ML20043A657
| ML20043A657 | |
| Person / Time | |
|---|---|
| Site: | Braidwood  |
| Issue date: | 05/16/1990 |
| From: | Grzemski J, Querio R COMMONWEALTH EDISON CO. |
| To: | NRC OFFICE OF INFORMATION RESOURCES MANAGEMENT (IRM) |
| References | |
| BW-90-0533, BW-90-533, LER-90-006-04, LER-90-6-4, NUDOCS 9005220366 | |
| Download: ML20043A657 (6) | |
Text
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, Commonwe:lth Edison Braidwood Nucl2:r Powzr St: tion
' g. Route #1, Box 84 Braceville, Illinois 60407 Telephone 815/458-2801 May 16,1990 BW/90-0533 U. S. Nuclear Regulatory Commission Document Control Desk Washington, D.C. 20555
Dear Sir:
The enclosed Licensee Event Report from Braldwood Generating Station is being transmitted to you in accordance with the requirements of 10CFR50.73(a)(2)(1)(B) which requires a 30-<iay written report. This report is number 90-006-00; Docket No. 50-456. Very truly yours, I
. E. Querto Station Manager Braidwood Nuclear Station REQ /JDW/jfe (7126z)
Enclosure:
Licensee Event Report No. 90-006-00 cc: NRC Region 111 Administrator NRC Resident inspector INPO Record Center CECO Distribution List 9005220366 900536 ' PDR> ADOCK 05000436 6 PDC- -l j'
LITENSEE EVECT REPORT (LER) Facility Name (1) Docket Number (2) _ Pane (3) ltAldEkkd 1 - _ . 0]_1}Q}_01_0l4l51_ft_1!efl0 _i_ iltle (4') Diesel Generator Slow $ tert From Crisscrossed $ tarting Airlines Due to Programatic Deficiency _htnt Date ($) LER Nymher (6) Rtport. Dale (7) Other Facilities invol_ vel 19) Honth Day Year Year Sequential Revision
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_0J_0J 6 0_1_0- 0I$ 11 f, _g1 0 01si01OLgL.J_1_ OP(RATING H0DE (9) LIht1Lont_or_more of the follor.inal (111 6_ _ 20.402(b) _._ 20.40$(c) ___ 50.73(a)(2)(iv) ,_ 73,71(b) l'0WE R __ 20.405(a)(1)(1) _., 50.36(c)(1) _._ 50.73(a)(2)(v) __._ 73.7)(c) LEVEL 20.405(a)(1)(ll) __ __ 50.36(c)(2) __ 50.73(a)(2)(vil) ,_._ Other (Specify _LlD1 -0 0.__gLD 20.405(a)(1)(lli) l_ 50.73(a)(2)(1) __ __ 50.73(a)(2)(viii)(A) in Abstract
//////////////////////////, __ 20.405(a)(1)(iv) __ 50.73fe)(2)(li) __ 50.73(a)(2)(viii)(B) below and in /////////////////////////}/._20.405(a)(1)(v) _ 50.73(a)(2)(iii) _ _ 50.73(a)(2)(x) Text)
LICIHSLLEQUIACLLOL1 HILLER _L121 Name TELEP,MQNE NUte[R AREA CODE allainteski. Itih $13.f f Ext. 2482 8l115 4151 Bl -l 2lJj_QL1 10MPLLILONLLINE FOR EACH CQMPONENT FAILVRLDLiCRIBLD_IM.It{ll. REPORT (13) CAUSE SYSTEM COMPONENT MANUFAC- REPORTABLE CAU$E SYSTEM COMPONENT MANUFAC- rep 0RfABLE _ lMRER _10_NERui. _IVELR _.10 HPRDS. l- 1 JJJ._ _ . -l I JJJ_. J_1 1 1 __1 J.J ! JJ _L I I I l- - - JI I SVEELib(MIALELPQRT EXPECILD (14) Expected Month.j_DALLltAt l Submission
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- l ABSTRACT (Limit to 1400 spaces, i.e. approximately fif teen $1ngle-space typewritten lines) (16)
On November 4,1989 the IB Diesel Generator (DG) exhaust manifold was replaced. This replacement required-disconnection of the starting air distribution system tubing at couplings in a trough that routed the tubes to the individual cylinders. Af ter completion of the maintenance all testing was successfully completed and the DG was declared operable. On December 4,1989 during performance of the monthly operability test, the IB DG experienced a " slow start". Af ter completing troubleshooting several starts were performed with Occeptable start times. The 1B DG was declared operable and successfully completed the next 4 monthly tests. On April 16, 1990 the IB DG experienced a slow start again. During an investigation of the starting air distribution system it was discovered that the starting airlines for cylinders 6L and 9L were crisscrossed and that SL and BL were crisscrossed at the couplings in the trough. The cause of this event was a programatic deficiency. The time check performed was not capable of detecting an alrline crisscross. The crossed air distributor lines were reconnected and vert fled to be correct. The starting airitnes on the remaining DGs will be checked. The DG maintenance procedures will be revised to require a steeting air system check if maintenance is performed on toe system. The effects on the IB DG will be evaluated. No previous occurrences. i
