ML18041A139

Forwards Addl Info Per NRC Request Re Facility Tdi Diesel Generators,Including Owners Group Recommendations & Proposed License Conditions

ML18041A139
Person / Time
Site:	Harris
Issue date:	09/11/1986
From:	Zimmerman S CAROLINA POWER & LIGHT CO.
To:	Harold Denton Office of Nuclear Reactor Regulation
References
NLS-86-329, NUDOCS 8609180367
Download: ML18041A139 (68)

Text

REGULA Y INFORMATION DISTR IHUTI SYSTEI'I (R IDS)

ACCESS IQN NBR: 8609180367 DOC. DATE: 86/OV/1 1 NOTARIZED:

NQ DOCKET FACIL:50-400 Shearon Harris Nuclear Power Plant~

Unit i~ Carolina 05000400 AUTH. NAI"IE AUTHOR AFFILIATION ZIMMERMANiS. R.

Carolina Power Zc Light Co.

REC IP. NAME RECIPIENT AFFXLIATION DENTON> H. R.

OFFice oF Nuclear Reactor Regulation>

Director (post 851125

SUBJECT:

Forwards addi inFo per NRC request re Facilitg TDI diesel generatorsz inc iud ing ownel s group recommendations 8( proposed license conditions.

DISTRIBUTION CODE:

B001D COPXES RECEIVED: LTR l

ENCL +

SIZE:

TITLE: Licensing Submittal:

PBAR/FSAR Amdts Ec Related Correspondence NOTES: Application For permit renewal -Piled.

05000400 RECIPIENT ID CODE/NAME PWR-A EB PWR-A FOB PWR-A PD2 PD PWR-* PSB INTERNAL: ADM/LFI'IB IE FILE XE/DGAUT/GAB 21 NRR PWR-B ADTS NRR/DHFT/MTB RQN2 EXTERNAL: BNL(AMDTS ONLY>

LPDR 03 NSXC 05 COP IEB LTTR ENCL 1

1 1

1 0

1 1

0 1

3 3

RECIPXENT ID CODE/NAME PWR-A EXCBB PWR-A PD2 LA BUCKLEY'S H Oi PWR-A RSB ELD/HDS1 IE/DEPER/EPB 36 NRR BWR ADTS NR OE~ M. L EQ FlL 04-

/MIH DMB/DSS (*MDTS)

NRC PDR 02, PNL QRUELi R COPIES LTTR ENCL 2

2 1

2 2

1 0

1 0i l.

0 1

1 TOTAL NUMBER OF COPIEB REQUIRED:

LTTR 30 ENCL 25

I e;

I'

@ME, Carolina Power & Light Company SERIAL: NLS-86-329 SEP 11 gag Mr. Harold R. Denton, Director Office of Nuclear Reactor Regulation United States Nuclear Regulatory Commission Washington, DC 20555 SHEARON HARRIS NUCLEAR POWER PLANT UNIT NO.

1 DOCKET NO.50-000 TRANSAMERICADELAVAL,INC., (TDI) DIESEL GENERATORS

Dear Mr. Denton:

As a result of conversations with your staff, Carolina Power i': Light Company was requested to provide additional information concerning the'hearon Harris TDI diesel generators.

Attachment 1 provides a status of the DR/QR Owners'roup recommendations for Phase 1 components. provides a response to the staff's recommendations and proposed license conditions discussed in the Staff's TDI SER dated June 20, 1986.

Should you have any questions concerning this letter, please contact Mr. Patrick P.

Carier at (919) 836-8165.

Yours very truly, PPC/vaw (007 IPPC)

Attachments cc:

Mr. B. C. Buckley (NRC)

Mr. G. F. Maxwell (NRC-SHNPP)

Dr. J. Nelson Grace (NRC-RII)

S.. Zi erman anager Nuclear Licensing Section 8609180367 860911 PDR'DOCK 05000400 8

PDR 411 Fayettevilte Street o P. O. 8ox 1551

~ Raleigh. N. C. 27602 yQ

(

JI i

ATTAOIKNT I SIKARON HARRIS NUCLEAR ONER PLAN'HASE I CAPO%MT STATUS ADDITIONAL INFORMATION TO SUPPLEMENT DR/OR REPORT Previous CPdL submlttals have addressed the TOI Ovners'roup (OG) Design Review/Duality Revalldatlon (DR/OR) Report Phase I component recommendations in a simplified manner.

In order to expedite revIew of the SHNPP TOI diesel generator program and to assure that Issues are clear, this listing Identllied the OG DR/OR recommendations and presents the present status.

The table provided via CPdL Letter MLS-86-268, dated July 28, l986 provided a status of the OR Phasu I

OG recoenendations based on the CPdL Action Items List.

This table addresses the DR/QR OG recommendations as described in the OR/OR Report.

Nomenclature / Grou Parts List A Status B'Status I,

HP-022/023 Turbochar er a.

Perform a visual inspection on the bearing and nozzle ring or signs ol veer and cracks.

Visual Inspections were Initially performed per site procedures and revealed no signs of wear and cracks.

Even though satisfactory, the bearings vere replaced foflovlng about 200 hours0.00231 days <br />0.0556 hours <br />3.306878e-4 weeks <br />7.61e-5 months <br /> of operation.

Visual Inspections were Initially performed per site procedures and revealed no signs of uear and cracks.

b, Verify that the proper number of bolts on the turbine Inlet casing are Installed.

Correct number ol bolts are installed per Elliot Co.

vendor manual for 90G Turbocharger, Same as A.

c, Verify that the proper torque loads are applied to the bolts of the turbine Inlet casing.

Torque of 50-60 ft-Ib uas applied and is required for subsequent torqulng pcr site procedure.

Same as A, d,

Perform a liquid penetrant test In the stationary nozzle ring for signs of adverse veer and cracking, The OG never defined when this Inspection was to be performed.

However, it has been demonstrated that limited vane failures do not aflect the operability/performance of the engine,

Further, the applicable F

AA report a

(F AA-84-5-7.l, sent to NRC on November 27, l984) concludes on Page l2 that "... It appears that crack Initiation occurs <<Ith no evidence of material defects or pre-existing Intergranular cracks.>>

The F AA recommendation Is to do a visual inspection whenever the turbocharger Is disassembled.

CPdL's position is that the visual supersedes the LP inspection.

A preservlce visual Inspection vas done (see Item l.a) and the "A" engine was visually inspected alter about 200 hours0.00231 days <br />0.0556 hours <br />3.306878e-4 weeks <br />7.61e-5 months <br /> of site operation <<ith satisfactory results.

A visual Inspection of the ugu engine is planned follovlng completion of Its testing, e,

Verify that SIH 300 vas implemented and perform a Liquid Penetrant test on the welds retaining the core plug (hub nut) ~

In addition, verify that the core plug Is staked.

The SNPP turbochargers are not of the design specified In SIH-300, At SHNPP, no core plug is used, but Instead a plate is velded to the inlet casing shel I (360 degrees veld around plate).

Same as A.

(0962NEL/vaw)

7

Nceenclature / Group Parts List A Status B Status f.

Revise appropriate operating procedures to use the auxiliary lube oil puep to prelube the turbocharger

bearings, Pvep flow should be initloted prior to engine storting ond stopped when full lube oil pressure is obtained.

This has been Incorporated Into tho SHNPP Operating Procedure.

Saee os A.

g.

The TOI recommended drip system should be retained.for minimizing thrust bear Ing wear associated with autoeatlc fost starts.

The quantity of oil passing through the turbocharger should be at least O.l gph, bvt should not exceed 0.34 gph.

The recommended drip lubrication syste~

is installed per Same os A.

site procedure.

Flow has been verified to be 0.3 gph.

h.

For Improved confidence In the reliability of the turbo-

charger, Inspection of o thrust bearing (or signs ol excessive weor should be performed to veri(y the adequacy of the (ull-flow prelubo system, This inspection should be performed on a thrust bearing installed during or after lmpleeentatlon of the full-flowprelvbe system and follo~ing an Initial IOO engine starts or at the closest plant refueling outage but not to exceed l30 starts.

As of August (5, l986, neither engine has experienced 100 starts.

