through the engine mounted turbocharger o' filter- '-'hich has also been changed annually. Because our engin-. operating time is lower than that assumed by the en"'n~ manufacturer and since the turbocharger bearings are protected by a second filter, we feel that annual replacement of this filter has been acceptable. Every Year... Change engine oil, clean oil pan and inspect the exhaust screen and trap. The engine oil has been changed and the oil pan ha" been cleaned every three years unless our quarterly lab analysis of the oil indicated a need for oil replacement. This is within the guidelines given by END in the remarks column of NI 1742. Although END recommends a more detailed lab analysi-, our evaluation of viscosity and total acid number would indicate the need to replace the oil due to fuel or ~ater dilution or due to normal degradation of the oil from age and use. The exhaust mani fol d scr poor engine performance si gni ficant. area of the have been indicated by 1 testing. Extended run., consumption test, vapori eon and trap were not cleaned unless indicated the, need. Blockage of a screen by soot accumulation would oss of engine power during full load such as the annual 8-hour lube oi.'e any accumulated

soot, cleaning

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Cf < ~ \\ the screen and reducing the need for inspection. The trap is provided to catch any large particles which might remain suspended in the exhaust flow and damage the screen. Inspection of the unit. ~A screen following turbocharger failure indicated no significant accumulation of soot or particulate. Inspection of the Units 18 and 1D screens revealed no blockage of the screen or accumulation of soot or particulate. Every two years... Check the pressure drop across the aftercoolers, clean air passages if roquired. The aftercoolers cool the air supplied to the engine by the turbocharger. The pressure drop check is recommended to determine if the surf ace of the af tercool er has become fouled due to dirty intake air. We have not performed this check since our engine uses a highly efficient oil bath air cleaner and foui ing of the af tercool er would have been indicated by poor engine performance during full load tests. Replace the Engine Protector This recommended action is in reference to END's combination low water and crankcase pressure detector which is applied to many other engine applications. Our application has only a crankcase pressure

detector, which has been given a

function test annually during the performance of SI 4.9.A.1.d. Actuation of this device shuts down the engine on other EMD engines, but on our engine only an indicating light on the engine control panel would be illuminated. This device ha not been replaced since it has been functionally tested and would not prevent the engine from operat.i ng. 0 Replace the lube oil circulating pump and motor.. The lube oil circulating pumps have not been routinely changed. The operation of the pump is checked daily by OI-82. The pump is cleaned and inspected annually. Although lube oil circulating system operation is important to prevent turbocharger bearing

damage, note that prelubrication is not required for emergency starts, as mentioned under items to be performed "before each scheduled start" in END HI 1742.

Due to the frequent checks and the ability of the engine to withstand an occasional unlubricated start, failure to replace this pump on a scheduled basis has not degraded engine reliability.

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A review of ma ~tenance history records indicates that four lube oil circul.>ting pumps have been replaced: engine 1D, 12/74engine BB, 10/80engine ~C, 6/85--engine ~D, 11/85. Inspection of the oump from engine ZD, which was replaced due to noisy operation, indicated a failing inner bearing. Thy cause of the other pump failures was not recorded. I Every three years I Inspect the crankshaf t damper Although not specifically identified, the crankshaft damper can be observed while visua ly inspecting the crankshaft during the annual inspection, Inspection criteria is to visually inspect exterior of he damper for nicks or dents. The damper is internal to the:engine and unless damaged during initial installation. wo.<id not be damaged by rou" ine operation. Conditions which woold cause damage to the external surface of the damper during operation would be indicated by significant internal engine damage. Inspection of the dampers from engin s 1D and 1B indicat d no exterior damage to the dampers. Items listed under the engine nut and bolt tiohtness check would have been detected by unusual engin': noise, vibration or visual inspect ion ~ Replace the "0" rings and thermostatic elements in the cooling system thermostatic valve The cooling system thermostatic elements functio" very similar to automobilo thermostats. Each engine has nine valves which operate independently. Failure of these items would probably not occur simultaneously and a single failure would have been noted by increased engine operating temperatures. The erratic temperature

readings, which were noted during the performance of special test 8214 as noted in the NSRB LTR RINS L42 851107

001, on engine 1C were probably. not a

result of the temperature control valve@ (TCV's). A review of maintenance history records indicates that the TCV's were replaced on engines 1A, 1B, .:"C and ~D only during 19BZ and 1984. Since engine 1C has exhibited no abnormal operating

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temperatures during routine testingand since the TCV's have not been replaced, the TCV's appear to be functioning normal 1 y. Replace the cooling system pressure cap and inspect the cooling system fi 1 1 er neck. Although not specifically identified for inspection, the cooling system pressure cap and e><pansion tank filler n ck are observed when cool ant is added to the engine. Problems with the pressure cap would have been indicated by slightly higher engine operating temperature and gradual loss of engine coolant due to escape of water vapo;. Every si x years Replace the top deck cover seals and check latches Top deck cover sea) leakage would result in minor oil leakage onto the sides of the engine. No indication of leakage has been noted. 'eplace the cylinder head grommets, inlet and outlet seals and ower liner seals. Cylinder head grommet leakage could result. in accumulation of water above the pistons or contamination of the engine lube oil. The engine is inspected for leakage prior to each scheduled start by opening all cylinder test valves and observing for water or fuel being ejected from the cylinders while manually baring the engine over ~ No leakage has ever been observed. We e: pect that failure of these items would be gradual and that leakage would be discovered before engine damage could occur. Leakage from the cylinder head outlet seals or liner inlet seals would result in lube oil contamination due to leakage of coolant into the engine oil sump. No indication of water contamination of the oi 1 e>:ists. The lower liner seals prevent air leakage from the air bo< into the crankcase. Leakage from these seals would result in activation of the crankcase pressure detector and uneven running of the engine. No indication of any problem. e:<ists.

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Physical examination of the seals and grommets from engines iD and iB indicate the seals to be in acceptable condition. The seals removed from these engines were flexible and, except for several slightly flattened areas on some lower liner seals, had no indication of permanent set. Based on the condition of the lower liner seals in iD and iB it is believed the seals and grommets in the other diesels are acceptable until their replacement can be accomplished. Albo, these al e double seals and only the lower seals exhibited the permanent flattening. Qualify fuel injectors Qualification of the fuel injectors is primarily to ensure efficient engine operation. END recommends qualifying injectors whenever they are removed from the engine, which is. required to replace the cylinder head grommets. In standby conditions, the injector is not pressuri=.ed and leakage of fuel into the piston from a malfunctioning iniector is unlikely. Leakage would be noticed during scheduled prestal t checks. Two of forty iniectors tested from engines iD and iB fa'ed the injector qualification criteria by exhibiting leakage between the inspector body and nut. Minor leakage at thi= location would not be detrimental to engine operation. Check exhaust valve timing Checking the exhaust valve timing is mainly an engine efficiency item. Long term operation with incorrect timing could result in damage to the valves,

however, incorrect timing would only result from improper initial insta) lat on.

or excessive drive gear wear. All gear backlash and thrust dimensions observed during engine iD and iB maintenance were within END allowable values ~ Replace water pump seals and all worn parts The need for water pump seal roplacement would have been indicated by leakage from a weep hole on the pump during standby or operating conditions. Continued operation of the pump would be possible for a considerable period if seal leakage were to occur in an emergency condition. The engine is inspected daily for visible fuel, water pr oil leakage. Naintenance history records indicate that one pump has be n rep)aced due to seal leakage on engine ZC in Narch 1985. Since seal degrad".tion would be gradual and the engine is inspected daily, leakage would have been detected.

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Replace fuel pumps The need to replace a fuel pump would be indicated by seal or packing leaks. Failure would be gradual and the engine is inspected for fuel leaks during each run. The engine is also inspected for leaks of any kind daily by the operations section. There are two fuel pumps. each with 100M capacity. Based on the inspections and having two 100/ capacity

pumps, we do not believe reliability has been significantly reduced by fai lure to replace the pumps.

Inspect the generator bearing and replace grease Bearing temperatures are checked bimonthly and would have indicated problems with the lubricant. Reverse polarity of the collector rings This item is recommended to evenly distribute wear of the rings. The generator collector rings are visually 'nspected monthly and are given a wear inspection annually. !!o si gnificant. wear has been det ected. Every twelve years... Replace the crank-haft damper The cl anl sha t vibt ati on dampel takes up the tol si onal vibration of the crankshaft. With time, the viscous fluid in the damper losses its effectiveness and vibration is transmitted to engine frame. Long term operation would reduce main bearing life. It is believed that fai lure of the damper would be gradual and would be detected by increased vibration before-significant damage to the engine would occur. Replace the cooling system fle:<ible seals The cooling system flexible seals would also deteriorate gradually and would have been noticed immediately as they are readily visible. No indication of any leal age e>lists. Seals removed from engines 1D and 18 were fouod in very good condition with no evidence of deterioration.

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Inspect, clean and test the lube oil cooler The lube oil cooler would give indication of fouling by higher engine oil temperatures during operation or by lower oil temperatures in standby mode.

Leakage in the cooler would result in coolant being contaminated by the oil. which would be visible in the reservoir sight glass. No indication of any problem e ists. All lube oil coolers have been functionally tested by monitoring oil and water temperatures. All coolers have e;;hibited performances well within END's acceptance criteria. In consideration of inspections made prior to each scheduled start.'uring and following each cheduled run and during the performance of the recommended arinual maintenance activities, there are no indications of the e:;istence of any problem that would prevent the diesel generators from fully performing their design, function. t Saf ety Implication: The saf ety evaluati on and the ref erenced memorandum on D-6 operab'ility conclude that based upon performance and inspections, there is nn evidence of significant reduction in diesel. generator reliability due to having not performed the manufacturers recommended scheduled maintenance.

== Conclusions:== Questions concerning our interpretations of HI 1742 have been I discussed with the manufacturer and other firms speciali"ing xn diesel maintenance. The recommendations regarded as most significant are the replacement of the cylinder head to liner seals and grommets. This is based on age of the seals and grommets. These seals havo the potential fol causing engine damage during an unscheduled emergency start due to coolant leakage into the cylinder. Because we have never observed any leakage being eiected from the cylinders during scheduled monthly prestart e:<aminations and because the manufacturers assumed total run time is ivO/ to 200/ greater than our actual run time, we believe engine reliability has not been significantly reduced and that the scheduled prestart e"aminations will prove adequate surveillance uptil this item can be addressed by replacement of the seals.