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9 1 3015m(051590)/l
. LICEN$[WNT REPORT (LLB) TEXT CQRIlNUATION fore Rev 2.0 FACIt!TY NAME (1) DOCKET NUMBER (2) _LilLMELILift) pane 01 s
.' Year g $equential
_Hupkgr g// Revision ,
. 2R / Numben ar_ald eof 1 0 1 5 1 0 1 0 1 0 1 41 51 6 910_ - o1016 - oI o el 2 or el s TEXT Energy Industry identification System ([11$) codes are identified in the text as (xx) ,A. PLANT CONDITIONS PRIOR TO EVENT:
Unit: Braidwood it Event Date: November 4, 1989: Mode: 6 Refueling: Rx power: 0%; 9 RC$ (AB) Temperature / Pressure: Ambient / Atmospheric . B. DESCRIPTION Or EVENT! On November 4,1989 the five year Haintenance inspection for the 18 Diesel Generator (DG) (EK) was completed. The exhaust manif old had been replaced as a part of this maintenance inspection. This replacement required . I disconnection of the starting air distribution system tubing at couplings in a trough that routed the tubes to the , individual cylinders.
- Af ter completion of the maintenance inspection all DG surveillance testing was successfully completed and the DG vas declared operable.
On December 4,1989 during performance of the monthly operability test, the 1B DG experienced a " slow start" of . 13.8 seconds to achieve rated speed and voltage. This was in excess of the 10 seconds specified in the Technical
$p;cifications. The IB DG was declared inoperable and the appropriate Technical $pecification Action $tatements were entered and complied with.
As part of the trouble shooting procedure an inspection of the fuel racks and fuel pumps was conducted._ An additional 4 olation valve was closed on an unused air receiver. This receiver had previously been isolated by a chick valve. During a test run of the DG it had been identified that the receiver had shown an increase in pr:ssure during the starting air cranking sequence. It was theorized that the check valve leakage had lowered the cir pressure in the starting air distribution system which had resulted in the slow start. Af ter completing these actions several test starts were perforined. The DG start times were below the limit and acceptable. The monthly
- l nparability test was successfully completed, i
l On December 6,1989 the IB DG was declared operable. The IB DG'successfully completed the Monthly Operability tests conducted January 2. January 29, February 26, and March 26,1990 with start times acceptable and normal. At 1124 on April 16.1990 the 1B DG was started as part of an unscheduled Operability test following' the discovery . of a defective resistor on_the 2A DG gavernor control circuit (reference LER 50-457/90-004). The DG experienced a slow start of 12.8 seconds. The IB DG was declared inoperable. The appropriate Technical $pecification Action Statements were entered and complied with. Troubleshooting activities were initiated. On April 17, 1990 during an extensive investigation of the starting air distribution system it was discovered that l' th3 starting airlines for cylinders 6L and 9L were crisscrossed and that SL and BL were crisscrossed. The crisscross occurred at airline coupilngs in a trough that routed the airlines f rom the starting air distributor to l the individual cylinders. l r
- 3015m(051590)/3 l
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LICEN_$EE EVENT REPORT (LER) TEXT CONTI M 110N fortLRtLLQ. FACIllTY NAME (1) DOCKET NUMBER (2) LER NUff1lLM) Pagt 13)
.' Year // Sequential /// Revision
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// Nutber /,/,/, Humber