The A bearings were replaced (to be conservative) after the 200 hours0.00231 days <br />0.0556 hours <br />3.306878e-4 weeks <br />7.61e-5 months <br /> of site operation.

This Inspection Is In the OG Haintenance 8 Surveillance Hatrix (H/S), Revision 2, ond Is to be performed in the future, dependent upon the nveber of starts, I.

The rotor axial clearance should be routinely checked in accordance with the TOI Instruction Hanval.

In addition, since trends of Increasing clearance could signify thrust bear Ing degradotlon (even II the total dlsplaceeent is within specification),

any such trends should be reviewed, Initial Inspection was satisfactory, This Is Included In the OG H/S eotrlx and Is part of the SHNPP Program.

Soee os A.

J.

Since the nuclear standby diesel generator sets eoy undergo automatic fest starts not associated

<<ith a potential LOOP/LOCA event, the turbocharger thrust bearings of any SIP'ngine should be inspected for excessive wear and, lf necessary, replaced after experiencing no more than 40 such starts.

This recommendation Is applicable to all thrust bearings Installed.

This Is Inclvded in the Sl@PP Procedvres.

Soee os A.

(2)

(0962NEL/vow)

I

~ '

4 Nomenclature / Grou Parts List A Status B Status k.

Spectrochemlcal engine oil analysis should be incorporated Into the TOI Instruction Manual.

In addition, to further expend the preventive monitoring of the turbocharger thrust

bearing, ferrographlc engine oil analysis may be utilized.

Particular attention should be paid to copper level and particulate size, <<hlch could signify thrust bearing degradatlon.

Oil analyses are to be performed per SHNPP Plant Procedures.

An evaluation of the trend Is required.

As an Industry standard for ferrographlc analysis procedures has not yet been found to exist, this analysis <<ill not be utilized as spectrochemlcal analysis Is deemed adequate and will be performed on 4 monthly basis

~

2.02-305 A

C. 0 Base Assembl and Bearlno Caps a.

At each refueling outage, visual Inspection of the area adJacent to the main bearing stud nut pockets of each bearing shall be conducted.

The inspection should be done several minutes after a thorough <<Ipe-down of the surfaces.

Good lighting shell be used for this inspection.

Any crack thus detected must be Investigated lurther before the engine Is allowed to return to service.

This inspection is in the OG M/S Matrix, Revision No. 2 but has been recommended by the OG to be performed on an overhaul frequency.

b.

The mating surfaces of the base and cap shall be thoroughly cleaned with solvent before any reassembly.

This Is contained In the SHNPP Plant Procedures.

c.

Verily that the preload torque requirements are applied to the main bearing caps during engIne Installation.

Proper main bearing cap preload torque requirements

<<ere established by tensioning all studs within 0 05lw to 0,056<< ~

Same as A.

d.

On the

<<A<< engine, perform a liquid penetrant test on the No. 5 main bearing saddle area,

'I The LP test was performed on Nos. 4, 6, and 8

<<hich was acceptable to the OG, See DR/OR Report.

Not Applicable 02-3IOA -

Crankshaft The DR/OR report concludes that the engine crankshafts are acceptable provided:

a.

A torsiograph test Is satisfactory, Test was done with satisfactory results.

This was repoc ted to the NRC via CpdL Letter NLS-85-464 dated February II, 1986.

Only test one engine per nuclear unit II they are torsionally similar.

Therefore, the SHNPP "8<< engine was not tested.

(3)

(0962NEL/vaw)

Nowenclature / Crow Parts List A Status B Status b,

The indications noted on previous oil hole Inspections are polished out ~

The oil passages were polished/repollshed, Sane as A, C ~

Final Oil hOle InapeCtianS ure SatlafaCtOry, inspection (50$ ) by F AA subsequent to polishing and 200-hour run revealed no relevant Indications.

Previously reported Indications were reeoved by f lex-

honlng, Final ECT was performed In Noveaber 1984.

The No. 9 wain Journal oil hole was accepted by a conblnation ECT and LP Inspection, 4.

02-315A -

C I lnder Block a

Perfore a diaenslonal check on the area around the cylinder liner for all cylinder block liner landings, OInenslons were recorded and evaluated, Oieenslons were recorded and evaluated.

b, Perfors an Eddy Current Test on the cylinder heed stud holes If required (l,e., linear indications found at stud hole extending Into threads)

~

No relevant Indications were found, but there were soee aachlnlng earks, Both engines, between all stud-to-stud

holes, were ECT Inspected ln February 1985 with satisfactory results, Note:

The OR/0R identifies that liquid penetrant Indications were Identified on the wgw engine cylinder block liner landings and cylinder head eating surfaces, These Indications were evaluated as corrosion pitting or aachining aarks.

Additional inspections by Stone and Ifebster, and F AA (Eddy Current Tests) concur <<ith a

these results, and the cylinder block Is acceptable.

5, 02-315C C Iinder Liners" a,

Because of liner hardness

readings, the following is reconxxended:

Either replace the cylinder liners (eeking sure the replaceeent liners eeet specifications), or Inspect the cylinder liners borescoplcally (visually If the cylinder heads are olf), with any signs of progressive wear being subJect to further engineering evaluation, All 32 liners were reworked by TOI and subJected to QA Inspection at the shop and lound acceptable, Following the wA" Site OperatlOn (abOut 200 hOurS), el I 16 I lnerS>>ere VISual ly InSpeCted and dleenSIOnal ly CheCked and iound sa't Isfac(cry e

~A previous reccnxnendatlon

<<as to per(ore visual Inspections of liners Ior potential progressive wear after engine endurance run and before placing the engines in the Eeergency Standby Node This reccnxw:ndatlon Is not presently In the CR/0R Report but Is believed to have been In the original (Rev. 0) issue, It was retained for conservatlse.

The Inspections have been perforeed on "Aw after 200 hours0.00231 days <br />0.0556 hours <br />3.306878e-4 weeks <br />7.61e-5 months <br /> of operation with no signs of progressive wear noted, As both the

<Aw and wgw liners have been reworked by TOI and the wA>> liners show satisfactory perfornance, an inspection of the

'q)w liners ls not considered necessary, This inspection Is a part of the OG N/S liatrlx whenever pistons have been reaoved.

(4)

(0962NEI./vaw }

Noeenclature / Grou Parts List A Status B Status a,

This Inspection should be done at approxiaately 50- to (Cont'd) 100-hour intervals, If inspection shows no evidence of progressive

wear, the Interval of service between inspections nay be Increased, but not beyond each fuel outage.

b, Verily liner diaenslons Including bore, length, height, 0,0 Liner dlaensions (less length) were eeasured and found acceptable (overall length was not taken since requlreeent and shoulder height for all cylinder liners.

ieposed atter uachlnlng of liners by TOI.

Liner proudness eeasureaents obtained and found to be less than 0.0025 Inches on the cylinders, c,

Visually inspect the outside pilot diaeeter where It contacts All TOI reworked cylinder liners for both engines were Inspected by CPAL PA Inspectors for workaanshlp and the cylinder block on all cylinders, dlaenslons In the TOI shop <<Ith acceptable results, d.

Visually inspect all reworked cylinder liners over the zone of piston travel.

This was done after TDI rework, Liner ID was visually Inspected on the "Aw engine atter 200 hours0.00231 days <br />0.0556 hours <br />3.306878e-4 weeks <br />7.61e-5 months <br /> of site operation with satisfactory results.

e.

Deternlne the naterlal ol a spare cylinder/liner Material tests were perforeed on liners Installed.

Spare liner was not needed.

Not Applicable f ~

NCR's 84-1272,

1273, and 1274 rennin open.

These NCRs covered both engines and pertained to cleanliness conditions and questionable liner surface conditions.

Liners>>ere reworked by TDI and the NCRs have been resolved and closed.

6, 02-315E C

I lnder Heed Studs 4,

Lubricate the cylinder head stud blockslde threads with engine ol I, The bolt torque plate on both engines Identifies that a 50-50 oil/graphite nlxture Is to be used, Also, the Stone and Webster Stress Analysis Suppleeent (April 1984) Identifies a 50-50 aixture.

b.

