ML19241C184

Forwards Electro-Motive Div (EMD) Notice to Owners of EMD Engines Reporting Possible Thrust Bearing Damage Which May Cause Turbocharger Failure.Suggested IE Circular Presently in Concurrence Process.Relevant LERs Encl

ML19241C184
Person / Time
Site:	Monticello, Surry
Issue date:	06/01/1979
From:	Clemenson F Office of Nuclear Reactor Regulation
To:	Thompson D NRC OFFICE OF INSPECTION & ENFORCEMENT (IE)
References
NUDOCS 7907300072
Download: ML19241C184 (4)

Text

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f, UNITED STATES y y)e i

NUCLEAR REGULATORY COMMISSION y

WASHINGTON, D. C. 20555

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%,,.....f Juli 1 1979 MEMORANDUM FOR:

D. Thompson, Executive Officer for Operations Support, j

Inspection and Enforcement THRU:

E. Adensam, Section Leader, Plant Systems Branch, Division of Operating Reactors FROM:

F. Clemenson, P1 ant Systems Branch, Division of 7

j Operating Reactors f

SUBJECT:

ELECTRO-MOTIVE DIVISION OF GENERAL MOTORS DIESEL j

ENGINE TURBOCHARGER LUBRICATION SYSTEM INADEQUACIES 1

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Recently several operating plants have notified the Directors of Regional IAE Offices via LERs that Electro-Motive Division (EMD) of General Motors has informed them of a deficiency in the EMD diesel engines turbo-charger lubrication system. EMD also suggests appropriate administrative action that will minimize the consequences of the deficiency until an I

acceptable modification can be developed and made available for

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installation in approximately six months.

Attached is, apparently, a copy of the EMD notice sent out to the owners of their diesel engines.

I found the attached in my mail box Friday May 25, 1979 without any indication who sent it.

In addition, attached i

are two pieces of correspondence from Monticello, Northern States Power 1

Company and one from Surry Unit No,1, Virginia Electric and Power

Company, t

I We have drafted a suggested I&E Circular /Information that presently is in the concurrence process.

t We are not sure if this falls within the scope of Part 21 but in any event we believe that the proper responses should be handled by I&E.

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F. Clemenson Plant Systems Branch Divisien of Operating Reactors NG223 d

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1907300077

i Enclosures :

As stated cc w/ enclosures:

V. Stello D. Eisenhut R. Vollmer G. Lainas E. Adensam F. Clemenson B. Grimes 5titi274

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E!ccuo McNe OMsion General Motors Corporauen LaGrange. Imni.'s 6C525 (312) 38 7 6000 i/?-

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To:

OWNEllS OF liMD ENGINIIS IN NUCLl!All I LANT STANDilY SliRVICl?

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Subject:

. STANDLiY UNITS l

Recent lubricating oil system tests conducted at liMD indicate that certain repeat start operating modes could wsult in turbocharger thrust bearing dama;,c which might ultimately cause a turbocharger failure.

t When an engine is in the nonnal standby mode, the lubricating oil temperature is maintained at 115' F and the circulating oil pump supplies warm oil to the turbocharger bearings at a about flow rate of abou: 2 gpm. Since the total pump flow rate is 6 gpm,4 ppm is also circulated, via 1

a 30 psi relier valva, through the equipment tack (lube oil filter and coolcr) which scrus to keep the entire accessory lubricating oil system primed to support a " fast start." If a power outage i

occurs, the circui: ding pump may stop 5 to 10 seconds before ti e engine receives a start signal; but the main hearing and piston cooling pump wdl immediately receive oil from the primtd filter cooler systein thus providing a rapid buildup of engine lube oil pressure throughout the engine bearing and turbocharger systems.

A potential problem occurs, however, if the engine receives a repeat rapid start within a minimum of 15 minutes and a maximum of 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> after a " hot shutdown" from a previcus run. If. for examp'e, the engine had been operated for about I hour at full load, the lobe oil temperature would he at about 200* F at time of shutdown. Under these circumstances, the full 6 ppm output of the circulating pump will flow only to the tmhocharger because of reduced tiow resistance in 'ais portion of the system cicated by the lower viscosity of the hot lubricant.

The circulating pump pressure will not reach 30 psi until the lobe oil cools to about 160* F.,

thus no oil wdl be supplied via the relief vahe to the equipment rack for the first 2 to 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> at ter engine shutdown. During this cooling period some of the oil contained in the eccler and filter will drain ba.k to the engine sump via the lobe oil scavenging pump, and some of the cil I

from the stramer Hx will be sucked into the cocier by the vacuum that develops. The resu!! is i

that when a fast s:.irt occurs from a nunimum of 15 minutes to a masimum of 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> after a hot shutdown, su :icient " prime" oil will havt drained to retard the buildup of engine oil pressure in tyent !! at a restart n required. At : cast 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> of coolin;; must take place before the circulatmg shtem c.:n replace the dramed od.