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Ne have obtained the services of a technical specialist trom a ( firm speciali"ed in diesel maintenance to assist us dur'ng our disassembly and evaluation of the first engine. The maintenance suggested by the manufacturer will be evaluated as permitt d by the introductory paragraphs of El'1D's HI 1742 and those portions applicable to Browns Ferry's operating environment will be incorporated into plant instructions and performed on the applicable diesels prior to unit 2 startup. Diesel generator operability will be a technical issue that will be discussed with PORC after completion of the upcoming maintenance to obtain PORC concurrence that all Naintenance questions have been adequately addressed prior to unit 2 startup ~ Saf et Evaluati on Surveillance requirement 4.9.A. 1.d requires that each diesel generator (D/6> be given an annual inspection in accordance with procedures based on the manufacturer's recommendations. It is clear that inspections performed to date at Browns Ferry do not strictly follow manufacturer's recommendations, and it has been determined that i tems have been omitted which should be included in the inspection procedures. However. omitted items in a surveillance instruction do not lead to inoperability of the associated equipment fo-technical specifications provided the intent of the surveillance requirement has been met. The intent of T.S. 4.9.A. 1.d is to ensure, through preventive maintenance and inspection, that wear and deterioration do not decrease the performance and reliability of the equipment to a level that is unacceptable. At Browns Ferry, periodic maintenance and testing of D/Gs which have been performed in the past alternately ensure that the performance and reliablity of the D/Ss is maintained. The basis for this is outlined in the technical evaluation for each omitted item. Incorporation of additional identified maintenance items wi)l ensure acceptable reliability in the future. As stated in reference 2, equipment has failure rates that exhibit a "bathtub curve" effect with time. Analysis of failure data for the Browns Ferry D/5s shows as indicated i n references 2 and 4, that they are currently in the stable failure rate =one and have no indication of approaching the wear out "one. Reference 4 utili"es LER"s and tag out. requests as data sources. Hechanical I'laintenance will compare maintenance history records with OE's compilation of tag out requests to determine if the data base u ed to formulate maintenance outage

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information can be expanded. Mechanical Maintenance will discuss the results of their review with OE to determine if an update of the maintenance outage information will be required prior to issue of the final report. The past maintenance and inspection program has met the intent of T.S. 4.9.A. l.d thus far although certain vendor recommendations were not evaluated at that time. As such, the identified deficiencies as a result of this review should not result in the D/6 being declared inoperable. This evaluation concludes that diesel reliability has not been significantly degraded by not performing the manufacturers recommended maintenance. Thi s conclusion is supported by the tech'nical evaluation of each affected maintenance item and by actual conditions found on two of the eight diesel generators. The time frames and magnitudes of safety related loads are significantly reduced during the current pl".nt configuration with all units shutdown. Nevortheless, each of the diesels xn tneir current condition are capable of being counted to satisfy technical specification requirements for the minimum number of operable diesels. These requirements are that two diesels for units l and 2 and two diesels For unit:" are sufficient to t support safety related loads. 1

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glj lj 'f T~N ( ELECTRO PhOTIVE DIYISION GENERAL MOTORS CORPORATION .,;...-..., ALAEEVXZÃANCZEXSTRUCTIQA" ,~ )N 11 RGDUCT/GN This Maintenance Instruction provides average recommendations which should ensure satisfacto-ry engine operation and economical maintcnancc cost. It is intended to serve as a guide when establishing maintenance schcdulcs that will meet thc particular requirements of individual opera-

tions, and planned eco>>omic life of tI>c engine and associated cquipmcnt.

These rccommcndations arc based on tl>c follow-ing conditions:

1. Fuel oil used will mcct thc specifications of, Maintcnancc Instruction 1750.

2. Lubricating oil <jse<l

<vill meet t!>c speeifica-tio>>s of Maihtc>>a>>ec l>>structio>>s l762 and 1764 and will bc changed at ti)e intervals specific>gine coolant used will n>c<<t tl>c spccil'ica-tions in Maintenance l>>struction 1748.

5. OIjerating load lijjjitatio>>s wi!I I~e adljered to.

6. Torquin procedures cont..i>>e>ew

<<>> i>>e~ and>>emily installed replace>>je>> t asse<j j t)lie~. This Maintcnancc l>>struction is <!ivi<!ed i>>to tljrec sections. TI]c first section is>>rai>>ten:luce pl f-formcd before a>>d at'tcr cael> sch;".Iu!e>t can vary. thc maintcnancc proccdurcs must be>>jo<!ifi d to suit individual rcquirer>>en ts. R EF E R ENCI=8 Abbfeviatio>>s afc used In tljis ijjstr<jetion to rcfcrence public'jtioj>s tllat co>>t.jij> ij>to<j".ation related to mai>>te>>;j>>ce. Tfje followjjlg exa>>jp f 5 arc provided to ai<I ijl <jnderstandinl <lie at~brc-viations used.

4. Lubricating oil I'ilters will bc of a qu;jlity L<MM equal to original eq<jip<nent and will be OM cliangcd at thc intervals spccificd in this M.l.

M.l. mell>>s I:ljgi>>e Ijlijljjle<l:j>>ce.jiijjljj..'I means Oljcrating Ma>>j>>.I mcaj)s jjfainte>>a>>ce I>>strj'.etio>> ~The information in this bulletin supcrscdes previous issues of this n t f this number.

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RE EACH EDULED START REMARI>cr Itousing. Add oil if required. L'MM 2/Unit COOLING SYSTEM Cheek coolant Icvcl and add coolant if rcquircd. OM FUEL SYSTEM Cheel'uel supply. OM AIR SYSTEM I)rain contlet)s:tte. Check systetu prcssure. OM eel< oil sttpply in air linc ltibrieator. a lE Open cylinder test valves anil ntanually bar over en'!ine onc cotnplctc revolution, eltcek f'r liquid ejected from valves, and close test valves. If flui(I discharge is observed frotn any cylinder, find tltc catise atld maI(c the necessary repairs prior to starting tlte cnginc. Prelubc engine if unit has been shut down I'or over 48 ltottrs. NOTE: Prelube an(I manual turnover of t)te en- "gine arc not rcquircd before cmcrgcncy start. GOVERNOR t Cltcek lube oil tcvcl. AFTER EACH 'CHEDULED'TART BEMARI(S TIME {MAN HOURS) I/Uni! L E OIL SYSTEM 5 'ek lube oil prcssure at engine. Cltcek lube oil dipstick lcvcl in pan witl'ngine at idle. OM. Oil prcssure s)tould build up witltin 90 seconds.

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lN)LW4.)~,. ~ RE EACH DULED START REMARKS TlME (MAN HOURS) I LUBE OIL SYSTEM Check for lube oil in pan an<t strainer housh)t'.. Add oil if'e<Iuired. COOLlNG SYSTEM Cheek coolant level and add coolant if feq Ul)'cd. OiV <</Uil)t FUEL SYSTEM Check fuel supply, AlR SYSTEM OM Drain condens:) tc. OM Check system prcssure. OM Cheek oil supply in air linc lubricator. c Open cylinder test valves a))d nu)nually bar over engine onc complctc revolution, check for liquid ejected from valves, and clos" test valves. I Prelubc cnginc if'nit has been shut down for over 48 hours. NOTE: Prch)bc an>cr housing. Add oil if required. COOLtMG SYSTEM Chcel'oolant lcvcl and add coolan t if'equired. FUEL SYSTEM EMM OM 2/Ut!i t ('.heel< l'uel supply. AIR SYSTEAi) Drain con<lens;<tc. OM Check system prcssure. 'clc oil supply in air linc lubricator. E Open cylinder test v<llvcs tlt<d futttlutllly bar over cnginc onc cotnplctc revoh! tion, chcc!c f'r liquid ejcctcd from valves, and close test valves. EM f<) Jf fluid discharge is observed frotn any cylinder, find thc cause and make thc r<cccssar y repairs prior to starting thc engine. Prelubc et<gine if unit h;!s been shut <lown l'or over 48 hours. NOTE: Prclubc and manual turnover of thc cn- "ginc arc not required before enter ency start. GOVE,RNOR Check lube oil Icvcl. LMM EMM AFTER EACH SCHEDULED START REMARl(S TlME {MAN HOURS) 1/Uni t E OIL SYSTEM eek lube oil prcssure;<t et!gine. Cheek htbc pil dipstick lcvcl in pan <vitl'ngine at idle. OM. Oil prcssure should build up <vithin 90 seconds.

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s .; M..I).I'7V~ ' R E EACH DVLEDISTART REIVIARI<S TIA1E (IV!AN HOVRSI LUBE OIL SYSJEM I Cheek I'r lube oil in pan arid strairicr Irousir)g. Add oil if'equired. I COOLING SYSTEM ~0 Cheek coolant !eve! arid add coolant if rcquircd. OM /Vl)rr FUEL SYSTEM I Clleek ftlel sllpply OM AIR SYSTEM Dl'alii condensil tc. OM h Clicck system prcssure. Cheek oil supply in air litic fr)brie)tor. lfIE OI)cn cylinder test valves u)<l nianually bar over cngi>>c onc complctc revolution, cheek f'r liquid ejected from valves, a>>d close test valves. L'MM If fluid discharge is observed from any cylinder, firid tlic cause and make the necessary repairs prior to starting the engine. Prelubc en!,'ir)c if'nit has been shut doivr) I'or over 48 I)ours. NOTE: Prelubc and manual turnover of thc cri-ginc arc not required bcforc cmcrcncy start. GOVERNOR Check lube oil lcvcl. LMM L)WM AFTER EACH SCHEDULED START I REMARI(S TIIVIE (MAN HOURS) I/Unit LUBE 0 I L S YST EM ek iut)c oil prcsstlfc tl't el)[',lllc. Check lube oil dipstick Icvcl in t)an )vitl engine at idle. OM. Oil prcssure should build up vjithin 90 seconds.