Torque the studs Into the block to 80-120 ft-lbs, Use the necessary lockwashers (shies) to obtain a stud-free length ol 15"

+ I/16w~

(Caution:

Oo not use lepact type tools to tighten the studs.)

The free length Is oeasured frcxa the block top to the end of the cylinder head stud.

Care should be taken not to further tighten the head studs during Installation of the heads and torqulng ol the head stud nuts to 3600 It-lbs, Done during Initial asseebly.

Incorporated Into site Sane as A.

procedure.

(5)

(0962NEL/vaw)

Nomenclature / Grou Parts List A Status 8 Status c.

For alf replacement

studs, perform CORO Inspections which are:

~

Assemble and review documentation.

~

Visually Inspect for signs of distress, New cylinder head studs (l28) were procurred and subjected to OA shop Inspections in October l984.

The studs were dlmenslonally Inspected to drawings 03-3I5-0I-OA, Rev.

4 and l02693 (one bolt special size to accommodate block thread rework),

d.

Perform a visual Inspection of the head studs (or signs of

distress, Examine four cylinders per eng'ine, Observed during Installation with no signs of distress, Same as A, All done, e,

Verify the proper torque loads were applied by a revie~ of exist Ing documentation, f.

NCRs 84-ll95, 84-I268, and 84-1269 remain open.

Proper torque was used during installation per plant Same as A.

procedures.

These NCRs pertain to the spring washers Installed under the studs for torquing purposes and to the wgw engine L584 stud thread, The L584 stud has been replaced, and the washers replaced, The NCRs are closed.

7.

02-340A ConnectIn Rods a.

Perform a clearance check at the link rod/link pin connection This was done per SIN 349 and OG visible light test.

Same as A.

to verify the zero clearance when the specified bolt torque of No light visible which Is equivalent to zero clearance.

'l050 ft-lb Is applied, This ls a one-time check, b.

At the first five-year overhaul visually Inspect the rack teeth surlaces for signs of fretting, This Inspection Is in the OG Halntenance d Surveillance Matrix at the overhaul frequency, A sample Is to be done at the refueling closest to the 5-year Interval per the OG.

c.

It Is recommended than an eddy current examination be performed on the rod box female threads and cast Impressions be taken and examined to ensure the tears (shallow cracks)

In the threads do not propagate.

This Is to be done at the next refueling outage not exceed 200 hours0.00231 days <br />0.0556 hours <br />3.306878e-4 weeks <br />7.61e-5 months <br /> of additional engine operation per I.O,C, (G, Oerballan to 0. Pasquale).

The purpose of this reinspection Is to ensure that these cracks are benign and will not propagate under engine operating loads.

Upon satisfactory results of the reinspection, the engine can be operated to the first major overhaul <<Ith relnspectlons scheduled at subsequent major overhauls, Upper bolt threaded holes had ECT.

F AA performed eddy a

current examination on IA rod box threads during post 200-hour Inspections and concluded that Indications noted correspond to those previously reported and that these Indications do not exhibit proper phase angle to be considered crack indications but rather correspond to thread crown discontinuities.

As indications were determined to be thread cro~n tears, cast impressions were not needed.

Same as A.

(6)

(0962NEL/vaw)

Nomenclature / Grou Parts List A Status 8 Status d.

It is recommended that ~rist pin bushings R28 ond L48 be replaced upon engine reassembly because they failed to meet acceptance criteria.

This Is reported by NCR 1570 which remains open, Not Applicable to SHNPP Engine A, New R28 and L48 bushings were Installed ofter being svbjected to 100$ 1.0. penetrant examination, NCR 84-1570 has been resolved and closed.

e.

It Is recommended that connecting rod bolt IA-6-4 be replaced upon engine reassembly os It felled Ilqvld penetrant and magnetic particie examinations as reported by TER 02-014.

Bolt IA-6-4 (a lower bolt) was replaced utilizing site procedures.

Not Applicable to SHNPP Engine 8, f.

Perform o visvol inspection ol the rock teeth surfaces for signs of fretting ond prior to reassembly Inspect mating surfaces to verily that the mlnimvm manufacturers recommended percent contact surface is obtained, Done during Initial assembly, Greater than mlnlmum percent contact wos verified using wblvingw technique, Same os A.

g.

Perform a clearance check of the link rods and link pins for proper alignment Done during assembly.

Same os AD h,

Perform a visual Inspection ol ail connecting rod bolt washers ond contact surfaces for signs of galling.

Done during assembly.

Only satisfactory washers Installed.

Same as A.

i.

Verify that the torqve loads on all connecting rod bolts are In accordance

<<ith the latest TDI recommended valves.

Done during ossembly per SHhPP Procedures.

Some os AD J.

verify the proper fit-up for the serrated Joint of the connecting rods, A minimum contact area of Bit was obtained; 75i or greater Is acceptable, Site procedures require this check during future engine inspections.

Some os A.

k.

Perform a visual Inspection of the rock teeth connection

-for signs of fretting, Was Inspected subsequent to site operation (over 200 hours0.00231 days <br />0.0556 hours <br />3.306878e-4 weeks <br />7.61e-5 months <br />) with no fretting observed.

Was Inspected prior to operation with satisfactory results.

I.

NCR 84-1570 (see above Item) remains open, Not App I I cable R28 wrist pin ond bushing and the L48 bushings were replaced ond the hCR is closed'7)

(0962NEL/vow)

Nomenclature / Grou Parts List A Status 8 Status 8,

02-3408 Connectln Rod Bearln Shells a.

Inspect and measure the connecting rod bearing shells to verify lube oil maintenance which affects wear rate.

The visual and dimensional Inspection of the bearing shells should be conducted at the fuel outage <<hlch precedes 500 hours0.00579 days <br />0.139 hours <br />8.267196e-4 weeks <br />1.9025e-4 months <br /> of operation by at least the sum of hours of operation In a LOOP/LOCA event plus the expected hours ol operation bet~can outages.

This Inspection Is in Revision 2 of the OG Maintenance 4 Survelllanco Matrix on on overhaul frequency.

Also the OG recommends that a sample Inspection be performed at the outage closest to the 5-year point.

b.

Perform an X-ray examination on all bearing shells using a

procedure with sufficient resolution to Implement recommcndatlons for acceptance criteria as documented In the TOI Owners'roup connecting rod bearing shells Phase I

Reports Was done on all shells for both engines using F

AA procedure 9.3 (for V engines).

a c.

I'CRs 84-127l, -l639, and -1640 remain open, These HCRs pertain to both-engines with respect to the transfer of shell Identification marks and six shell halves that did not pass inspection (see OR/OR).

These NCRs have been resolved and are closed.

d.

Discuss Bearings A-/7, and 8-ll2 lower, l3 upper,i5 both halves, and I7 upper.

No.

7 was replaced.

Not Applicable to SHNPP Engine A.

Not Applicable to SHNPP E'nglne B.

For No, 3 bearing shell, the unacceptable half was the lower.

The five unacceptable bearing shell components have been replaced, 9 ~

02-34IA -

Pistons The CORO identifies (on Page I) that a liquid penetrant As the "A" components were Inspected and Iound (LP) test was recommended for the rib area of AE piston acceptable, Inspection of the nBn components was not skirts.

CPSL parlor~ed a magnetic particle (HP) test required (Page I of CORC).

(Page 3 of CQRC) with satlslactory results, As either LP or HP Is capable of detecting surface Indications, the HP Is considered adequate.

(8)

(0962HEL/vaw)

< Pp

Nomenclature / Grou Parts List A Status 8 Sl'@tus 10,02-359

- Airstart Valve Capscrews a.

Remove, inspect and, If necessary, clean the air start valves during every refuel lng outage.

The Inspection should Include Inspection of the piston/cap and guide/housing sl ldlng surfaces to evaluate severity of wear and corrosion present, This recommendatlon Is based on discussions <<ith TOI.

These Inspections are In Revision 2 ol the OG Maintenance 8 Surveillance Matrix (see Page II-C-9) on an alternate outage frequency.

b.

