ML20059C425
| ML20059C425 | |
| Person / Time | |
|---|---|
| Issue date: | 09/16/1993 |
| From: | Norberg J Office of Nuclear Reactor Regulation |
| To: | Day R DUKE ENGINEERING & SERVICES |
| References | |
| NUDOCS 9311010152 | |
| Download: ML20059C425 (35) | |
Text
_
O September 16, 1993 Mr. R. C. Day Duke Engineering & Services, Inc.
TDI Diesel Generators Owners Group Clearinghouse 230 South Tryon Street P. O. Box 1004 Charlotte, North Carolina 2820I-I004
Dear Mr. Day:
SUBJECT:
COMMENTS ON THE TDI EDG PREVENTIVE MAINTENANCE PROGRAM - MAY 19, 1993 (DRAFT)
The staff, with assistance from its consultants, has reviewed the draft TDI EDG Preventive Maintenance Program submitted by the Owners Group in May 1993.
The staff comments and recommendations are provided in Enclosure 1.
Letters from the staff's consultants containing their comments and recommendations are provided in Enclosure 2 for reference purpose.
It is requested that you address these comments and recommendations in the TDI EDG Preventive Maintenance Program.
If you have any questions regarding this request please telephone Jai Rajan at 504-2788.
Sincerely, original signed by:
James A. Norberg, Chief Mechanical Engineering Branch Division of Engineering Office of Nuclear Reactor Regulation DISTRIBUTION:
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ENCLOSURE 1 NRC COMMENTS ON Tile TDI EDG PREVENTATIVE MAINTENANCE PROGRAM MAY 19, 1993, TDI DRAFT
GENERAL COMMENT
S The TDI document is an early draft version, as confirmed during the August 26, 1993, telephone discussion with the staff.
The errors in the document are both typographical as well as those based on poor information or data.
To be conservative, the staff has commented on all information that does not appear to be essentially correct. The staff will not comment on truly editing matters, except to state that an editorial review will assist in a better understanding of the program.
The purpose of the TDI document is not clear as to its scope, relationship to other plant-specific maintenance documents, and how exactly it will be used.
The cover states that it is a maintenance program, the second page states that it is a maintenance manual. Maintenance program elements should focus on i
integrating maintenance and monitoring techniques in the proper. proportion to achieve reliability targets. Maintenance manual elements more often focus on the detailed procedures. More thought needs to be given to the purpose of this document, which should be stated in sufficient detail.
The level of authority of the document needs to be stated; whether it is advisory or mandatory.
The staff and the diesel experts thought that the focus of the TDI document 1
would be monitoring and trending and how these newer methods support the generic maintenance program; however, the document focused mainly on inspections. Monitoring and trending as a subject is sometimes confused in the document.
Data monitoring and trending have specific meanings and these are not always used correctly in the document.
Even more important is the establishment of the monitoring and trending program, which has not been done, but only discussed.
Emergency diesel generator maintenance programs should not only contain provisions for monitoring EDG data at periodic intervals but also contain provisions for tracking and trending selected parameters with the object of instituting corrective actions before the component or subsystem performance becomes unacceptable.
The monitoring information may be obtained directly (i.e., direct measurement of the moisture content of the air start system or direct observation of corrosion or burning of electrical contacts) or indirectly (i.e., measurement of metallic particles in the lubrication system as an indicator of bearing or cylinder wear or measurement of acoustic vibrations as an indicator of crankshaft alignment problems or bearing wear).
To be effective, the monitoring program must be applied to engineering conditions that are:
(1) characterized by a measurable precursor condition that is known to be related to an important EDG failure mode, (2) conveniently and practically 'neasured without incurring an inappropriately large EDG outage time, and (3) accurate and give a minimum number of false indications.
The monitoring parameters measured and recorded should be subjected to trend analysis so that problem areas can be identified.
Graphical techniques are the preferred method of trending EDG parameters; however, a simple listing of the parameter can sometimes provide insight into a trend.
For example, if
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ENCLOSURE 1 cylinder temperatures started to rise, it would be readily noticed on a graph; however, it would also be noted if the temperatures were listed in chronological order.
Other EDG test requirements should not be overlooked.
Some examples include but are not limited to fuel oil, lube oil, and jacket water chemical analysis.