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'I ~ \\ I 4 ,." i~'I.I:.174'2 RE EACH EDULED START REMARf(S TfME (MAN HOURcl LUBE OIL SYSTEM C'I!eek for I'ubc oil in pan anil strainer housh)g. Add oil if required. LMM 2/U>>it COOLING SYSTEM Cl!cek coolant Icvcl and a<I<I eookint if required. FUEL SYSTEM Cll<<<<k Il!el s!Ipply AIR SYSTEfvl I)rain con<lens:itc. Check systenl f)fcssurc. OM 'ek oil st!ppfy in air linc h!brieator. Op<<n cylinder test valves an<I n!;!nually bar over engine onc con!plctc revolution, check f'r liquid ejected from valves, and close test v;!Ives. Jf fiui<f <fischargc i" obscrvc<l fro!n any cylind'r, find thc ca<lsc and n!af<c tile !lecessary rcfiairs prior to starting tf!c engine. Preh!bc ent',ine if unit h;!s been shut <fovin I'or over 48 hours. NOTE: Prclubc an(1 manual turnover of thc en- 'I',inc arc not rcquircd before cn!crency start. GOVERNOR Cheek )ubc oil lcvcl. EMM L'RIM AFTEFI EACH SCHEDULED START REMARI<S TIME (MAN HOURS) I/Unit LUBE OIL SYSTEM ~ ~ ly <<k ltll)c oil prcsstlfc tlt eni',!ne. i II Cheek lube oil dipstick lcvcl in pan iviti elf',inc at idle. OM. Oil prcssure should build up within 90 seconds.

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4 I 'I I~ , r" ~ l ~I II ~ ~ c I ~ I 4 (4 I 4 ~ %1 ~ ,~ AFTER EACH SCHEDULED START {CONTD) I INSPECT FOR LEAKS Cooling system I uel system Lube'system ExhaIrst system ENGINE I CIreek cylinder test v:rives for leakage. Tiglrtcn if reel rrircd. I . (heck handholc covers for lealcage. Tiglrtcn if required. Cheek air box drains I'or proper operation. I LUBE OIL FILTER I Check lube oil prcssure at filter cover ivith cnginc ivarm and at rated RPM... ENGINE PROTECTOR Cheelc operation. R EP/lAR l(S EMM EMM Clrangc filter elements if input prcssure is grcatcr than 25 psi. EMM, M.I. 259 TIME {MAN HOURS) I jUnit PERFoRM THE FoLLomtNG tTEMs og cwLENDuR TiME Basis EVERY IIEEI( REMARI(S TIME {MAN HOrJRS) 0 INSPECT FOR LEAKS Cooling system I'uel system Lube oil system I.'xll;rrrst systcln hir system LUBE OIL SYSTEM Check lube oil dipstick level in pan. COOLING SYSTEM O'Ircck coolant lcvcl. L:MM OM' /Unit 4

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1 ~ I l ~ 0 wo ~ '.'i,l.1742 ~ ' ~ EVERY WEEI( (CONTD) REMARKS TIME (MAN I-IOURS) FUEL SYSTEM 'heck fuel supply. AIR SYSTEM eo Drain condensate from lines ar)d tanks....'OVERNOR Check oil level and add oil il'eriuircd. ~ > ~ EVERY MONTI-I R EI'v1ARKS TIME (MAN HOURS) AIR COMPRESSOR EMERGEiNCY DILSEL ENGINE OR EMERGENCY MOTOR 'k Operation. l3ATTE R I ES (where used) Clrcck level of electrolyte. Check cell voltage. Check specific gravity. BATTERY CHARGING EQUIPMENT g'[QC i (where. used) Check for proper operation. LUBE OIL CIRCULATING PUivIP AND MOTOR Check operation. Refer to Manu fac turer's manual. With engine shut down and so'rlk back prln)p n)otof rrln-

ning, rcmove rear oil par) handhole cover and cheek oil flow from gear train.

Observe camsh:)ft bca?in s. II'ube oil flows from crlll)sh')It bearings with turbo lube p urn p ru l illlllg '!Ild C i)i'.rnc shut dowr), inspect turbo filter outlet check valve I'or proper operation. I/Unit I/O /Installation I/O /Unit

~ i ~ ~ ~ i,ega E ~ i ~ EVERY MONTH (CONTD) REMARI(S TIVE (MAN HOURS) IMMERSION HEATER Check for oil cn tcrin 'trainer

housint, from oil t'ilter cooler.

I/",'I.'nit Clicck for proper operation. COOLING FAN OM I/Oi Lnit Lubriciitc. SI.IUTTER LliJiYAGE AND MOTOR Lubricate. SHUTTER BLADE PIVOTS lf appliciblc. Tivo sliots of ball bearing grease. lf applicable. Light riiotor oil. I,'0 /Unit I '~, Ulllt , ~ Lubric;ite ENGIIIE Pcrforni cnt,inc test riin. I f applicablc. Poiv(lcred Iubrica n t. Run at not less titan 75"c Ioatl for not less than I liour. EVERY Tl-IREE MONTHS REMARKS TIME (MAN HOURS) LUBE OIL SYSTEM 'I;ike s;i>>iple for;in;ilvsis. COOLING SYSTEM Tilk e iilnl pie lnune(ti'i tel v after engine test. The services of';> conilie teii t latiora tory stlould bc ilsetl to tllonitor tlie suitability of the oil for continued usc accof<lin'o M.I. 1762. I/ 'Ui:it ) 4/L'nit ( lleek lllllll'iitorculleentration. E NGINE AIR F ILTER-.PANEL TYPE OIL BATH ll Cheek oil level. Iil. I..-l 74 f3. 'I'ake sa>>) pte ill)ii)edi;itclyafter eii!:i>>e test. M.l. 440 I.'0 /L'i!"it

gl

~ ~ 'l ~ ( ~." 'M.I: 1 /42 RY TI.IREE MONTHS (CONTD) REMARKS TIKIE (MAN HOURS) AUXILIARY.TURBOCHARGER OIL FILTER Replace clcmcnt. FUEL TANI< Drain condensatc. OM. Unless 500 hour filter change has occurred first. Drain more frequently during periods of high humidity or rapid temperature changes. I/'llit I/2/inst llation AFTER FIRST SI)( MONTHS REMARI<S T I)')3 E (MAN HOURS) ENGINE NUT AND BOLT TIGHTNESS C"ICCI< Cylinder head crab nuts. ust manifold flange bolts. Cvlinder liner ivatcr inlet linc nuts and bolts. iiead frame to cranl'case bolts. Torque to values specified in EMM. Unless 250 hour check has occurred first. 16 L nit Turbocharger to air duct bolts, aftcrcoolcr to air duct bolts, and air duct to crankcase bolts. EVERY SI)( MONTHS REMARKS TIME (MAN HOURS) ENGINE Cl>celt cxhalist manifold base flange bolts for proper tightncss. 6 I V E UN IT AUTOMATI C OP E RATING SEQUENCE CHECI< FROM ALL CONTROL STAT)0NS PERFORM REDUNDANT SYSTEMS CI-IECI< I:MM Refer to proccdurc,at rear of this Maintenance Instruction. I/Unit 2/Unit

I I P I I

WI ~ "~ 4 Ir ~ ~, 1i't'L' ~ s re% ~ ~ y ~ 0 ,e EVERY YEAR ENGINE REMARI>spect air box. Inspect crankcase. ~ Inspect crankshaft and connccti>>g rods. EMM Et IM. Inspect pistons an~I pisto>> rings. I>>spec t cylinder liners. Inspect cylinder head mcchanisrn ivitl> cnginc idling lnd at operatl>>g tel>>peraturc. EMM I>>spcct cnginc fuel li>>cs and <<on>>cctions lor leal's. l>>speet e>>gine vfa(".r syste>>l fnr leaks. Check injector ti>>>i>>g and injector rack Icngtl>. I Mh1 IMM Cl>eck lash adjustcrs. liMM ( l)eek 'ovcrspccd t rip. I<e>>invc <<nd clca>> oil separator cle>>ic>>t. I RIM EKIM Inspect cductor tube for carbon deposits and clean, if necessary. t I EMM t I I i OIL SYSTEM IO'U>>it Cha>>gc engine nil. Clean oil pan. Cliangc lube oil filter cienie>>ts. Clea>> filter ho>>sit~I'.. EMibI. U>>less 1000 hr. oil change has occurred first. Evaluation of'>>gi>>e a>>d oi! condition should dictate thc frcqucncy of this item. Type of service, type of oil, quality of filter clcmc>>ts, and. co>>di-tion..of cngi>>c ivill infiucnec thc frequency ol nil change. I'.Ml'$. Unless tl>c 500 hour filter change I>as occurred first.

L 1 C I II

~ ~ ~ g s 'M.I..],/42 RY YEAR (CONTD) REMARKS Trlrsrr (MAN HOURS) h Clean lube oil strainer and hc using. Fill strainer housing with oil before restarting cnginc. CAUTION: Aftcr lube oil filtcr changcou t, operate lube oiI circulating pump for a minimum of I h our before starting engine. E)EXHAUST SYSTEM 8/L'r:it Insp'ect nranifoid .:onncctors for !incr cracl<s and replace if nccc.;sary. ~ Remove manifolr'. screen and trap. Check for 'racl<s and clean. GOVERNOR I /4 r:nit bricatc linl,rge moving parts. INE Alfi F ILTER-PANEL TYPE 'IL GATI-I 8 'I '::ir Inspect. LUGE Oil CIRCULATING PUMP AND MOl OR M;I. 440. Drain, clean sunrp, and refill with clean oil. 2/Uriit inspect:ill<I clcall 'with dry:iir. i<el)l;rec brirslres. Remove and clean chccf'alve. STARTING MOTORS AND STA RT ING SOLENOIDS If equipped witl> DC niotor. S/Unit Disassemble, clean, and lubricate. Renew parts if ncccssary. MAIN GENERATOR pcct collector rings and brushes, and replace ruslrcs if rcqrrircd. M.I. 3327 I/O /lrnit

~ 7' I

~ ~ ~ ! HA'% 1 4 ~ ~ ! ~ 8 'I EVERY YEAR (CONTD) REMARKS 7 IiVlE (MAN HOURS) ELECTRICAL DEVICES t ~ Cheek operation of; ,II Annunciator panel alarm circuits. Voltage regulator. All relays, contactors, and circuit brcal'crs. Ohl M.l. 4523 OM'/Unit EVERY TM YEARS ~ ~ ENG INC REMARI<S TIME (MAN HOURS) ) L-t GOVERNOR p) < 'C Ch;in. c oil. TUROOCHARGER OIL FILTER (engine mounted) Cheek prcssure drop across. aftcrcoolcrs. EhfM. Clca>> air passages it necessary. EhlM. M.l. 17()4 I," /L':; t ",L'll!t

Rcrnovc, clean, and inspect clicck valves; rc-EMM place if necessary.