Ensure that the dryer between the compressor aftercooler and air receiver Is functioning properly by blowing down the air receivers dally and noting any moisture content.

Appropriate action should be taken lf moisture is noted.

c.

Implement SIM 329, copper gasket between valve and head.

This Inspection Is In Revision 2 of the OG Maintenance d Surveillance Matrix (see Page II-C-27) on a monthly basis.

Further, the SHHPP air receivers have an autcmatic moisture discharge assembly that functions as needed.

Therefore, monitoring moisture content Is not appropriate.

t

'p SIH 329 Is dated 11/10/80 and was Issued to change the old steel gaskets to copper gaskets.

Copper gaskets were Installed when the engines were received.

d, Implement SIM 360, capscrew length and torque requirements.

SIH 360 has been implemented.

Replacement capscrews supplied by the vendor were installed.

Same as A.

e.

Verify Initial and hot torque values lor hold-down capscrews

~(Engine IA and 18; two per bank),

Capscrew torque was checked and established during prcoperatlonal testing.

Site procedure require Initial and hot retorqulng of 150 ft-lb.

Same as A.

l.

HCR 84-1634 remains open.

This NCR pertains to the

>q)w engine 3-inch shutoff valves (2) and an inconsistency in the manual overrides.

It was resolved by replacement of the affected valve and Is closed.

ll. 02-360A C Ilnder Heads a.

Since all sixteen cylinder heads are being replaced on Engine IA, it is recommended that the following Ouality Inspections as delineated In the cORc be performed on lour of these replacement heads (255 sample plan).

Heads R3, R6, L3, and 1.6 were LP, HT, and UT Inspected and found satisfactory.

Not Applicable (9)

(0962NEL/vaw)

I

Noeenclature / Grou Parts List A Status 8 Status Perfora a liquid penetrant test of the valve seating

surfaces, Perfors a uagnetlc particle test on the fire deck area excluding the valve seating area.

Deterefne the thickness of the fire deck area by perforalng an Ultrasonic Test at six locations on the deck b.

The sane Quality inspections described above should also be perforued on one of the three replaceaent cylinder heads for Engine 18.

Not Appll cab le Replaceeent head Ll was LP, HT, and UT Inspected and found satisfactory, c,

Blow over the engine after each operation of the engine to ensure against harnful effects of ~ster leaks, In the event that water is detected as a result of a cylinder head

leak, the cylinder head should be replaced, This procedure/recoeeendatfon is In Revision 2 of OG Halntenance 4 Surveillance Hatrlx, d,

Visually inspect the fuel Injection port on each cylinder head for ~ster leaks during the noreal uonthly engine run.

If ~ster leakage is detectected, the cylinder head should be replaced.

This Inspection is In Revision 2 of OG Halntenance 6 Surveillance Hatrlx, e,

NCR 84-1635 renains open, This NCR pertains to the original A engine cylinder heads and rejects tive due to Inadequate fire deck thickness, All A heads were replaced, This NCR has been resolved and is closed.

I, Suextarlze the installed cylinder heads with respect to previous Inspection results, All heads are ol the Group III design, All heads were UT inspected.

Heads R3, R6, L3, and L6 were HT and LP Inspected and lound satisfactory.

R3, R6, and L6 csee tron the 2A engine and L3 used to be L4 on the 28 engine.

All heads are of the Group III Design.

All heads were UT Inspected, Heads R3, R6, L3, and L6 were HT and PT inspected and found satisfactory, RT, Ll and LB used to be Ll, L2, and and L3 on the 28 engine.

Scan confusion previously existed as to the nuuber of heads inspected because of which Unit 2 engine the heads were reuoved free for use on the Unit I engines..

(10) i0962NE L/va w )

yC

'Momcnclature / Grou Parts List A Status 0 Status

12. 02-365C -

Fuel OII In ection Tubln a.

The following maintenance reccmmendatlons for this component from the lead engine OR/OR report for Shoreham site should be performed monthly while the engine Is operating:

This Inspection ls In Revision 2 of the OG Maintenance 4 Surveillance Matrix.

~

Inspect compression fittings at both ends of each fuel Injection line.

b.

All high pressure fuel lines are to be completely examined by an eddy current test (Ref.

4 - F AA Procedure 11.10).

a c.

Discuss "Aw and wBw engine tubing that was too small to be inspected.

d.

Discuss

'8w engine cylinder 6L tubing.

All 16 tubes now installed were inspected per F AA 11.10, Same as A.

a Rev. 0 and found satisfactory, Mine tubes were too small to Inspect and were replaced.

Seven tubes were too smail to Inspect and were replaced.

Not Applicable 6L tube was replaced.

(Replacement tubes were obtained from two other TOI engines on site,)

13. 02-390C&O -

Main and Connectin Pushrods a.

For future purchases of pushrods, It is recommended that the purchase order specify destructive verification of weld quality by sectlonlng random samples from each manulacturing

lot, This Is presently incorporated Into the SI9IPP program,

However, as I@C's SER (Section 2.1.3.22) points out, a liquid penetrant Inspection ~ould be satisfactory and CPdL may elect to delete this requirement.

14. 02-390F Rocker Are Capscrews a,

The maintenance recommendations for this component are as lollows:

These inspections, on a revised frequency, are In Revision 2 of the OG Maintenance 6 Surveillance Matrix.

Ver Ify that the proper torque Is applied to the rocker-are hold-down bolts (365 lt-ibs).

Verify that the rocker-arm drive studs are tight and Intact.

These Inspections should be performed at each outage.

(0962MEL/vaw)

Nonenclature / Grou Parts List A Status 0 Status b.

The following quality Inspections should be perforned on

~Engine IA.

Not Applicable

~

Perfora a uagnetlc particle test on the thread root area of all capscrews for linear Indications;

~

Verify that the proper torque loads are applied to the rocker-are capscrews by either reviewing existing docueentatlon or perforolng a physical InspectIon.

Rocker-are hold down capscrews were subJected to thread root magnetic particle test with no relevant Indications rested.

Proper torque was utilized dur Ing reasscubly, c.

The following quality Inspections should be perforeed on Engine IB.

Not Applicable Proper torque was utilized during asseably.

~

Verity that the proper torque loads are applied to the rocker-are capscrews by eIther reviewing existing docuwentation or perforalng a physical InspectIon,

15. 02-425A Jacket Water Puap The following nalntenance recoemendatlons froe the lead engine DR/OR should be Inpleeented.

a.

It Is recoawended that the key to keyway Interlace be checked for a tight fit on both the puup shaft and the Iepeller during puap reassecbly.

This, along <<Ith the drive fit of the Iwpeller onto the shaft, <<III preclude past probleas

~here relative aotfon between shaft and lepeller caused fretting and upset of the keyway sides.

This Inspection Is In Revision 2 of the OG Haintenance d Surveillance Program.

b.

It Is also recoueended that the key to keyway Interface be checked for a tight fit on both the spline and the puep shaft during puup reassewbly.

This, along with the drive fit of the Iepeller onto the shaft, will preclude pest probleus ~here relative notion between spline and pusp shaft caused fretting and upset of the keyway sides, This Inspection is in Revision 2 of the OG Nalntenance d Surveillance Prograu.

II2)

(0962'/va w )

Nomenclature / Group Parts List A Status B Status c.

The castle nut that drives the external spline on Its taper does not have a maximum specified torque "not to be exceeded."

It Is recommended that the minimum and maximu~

torque valves of l20 lt-lb and 660 ft-Ib respectively be included In the Shearon Harris Halntenance Procedures, This Inspection is In Revision 2 of the OG Halntenance d Surveillance Program, d.

Perform a visual'Inspection of the pump shaft for signs ol excessive gelling, wear or scoring.

Document any questionable Items with photographs (Engine IA).

Inspections were performed with satisfactory results; no photographs needed.

Not Applicable e.

Perform a visual inspection of the pump driven gears for signs of pitting or gal ling.

Document any questionable items <<ith photographs (Engine IA).

Inspections were performed with satisfactory results; no photographs needed.

Not Appl feeble f.

Perform a Liquid Penetrant Test on the gear teeth and transition area (gear to shaft)

(Engine IA).