Fuel oil should be tested when brought on site and analyzed for conformance to the appropriate American Society of Testing and Materials (ASTM), standard.
Standard technical specifications currently require this test every 92 days.
Engine cooling water should be analyzed as recommended by the manufacturer (i.e., chromate and antifreeze concentrations).
Lube oil analysis should also be performed in accordance with the manufacturer's instructions and the appropriate ASTM standard.
Trending of these parameters should also be accomplished, as it too can provide some valuable insight.
For example, if lube oil analysis shows additional water accumulation each month, it may be an indication of a leaking lube oil cooler, or if the chromate concentration in the jacket water decreases rapidly, it may be an indication of jacket water leak. Other component tests may also be required, such as the governor or relay.
Those components should be tested as required by the manufacturer, keeping in mind the operability requirements of the,EDG.
There have also been several recommendatiols regarding additional testing.
When viewed from the function of an EDG at a nuclear power facility, this testing may or may not be justified. One such recommendation is circuit diagnostic testing.
Because of the automatic starting circuitry, this may be an insurmountable task and introduce new and unwanted failure modes to the function of the EDG. Any new testing should be evaluated to ensure that new and unwanted failure modes and mechanisms are not introduced.
The Owners Group Maintenance Program appears to be mainly addressing mechanical components.
It is emphasized, however, that electrical, instrumentation or control systems are equally important for the overall reliability of the EDG.
In fact, the instrumentation and control systems are considered by some to have the highest incidence of failure among the EDG support systems.
For those items, the appropriate tests and checks should be performed as required by technical specifications and manufacturer's recommendations.
In the development of the preventive maintenance program a number of key features should be reviewed to provide assurance that the maintenance program will successfully achieve the reliability goals.
The first and most important feature that is necessary for a successful maintenance program is that the engineering conditions that are to be monitored as part of the program must be explicitly identified.
Although the Owners Group Program contains a good representative list of items to be monitored, each plant may wish to institute its own scheme, in order to treat the particular problems experienced by each licensee.
Because there appear to be differences in the reliability problems experienced by different plants, even among those using the same types of diesels, each plant must provide at least a nominal justification for the particular choice of a set of engineering conditions that it will monitor.
Therefore, it is not necessary for any plant to monitor all engineering conditions identified.
It only needs J
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to identify those important conditions that could prevent the EDG from achieving the reliability target.
Listed below are specific questions that should be answered by the diesel generator user:
Are all key parameters such as temperatures (cooing water, lube oil,
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bearing, exhaust gases), pressures (cylinders, fuel, lube oil, air),
speed, torque, load or vibration levels monitored?
Are there sufficient test points for each parameter?
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ls the monitoring equipment properly calibrated and accurate over time?
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Is the response of the monitoring equipment rapid enough for adequate
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correlation of operating changes and parameter variations, particularly under test conditions?
Are the data recorded with a satisfactory frequency and accuracy?
Are all additions of fuel, lube oil, cooli t -ter treatment chemicals,
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etc., recorded accurately (time, type, e
y)?
Are all fluids (fuel, lube oil, cool m water) sampled at a sufficient frequency?
Are the fluid samples representative (sampling point, volume, time at
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which the sample is taken in relation to other events) and the analyses properly specified?
Are all operations of drains, blowdowns, and vents recorded accurately
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(time, duration) along with the reasons for these operations?
The criteria for corrective actions which include alert levels must be clearly identified for each of the engineering conditions contained in the set to be monitored as part of the EDG condition monitoring program. Alert levels are normally as simple as a minimum and/or maximum value for a parameter or a trend in a parameter. They also include combinations of condition levels
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(e.g., high crankcase pressure coupled with high temperature). A single engineering condition may have a multiplicity of alert levels, some of which merely alert the operator that a long-term phenomenon is continuing to progress at some rate toward eventual degradation.
An example is the 1
continuous change in acoustic vibration level at a given set of frequencies that may be tied to some wear-out phenomena.
The actual " alert" may be a spectrum frequency level whereby the decision may be made, for the sake of l
purdence to overhaul a portion of the EDG at the next scheduled reactor shutdown.
Thus, the alert may require immediate action, or simply result in a preventive maintenance action at some specified time in the future.
Both the alert level value and a simple statement of the probable action to be taken should be presented as part of the condition monitoring plan.