Change filter clcmcilts. i l FUEL' ILTCHS C'ltange engine nloiiilte<f I'iltcr clcnlcnts. Cle,in stietion str;liner. CNGINE PROTECTOR I Replace I LUDI. OIL CIRCULATING PUitt)P /tND MOTOR EMM. Unless 500 llour filter cliangc llas occurred first. EMM. Unless 1000 liour filter change has occurred first. M.l. 259. Replacement shotilt! bc EMD Unit Lxelt;t~igc or c()uivialcttt. I/Unit "/Unit L nit: Rel)I;tec. l<eplaectticnt shoiiltl he I:II!) Ulilt Lxchangc or e(llllvalent..

t V n J

~ & ~ \\ 'h ~ 1 I . 742 I 'I EVERY Tl-IREE YEARS I REMARKS TIME (MAN HOURS) ENGINE NUT!AND BOLT TIGHTNESS CHECK I Cylinder head crab nuts. 1 Cylinder liner water inlet line nuts and:bolts. Head frame to crankcase bolts. Torque to values specified in EMM. 16, t lilt Turbocharger to air duct bolts, aftcrcooler to air duct bolts, and air duct to crankcase bolts. CRANKSHAFT DAMPER I/ . rl'.t lnspcct d',imper while engine is being barred over. I=.UEL PUMf Replace coupling spider. e UENCY GENERATOR (Where Used) Replace coupling spider. COOLING SYSTEM THERMOSTATIC VALVE I/Unit I/L'r!it 6/L'r;i; Rcplacc 0 rings and thcrinostatic clcmcnts. COOLING SYSTEM E MM, M.l. 581 3/4 /L'rrit Rcplacc prcssure cap. Inspect filler neck for damage. Replace if damar.cd. I=."'ERY SI)( YEARS REMARKS TIM.": (MAN HOURS) I ENG., )E Rcplac'; 'op deck cover seals and cltcck latclrcs. cplacc c 'linder head gronrnrcts, inlet 'md lct seals, and lower liner seals. ~ Qualify injector.', Check exhaust valic timing. EMM. Unless 8000 hour cylinder assembly replacc-mcnt has occurred first. 2IUi:. I I a g Llc1r 2 1/2 /Unit I/Unit

~ p 1,Il

~ir I 4I ~ EVERY Sl)( YEARS (CONTD) REMARKS "~ TIME. ~ (MnN HOURS) Replace ivater pump seals and all vsorn parts. EMM. Unless S000 hour 16/Uni: chccl< has occurred first. . GOVERNOR BOOSTER SERVO (Mlhcrc Used) Inspect brushes and seals and rcplacc if rcquircd. FUEL PUMP

Replace,

'I LUBE OIL FILTER Rcplaccment should bc EMD Unit Exchange or equivalent. 2/Unit 2jUnit 2/Unit Rcmove oil filter bypass valve, clean, inspect, M.l. 926 and test. MAIN GENERATOR Rcmove bearing cover an.l inspect for grcasc M.l, 3327 contallllnatlon, cxcesslvc 'Lvcar an(} ovcfllcaflng. Rcapl) Iy grease. Rcvcrsc polarity of collector rings. 8,'I.'ni t EVERY TVJELVE YEARS REMARKS TIME (MAN HOURS) " CRANKSHAFT DAMPER Replace COOLING SYSTEM Rcplacc flexiblc coupling seals. ) LUBE OIL COOLER Inspect, clean, and test. HEAT EXCHANGER inspect, clean, and test. M.l. 9"-7 EMM 4S/Unit 16/Unit 16/Unit I 61 Ln<t

!0 II '

2 ~~BFCrHIVI YHE PQLLOIflMG lYEMS ON BUNNlNG TIIVIE BASfS AFTER THE FIRST 250 HOURS OF OPERATION REMARKS TIME (MAN HOURS) ENGINE NUT AND BOLT TIGHTNESS CHECK Cylinder head,icrab nuts. l Exhaust ma>>ifokl II;rngc bolts. I I Cylinder lirrcr,'eater inlet linc nuts and bolts. llead fraine to,cranl<case bolts. Turbocharger to air duct bolts,:rftercoclcr to air duct bolts, an<i air <luct to cranl<c'rsc bolt>>. Torque to values spccit'icd in EMM. I 6/Urlr't 1h EVERY 250 HOURS OF OPEliATION R EMARICS TIME (MAN HOURS) C 'G FAN GELT Inspect and adjust if necessary. OM. Ifapplicable. I/" i I,'rrir EVERY 600 IHOURS OF OPERATlON REMARI<S TIME (MAN HOURS) LUBE OIL FILTERS Change filter elcmcnts and clean housing. Clean lube oil straincrs and lrorrsing. TURBQCI-IARGER OIL FILTER Clrangc filter elcmcnt. Fill strainer housing ivith oil bcforc rcstarting engine. Filter clcmcnts must bc of a qua lity equal., to original cquipmcnt. Thc interval of change for turboclrarger and soal< bacl< filter elements is influenced by load

factor, 1<ind of lubricating oil, type of operation, climatic condi-

tions, and maintenance of main lube oil filters.

I 4/L'nit I/" /Unit

/ I I

~ ~ ' i r ~ ~ '> ~, lf.i. I?42 EVERY 500 HOURS OF OPERATlON (CONTD) REMARKS TIME (I',1AN HOURS} AUXIL(ARYTURSOCIIARGER FII TER Change filter clcmcnt. CAUTION: After lube oil filtcr cl>angeou t. operate lube oil circulatin pump for a minhnum ot' hour bcforc starting engine. I/O /Unit EVERY 1000 HOURS OF OPERATION REMARKS TI ME (iiiAN HOURS) )0 OIL SYSTEM Change engine oil. Clean oil pan. Clean filter housing. Clean lube oil straincrs and I>ousing. FUEL FILTERS Clean'uction strainer. Change engine mounted I'iltcr cleinents. EMM. Evaluation ot en inc a n d oil condition should dictate thc frequency of ti>is item. Type of service. type ot'il, quality of filter elements, and condition of cn inc ivill influcncc thc frequency of'il change. Fill strainer housing viith oil before restarting engine. CAUTION: Aftcr lube oil filter changcout, operate lobe oil circulating pump for a minunum of . I l>our before starting cn 'inc. Ebfw.. Usc only clcmc>>ts equal to original eq>>ipmcnt. 10.'Ui il. I, Unit

P II3 Vg 0

~ ~ v ~ 4' 1742 ~ 4 ~

• ~

a:ii ~~~agpl EVERY ODDD HOURS OF OPERATION REMARKS TIME (NIAN HOURS) TURBOCI.IARGER I Unit exchange. ENGINE . I ~ to Replace cylinder assemblics. I I Replace injectors and check timing and rack length. I Visually inspect and qualify connecting rod bearings. Inspect and qualify piston cooling tubes. Install nevi thrust collars. Install net lovier main bearings. ! eck rocker arms, rocker arm

bushings, a!d folloviers.

ELM EMM EMM EMi"iI 24/Unit 80/Unit 2/Uni t I/-; t.'!ut I/ 2 /Unit QiUnit 8/Unl I/Unit Check lash adJustcrs. Chccl( exhaust valve timing. Replace Evater pump seals an('ll vi('r. parts. Replace oil pumps. Remove oil prcssure rclicr valve, clean, inspect, and test. Replace governor. EMM EMM EMM EMM Replacement should be EMD Unit Exchange or equivalent. I/L': it I/Unit 16/Unit 5/Unit 4/Unit 3/Unit

v I ~ f g 1

~ PROCEDURE RESULT ~ I. Sct remote excitation cabinet START 1 circuit breaker to OFF position. v Annunciator panel POPOVER ON light goes oui. NVR relay is dc-energized. 2, Sct rcmotc excitation cabinet PREFERRED START sclcctor (SCS) to position I. 3, Sct cng!ne control cabinet SELECTOR S(VITCH (ALS) to AUTO position. 4. h1anualfy hold thc engine injector control lever in thc offposition. DO S. Simulate an emergency type start by energiz-ing (Custoincr's) automatic start relay or by paralleling the relay contacts in both start I and start 2 circuits. Maintain starting signal for 15 seconds. NOTE: Ensure starting signal is only for engine to bc tested. Onc second after start signal, START FAILURE alarm will sound. Engine wi!1 bc cranked by thc starting motors on thc right side of engine (vicwin engine from generator cnd) for four seconds. Starting motors will stop cranking engine, engine will coast down, then starting motors will crank engine again. Engine coast down and second cranking time will take 4.5 seconds. IVhile starting motors are cranking, No. 2 governor booster pump will bc running. hlotor driven fuc! pump will start when cranking starts and remain funning. ,,,6. Rcmove starting signal and relcasc injector control lever. NOTE: Steps 20, 21, and 22 of this procedure must bc pcrformcd within 10 minutes after Step 7. 7. Press engine control cabinet ENGINE STOP push bu t tons. 8. Press annunciator panel ALARM RESET pushbutton. STLO2 relay wi!I drop out. h1otor driven fuel pump will stop. Governor will be s"t at idle speed position. NOTE: Ifmorc than 11.5 minutes elapses hctivec:I Steps 7 and 12, governor wi!! be reset to full spccd position. 9. Set remote excitation cabinet START I circuit breaker to ON position and set START 2 circuit breal<cr to OFF position. 10. Sct remote excitation cabinet PREFERRED START sclcctor (SCS) to position 2. I 11, Manually hold the cny'nc injector control lever in Ithe offposition.

1 P r

~ ~' ~ ~I ~ ~ $ ~ 1 ~ ~ ~ ~ 4 vl ,, ~aCeeaear ." ac~:"'eig i42 HEDUNDAMTSYSTEMS CHECK PROCEDURE RESULT 12. Repeat thc simulated crncrgency type start Onc second after sigr!al, STAfiT I=AILI.'lil='larm (Step 5). Maintain starting signal for 15 w!II sound. Engine will bc era!!ked by tire st rting sccorrds. . motors on the left side of the en !ne for four seconds. Star titrg motors will stop crankin.:

cnginc, cnginc will coast

down, then starting motors will crank engine again.