The'LP test was per formed with no relevant indications, Not Applicable g,

Perform a visual inspection on the wear ring for evidence of galling or excessive wear (Engine IA).

Inspections were performed with satisfactory results.

Not Applicable l6. 02-6888 Wlrln and Termlnatlons No further maintenance, modification, or quality revalldation efforts were required by the OR/(8 report.

(Report PNL-5200-3, Section 2,2,5, concludes that the SiafPP wiring and termlnatlons are acceptable,)

(I3)

(0962NEL/vaw)

dA i=

ATTACAKNT2 Staff SER Recommendations SER Recommendation CP8,L Position

~Pa e 2-6 The staff has concluded that the DR/PR Appendix II matrix does not satisfactorily address the need for periodic oil contamination

analyses, The staff will require that this matter be addressed satisfactorily in the plant-specific maintenance

programs, An industry standard (ASTH or SAE) for ferrographic oil analysis is not known to exist and, therefore, the applicability of results could be suspect.

At the five-year time frame, a significant disassembly and inspection of major engine components is planned, Based upon the inspection results in combination with the previous oil analysis trends, the need for additional oil analyses will be evaluated, The staff, therefore, concludes that the subject PNL recommendation for increasing engine oil pressure at Catawba should be implemented at Duke Power Company's discretion and is not a requirement.

The recommendation for increasing Catawba's oil pressure does not apply to SHNPP, The staff agrees with the Owners'roup that PNL's suggestion regarding the critical zone radiography should not be required; however, ihe staff continues to encourage utilities to follow PNL's suggestion, As noted earlier on the same SER page, the OG does not consider the PNL suggestion on radiography to be appropriate.

This suggestion was directed toward the 12-inch bearings used on straight 8-cylinder TDI engines; the SHNPP engines are V-16s.

P~ae 2-7 The staff concurs with PNL that any rod eye not previously examined in accordance with ihe acceptance criteria recommended by FaAA should be examined using an appropriate nondestructive technique at the first major engine disassembly.

No indications deeper than 0.04 inch should be allowed, All connecting rod oil holes at the rod eye on boih engines were inspected with no unacceptable indications found'0966NEL/vaw

)

l 0\\

(-

%l f

ATTAQSENT 2 Staff SER Recommendations (Cont'd)

SER Recommendation CP&L Position P~ee 2-7 (Cent'e)

With respect to preservice inspections, the NRC staff concurs with PNL's recommendations in Section 4,4,4.4.1 of PNL-5600 and con-cludes that these recommendations should be fully implemented as part of the DR/QR program.

Among these PNL recommendations is a suggestion that the two pairs of bolts above the crankpin be measured ultrasonically pre-and post-tensioning.

In addition to the reasons cited by PNL, the staff considers that proper preload is critical to assuring the long-term integrity of the DSRV connecting rods, For this reason, the staff concludes that base-line ultrasonic elongation measurements must be performed for all DSRV connecting rods either as part of the DR/()R (preservice) inspection or, in the case of operating plants, at first availability.

In the latter case, first availability would include the 25-percent sample inspection of the connecting rod after approximately five years and all connecting rods at the ten-year overhaul inspections (see Section 2,1,3.1),

The use of ultrasonics for pre-and post-tensioning verifi-cation will be incorporated into the SHNPP procedures,

~Pa e 2-8 However, for DSRV connecting rods with 1-7/8 inch bolts, this finding would be subject to certain engine load restrictions.

(Note that ihe Grand Gulf engines are the only TOI engines employing 1-7/8 inch bolts.)

Alternatively, if the OSRV engines with connecting rods with 1-7/8 inch bolts are to be operated at loads in excess of this load limitation, these DSRV connecting rods shall be subject to a complete teardown and inspection at five-year intervals, The staff's finding and the basis, thereof,

.ILre discussed in Section 2.1.3.7 '

below.

Not applicable because the SHNPP diesels use l-l/2 inch connecting rod bolts.

(0966NEL/vaw)

Y I

ATTACK%MT 2 Staff SER Recommendations (Cont'd )

SER Recommendation CPII,L Position

~Pa e 2-8 (Cont'd)

With respect to Item (2) above, the staff concurs with ihe PNL recommendation in view of the critical importance of maintaining proper bolt tension and will require that this be incorporated as part of the maintenance/surveillance program for each plant, Although PNL has recommended that the 93-percent criteria should apply to bolt tension as determined from either torque measurements or ultrasonic measurements of bolt stretch, the staff believes that only ultrasonic measurements are sufficiently reliable to compare with this criterion.

The staff notes that Revision 2 of the DR/QR Appendix II M/S program calls for ultra-measurements prior to each bolt disassembly.

However, utilities should verify that their plant-specific programs also require that baseline ultrasonic measurements be taken following each assembly of the bolts,

However, licensees should consider future checks of surface contact in the event that periodic inspections should reveal excessive detensioning of the connecting rod bolts, fretting of the serrated

surfaces, or other evidence of connect-ing rod distress.

Ultrasonics will be used for pre-and post-tensioning of the noted bolts, The lower limit of acceptable bolt tension will be the stretch equivalent to the 1600 ft.-lb, torque limit (per FaAA-84-3-14, Page 3-1).

FaAA was utilized to perform the preservice inspections per Procedure 11,9 ~

Further inspections will be to the same or a comparable procedure.

In Sections 4.4.4.4,2 and 4,4,4,4.3 of PNL-5600, PNL has recommended that an "appropriate nondestructive method" be employed for preservice and periodic in-service inspection of the bolt holes in the link rod box.

The NRC staff concludes that the inspection method shall include either (1) the eddy current inspection method developed by FaAA for threaded carbon steel bolt holes (I.e FaAA Procedure:

NDE 11,9, Revision I) or (2) an alternative method shown to be equivalent to the FaAA eddy current procedure for purposes of discriminating small cracks in the threads.

(0966NEL/vaw)

I I

Pt l

k

ATTACHMENT 2 Staff SER Recommendations (Cont'd)

SER Recommendation CP8,L Position P~ae 2-9 Accordingly, the staff will incorporate key maintenance/

surveillance actions as license conditions for TDI facilities with DSRV connecting rods.

Sample license conditions are provided in Appendix A of this SER.

CPKL has previously committed to the OG MES Revision 2 program and has committed herein to use ultrasonics for bolt tensioning.

~Pa e 2-10 The staff cannot support a similar inspection schedule for the connecting rods having 1-7/8 inch bolts unless they are operated at loads below those for which the preponderance of operating experience is positive, Therefore, since many of these connecting rods have accumulated up to 50,000 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> at loads of up to 80 to 85 percent of rated load and since the proposed inspection intervals are very short compared to the extended periods over which ihe DSRV connecting rods have been operated without

problems, the staff will require that operation of DSRV engines with connecting rods employ 1-7/8 inch bolts (only Grand Gulf has engines falling into this category) be limited to 82 percent of rated engine load to ensure that the connecting rods are operated within the envelop of successful operating experience, if the inspection interval proposed in Revision 2 is utilized'lternatively, if all connecting rods of this type (1-7/8 inch bolts) are disassembled and inspected at five-year intervals as originally proposed by the Owners'roup and endorsed by PNL in PAL-5600 rather than as specified in Revision 2 of the DR/()R Appendix II M/S program, the staff will not require a similar load restriction.

SHNPP has 1-1/2 inch diameter bolts and therefore this does not apply.

(0966NEL/vaw)

I t

A g M1 T~1 c) 9 /

ATTACHhKNT 2 Staff SER Recommendations (Cont'd)

SER Recommendation CPS,L Position

~Pa e 2-10 (Coat'0)

Finally, the staff will require that requirements for a contingency inspection of the connecting rods in the event that the engines are loaded beyond 82 percent be incorporated as a

license condition, Not applicable to SHNPP because SHNPP has l-l/2 inch connecting rod bolts, As a matter of clarification, the staff believes that appropriate precautions should. be taken for all engine models to prevent sustained engine operation in an unbalanced condition, PNL did address this for V-16 crankshafts.

Cylinder exhaust temperatures will be monitored for unbalanced operation indications.