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The EDG condition monitoring program should be formalized in a set of procedures that contain checklists for the conditions monitored, monitoring frequencies, alert levels, and action statements for plant use.
These checklists should contain the condition monitoring frequency, since there are separate checklists for checks per shift, daily, weekly, etc.
Alert levels and action statements would be condition specific and are highly dependent on the expected lag-time between observation of the engineering condition and the EDG failure mode related to the condition; severity of EDG failure mode related to the observed condition; and EDG repair outage time to correct the ubserved condition, compared to the repair outage time required if the condition were allowed to proceed to failure. These considerations should be implicit in the condition monitoring procedures.
As previously discussed, the frequencies with which the various EDG engineering conditions are to be sampled, or monitored, depend on the nature of the conditions and how they are related to the EDG failure mode that is being protected against.
These frequencies must be established on the basis of the expected lag-time from observing the failure precursor condition to the subsequent failure mode; whether the observed condition is a direct observation of a condition that will eventually result in deteriorated reliability; and the severity of the failure if the failure mode were to occur. These considerations must be explicitly discussed in the condition monitoring frequency justification.
It is generally beneficial from the standpoint of EDG availability to incur EDG outage time for the purpose of cor.dition monitoring, which leads to preventive maintenance, in order to avoid the subsequent EDG failures that would be experienced had the preventive maintenance not been performed.
However, it is still incumbent upon the licensee to ensure that EDG outages for condition monitoring and preventive maintenance do not become excessive.
That is, the licensee's condition monitoring program must reflect the tradeoff of EDG reliability between preventive maintenance and EDG failure (and subsequent corrective maintenance).
It is inevitable that the appropriate set of monitored parameters and frequency of monitoring will change over time. This is true for two reasons:
(1) because of wearout and aging mechanisms, the important EDG failure causes are expected to change with time, and (2) additional failure information, and improved techniques for condition monitoring, will almost certainly result in a changed perception of the appropriate condition monitoring for an individual EDG.
Therefore, it is important that the EDG maintenance program have provisions for periodically reviewing and updating the condition monitoring performed on the diesel generators.
SPECIFIC COMMENTS Some important information in the document is in error and needs to be corrected.
As an example, on page 20, the document recommends a 15 minute diesel run at 600 rpm.
This test would be halted by the engine over-speed trip instrumentation.
If actually done,6the engine would most likely be severly damaged. As a minimum, a 3 X 10 fatigue cycle test run would have to be performed to requalify the engine.
Since the staff and the diesel experts
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5 do not have the operating manuals and other data needed to correct all errors, the Owners' Group needs to verify that factual information is accurate.
Recommendations for component inspections and especially component replacement do not always appear to be correct. These recommendations need to be reviewed. These too often are either the intrusive inspections that are to be reduced in frequency as a goal to reduce risks, or they are unjustified parts replacements.
The annual inspection list is too extensive and needs review to reduce it to a more practical set.
The following comments pertain to the corresponding sections of the May 19, i
1993, draft submittal on the TDI EDG Preventative Maintenance Program.
1.0 Introduction It is stated in the introduction that the recommendations in the TDI generic maintenance document are minimum requirements.
However, in the fourth paragraph of the same page, it is stated that modifications in the recommended parameters list may be made due to unavailability of instruments. These two statements seem to be in conflict.
2.0 Data Monitoring / Trending Information from the general comments should be incorporated into this section as needed. The word " trending" is used correctly just once in this section, in other locations it should be changed to " monitoring" as appropriate.
In the 2nd Paragraph it is stated that, it is acceptable to eliminate some of the optional list of monitoring parameters due to a lack of installed instrumentation; however, this is not acceptable for the minimum list of parameters.
Reword the last sentence to make this distinction clear.
In the 2nd line of the 5th Paragraph, delete " trended or" and insert
" monitored and."
Last line, it is better instruction to delete " continuous" and use " regulator task performed quarterly."
The 6th Paragraph should start with, " Monitoring data taken..."
Current NRC guidance on test loads is that 95% of the nameplate continuous loads is preferred.
Stabilized for testing purposes means no detectable change in operating temperatures for two observations about one-half hour apart.
In practice, this usually can be reduced to a set time interval depending on cooling water temperature stability.