_RyJ1dwppd 1 _Dl5101010_l_41516 910 - 01016 - 01 0 01 3 _OF 01_$ TEXT Energy Industry Identification System (C115) codes are identified in the text as [XX) B. DESCRIPTION Of [ VENT: (cont'd) The airline tubing was disassembled, reconnected, and each airline was individually time checked to insure c3rrect routing. At 0903 on April 18, 1990 the IB DG was started for performance of its operability surveillance. The DG - start time was noreel and acceptable. At 1236 the IB DG was declared operable and the Technical Specification Action Statement was exited. The $ystem Test Engineer conducted a preliminary evaluation of the ef fects of the crisscrossed airlines on the 10 DG starting air distribution system. 1he scope of this evaluation was limited to engine component position (i.e. admitting starting air during a compression stroke or with intake or exhaust valves open). Random stopping position from a previous DG run was'also assumed. Internal mechanical forces were not considered. Based on the results of this evaluation it was identified that the IB DG would have experienced a 30% probability of a slower than normal start and a potential 1% probability of a no start. A graph dGlalling cylinder component position for the four af fected cylinders and starting air valve sequence for all 20 valves has been provided on the last page of this report. This event is being reported pursuant to 10CfR50.73(a)(2)(i) - any operation or condition prohibited by the plant's Technical $pecifications. C. CAUSE OF EVENT: The root cause of this event was a programmatic deficiency. The existing programs for post maintenance testing provided for time checking of the starting air distribution system. This check was perforwed by vGrifying that the starting air valve on a select cylinder operated at the specified time as the flywheel rotated. This test is the standard industry practice for verifying correct timing of the starting air i distribution system but it is not capable of detecting an airline crisscross unless the crisscross occurs on . ! the specified cylinder. Having no program to test for this error created the event. l l l P l l l 3015m(051590)/4 l
LICIM51LIYulf REPORT f1LR) TEXT IILNTINuAf ton 7o
- R.ty 2.0.
FACILITY NAME (1) 00CKti NUMBER (2) _ 1ULiq $((L{$1 page (3)
,. Year ///
ffj Sequential //j/ Revision ff
- fff J umber /// hm, tp r_
Jtilh9pd 1 0 l 5 I QMMj_4U1J 910 - 01016 - 01 0 01 4 0F_ _QJ_.$ itKT Energy Industry Identification System (t!!$) codes are identified in the test as [XX) D. 5AfETV ANALY$l$: This event had no effect on the safety of the plant or the public. The 1A DG was operable and evallable from November 4, 1990 thru April 18. 1990 except for a seven hour period during a cold wave on December 20, 1989 when the 1A DG was administrative 1y declared inoperable due to its lube oli temperature dipping below 100 degrees f. It was still evallable during that seven hour period. Under the worst case conditions of a DG failure occurring af ter a valid initiating signal following a $afety injection there would still be no ef fect. The redundancy of the safety system design provides for full safe shutdown capability f rom a single t$F bus. The diversity of the electrical distribution system provides for powerint, p ($F bus f rom its $ystem Auxiliary Transformer, its own Diesel Generator, or its corresponding cpposite bnit ($r bus which is capable of being powered from its Diesel Generator or $ystem Auxiliary T r:ns f eriner. This is enveloped in section 8 of the Updated Final Safety Analysis report. E. CORRECTIVE ACTIONS: , th) crossed air distributor lines were reconnected and verified to be correctly connected. Th> starting air distribution systems on the remaining Braidwood $tation Diesel Generators will be checked. l This action will be tracked to completion by action item 456-200-90-01901. The Diesel Generator Haintenance procedure will be revised to require a starting air distribution system l check if maintenance is performed that requires disconnection of components in the starting air distribution systee. This action will be tracked to completion by action itee 456-200-90-01903. I l F. PREVIOV$ OCCURRENCE $: I l Thire have been no previous similar cccurrences. G. COMPONENT FAltVRC DATA: This event was not the result of component failure, nor did any components fall as a result of this event. , l \ 1
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. LI[LIG[E EVENT. REPORT (LER) TEKT CONTINCATION Fore Rev 2.0 [
fACILIIY NAME (1) DOCKET NUMBER (2) 11!LtfMER.15) Pase (31 l 4
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