P~ae 2-11 The staff concludes that plant-specific procedures should clarify that the hourly cylinder exhaust temperatures should also be monitored for engine imbalance, This recommendation will be incorporated into the SHNPP program.

P~ae 2-13 Site-specific sections of DR/QR Appendix II, Revision 2, M/S programs incorporate the periodic crankshaft inspections recommended by PNL in Section 4,7,8.3 with the exception that the crankpin and main journals would apparently be inspected only once after five years rather than at five-year intervals, The staff believes that the crankpin and main journal inspections should be inspected periodically to ensure that they are free of abnormal cracking or wear,

However, based on the fact that the DSRV-16 crankshafts exhibit somewhat smaller stresses than the DSR-48 crankshafts, the staff concludes that an inspection frequency corresponding to the ten-year major engine overhaul These inspections (Items 2 and 3 on Page II-D-SH-I of the M&S matrix for SHNPP) were performed initially.

The OG intent was to have the crankpin and main journal inspections performed consistent with Item 4 on Page II-D-SHI ~

The applicable SHNPP procedure(s) will be reviewed to assure that these inspections are performed at the overhaul frequency.

These inspections were done for the SHNPP engines (see (COL)

Letter NLS-85-464 to NRC and the DR/QR report).

(0966NEL/vaw)

A V

ATTACf%KNT 2 Staff SER Recommendatlons (Cont'd)

SER Recommendation CP(IL Position P~ae 2-13 (Coat'd>

schedule would be acceptable for fhe DSRV-I6 crankshafts in lieu of the five-year interval to be implemented for the DSR-48 crankshafts.

The staff will require that such periodic inspections be incorporated as part of plant-specific M/S program.

P~ae 2-16 (I)

Cylinder blocks should be inspected for <<ligament23 cracks,

<<stud-to-stud<<

cracks, and >>stud-to end>> cracks as identified in FaAA-84-9-i I.l.

The inspection intervals should not exceed the intervals calculated using the cumulative damage index model in the subject FaAA report.

In addition, inspection methods and procedures should be consistent with or equivalent to those identified in the subject FaAA report, The SHNPP engines were inspected and determined to be crack-free (see DR/QR report) ~

The OG MES matrix refers to the DR/QR report which refers to the CDI model for inspection frequency.

(2)

In addition to inspections specified in the aforementioned FaAA report, blocks with <<known>> or >>assumed ligament>> cracks should be inspected at each refueling outage in accordance with PNL's recommendations in Section 4 8,5.2 of PNL-5600 to determine whether or not cracks have initiated on the top surface exposed by the removal of two or more cylinder heads.

Not applicable to SHNPP as inspections have shown the blocks to be crack-free.

Regarding Item (2), litem (2) is inspection for cracks in the liner bore and cam gallery)

PNL and the staff have concurred with the Owners'roup that such cracks would not be likely to propagate sufficiently to degrade the integrity of the block.

The staff nonetheless believes that it is prudent to monitor these cracks at available opportunities should such cracks be known to exist.

The staff concludes that plant-specific programs should reflect this point.

Both SHNPP engines have been inspected (50 percent of the liner landings per OG) with no cracks observed.

Therefore, cracks are not known to exist.

Also, cracks in the liner bore and cern gallery have been demonstrated as benign.

As the SHNPP cylinder blocks have been tested for acceptable material and found satisfactory, CPE,L believes that these inspections are not necessary for SHNPP, (0966NEL/vaw)

ll(

8 I

I

ATTACf%KNT 2 Staff SER Recommendations (Cont'd)

SER Recommendation CPIIL Position

~Pa e 2-ld (Coat'dt Regarding Item (3), the staff has not evaluated the specific merits of the PNL recommendation.

However, licensees are already required pursuant to NRC regulations and applicable industry standards to meet certain minimum standards for NDE inspections of safety-related components.

The staff concludes that licensees should consider PNL's recommendations on this matter and incorporate these recommendations into their program if and as deemed appropriate.

CPIIL has considered the PNL recommendations and believes that the PNL recommendations are not necessary since the acceptance criteria has been established by the OG.

~Pa e 2-I7 In addition, the staff will require as a condition of the license that it be promptly informed of any such cracks, regardless of depth.

Further, the engine should be considered to be inoperable nuclear standby service until the proposed disposition and/or corrective actions have been approved by the NRC staff (see Appendix A, >>Sample License Conditionstt).

See discussion under SER Page A-5.

The NRC staff concurs with PNL's recommendation that any block with degraded microstructure (e.ged Widmanstaetten graphite) should not be placed in nuclear standby service without thorough justification by the engine owner and review by the NRC staff.

Not applicable to SHNPP as the microstructure has been evaluated and found acceptable.

Except as noted for Group III head below, this item will be incorporated as a license condition for all TOI engines (see Appendix A, >>Sample License Conditions>>) ~

See discussion under SEIR Page A-5.

(0966NEL/vaw)

k f

P+

e+

ATTAOOKNT 2 Staff SER Recommendations (Cont'd)

SER Recommendation CPAL Position

~Pe e 2-18 (I)

Quality revalidation inspections have been completed for all cylinder heads.

See discussion under SER PAGE A-5.

(2)

Group III heads continue to demonstrate leak-free performance.

This should be confirmed with TDI prior to deleting air roll tests, Finally, as a point of clarification, the staff finds that the PNL recommended air roll tests should be performed except in cases when the plant is already in the action state of Technical Specification 3/4.8.1.

In other words, it is not the staff's intent that an engine should intentionally be put into a condition where it cannot receive a start signal if the other diesel(s) or other AC sources are already inoperable.

PNL has recommended in Section F 10.4.3 that cylinder heads with any throughwall weld repair of the fire deck should not be placed in nuclear standby service if the repair is performed from one side only (i.e.,

a >>plug weld'8) ~

The staff concurs with this recommendation and concludes that it should be incorporated into appropriate plant maintenance/surveillance procedures, but need not to be incorporated as a license condition, The Harris engines contain only Group III heads, subjected to the upgraded vendor inspection program.

This inspection will be incorporated into the SHNPP program for future installation of cylinder heads, Regarding PNL's recommendation for alternative procedures and acceptance criteria in future cylinder head inspections, the staff has not specifically reviewed the merits of the PNL recommendations.

The staff assumes that licensees will follow appropriate regulatory and industry standards in performing NDE inspections.

The staff concludes that licensees should consider PNL's recommendations on this matter and incorporate these recommendations into their programs if and as appropriate, The PNL recommendations have been considered and are not necessary since the acceptance criteria has been established by the OG, (0966NEL/vaw)

'F qn

ATTAC%KNT 2 Staff SER Recommendations (Cont 'd )

SER Recommendation CPKL Position

~Pa e 2-19 PNL has endorsed findings of the Owners'roup consultant, Stone and Webster, regarding the adequacy of the cylinder head studs for nuclear service subject to installation of the studs in accordance with procedures identified in a letter from C. Ray,

Chairman, TDI Owners'roup, to the individual utility owners, dated September 24, 1984'he staff notes that DR/QR Appendix II, Revision 2, does not specifically address this point.

The staff will require that utilities check to confirm that this point is addressed in plant-specific programs.

The SHNPP cylinder lead studs were properly installed per OG guidance.

The MES matrix does not address the issue as removal of these studs is not routinely performed; The OG guidance has been incorporated into applicable SHNPP procedures.

In cases where cracks have been found to exist (e.g., certain bearing saddles of the EDG 102 and EDG I03 engines at Shoreham),

the staff believes that these cracks should be monitored for growth by magnetic particle or liquid penetrant inspection at alternate refueling outages as recommended by PNL.

If no growth is evident after ten years, these inspections need only be performed at subsequent major engine overhauls.

The SHNPP bearing saddles were inspected per the OG recommendations and found to be crack-free.

Therefore, this recommendation is noi applicable.

Finally, the staff believes that all the TDI owner utilities should check each engine base for degenerate Widmanstaetten graphite.

The basis for this finding is that several TDI engine blocks (which are also fabricated from Class 40 grey iron) have been found to exhibit this degenerate microstructure which substantially increases the potential for developing cracks.