Engi:!e coast down and second cranking time wi!l urke 4.5 seconds. iVI!ilc starting motors arc cranking, No. I gover-nor booster pump will bc rrrnning. Gover!ror will bc rcsct to full speed position. Iilotor d."iven r'uel p!rrnp will start when crankin.! starts anil rim,!i:!s r!rrrnirrg. 13. Rcmove tartir!g signal and rcleasc injector control Icier. j Ii ress annunciator panel ALARM IIL'SLT ushbut ton. 15. Press engine control cabinet LNCINE STOP push bu ttons. 16. Sct rcn!otc excitation cabinet PREI'El<RL'D START sclcctor (SCS) to position I and sct START 2 circuit brea!ccr to ON. STLOI will drop out. i'ilotor driven I'.!el pur.:p viill stop. Governor will be set at idle sp;" d position. I>> 11.5 minutes governor ivi!I be reset to 'full speed position if another autorn tie start signal has not bccn rcccivcd durin that tirue. NVli rcl;ry !vill pick up. Annunciator panel PONLI< ON light goes on. 17. Close air linc shutoff valves to the startir!g motors on both sides. 18. Rcpcat thc simulated cmcrgcncy type start (Step No. 5). Maintain starting si nal for 15 seconds. 19. Press engine control cabinet I!NGINE STOP ushbut tons. E: Steps 20, 21 and 22 of this proccdrrrc must bc pcrformcd within 10 minutes after Step 7. 20. Press annunciator panel ALARM III:.SET f111I,'4 r11I t r&l1 Governor booster pump No. I will ru!n for 3 seconds then stop. START I.AILUIii=:!Iarr>>ivill sound, after whiclr governor booster pur;!Ps Yo. I and No. 2 will run for 3 seconds t!!;n stop. Governor booster pump No. 2 will the!! run for another 3 seconds then stop. ILIotor driven fuel ..pump will start when governor booster I:.!np Yo. I started and will remain runninp STLOI and STL02 relays will drop orrt. 4lotor driven fuel pump will stop. Governor wi!! be set at idle spccd position.

I I I ~ / t p q1

PROCEDURE RESULT 21. Sef remote excitation cabinet PREFERRED START sclcctor (SCS) to position 2. 22. Rcpcat Steps 18, 19, and 20 of this proccdurc. Governor will be r<<sct to f(:!! s<':ed position. Governor booster pump Yo. i!I run I'r 3 seconds then stop. START I AIL(.'IiI:...Ian>> iv!1< sound, after which govcrnoi-booi(er pu!:)ps.'io. and No. 2 will run for 3 seconds t!)<<>> stop. Governor booster pump No. I will then run for another 3 seconds then stop..'ilotor driven fu I pump willstart whe>> I(over>>or I (>>);.t.r pump.'i'o. 'filf te(l aA(l w)ll fcn)!!I>> fuf>>)in<'. 23. Press engine control cabinet Eit!GINLI STOP push bu t tons. STLOI a>>d STLO2 relays (v!il drop out. ~l((.; driven fuel p>>n)p v:ill stop. G )icrnor v/I!I!s" ( ~. idle spccd positio>>. I>> I!.5 minutes < over>>or (v:il reset to full spe<<d position if'nn(her a!!to!Aiat!c start signal has not been received d(!ring tha( (i>>)e. 24. Press annunciator panel ALARM RESET pushbutton. 25. Open air linc shutoff valves to the starting I>>otors on both sides. 26. Mani)ally hold thc cngi>>c injector control I<<vcr in the offpositio>>. ~ NOTE: If the test in Step 27 is conducted in less than 11.5 minutes al'tcr Step 23, governor will move from idle spccd to full speed position. If after 11.5 minutes, governor willalready bc in full spccd position. 27. E>>sure rc!note cxcitatio>> cabinet I RI'I'I'R-RL'0 START selector (SCS) is still in positio>> 2 and rcpcat thc simulated cmcrgcncy type start (Step 5). Maintain starting signal for 15 seconds. ~ 'overnor booster pulnp I Jn. ':I!I tt!)rt, I>>otnr driven fuel pu>>)p will st;)rt, a>><l e;...'i:)e u,iil cranked by starting motors nn th 'ight side o<f thc cngi>>e for 4 seconds. Gov<<r>>or ~l.;i>>id try to for;; thc injector racks out of th<<no I'I!(lposi(ion. Af(e; thc 4 seconds, thc START FAILURI) alarm (ii!:, sou>>d a>>d stilft)>>g>>)oto)'s wl< s((1p cn>>)kl!:. E>>gine (vi!l coast (town. Starti>> 'n(t(ors 1:1 ~o".-. sidcs of the engi>><<wilL then er,.>>k (h. L>>g>>1!'-coils'f dow>> a>>(l scco>>d cra!)ql!)<< II,".1C 'i:<, take 4.5 secpf id>>. I;>>"Ine I'vl!I cn.!if dovv>> i".'-'!I:). St;Ir(I>>g Aloto)'s 0>> the I<<It sit!e ()I I "en"I 'l!'he>> ef;ulk th<<c>>I',I>>c lof (ale '(h!. d t>>;le. coasf dow>> i)Ad thlf(l cfi!>>ki;I t:Ii.'<i)II ( )k" I.) sccoAds. 28. I'ress engine control <<abi>>ct EN(!INI'. STOP pushbu ffo>>s. S1'LOI 'I>>d S1'LO'e!:)y>> (vill drop o( (lrive>> foci p!>>np will stop. Govcr>>or willI: i,;,.: idle sp(ie(l posi(io>>.

SI M 42 REDUNDANTSYSTEMS CHECK PROCEDURE RESULT

79. "Press annunciator panel ALARM RESET pushbut ton.

1 30. Set remote excitation cabinet PREFERRED START selector (SCS) to position l. 31. Manual!y hold the engine injector control lever in the off position. NOTE: If tire test in Step 32 is condrrctcd in less tlran 11.5 minutes after Step 28, governor will move from idle speed to full spccd position. If after 11.5 minutes, governor will already be in full speed position. 32. Rcpcat thc simulated crncrgcncy type start 'Step 5). Maintain starting s!.,nal for !5 seconds. Refer to Step 33 as to wlrcn to release the injector control lever. 0 33. )Vhcn thc starter motors start to crank thc engine for thc third attempt, immediately rclcase thc Injector control Icvcr. 34. Press annunciator panel ALARM RESET pushbut ton. Governor booster pump No..l will start. motor driven fuel pump will start, and engine wi!I bc crarrkcd by starting motors on t!rc left xi~!c of t!rc cnginc for 4 seconds. Starting nrotors wi!! stop cfallkrlrg tile cllglllc, engine will coast (lowrl, then starting motors will crank engine again. Errrinc coast down and second cranking time wrl! take 4.5 seconds. Engine will be cranked by air startin" rrrotors on right side of engine, and cornc up to speed w!:cn injector control lever is rc!cased. If t!rc <<ir<<rri:s arc set up, the unit wil! flash thc gcncrat<<r r'ie!d and close thc generator brea!'cr. 35. Press engine control cabinet ENGINL'TOP pushbut tons. Breaker will trip, governor will run down to idle speed

position, and engine will idle for 1!.5 minutes.

En@'nc will stop and governor will be rcsct at fuII speed position.

I I (

(h

J ~ ~ s 4 4 H. L. Lewio9 Plant Banagor (Acting), Drowns Ferry Nuclear Plant, ?"JC PH John A, RaulsCon, Chief Nuclear Engineer, M10 0126 C-K q/z(/zs y>, ness.gs. BRANS FERRY NUCLEAR FLA?1T>> DIESEL GENERATOR OPERABILITY In order to roduco tho impact on unit 2, cycle 5 outage, we believe it is necessary for TVA Co dotcrmine a course of action Chat will continue Che high reliability exhibitod by the DFN diesel generators in light of the fact that tho manufacturer's recommended 6-and 12-year maintenance actions have not boon performed on Che BL?l dicoels, !io do noC boliovc that the BFN dieoels should b declared inoperable because 'Chose maintonancc rocommendations zero not performed

because, in act u"'ac".,

thc dieoelo havo oxhibitod no indication of unacceptable reliability,;nis io aho;>n in tho attached table. ?Io aro nor in the process of updating this table. lihat wo recommend ia tho folio~ring course of action. 1. Porform Chc manufacturer'o rccommendcd 6-and 12-year mainten rcc actions on Cwo of thc four dieaol genoratoro for units 1 and 2 (diesel Gcr.erat"ra A, 0, C, D). Ermine all parts replaced per the manufacture. '- r ecommondationo for signa of rrear and deterioration. If thc rep: aced parts aro acecptablo on Cho thoro diosela, do not perform the rec";..=ended maintenance on thc other trro diosola at this time but perform t!rc 'maintonanco on a otaggcred basis (one pcr r efueling) in the future. 2. Perform tho manufacturer'a recommended 6-and 12-year r aintenanc actions on Cairo of Chc four diesel genorator for unit 3. Choose the two that are>ot backups for tho dioael >>or?:ed on for units 1 and 2. For oxamplo, if dieaclo A and D aro worked on for unito 1 and 2, work on C and D for unit 3, Evmino all parts replaced per the mnnufactur cr's rocomnondationo for signa of wear and deterioration. If thc replaced parCo are acceptable on the t;ro dicaela, do not peform the r ecorwen~ed maintonanco on the other Cwo unit-3 diesel at this time. The remaining two dioaelo should have the recommnded maintonance performed on " sCaggor cd basis (ono p r refueling) in the future. Tho reason for thio roeommendation ia that the die"el generators ". o.".i re cxhibiCing excellent roliability, and we do not >>ant to degrade this rol.iability. In goner al, equipment haa failure rates that exhibit " "b. h: b curve" effoct with timo. Failure rate Time +- Drcaki n ?lear out~

I I t I , ~ 0

H. L. Lewis C4 P BHC1NS FERRY NUCLEAR PLANT - DIESEL GENERATOR OPERABILITY Uo beliovo that the BFl/ diesel generators are in the stable failure rate zore bchreon broakin and uearout and have no indication that we are even approaching tho nearout zone. Xt may decrease reliability and introduce the potential for common causo failuros to have maJor rebuilds performed all at once on all tho dio el generators unless >re are convinced thero is significant dogradation. It would be bad engineering practice to move frc a lo:r-failure rato zono to a potontially high failure rate zono (duc to brcaHin), All futuro maJor robuilds on the diesel generators should bc done on a staggorod basis. Xf you concur with this rocommondation, it may be possible for iYA tc t.l:c this approach to the dioael gcn rator manufacturer to rc.hive any potential problomo tiith thc tcchnical spocifications. John A. Raulston HFC:J!H Attachmont cc (Attachment; ):

RBG, SL 26 C-K

-. N.,R. Beaslcy, A10-BFN P. Ef. Chandler, NO C'!76 C-K C. A. Kandley, le C126 C-K T. E.