In addition, for exhaust temperatures especially and other test considerations, a blocked governor and stable grid conditions are needed to give the best data for trending use.
References to the recommended source of engine parameters, number of data sets to be collected each month, and other detailed monitoring guidelines should be provided in this section.
3.0 Recommended Inspections Some rewording to emphasize the importance of monitoring and trending in combination with appropriate inspection, is recommended.
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6 3.1 Pre-Periodic tests or Engine Standby Checks In item 1. it is stated " Verify proper operation of the lube oil keep warm pump by noting that its discharge pressure is normal," Verifying the oil level and oil distribution is also recommended.
3.1 (2 & 3): The reasons stated are incomplete. More prompt oil flow to bearings and cylinder liners at start-up to reduce wear is one reason.
The other is to reduce standby water collection in the sump.
3.1:
Add item #12; it is recommended that checks on electrical system and control instrumentation be provided in this item.
3.2 (2) Monthly Test-runs: Add, " Slow engine loading is even more important to reduce cylinder scuffing, engine wear, and certain other aging processes."
3.2 (3) The use of the word: " attempt" to log critical data each month is too weak.
Guidelines need to say " ensure," or it is essential to monitor data...
3.2.(6) This is not a test run item, move to 3.3 with a note that it is a quarterly or semi-annual basis item.
3.3 Post-Periodic Tests-All Test Runs: Additional items are needed.
It is recommended that oil and water analysis be done on a quarterly or semi annual basis.
3.4 Refueling Outage Inspections.
The staff and the diesel experts were concerned with the excessive amount of intrusive inspections, unnecessary parts replacements, and poor guidance for the one, five, and ten year inspections, provided in the document. There is a need to review these items carefully.
3.4 (1).
It is recommended that 95% of the continuous rating be used.
This should be specified here and elsewhere in the document as needed.
3.4 (2).
Not quite correct as stated.
First, a hot web deflection can be due to causes other than loose foundation bolts.
It should be clearly stated that if deflections are found, the root cause should be identified and corrected.
Second, a visual foundation check (with touch and feet) for loose bolts, J
grout, and shims, plus a hot web deflection inspection may be used here.
The torque inspection is a more appropriate 5-year inspection.
3.4 (3).
Fuel injection nozzles are one of the chief sources of engine problems. They should all be removed, inspected, cleaned, and tested every other refueling cycle. When monitoring indicates a defective nozzle, it should be removed.
Thus, it is good practice to clean, check, and calibrate i
nozzles every time they are removed.
It is recommended that the second sentence be reworded as follows:
... unusual in any way, check the affected nozzles for the proper corrective action.
For all removed nozzles, clean and check opening pressure...
(Add here) No after dribble of oil should show on the spray tips.
Calibrate the injectors.
In the last sentence, pressure range should be 2700-3200 psig.
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7 3.4 (4).
The 3rd sentence could be misleading. To avoid confusion, it is better to join it with a comma to the 2nd sentence as follows:
in particular, inspect the turnaround areas of the top two compression rings.
3.4 (5)b.
Delete this item since wear surface can't be seen.
d.
Reword as follows:
"011 tubes, edges of main bearing metal flakes, and thrust ring area."
Other edges are not visible and have too much oil splashing to collect flakes.
3.4 (9). Add after the last sentence:
"When lube oil filters are changed, they should be monitored by cutting them open and inspecting for metal wear particles by feeling the filter surface and oil."
3.4 (11) a. Add to the existing sentence:
"and oil sludge collection."
Excessive sludge is a sign that the oil is failing.
3.4 (13).
Delete " lube" and insert " hydraulic."
It is recommended that this item be moved to the five-year (fourth refueling) section.
Due to the high probability of errors, the check should be performed only when necessary.
It may be a ten year item. Note that if the oil is kept at the proper level, bleeding is not necessary.
When the oil is changed, bleeding is essential, and if it gets too low, bleeding needs to be done.
3.4 (14).
Valve timing is recommended for an annual check. We recommend that this valve lash item be moved to the five-year (fourth refueling) section.
Add after the last sentence:
" Check for valve sticking before checking and setting the lash."
3.4 (15).
The hot side of the turbocharger is more important to inspect.
If turbocharger performance is monitored and it is normal, little needs to be done on an annual inspection.