The OG does not endorse this recommendation and has presented justification to NRC, SHNPP will perform the OG inspections as specified in M/S program.

In Section 4.14,4.2 of PNL-5600, PNL recommended in part that (I) replacement fuel oil injection tubing be fabricated from SAE-1010 steel rather than SAE-1008 steel and (2) the fuel lines be shrouded.

The SHNPP tubing has been inspected for internal defects and installed tubing was found acceptable.

- 9 "

(0966NEL/vaw)

n, PA

,L ted%

p

ATTAQSKNT 2 Staff SER Recommendations (Cont'd )

SER Recommendation CPI1L Position P~ee 2-20 In addition, plant maintenance programs should include the manufacturer's instructions concerning the installation and inspection of the fuel line fittings if this has not already been done (see Section 4,14,4.2 of PNL-5600).

Installation of threaded fasteners is included in the SHNPP procedures.

Finally, PNL has recommended that newly installed tubing and fittings be inspected for leakage following engine operation after the engine is shutdown and that the inspector look for wet fittings or other signs of leakage.

PNL has noted that inspection of the tubes during engine operation may be hazardous to operating personnel due to the high pressure of the fuel in the line.

This recommendation is not considered by the NRC staff to be'n engine reliability or nuclear plant-safety

issue, and, therefore, licensees may implement this recommendation at their discretion, However, the staff urges licensees to give due consideration to this recommendation since it reflects the considerable and distinguished experience of diesel engine expert consultants under contract to PNL, A walk-around inspection of the engines for leaks is required when ihe engine is operating and in the standby conditions However, the staff notes that the Appendix II maintenance program, Revision 2, does not fully address additions to the pump assembly recommended by SWEC for the DSRV-20 engine pumps at San Onofre 1, which are identified in Section 4'5,3,3,3 of PNL-5600, The licensee for San Onofre I will be required to confirm that the items have been fully implemented and/or have been incorporated as part of the plant maintenance procedures as appropriate, Not applicable to SHNPP. (0966NEL/vaw)

4

% ~

AlTAC&KNT2 Staff SER Recommendations (Cont'd )

SER Recommendation CPS,L Position

~Pa e 2-21 As recommended by PNL, however, the staff will require that all AE piston skirts complete these quality revalidation inspections prior to initial plant operations.

For AE piston skirts at operating plants which did not receive these inspections, the staff will require that these pistons be inspected at the first ten-year overhaul.

The SHNPP AE piston skirts on both engines received preservice OG inspections and were found satisfactory.

In view of the fact that each push rod of the friction-welded design will be liquid-penetrant inspected prior to service, PNL's suggestion concerning radiograph inspections is considered by the staff tp be an optional item to be implemented at the utility'sdiscretion's the friction-welded design with satisfactory LP inspection has been found acceptable, the recommendation is not considered necessary, F-inally, the generic DR/PR Appendix II Maintenance

Program, Revision 2, does not include provision for a destruction examination of friction-welded push rods on random samples for a destructive examination of friction-welded push rods on random samples from each future manufacturing lot.

This was an initial recommendation of the Owners'roup and was endorsed by PNL.

However, again because each push rod will be initially inspected by liquid penetrant, the staff concludes that the subject destructive examination should be at the utility's option.

The destructive examination is presently in the SHNPP program, P~ae 2-22 Revision 2 ensures that degradation rates for the turbocharger thrust bearings will be adequately monitored, The staff finds, therefore, that full-flow lubrication during coastdown should be implemented at the licensee's

option, During coastdown, lubrication is provided by the engine-mounted pump.

The auxiliary pump automatically starts during coastdown on a

low oil pressure signal.

This is per 'design and is considered adequate.

(0966NEL/vaw)

5J 4

nrr

~

p-

ATTAC&KNT2 Staff SER Recommendations (Cont'd)

SER Recommendation COL Position

~Pa e 2-22 (Coat'4>

PNL recommended that the spectrochemical and ferrographic oil analyses recommended by the Owners'roup consultant,

FaAA, be performed quarterly to provide early evidence of bearing degradation.

The staff concurs with this recommendation;

however, it is not clear that it has been incorporated into the generic DR/i)R Appendix II Maintenance

Program, Revision 2, The staff will require that each utility verify that this recommendation has been incorporated into the respective plant-specific program.

CPE,L2s position on ferrographlc oil analysis has been discussed earlier herein.

However, the staff will require that plant-specific programs specify that any turbocharger in which nozzle ring anomalies are found be reinspected at the next refueling outage.

This recommendation will be incorporated into the appropriate SHNPP procedure.

~Pa e 2-23 Accordingly, the major maintenance/surveillance recommendations of the Owners'roup and PNL will be incorporated as license conditions (see Appendix A, >>Sample License Conditionstt),

See discussion under (SER Recommendation)

Page A-i.

P~l! 4 2-24 Failure to accomplish these additional items would not seriously affect engine operability; however, PNL feels that on the basis of good engineering practice, the engine owners should incorporate these recommendations into their M/S plans as they apply to the DSR-48, DSRV-16-4 engines.

Based on the above, the staff concludes that these items should not be required by the NRC and that their implementation should be at the discretion of the individual utilities, The referenced PNL reports pertain to Shoreham and Comanche Peak.

SHNPP has committed to the OG program which is a conservative approach to MES and is deemed adequate.

12-(0966NEL/vaw)

ATTACQKNT 2 Staff SER Recommendations (Cont2d)

SER Recommendation CPCL Position

~Pa e 2-24 (Coat'4)

The staff and PNL have, therefore, concluded that each individual owner should implement all Owner's Group recommendations stemming from the plant-specific Phase II evaluation.

The OG recommendations have been evaluated for the SHNPP

engines, The DR/QR report was issued prior to the completion of construction of this equipment and relied heavily on generic reviews and analyses, About 10 percent of the OG recommendations have been found not applicable to SHNPP or have been evaluated as not required and appropriate documentation has been placed in the auditable files,

~Pa e 2-26

(.I)

The recommendatlons concerning operation, testing, inspection, maintenance, adjustment, overhaul and repair of the engine as incorporated in the TDI Instruction Manual, Service Information Memos(SIMS),

and TDI correspondence on specific maintenance/surveillance issues.

(2)

The maintenance and surveillance recommendations developed by the Owners'roup in Appendix II, Revision 2, of the DR/QR

reports, As CPKL is an owner of this equipment, TDI provided an instruction manual and periodically issues updates on the other documentation.

The TDI-referenced documentation was used extensively in developing the OG MES matrix which CPdL committed to implement in Letter NLS-86-181 to NRC, As a point of clarification, the original TDI maintenance instructions are generic and directed toward engines that continuously operate.

Accordingly, they are not applicable to engines in standby nuclear service.

(3)

Additional items required by the staff as identified in Section 2'.3 of this SER.

The staff will require thai the owners for each plant commit to an acceptable maintenance and surveillance program as identified above prior to issuing final plant-specific SERs addressing the final resolution of the TDI engine issue. (0966NEL/vaw)

C I

~

ATTAO%ENT 2 Staff SER Recommendations (Cont'd)

SER Recommendation CPII,L Position P~ee A-i (I)

General (applicable to all TDI engines)

Changes to the maintenance and surveillance program for ihe TDI diesel

engines, as identified in I I", shall be subjected to the provisions of 10 CFR 50.59.

SHNPP has committed to the OG M/S program and changes to this program will be subjected to ihe provisions of IOCFR50 ~ 59 '

The frequency of the major engine overhauls referred to in the license conditions below shall be consistent with.

Section IV.I~

<<Overhaul Frequency<<

in Revision 2 of Appendix II of the Design Review/guality Revalidation report which was transmitted by letter dated May I, 1986, from J. George, Owners'roup, to H. Denton, NRC.

CPKL has committed to Revision 2 of the M/S program, and the SHNPP overhaul frequency is consistent with this revision, Connecting rod assemblies shall be subjected to the following inspections at each major engine overhaul:

o The surface of the rack teeth should be inspected for signs of fretting, If fretting has occurred, it should be subject to an engineering evaluation for appropriate corrective action.