Haynes, I:,'l-BFN H. L. Jones, H10 D22ri C-K L.

i1. Lau, N10 D220 C-.K I Thgs MQ3 proparod principally by R. F. Christie, extension 72 I tension 7200 E76269,03 I i 2g

R ~ ~ RR ~ ~ eR ~ L, ~ y;1"' LRRWR~ l t Table A.2.5-4 C<>>~ >no<.nt Ty~c.s l)icscl Generators Lail>>rc tin<le: I:ail>>re to StR"vt nn Deman<l o Component Population: 1'our Diesel Cenerators are r'"re 'nd four are assigned to unit 3 o The <licscl },cnerators feel<sac tbc diesel air start'r." ace, and thc fuel oil priminp pu-:.ps. o Test'Data: lhsghcr of SI Tests pcr l'lonth-Quartcr-6 llontl's " Year " Rcfucling-Total 11>>mber of Comnoncnt Demands in Period-2 0 2 G 1 '4c~G: o Failure Data for Given I'ail>>re t!odc: >RRRRRrt:ad I:<Ri>urR. r-"-, R ~ l } / > /76 (';7/ <.)/77 0"/ln/77 Il/ !/77 l"/0:?/79 0}/07/4'0 0<'>/02/80 Tcs t OG D (UI/U2) DG 3P (U3) D<';:D ('}3) DC 3D (U3) l)<", 3C (t}3) l'.G 3h (tU) Dt'll (U') R Data S.".>>rcc: Surveil l,.ncc In.,tr<:cticns 1 ' t ~,, ~ V ~ ~ ~ o l'ail>>re l)ata Source: Il;EBs> LEBs, l>Oil.> ~ R s>ed 1>" us'n t t<<>>:.".:o-'- Th<. total ru.ml>cr of t<.st:s <; as <lctermir.e an<! tl;c s]t.i~bar o;. components \\'estcd pc!. >>nit per. SL ~ l> it> thc st'>>>>y l>erio<l st>>>!n i < Table h....3 j><tv<i < o>>rit 'l'<!o <lies<.ls n><; a:;su<i<<t tRo bc <<""il'c<l tp unli 3 ~ ~ ~ ' to un.it ?, an<i four <li<,".:cls ar.e for<<<c<l on<c pcr month anu rtar's each DG once> SI once

per, month an<1:.tart each DO

~ ' "> ~ } ~ ~ ts each DCi once, 5> V<'<<>}><'r:>t><<;; cycle an<i star t'<'! < c> 5I > ~ g >> ~ j s Remi-ann>>a! Iy an<i::t;art:: <'.ach l)C ti r'nn>la IIy .">> <t ta r to e>> c "< lRG three t Lmc.'

j J

~ ~ C a VVr L,~,'L s ~II 4 ~', 'e A l~ M A-Da "i%"%lh.~eCI.>> - ~. w rl,\\>>>item@ ~i'Ct,wt)J'I~ I' 2 ' t I Table A.2.5-44 (Contr.~c d) . '; CO'.1PONEHT TYPE: Dic"el Generators

Failure Hode

"lailurc to Start on Dc. an; 1

.'Spccializ".d 1hrdvarc Failure Rate Distribution 2e L~) E-03 C~~ z~OE-02 3o 07=-01 3~5ot'.-Gl GQ'.-cl bo3~~ C-02 l~ 5 ~C-02 2oO~h-C3 3o 66C.-O'~ 5 cd~c5 6o72f.05 2 5(: C3 3~8'". --03 0o )9 ~3 6 56"03 8 roc)'3 F o0~"E-02 ln? 3tr-02 L "~) li-02 5n r. 02 io7c<-oz lo97 02

I p V /

I ~ 1 K \\ 1 ~ I Table A.2.5"45 II I ~ Con *on!.nt' ) ai.)i<re l)odi". h ~,~, ~ Failure Du'r'in@ Operation o 'omponent Population". Pour DGs arc sh" rc)] by !!nit: 1 DG arc as ipncd to unit 3. o Total Component Scrvi.cc IIours i.n Period: 611 Oasis: The dicscl generators arc normally in a standby -t='".".. assumed that the only significant run tire is ccr"!I.)::r:.:: surveillance tests ' outlined bclc:!. Usia( the number of test periods given on Table A.2.3->>!; .".::) =" '.'::*. t<;o DG" arc assigne!I to unit 1, tuo DGs are assi'"..e 'o u.".'Cs arc assigned to unit 3. I: >:cgiicncy qe)m~J I ~ en ) I t'.9.A. I 4.O.A.1. 4.9.A.1.b 4.9.A.3.a 4.g,A.4 b Once/month Once/nonth Once/on rating cycle Semi-annually Sca>i"annually 10 rin. 10 rain. first "t.". = 1 ho'ur sccon!i st "t 1 hour 10 min, ~ first 1 hour second 10 r!'s fi ",t ".t:. ~ hour sccon( .":: l"-' hour third start ) .o I'ailure Data for. Give>> I',>ll.:!rc )!odc: )ot,a1 7 ll ~ )) a I)a t(! 11/03/7C) DG 07,'P.)/7I DG 06/09/AO 3D I:..porte(I Pa lur!';>ce!I I'.rratic Duri>>p Test (UI/U2) IC I'ield Breal.er Trijp!.!I (U1/U2) DG Au::iliary Oi.l Pu.":.D IIotor !.'rrt': 0!.'-n ()':.':. '-"'est Data Source: Survci Ilancc Instructions Failure Data Source: J,I'..'<n, I,FJ:Ds, Itpils

/ ~

~ ~ g ~'ahlc A.2.5"45 (Continued) COiiPOiKNT APZ: Diesel Generator" -I:ailure klodc: l'ailurc During Operation Specialized jfardware lailurc Rata Di"tribution PAGO'COL L J.T V Vi"'.UC Lo30C-05 An 07"--{l~: Ao'935-03 AoQAL-02 9 70E: C7 7~0oE-OA 3 QGE-Cl A~ 7GL."C 'eQQG-02 7 J")F -C~! 3o Y~~Q-Q.") Z oOc~ OJ Xo27C-03 L.o C 2l=; 03 2 <<>376 O3 3o43:=- G3 5 o02;;-03 7 3 '.-03 A oLCC-C2 5>E-0~ 2~ 2'iE- 02 3oAAE02

/ ) ~ ~ t l

r< ~ ~ ) Baca-Mom vE Efectra r tattve Otvlsten General Matara Cart)aratlan LaGraaga. Illlaa!s 60525 (3)2) 387 SOQQ Juno 2G, l9S4 Tennessee Valley Authority Hr. Dale Taylor Drowns Ferry Nuclear Plant P. 0. Box 2000

Decatur, AL 35602 Subjoct:

EHD l'lodcl 999 Sy<<tcm Generating Pl nts EHD Scheduled Haintcnance Program IE 1742 Rcv. l (Junc '.',6) Browno~Fmr Iluc)ear plnutz TVA

Dear Hr. Taylor:

Tltis is in rc pons<. to llr. Aarott's J)tno 32, i9ll4 3<'t:t< r L<) Hr. Ed Rails requesting clarif3c'ttion of ccrtnirt rccorrmcrt<l:tti>><<'. wiLi)i;t.')". 1742. iiL 1742 was writLen specifically for EllD Hodcl 99) generating plant" in nuc3oar standby service and is b..sod upon an anticipaLcd en",.inc I running time of approximately 100 to 200 hour.. pcr year. As sta; in the incrod<<ction t:o t:ho Hl, "Zt is intended to scrv<) a::.. t.ui.!c when establishing )naintcnnn<:c scl>c<lulcs that will meet ehc parti 'ul ))'cq<<irements of i))dividual op<)ratio<>>>ernie life>>t thc engine and associated equipmcnt.- Because operaLi>>g rcquiri'.-..::."); for. tltis oquipmo>>L'an vary, the maintenance proced<<ros m<<st bc II a)edified to suit individual rcquirc)nents. Enclosed is a copy of Revision l (June 1976) of Hl 1742 tvhich in it:se3.f will an wcr or clarify some of your questions. Tl)o folio<ring specifically addro.,ses tho 'e items mentioned in your letter: I 1. Lash Adjusters: The "Checlc Lash Adjuster" recomnendatic".: is found on page 7 (Every Year) and on page 3.4 (Eatery 8,000 llours Of Operation) of H3: 1742 Picv. E. To "c'.".cc' a 'lash adjustor tacans to visually inspect thc lasl> ad3unter (in place) to insure it has not coll<<sped a <l chccl; the adjur;trent pcr steps 1 thxough 5 of titc Engine Haintenance

Hanual, SccLion 5, t)ndcr "AdjusLit)g liydraultc Laslt Adjusters".

Thc chock" does not: inclu<lc removal an<I disa: sembly, antlcss of course, thc el)eel< rcv<als a need for repair or replacement.

I ~ s p 9 ~ ~r, ~ ' t s ELECTAO MOTIF Oivisiort of Goncraf fttotors Corporation r 'Hr. Dale Taylor Page 2 Junc '6, 1984 s 2. Cranksltaft and Connecting Rods: The "Inspect Crankshaft. and Connecting Rod" recommendation is found on page 7 (Every Year) of HI 1742 Rev. E. This statement,'f talcen in a strict literal 'ense, can be misleading. Me have no intention, whatsoever, of suggesting that main cranksnaft bearings be removed or for that matter to disturb these bearings in order to facilitate crankshaft inspection. Nor do we intend that a connecting rod be inspected in a strict literal sense since to do so trould require removing it from the eng'ne and clteclcing it in a test fixture. Thcpltrasc "Inspect Cranlcshaft and Connecting Ryds" sltould bc taken t:o mean performing a cut.'sory visual inspection of thc crankshaft and connecting rod araas to inspace for obvious conditions such as broken or loosa boles, boorish distress, tracts, atc. 3. Pump Replacement: Thc following recommendations,.rc made in HI 174r2 Rcv. E. A. Calendar Period a) 2 years - Replace Lube Oil Circulating Pump and Hotor. This pump/motor operates continou ly 24 hours pcr day whetlter thc engine is running or shut down; Its uninterrupted operation is considered critical to the reliability of the engine turbocharger,. tlhilc you ltave trot en- 'ountered problems that warrant these change o outs (trltich Ss our design intent) the philosopny is to replace tltis critical device prior to failure to insure maximum reliability of thc gencrat:or plant. " b) 3 years Fuel Pump, Replace spider coupling. c) 6 years - Uatcr Pump, Replace seals and worn part,. s d) 6 years - Replace Fuel Pump. Tlte primary consideration on these pumps is seal 3ifc based on calendar time rather than cnginc running time.