3.4 (17). Add after last sentence:
"and look especially at the water pump gear."
3.4 (20).
Trending is not effective here.
It is recommended that this be deleted.
3.4 (21). We recommend that this item be deleted or moved to the ten year (seventh refueling) section. These thermostatic elements seldom fail.
3.4 (22). Delete this item. The coupling should have a ten-year life.
3.4 (25).
If 3.4(13) was corrected as recommended, the last sentence should read:
" Add governor oil, as required." The air rolls (about six revolutions) need to be done only when changing the hydraulic oil.
3.4 (27 & 28).
We recommend deletion of these items, except the last sentence in 3.4(28), which is reasonable for all engine monitoring records.
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8 3.5 Five-Year Inspections.
3.5 (1 & 2).
The five-year inspection interval is considered too long for this component.
It is recommended that the inspection interval be changed to every other outage.
3.5 (5)b.
Add, " Armature shaft to armature joint should be inspected for rust-like stains, because these stains are an indicator of small relative movement.
If present, this indicates loose bolts / keys."
c.
Delete "and trend."
Trending is not effective here.
3.5 (7 & 8).
Delete these replacements since they are not warranted on this inspection.
3.5 (9).
The oil heater gives much more problems than the water heater.
The oil heater usually needs cleaning. The safety function is only to have no leaks. These leak checks are part of the daily walk-through inspections.
Therefore, we recommend only the check of the oil heater for carbon buildup.
3.6 Ten-Year Inspections The introductory paragraph to the five-year inspection needs to be repeated here, with editing to change the words for this ten-year application.
Suggested criteria (15 items) needs to address the monitoring / trending program and the engine controls.
Recommend adding item No.16, " Analysis of the monitoring and trending data should be made to prepare for the outage.
Schedule appropriate inspections or maintenance to find the cause of adverse monitoring data and correct any conditions found or that are indicated directly from the monitoring data." Also, add item No. 17, " Schedule appropriate control systems inspections or maintenance to find the cause of adverse control system performance data and correct any conditions found or that are known directly from the monitoring data."
3.6 (1).
Delete (lap only).
Reword " Replace all..." to,
" Replace any gasket or 0-ring for those heads removed."
3.6 (2).
Second sentence, edit to read,
...been remo'ved from the pistons.
Add, immediatly after this sencese " Break the glaze on the bore before replacing any piston that was removed."
forth sentence, change "(>.002)" to
"(>.004
.006)."
Note that, "If most of the rings are close to.006 inch, they should be replaced."
3.6 (4).
Normally the experts would recommend testing the bearings (bump test) for excessive clearance and not disturbing it, if normal bearing fits are measured.
They also believe a bearing in good condition can be reused.
The testing of bearings before selecting which cylinders to overhaul may be helpful in ensuring reliability.
For the TDI engines, removing the bearing caps and inspecting the bearings and the rod bearing surfaces is recommended, at this time.
After overhaul data is obtained, recommendations can be reconsidered.
With the low operating hours experienced, the bearings should
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9 be in very good condition.
If this is not true, check additional cylinders and bearings.
3.6 (5). We do not believe this item is necessary.
A " bump test".or jacking while measuring crankshaft movement should confirm the low wear expected.
Only when this test shows the need should the main bearings be removed.
3.6 (6). This is part of Items 1 and 4.
Have to these paragraphs.
It is recommended, two additional items 3.6(10) and 3.6(11) be added as follows:
3.6 (10) Check torque and bolt elongation on all connecting rod bolts.
3.6 (11) Draw 2 cylinder liners to determine the condition of liner "0" rings after 10 years of operation.
Appendix A This Appendix needs editing and review.
NUREG/CR-5057 may be helpful for the review.
In Item C: Change " Intake and Air Exhaust Systems" to " Air Intake and Exhaust Systems" Temperatures: Add the following:
1.
Air Intake Temperature at Turbo Compressor 2.
Air Discharge Temperature from Turbo Compressor Pressure: Add the following:
1.
Ambient Air Pressure 2.
Air Intake Pressure from Turbo Compressor 3.
Air Discharge pressure from Turbo Compressor Appendix B Page 15, second paragraph. Oil decomposition, bio-fotfling and water can also raise filter delta-pressure.