This item is covered in the M/S program by Item 7 on Page ll-B-5~

Identify SER and section number which identifies the references of (baseline)

TDI engine maintenance and surveillance program. (0966NEL/vaw)

aWy la I

ATTAQ%ENT 2 Staff SER Recommendations (Cont'd)

SER Recommendation CPEL Position P~ae A-I (Coat'd>

o All connecting rod bolts should be lubricated in accordance with the engine manufacturer 's instructions and torqued to the specifications of the manufacturer.

The lengths of the two pairs of bolts above the crankpin should be measured ultrasonicly pre-and post-tensioning.

Connecting rod bolts are lubricated in accordance with the engine manufacturer's instructions and torqued to specification.

This item is covered in the M/S program by item 9, Page 11-B-5.

The use of ultrasonics will be incorporated into the plant procedures.

~Pa e A-2 o

The lengths of the two pairs of bolts above the crankpin should be measured ultrasonically prior to detensloning and disassembly of the bolts.

If bolt tension is less than 93 percent of the value at installation, ihe cause should be determined, appropriate corrective action should be taken, and ihe interval between checks of bolt tension should bereevaluated'n light of the above commitment to use UT, CP8,L will satisfy the requirement.

The lower limit for acceptability will be the stretch equivalent to 1600 ft-lbs. of torque.

o All connecting rod bolts should be visually inspected for thread damage (e.geP galling), and the two pairs of connecting rod bolts above the crankpin should be inspected by magnetic particle testing (MT) to verify the continued absence of cracking.

All washers used with the bolts should be examined visually for signs of galling or

cracking, and replaced if damaged, This item is covered in the M/S program by Item 10 on Page 11-B-5 ~

o A visual inspection should be performed of all external surfaces of the link rod box to verify the absence of any signs of service induced distress.

This item is covered in the M/S program by Item li on Page ll-B-5~ (0966NEL/vaw)

(i I

P

~

~

~

ATTACQKNT 2 Staff SER Recommendations (Cont'd )

SER Recommendation CPBL Position

~PA e A-2 (Cont'a>

o All of the bolt holes in the link rod box should be inspected for thread damage (e.g., galling) or other signs of abnormalities, In addition, the bolt holes subject to the highest stresses (i.e., the pair immediately above the crankpin) should be examined with an appropriate nondestructive method to verify the continued absence of cracking.

Any indication should be recorded for engineering evaluation and appropriate corrective action.

This item is covered in the M/S program by Item 12 on Page II-B-6~

o Cylinder blocks shall be inspected for <<ligamentt'racks,

>>stud-to-stud>>

cracks, and >>stud-to-end>>

cracks as defined in a report>>

by Failure Analysis Associates,

Inc, (FaAA)

entitled,

>>Design Review of TDI R-4 and RV-4 Series Emergency Diesel Generator Cylinder Blocks>>

(FaAA Report No, FaAA-84-9-11,1), dated December

1984, (Note that the FaAA report specifies additional inspections to be performed for blocks with >>known>> or >>assumedt'igament cracks.)

The inspection intervals (i,e., frequency) shall not exceed the intervals calculated using the cumulative damage index model in the subject FaAA report, In addition, inspection method shall be consistent with or equivalent to those identified in the subject FaAA report.

The FaAA report is Reference I in the DR/QR report for this component (Volume 2,02-315 A) ~

Engines were inspected (before site operations) and no cracks were observed'nalysis showed engines acceptable for 490 hours0.00567 days <br />0.136 hours <br />8.101852e-4 weeks <br />1.86445e-4 months <br /> at 100-percent power.

The M/S program (Revision 2) simply identifies inspections per DR/QR 02-315 A (Item I, Page II-D-SH-3).

From a documentation viewpoint, CPKL has already committed to satisfy this condition.

This report was transmitted to H, Denton, NRC, from C, Ray, TDI Owners'roup, by letter dated December ll, 1984.

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ATTACQKNT 2 Staff SER Recommendations (Cont'd )

SER Recommendation CPAL Position P~ae A-5 '(Cont'd) o In addition to inspections specified in the aforementioned FaAA report, blocks with <<known<< or >>assumed ligament cracks" (as defined in the FaAA report) should be inspected at each refueling outage to determine whether or not cracks have initiated on the top surface exposed by the removal of two or more cylinder heads.

This process should be repeated over several refueling outages until the entire block top has been inspected.

Liquid-penetrant testing or a similarly sensitive nondestructive testing technique should be used to detect cracking, and eddy current should be used as appropriate to determine the depth of any crack discovered.

Not applicable to SHNPP as blocks have been shown crack free.

o If inspection reveals cracks in the cylinder blocks between stud holes of adjacent cylinders (>>stud-to-stud<<

cracks) or

<<stud-to-end<<

cracks, this condition shall be reported

'romptly to the NRC staff and the affected engine shall be considered inoperable.

The engine shall not be restored to

>>operable<< status until the proposed disposition and/or corrective actions have been approved. by the NRC staffs If <<stud-to-stud<<

cracks are discovered, this condition will be reported promptly to the NRC staff.

However, the

<<operability>> of the engine should be acceptable until the crack reaches a depth of 1.5 inches (per FaAA Report 9-11.1 dated December 1984).

The followin air roll test shall be performed as specified below except when the plant is alread in an Action Statement of Technical Specification 3/4.8.1

>>Electric Power S stem A, C. Sources>>:

The engines shall be rolled over with the air-start system and with the cylinder stopcocks open prior to each planned This item is covered in ihe H/S program by Item 3 on Page II-B-7, CPIIL believes that the OG "17-(0966NEL/vaw)

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ATTACHMENT 2 Staff SER Recommendations (Cont'd )

SER Recommendation CPIIL Position

~Pa e A-5 (Cont'd)

start, unless that start occurs within four hours of a shut-down.

The engines shall also be rolled over with the air start system and with the cylinder stopcocks open after four hours, but no more than eight hours after engine shutdown and then rolled over once again approximately 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> after each

shutdown, (In the event an engine is removed from service for any reason other than the rolling over procedure prior to expiration of the eight-hour or 24-hour periods noted above, that engine need not be rolled over while it is out of service.

The licensee shall air roll the engine over with the stopcocks open at the time it is returned to service.)

The origin of any water detected in the cylinder must be determined and any cylinder head which leaks due to a crack shall be replaced.

The above air roll test may be discontinued following the first refueling outage subject to the following conditions:

recommendation of deleting post-run air roll requirements for engines with Group III heads after one cycle with positive inspection results is reasonable and should not be subject to the last two additions.

o All cylinder heads are Group III heads (i,e, cast after September I980) ~

o

()uality revalidation inspections, as identified in the Design Review/l)uality Revalidation report, have been completed for all cylinder heads.

o Group III heads continue to demonstrate leak-free performance.

This should be confirmed with TDI prior to deleting air roll tests.

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AlTAC&KNT2 Staff SER Recommendations (Cont'd)

SER Recommendation COL Position P8t88 A-7 turbochargers for all TDI engines)

Periodic inspections of the turbochargers shall include the following:

o The turbocharger thrust bearings should be visually inspected for excessive wear after 40 non-prelubed starts since the previous visual inspection, This item is covered in the M/S program by Item 4 on Page 11-8-1.

P~Ae A-8 o

Turbocharger rotor axial clearance should be measured at each refueling outage to verify compliance with TDI/Elliott specifications.

In addition, thrust bearing measurements should be compared with measurements taken previously to determine a need for further inspection or corrective action.

This item is covered in the M/S program by Item 3 on Page 11-8-1 ~

o Spectrographic and ferrographic engine oil analyses shall be performed quarterly to provide early evidence of bearing degradation, Particular attention should be paid to copper level and particulate size which could signify thrust bearing degradation.

This item is covered in the M/S program by Item 4 on Page 11-C-21 'PII,L's position on ferrographic oil analysis has been discussed previously herein.

Spectrographic analysis is in the SHNPP program.

o The nozzle ring components and inlet guide vanes should be visually inspected at each refueling outage for missing parts or parts showing distress.

If such are noted, the entire ring assembly should be replaced.

This item is covered in the M/S program by Item 6 on Page 11-8-2. (0966NEL/vaw)

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