~, + I' ~

~ Lt ~ ~ '4 6 ~ ~ ) ~,pov h ~ '%'EJ 4 tP J ~ I 0'+ 't' ~IL g-BKmo MonvE Oivision of Gcncral Motors Corporation Hr. Dale Taylor Page 3 June 2G, 1984 Engine Running Time a) 8,000 Hours Replace Engine Oil Pumps. This 's based primarily on friction wear consider-ations and represents approximately one pump replaccmcnt during thc anticipated 40 year life of the nuclear plant based on 100 to 200 engin'e nours per year. I trust the above provides the clarification you rcqucstcd. >UE:mes Enclosure m/+MMMM H. J. Ficckenstcin District Engineer P011ER PRODUCT SLR'ViCi; cc: Nr. James Aaron - TVA D. H. Chirilcos E. R. Nicmeyer

~ q / 1 I

iI"I=' i'I ~I' J1 Cw P ~ ~ ~ i ~ ~ I i TVA64 (OS.S*SS) IConljnui u:) ED STATES GOVERNMENT ~ 1IZOTQTIdufil TENNESSEE VALLEYAUTHORITY 845 '85 1205 252 R.'. Lewis, Plant Manager {Acting), Browns Ferry Nuclear Plant, KUC PR J ~ j John A. Rnuloton, Chief Nuclear Engineer, H10 C126 C-K j I OEC g jg85 BROEPi18 PERRY NUCLEAR PLA?K Dl'ESGL GENERATOR TEST MD h4 DlTENANCE DATA Pleaoe refer to my memorandum to you dated September 30, 1985 ((B45 850930 272). ~ Xh Bro dna Perry Nuclear Plant {BEN) Probabiliatic Risk Assessm-:ne (PRA) component dace bnoe ia preaently being updated eo include eese .:.d maIntenancc a n ac ru d t c ued since iea initial submittal, The data base 960. preoently an uoe or t c f h B"N PRA otudy included dnta through September 196 Pcr your requcot, thc dicacl generator data has been updated nnd is trnnomittcd herein. A 1. nt ) containo ehc data used for obtaining thc failure x:"..'ox the d' ncrntox, f.ailurc to otnrt 'nnd failure durl.ng opec'ce'o:::~! ". so Icac gc maintCnanne ljnavaI labl.li y u~ 'l b'1't djj eo ochcduLcd and unsc jcj.cled ma,'n,.nance. Thin d'jta will bc used to update thc BFN PHA in ehe future. 4llc dot a wna Obt or nod fry a reVIeW Of LERa nnd C1 eor ance Ot Ice I euf recor ding mnintennncc out naca. A comparioon between the Initial nnd rcvia d'~ ~ ~ ~ od diesel eneraeor c!aea packages I8 oumGlar xze d bcl OQ i n'x ur d b 1 F '1 c rateo and mninecnance unavailabil;".y below are ~ ~ d BFH lant-specific data. Updated dIserIbutions d 'h PRA e d'o combining plant-specific and generic data axc uae In t le s i i.'ccount for uIlccz tainey. DIcscl Generator Doe B4se Xnitinl Jlr.v i.'.d Diesel generator failure to otart Ho. of failures No. of demanda Failure rate ( failurea/demand) 7 1390 5 04-)0"3 10 3154 3 1, I 0 3 Diooel generator failure during operation No. o f failuI ca 3 Operating time (hra) .61) Failure race i-4.91x10 -3 {failures/hour) 1564 10 llaintenance No, o f cvento Lomponcrlt llouro l<ainecnnncc llours llaintcnanc< freq-Hainecnance duration Maintenance <'1 Itep 62 244) 416 11477 2. 54x)0~'3,8 hours 6.05x)0 3 1 532. 9" 8 3, 115

3. 19.~.) 0~

18. 3 hours

5. 84x10 "3

~ ~ /

L. L w' ebs QEC 5 )985 BROlPt78 FERRY NUCLEAR PLANT - DIESEL GENERATOR TEST AND aQINTENANCE DATA An improvement haa been realized in BFN diesel generator failure rates and maintenance unavailability as indicated above. The net effect of those changes indiccteo that tha BFN diesel generators continue to demonstrate axtram ly high reliability. Ao indicated in tha reference memorandum~ we believe that the BFN diesel generators are in tha stable failure rate zone between break-in en4 wear-out. t e see no indication that we are approaching the wear-out zone. vl underatand that the rebuilds recently performed vn some of the diesels indicate no significant deterioration of tne diesel generator seals and internals.. 0h again recommend that only a few of the dieoels be rebuilt at this time and that all future major rebuilds on the diesel generators be done on a staggered basis to reduce tha probability of common cause failures. John A. Raulston Attachment cc (Attachment): RINSE SL 26 C"K N. R. Beasley, A10-BFN F-W. Chandler, >10 C126 C-K. Co A. Chandley, M7 C126 C"1( T. E. Haynes, El-BEN H. L. Jones> )ll0 D226 C-K L. Q. Lau, tf10 D220 C-K ~ ~ This wao prepared principally by J. J. Linehen, extension 7202 E75330o08 jo ( ) ~

C ~

~ ~

• 'hvL a

~ e TABLE A.2.5-44 Com onent T e: Diesel Generators I'ailure Node: Failure'o St'art on Demand - Component Population. Pour diesel generator" 2, and four are assigned to unit 3. >> The diesel generators include thc diesel air and the fuel oil priming pumps. Test Data: Number of SX tests per month quarter 6 months year re fue ling Total number of component demands in period 1 Date Re orted Failure 'ause sLarting motors, co) ersr 2 0 2 0 3,154+ are shared by units I and 11/22/76 06/15/77 09/19/77 11/21/77t 12/02/79 01/07/80 04/02/80 12/ll/81 8/16/33 9/23/83 DG 0 (Ul/U2) DB 3D (U3) DG 3D (U3) DG 30 (U3) DG 3C (U3) DC 3A (U3) DG 3B (U3) DG D (Ul/U2) DG 3D (U3) DG A (Ul/U2) Starting circuit breal~cr failure Field flashing relay failure Fuse failure caused overspeed Rust in starting system air lines Frequency generator failure during load Speed control sensor failure Control failure Over.,peed trip Failed to reach rated speed Overspeed.trip " Test Data Source: Surveillance Instruction (see table bcl<<r) ~ - Failure Data Source: LREDo, I,ERs, HORs <<The total number of L'cats ~ras determined by using t>>e n<<b<<o<<c. tested per unit pcr SI and thc number of tests performed in the period shown in Table A.2.3-4. Two diesels are assumed to be assigned to unit 1> toro dxesels "" "::-. i to unit 2~ and four diescls are assigned to unit 3. SX 4.9 A 1 is pc'.=. -.-.."d once pcr month and starts each DG once> SX 4. 9.A. l.a is performed ere . per month and starts each DG twice, SX 4.9.A.l.b is performed once pc. f operaLing cycle and starts each DG once> SX 4.9 A.3.a is perforce r annually and start.. each DG twice, SI 4.9.A.4.b io performed semi-.".",.u: -.I lv and starts each DG three L'imcs. E75316.06 A.2-147 NEB-Nov..". 7, 19S5

I C 4 t t ~

~ ~ 0 TABLE A.2.'5-44 (Continued) SI No. A.9.A.3.a A.9.A.l.b A.9.A.I A.9.A.l.a A.9.A.4.1 Number of Component " Tests tfonthly quarterly UI U2 U3 Ul U2 U3 Ul U2 U3 y N l 4 0 ,'4 0 2 2 4', -. 224, 214 392 4 4 0, 440 420 784 6 612'emi-Annually Ul U2 U3 76 76 136 04 84 144 Annually Pefue1 in@ Ul U2 U3 Ul U2 U3 20 12 32 Subtotals 2490 GOO 64 Total Tests 3154 ~ ~ ~ ~ 0 E75316.06 A.2-140 NEO-1lov. 1 ">, 1985

( r I

~i4 '0 ~ C TABLE A.2.5-45 Com onent Tv e: Diesel Generators ,I' Failure Node.'Failure During Operation - Component Population. Four DGs are shared by units 1 and 2 and four DGs are assigned to unit 3. - Total I Baal.se Component'ervice Hours in Period: 1564 The DGs are normally in a standby status. It is assumed th"t the only significant run time is accrued during surveillance test., s out linecl below. Usi'ng the number DGs are ass igncd assigned to unit ! Sl ~Pre uanc 4.9.A. 1 Once./month 4.9.A.1. a Once/month Assumed Pun Time Total Run . ir." 10 min 10 min first start 1 hour second start 1 hour 138.3 hours 960.3 hou 64 hours

4. 9.A.1. b Once/opera ting I

cyc le t

4. 9.A.3. a Semi-annua 1 ly I

4. 9.A.4. b Semi-annual ly I

lO min 1 hour 10 min I hour 1 hour 168 hours first start second start first start "econd start third start 225.3 'hcu'.;. of test periods given on Table A.2.3-4; and ass '"..", two to unit l~ two DGs are assigned to unit 2> and fcuc DGs a.e 3. TOTAL 1564 hour"., " Failure Data for Given Failure Hodc-'ate Pe orrccl Failure Ca@ "e ll/03/76 07/09/78 06/09/00 12/02/80 09/20/02 Ol/03/84 05/17/05 3D DG fuel lealc DG speed erratic during test (Ul/U2) DG 1C field brcalcer trippecl (Ul/U2) 3B DG au)ciliary'oil pump motor DG trip (Ul/U2) ~- I C 3D DG governor 3D DG overheated Dirty oil in gov..".:.-r Overheated Bearing failure Diode failure Slipping fricto-EECP. system bloc'.c:.': clan shells Pinhole lealc at r::.1 line filter weld Test Data. Source: Surve i1 lance Xn true tion - Failure Data Source: LERs, LRED, HORs ~ ~ E75316.06 A.2-149 NEB-Nov. 27, '985