(:.

In ihe umst caw.if a repeat rapid start, the entine may actually reach crerating specti, 900 rpm, before od pr ware n established at the t u! ocharger thrust bearmg. i his inay c::oce scme l'

smearinc ci the h. ing metal so that c:anulata t damag; from several smuiar 31.n ts would resuit m a tmboch:nget i.. lure.

FMD is current ly ir':ing on the de.cl.'pment of an unproved tube oil system. The system wiil be appheable to

,ev p r od uc t io n units an,l a m odi fic.dion packa.. will he available for InstJllatten

('I M is !ng umis. "lhe two major featurJs of the "nprey;d system sdl he a [nping I

chang. to nunim!/c thi diain bJLk of filter-emder <d! Io lhe sutup.;Jd the addition of a second y

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pump to assure uu: tant circu!ation through the tiller-cooler at all temperatures, plus better oil

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E6ecuo Mouve Division General Mctors Corporation LaGrange, imnols 60525 (312) 387 6000 lk

>I retention characteristics in this portion of the system. It is :mticipated that this modification material for existmg units, together with applic.ition instructions, will be av.iilable l'or field

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application in about six months.

1 1

In the interim, avoid repeat fast hot starts from 15 minutes to 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> after shutdown during scheduled machia,:rf exercise or test neriods. Whenever possible, allow the engine to cool at least 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> after it has been operated in the " loaded" mode, or perform the restart within 15 minutes of shutdown.

Also, after changing oil filter elements or draining the accessory oil system for any reason, make sure that the circulating oil pump is in operation for at least 30 minutes and tliat the strainer box is full before starting engine - then make idle start (not a fast start) to assure complete filling of accessories before any subseye nt fast start is made.

Any small leak at the top of the oil cooler should be corrected as soon as it is noticed, since a I

leak at this location allows air to be sucked into the cooler during shutdown, causing the drain b.ick to be more rapid.

If you feel the need of additional clarification, please contact your District IIngineer.

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'j Very truly yours,

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W. li Ik eker General Service.\\!anat;er 1

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NORTHERN STATES POWER COMPANY

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l Mr J G Keppler Of fice of Inspection & Enf orce=ent U S Nuclear Regulatory Commission 799 Roosevelt Road Glen Ellyn, IL 60137

Dear Mr Keppler:

MONTICELLO NUCLEAR GENERATING PLANT Docket No. 50-263 License No. DPR-22 Potential Diesel Generator Turbocharter Problem The Licensee Event Report for this occurrence is reproduced on the back of this letter. Enclosed are three copies.

This event is reported in compliance with Technical Specification 6.7.3.1(1) in that conditions were reported to NSF that required a j~

corrective action (as described on the opposite side of this form) o prevent developcent of an unanticipated condition.

I Ycurs very truly, f1 G

.m L0 yer

?E nager of Nuclear Support Serrices LCM /JAC/ak cc:

Director, II, USNRC (40)

Director, M!?C, USNRC (3)

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CAUSE OESCPIPT1CN ANO CORRECBVE ACT1CNS h iia i INirECUiT: ?F IGN CF LUBE OIL SYSEf. AININIFr?.CIV: ACTICNS EW: FE:N TXel TO AWID I I FIFE.C FAPID STARTS WI~HIN Tr2 TDE FRANS CF C3CESN. SCEEL 8999-20 DIESEL.

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e-April 27,1979 I'

r-Mr. J. G. Keppler, Director

,w Regica III Office of Inspecticn and Enforcement i

U. S. Nuclear Regulatory Ccemissa.cn 799 Prosevelt Rcad 7

f Glen Ellyn, Illinois 60137

Dear Mr.appler:

FOTICELLO NUCLEAR GENETATLNG PLOT Docket No. 50-263 License No. DPR-22 O

E Electro-Motive Divisicn of General Motors Corporaticn has informed Northern States Pcwer Cetpany of a potential diesel generator turbocharger

'y prcblem.

E.M.D. informed N.S.P. that recent lubricating oil system tests r

conducted at E.M.D. indicate that certain repeat start cperating modes could result in turbocharger thrust bearing da. age which might ultimately I

cause a t'ubocharger failure. The potential problem occurs if the diesel engine receives a repeat rapid start within a minimum of 15 minutes and r8' a maximum of 3 hcurs after a shutdcwn frca a previcus run. hhen a fast e

start occ Jrs within this time frame, sufficient " prime" oil will have drained to retard the buildup of engine oil pressure.