It is recommended that oil be centriguged to remove accumulated sludge.
Page 15, third paragraph.
Heat balance is not important, and this data alone will not be adequate to do the calculation.
It is recommended that direct temperature differentials be obtained.
Page 16, fourth paragraph. At the end of this paragraph add " Temperatures, for each cylinder are important." Edit (air) out of the title.
Page 16, sixth paragraph. This cannot be done, without measuring grid voltage.
Trending is not meaningful. Delete paragraph.
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10 Page 16, seventh paragraph. Generator current balance is the only important parameter. Do not trend it or the KW loading.
Page.17, third paragraph.
Delete "will," and insert "may."
Vibration measurements on the generator give useful information.
Engine vibration measurements most often do not give anything useful with simple instruments.
Unless specific advanced instrumentation and techniques are specified, it is not recommended.
Page 18, second paragraph. Deletion of this paragraph is recommended. The engine instrumentation is designed to control speed exhetly.
If the speed control system fails, the engine automatically trips. Monitoring is not likely to provide useful information.
Governor speed hunting, needs to be promptly corrected.
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COOPER-ENTERPRISE CLEARINGHOUSE Emergency Diesel Generator-Preventative Maintenance Program May 19, 1993 Comments on Reference Report General The Emergency Diesel Engines at Nuclear Stations are generally inspected, serviced and overhauled during reactor refueling, so some of the inspection references will suggest different time periods rather than years of engine outage.
These engines were designed and built for many thousands of hours of op/eration, while in Nuclear Emergency service the engines may be run for only a few hundred of hours per year.
Also it is assumed that the reactor refueling period is about 18 months.
t 1.0 Introduction This work, is assumed, to be in accord with the owner's group engine monitoring and trending specifications.
It is desirable to inspect the engines while they are running by observing their operating parameters, listening to the engine (specifically listening to each cylinder), observing its vibration and looking for leaks.
2.0 Data Monitoring / Trending Mention is made of logging the engine data every 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br />.
These engines often only run one hour after an emergency start, so the engine data should be taken before shutdown.
The second paragraph seems to be ambiguous. Either you do or you don't. Standards have been established for this work.
The accepted parameters have already been established by the engine people and from previous operating data.
3.o Recommended Inspection The potential problems have generally been established by the owners group so these are problems that should be addressed as such.
Reference should be made to the time limit available for any teardown and when and how the inspection should be made.
"To the greatest extent possible", could be deleted at the, end of this section.
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3,1 Pre-Periodic. Tests or Engine Standby Checks
- 1. The oil pressure to the engine is important not the pump discharge pressure.
The bearings are lubricated, it is the cylinder liners that require lubrication.
- 2. The engine, keep warm, water pump pressure at the engine should be monitored. Why not show a temperature range.
- 3. Also, the engine oil heaters should be inspected for carbon accumulation. Elevated temperature could be defined.
It either leaks or it doesn't.
- 6. Correct leaks, as required, so there is no emergency condition.
- 11. Check air tank air pressure for emergency starting.
There are a number of other items that should also be checked as follows:
Check day tank fuel oil level.
Check engine controls to be sure they are set for emergency starting.
Check engine barring gear lock out.
Check engine starting gear, is it ready for starting?
Has the generator been kept dry so it is ready for an emergency start.
It is also assumed that all the emergency starting relays are set in the emergency start position.
3.2 Monthly Test Runs
- 1. Not only should the injector racks returm smoothly but their movement must also feel smooth.
2.
It would be desirable to slow start the engines and warm them up at about 350 RPM before going to 450* RPM inorder to help lubricate the cylinders. The 350 RPM speed is below the major engine critical speed as shown by the attached curve Figure 4-1. The Enterprise Engines all have very similar vibratory amplitude curves.
This slower starting will help protect the engine cylinders from scuffing, it seems they score one cylinder per year per station.
Inorder to help this situation, some station operators use Mobil Synthetic lubricating oil to keep the liner surface from drying out.
4.
Check for signs of external leaks of 3.4 Annual or Refueling Outage Inspection. Many of these inspections i
don't seem to apply.
- 1. It would be helpful to also check the cylinder compression pressures while checking the firing pressures, this is done by, moving the individual rack to their no load position.