+jr JT ~ 4 ~ l I I k

hr r'hr h Failure tiode: Failc~ a to Start o h

<ULT [PL HIST'1'A>I CORRI

~ Tl')N PI,J jR H p ',DEIST;,1 jI',0'o tlU'~I3 ~ ~ 3 FPQ'I IIIST 'P 3 "= 'ii0 hlST O P~1<> 4'i I i 'TIl!+ 1 9 ~ >> 9 ~ 3 ~ 1.:.="'. 'o "i""-' 13h',', X 54 77' 7',~ '17 o (C'>>s ~ 3 ~,(h 0 P <<c'r 3 ~ s 7+r ah. -"3 "QC ~ Age>>ii '3 + c)g , '3447E il n 1V 9 i37E J ~ ' '/ E44h t i'g.'. F.o'I i 1 o:I:Ey.', o Ph 7o7'-'39 0 ~o3..-i3 1 o '0l F>> bi2 I ") F.. 1478 ~ ~z. -' oIi >E4:; h oh>> <<7 34'n 5E-'22 r 0 24%6E

$ 4 E<

~7 F <<iI2 '. o>>2E 'C2 -" of.-::. I .'. o56E- '1 1 ':~". E4'! 1 1 ot)OE4c'.". 1 oC 0 E4')" A <f4hl.1

. <1F 4,'its 1 o':!>r 4,3

~ ];1g E 4~',\\ I o g" h',f+ 'I s ~ 14<<vc.4;'! A Vj a ~ I ~ ~, ~ e " 'eeee J)>>'e ll l<<<<le e.'4>> i>) eee,'eA<< ~ \\dell4 ed 44llCVliLllj J IZCs ~ LJLCbcv L 4 Crkt 'e )e, l e Failure Hode: Failure During Operation HULT IPL=- HISTOGRAM COHBINATION PRO~lit< FrB HIST:vile'1 NU.'li<E f 3 FPOil HIST r!PER 2 AllU HIST 3 C 3f.ST ':i = '. ~ '1l << ~ ~ r i ltaVMr ( e<<< <<* io 5:>'.,1 'h 1 ~ 85 !2 go / iF>>ei 1 3 2-i->> =] 2 le > o wl. f- ~ ~ o <3 < 1 << i. fl 2ob7 -::8 C'i< <<$ J e'4~ee iso 81': h1 l.<<C 1o f>!I~-3')'i 1 52:- J2 3o7 )e 67 t 1 oe 7~<<' ~ gA e 'e 2, '7"- r3

< e~e o, i' i

7 ~ "1F'. r3 1o10E-':2 1 y 55~2 2 27 c'<<ie2 3o' "2 3o <!3C-o2 711;- 2 5o 77 E-")2 7 13E-ri& C) 1 f:C'3A 1 o 12 "-~!1 o<<3<>>r( 1 ( Pff>>:: 0 o 7 1E-:." 5 t >>e!4 1 ~ 94E-'! 2 ~ 7e 6o 53E-1 co lRE-'"1 1o'i!E~i! <! 'lVEo'j" o i!jl E o:1 rf 1'.-g -i E a g r, 1 ou 0 E+C'3 1 01JEa:) t': GGEo:" 0 Q E+'."ir; 1 o ~ 0 E+.-"! fjel 0 yej I fi1<<e I {')e ~ gyp Ao1 5 cj(ji. >>; ~ 3 a ~ g Ic %I ~ 1 TABLE A'3.5-21 COMPONENT: Die se 1 Genera coro Plant-5 ecific Data Reporting Hours 'nit o 1 and 2 Unit 3 Component Hours Maintenance Events ADtal 0 ~~alneenance Hours 197G 1977 1978 1979 1980 -1 902 190()t 1905 (t>>ru 9!30) TOThLG 3, 024 0,760 8,760 0, 760 0,7GO 0, 760 0,760 0,760 Gt 224 7, 152 6, 288 5, 056 7, 210 G, 092 5p 020 5r542 0,462 12,096 63,648 60,192 58,464 G3, 000 62, 608 55,152 57,208 68,888 30, 792 532,928 30 13 34 12 170 -5 9l 170 341 410 384 Component populati.on: Units 1 and 2,'4 diese1 generators; unit.. csc'enerators. 0 The plant-specific dat:a vao obtained from a revicv of hald taps~ c.'-..~nce sheets~ and TVA's response to HURFG-0737 (A.3-4), The data base i cia!es unscheduled mainecnance events and scheduled maintenance cve<<s the annual inspect:ion of the dicaelo required by Hechanica'ainten'nc Tnotruction G. Maintenance eveneo on the unit 3 diesels vhieh occurred during a cold shutdown period v-re deleted from the deca because these events are assumed bc not applicable to the dieoclo chared by units 1 and 2 A11 -..a.'.ntenance events (cold shuedovn and noncold shutdown) vere included in ehc data ase or 0 the dieaelo shared by units 1 and 2. The total ca)ender hours ~are used for thc units 1 and 2 dicscla a-nc these dieoelo are required even during cold shut'dovn of one of the uni t" 'icncol ohutdovn houro vere used for the unit 3 dieoclo. Prior Diotribut:ion for Haineenance Frequency (Table A.3.~-6) Mean:

3. 5 10

'even'toji<our Variance'. 3.31 >t 10-8 NE13-Dec .'9S5 E35322.07 !Table A.3.4- ". Prior Distribution for Nean Duration of. Maintenance (Table Mean:

40. 8 hours Variance:

2G9 ( f ~ 'L < Ai'l IUHUc M ~RON HIST OP =R 9 PROBABILITY'ALUE. CUt"0 LATIVE OoQ 56 6o12E-20 Co 62E 05 0 ~ 0 7o GE 05 3o31E 56 19E Oc>> 6,122-28 1 o 3'j E -0 5 o3 E 1 o 96E-01 'lo67E-04 2 o19E-0~>> 3 'l2 - ~>> 3 ~ 37E O~>> 9 ~ 5CE 14 31E-05 7 '6E-01 9.ZZE-0$ 6o 21E-< 2 3 ~ 6ZE-J'9 9 o3 4E-01 I. S6i 02-3.772-04 1 'QE400 3 102 '34 4 ~ 'l 2E <jv 1.'3C=40:l 1.l>>~C-QS (>>,37E~AA 1.:) C =40'1 3o 5< c I'B 4 77~~hi 1.'~ 0""'+O's Q1 P ~$ 3 6.32E-04 199C"=403 'i.6dE-3o 1 o11E 59 9 ~ 0 7 36C 2>4 1 'L~~+00 9o02E-04 1 ~ OQC+00 . 2 ZL'-'0'3 ~00':<.GO'o66E-93 1.0CE400 flEAtl= 5o "-04 VARXllWCE= Zn 63E 10 DENS iTV I ~ V7- -~v 55E-C'4 .'oOjFt V 9 2 o 69E" G~>> o 3 56E 04 ~ 63E-04 o~ t ho 67C 02'> r >e-7 10 -06 oO I' 1 o14E 03 1 ~ ce ~3<<23 1 ~ 982 "99 . WERTT

7. 91C:403 o <>>4:"+9>

2 49E4Q3 rC>gc 8.85C+GO DWI 0 34E-06 17E "TF 56E-32 72m-56'.0 J;'0 / r I >P<~XaC 0am z. . 0< Miategaucc (hr) r~ M77~KUNWR 11:STOQRAH NUNBSR i? PROP HIST O OP":R R ANO H:ST R AS ANT-" 1.'ROBAG XL1'T Y VALUE 5403E-02' '.03E+91 CUtAui.nTXVE 5.00E-OZ 5 ~ JQ E-02 54NE 02 2 ~ USE+01 240GE+01 .1.OGE-01 50E-01 .IP'01 5 ~ OOE 02 J " 2 '5E+01 24QOE"0$ 2.50E-01 5.00E-OZ 540. E" 2 5460E-02 ,T. -'i 5.00"="'"2 5 o V3"-"'gc 5.00E-02 5 o QOE-OZ 5 UUE-08 5.0QE 02 54JQE 2 5o0QE-g2 Zo'E4 2 416E+0$ 2.16Eo01 2,16E>01 2 ~ 21 c+A" 1 2 21E+C1 2 ~ 21 E+O'I 2 '1E+01 A~ZRAO'1 2 '2E+01 2438C+Ol 2438E491 2.3OEa01 2 'ZE'<01 3.00E-01 3 5GE-01 4.QGE"01 4 'Cc 01 = ~ 3 iE"91 5-5CE-0 0 + c <<0 ] 6 0 5CE 01 7.QGE"01 7-StlE-01 8 QQE 01 8 o5CE 01 9.GGE-Q1 9 ~ 5CE "01 5aOOE-QZ Zo59E+01 1 '06"- >0'3 WEAN~ 2o23E+01 Y 0RI ANCE~ 'l o 0 )E+QG VALU 2 o13cyQ1 4 QC 2.19E401 24 29E+01 2o > ~ 'a ~ >> "c ~ R HX Ti3GRAIC Pl H~3iR FRVH H L CQhSTANT= 1>> ~ I I PRODAe ZC rT'( VAlUE CUHULATl:VE 3.68E-O2 3o GVE"

7. 36'-02 3o 68P.

3 o 680 "02 7t36E QZ 4.'61 E-02 3 68E 02 3 ~ 68E 02 6o34E-03 6'49E-03 6o49E-03 6 o 7~6-Q3 6.73E-Q3 6 73E 03

6. 75C-03 6.89E-03 6 '0i'03 3.68E-02

('o36E-02 'jo47E-01 1 o64E-01

2. 21C-b1 2 94E-01 3.41C-01 3 '7E"01

(>> 1 4E~01 7t 36E-~2 5 '4E"02 5 00i-0'3 4 '0= 01 6 '3E-03 5 .E"01 1 o>> 5 o 54E "02 (s U3E 92 F 686-02 7o3I6E 02 TBBRI2 5oQQE-02 4o58H-02 5 54E"02 7 ~ 19"-03 7.27C-03 7 4)E 03

7. ( 3e-03 7o(~5E"03 7

57E 03 7 o92E-03 8.07E-03

5. 9S"-01 6.39E-01 6

I'6 -Oi 7 49E-01 7p99E"01 8o49E-01 8 o95E-01 9 50r 01 5o00E 02 Go5BE-03 1.30E~00 flCAle~ 7o 1 5 E-03 VARXANCE= 3.1(6 PI'ncu 6o 49E'03 o Q<< 6 '72 6 '03 6o75E-03 ~o <<C 6o 89E-'33 o / 6o 92E "03 o 7o 25E 33 ~ 0 C 43E~03 5( cm03 o DC 8-C3E-03 ~ C ly Dell 5 TT Y 'l 9 8E +07 ~ c'(2 3o93E~03 C7 V 1o84E+03 aQ C

5. 89E <.03.

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