In the worst case k,.

of a repeat rapid start, the engine may reach cperating speed before oil e

F pressure is established at the turbocharger thrust bearing. This may cause scme smetring of the bearing metal so that cumulative damage frca

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several similar starts wculd result in a turbecharger failure. This e

prcblem is pctentially generic.

/l 5-App =priate administrative acticns will be taken to avoid repeat fast het b

stans within the time frame of concern.

E.M.D is currently develeping a =cdificdticn to i: Drcve the 116e oil system.

It is planned that this h

mcdificaticn will be installed after it is available which is expected to g

be in approximately six =cnths.

h Ycurs v,q-~ ~,

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E VI: ot_wu EI.rcrarc a_vn Po w 2r CoxrA.vv Rzc2rxown.Vtmoryu 20 2 61 May 16, 1979 Er. Ja=us P. O'Ta t t iy, Director Serial No. 362 Cffics of Inspection and Inforcenent P0/?r:s ej U. S. Wetes? 1agulatory C - =sion Duckst No. 50-280 legien I:

License No. RR-32 101 h riatta Stra4t, Suite 3100 Atlanta, Georgia 30303

Dear Mr. 0'3a1117:

Pursuant to Scrry Power Station Technical Specifications, the Virginia Electric and Power Company heraby submits the following Licens44 Ivent 14 port for sorry thit Ha.1.

Import No.

Applicable Tee'- feat Specification LIK 79-017/01T-0 T.S. 6.6.2.4.(9).

This report has been reviewed by the Statien helear Safety and operating Censittaa and vill be placed en the agenda for the nen meeting of the Systaz Euclear Safety and operating Ceuxittee.

Very truly yours,

. %f0b C. M. Sen194 mss Tice President-?cwer Supply and Prodnetica Opersticas Znclosuras (3 copias) cc:

Mr. Jctm C. Davis, Acting Director (40 copies) offics of 'm.ics and I !cresment Mr. V1111mm C. F&M, 01:setor (3 ccpias)

Offics of M*=aginer.t Informatien and I. n. u Centrol f;3,<

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OCCxET NUMS Ea 63 63 EVENT 7 ATE 74 25 REPORT O ATE 30 EVENT CEsCR:PTION AND PACSASLE CONSEOUENCES al2rl Electro-Motive Division, General Motors Coro., notified Vecco that a nroblem could develop in the thrust bearing of the turbo-charger for the emergency diesel generators I a

3i i under certain repeat start ocerating modes. This condition is recortable oer Techni-l o ia

cal Specification 6.6.2.a.(9).

The original notification of this LER indicated Unit 21 0 i3 0 is linstead of Unit 1.

The health and safety of the cublic were not affected.

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Several evolutions under these restrictive conditions are recuired to i

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(Attachment, page 1 of 2)

Surry Power Station, Unit 1 Docket No. 50-230 Report No. 79-017/01T-0 Event Date: 05-02-79 1.

Descriotion of Event:

Electro-Motive Division of General Motors Corporation notified Vepco by letter, that as a result of extensive testing, they had found that under certain repeat start operating =edes there is a possibility that the e=ergency diesel generator turbocharger thrust bearing could be damaged.

An auto start with the oil temperature at approximately 200 F and the oil drained out of the lube oil filter and lube oil cooler could result in the engine reaching 900 RPM prior to sufficient oil pressure being established to the turbocharger thrust bearing.

This =ay cause some smearing of the bearing =etal so that cu=ulative da= age from several similar starts would result in a turbocharger failure.

This is reportable in accordance with Technical Specification 6.6.2.a. (9).

2.

Probable Consecuences/ Status of Redundant Syste=s:

The conditions necessary to initiate turbocharger bearing da= age are restrictive and probably never have occurred at Surry.

Verbal infor=ation received fres EMD of G.M. indicates in excess of 10-15 starts, under the condition specified, would be required for a turbocharger bearing failure. Therefore, the possibility of bearing failure at Surry is remote. The health and safety of the public were not affected.

3.

Cause:

This is an engineering design problem which is only evident in this engine under the specified conditions.

4.

I =ediate Corrective Actions :

The periodic tast procedure used to test the e=ergency diesel generator at ref aeling vill be modified to ensure engine cil tempera-ture is below 160 F prior to engine start.

All other FT's and CP's start the engine at idle speed (450 I?M) which is not detrimental to the bearing regardless of oil temperature.

5.

Scheduled Corrective Actions:

EMD stated in their letter that they were working en the develop ent cf an i= proved lube oil systen. The nodificatien package vill be available for field insta"lation in about s ix cenths, at which ti e it vill be evaluated.

6.

Actions Taken to Prevent Recurrence:

!o t applicable.

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Generic I=clications:

This proble: vould be generic to all engines of this cedel which are utilized in a rapid start code.

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