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3 When the engine is running it is a good time to listen for stickey valves. The engine valve guides have a recess which loads up with carbon and causes the valves to stick. A stickey valve, as it opens,rgay sets up a shock wave that can often be heard.
- 2. The engine vibrates, so the engine foundation and crankcase bolts must be checked for tightness during refueling. The crankshaft cheek deflection test is separate from the foundation bolts. The crankshaft cheek or web deflection test should be done say during every other refuelng under cold and hot engine conditions checking each crank web.
3.
Not all injector nozzles at evcry refueling. If a fuel injectior is suspected of improper operation it should be removed and checked to be sure it is operating properly. The injector must also be calibrated besides checking it for proper operation. Only the suspected injectors are removed for inspection.
The nozzle opening pressure opening-is tootight.(27 con.j)
No after dribble or oil should show on the spray tips.
4.
If during the refueling cycle, the engine inspection shows, as observed through the hand hole openings, that a cylinder liner is scuffing then the cylinder should be inspected with a borescope through the fuel nozzle opening. If the cylinder is scuffed then the liner must be replaced. Also see item No. 5.
Removal of the cylinder heads and pistons are required for this inspection.
5.
- b. To the best of my knowledge there are no portions of the piston skirt visible below the liner.
fueloilfilteralsotrap/swater.
- 6. The 7.
This item could probably be explained better.
8.
It is also good to inspect the oil filters for engine wear particles.
- 9. This item is probably the main engine filter and strainer.
11.
a.
Inspect the covers for oil sludge.
b.
If inspection shows it is necessary or the head is removed.
- 13. When adding oil to the governor it is desirable to crank the engine a few times without starting to bleed the air out of the governor.
See item 3.3,
- 13. The oil is not lube oil.
- 14. When checking the valve lash be sure that the cause is not a stickey valve or valve and piston damage can result if the*
valve lash is adjusted.
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- 15. Check the turbo performance first.
- 17. About every other refueling the water pump drive should be checked for damage from torsional vibrations. As can be seen from the vibratory amplitude curve Figure 4-1 the engine vibration at 450 RPM is about.25 degrees, but because the water pump speed ratio is about 6-8 times engine speed the vibratory amplitude at the pump is about 1.75 degrees SA. It is this vibration that causes the trouble. This vibration can sometimes be heard as the pump impeller rubs the wear rings. It is estimated that the pump and drive has a life of about 400 engine hours at 450 RPM.
- 21. If necessary.
- 22. Change out the coupling about every 5 years if necessary.
- 25. Whenever the engine lubricating oil is changed in the system it is desirable to run-in the engine just as one would break in the pistons or liners, the reason is that some oils are polarized and do not wet the bearing surfaces readily until they are broken in.
3.5 Five Year Oatage Inspection (Fourth Refueling Assumed)
This item was mentioned under item 17 of the previous section.The pump and drive fails on the 16 cylinder model engine.=
so it would be good to inspect them every other refueling. It is understood that the problem has been corrected on the 8 cylinder engines.
- 2. An other problem with the water pumps is that the pump impeller comes loose on its shaf t.
4.
Before removing the turbocharger, it is suggested that its performance be evaluated. Knowing the in and out, pressures and temperatures, of the turbine and compresso.r its performance can be calculated. If the calculations show that the efficiency i
is down then it must be removed for inspection of dirt on the blades and for missing turbine inlet guide vanes. If the mentioned thrust I
bearing clearance check shows that it is excessive, then it must be corrected.
5.a.
The collector rings must be smooth.
5.
- b. At the time this inspection is made the armature shaft to armature tightness should be checked by looking for fine rust particles at the armature to shaft interface.
j 5.
- e. At this same time the generator armature and pedestal bearing can be checked to be sure there is no electrical circuit from the generator or bearing pedestal to ground.
7.
If required?
i W
W 5
- 9. Also inspect the oil heaters for carbon accumulation on the heating elements.
3.6 Ten Year Oatage Inspection (Eighth Refueling Assumed)
Before dismantling the engine it is suggested that the engine water system be pressure tested with air at about 5 PSI pressure to check for "O"
ring and gasket leakpt. This requires that the engine water system be drained. Also the engine should be completely studied to determine which cylinders should be opened for inspection.
A few other items that might be considered are as follows:
The cylinder exhaust temperature is a good indication of poor cylinder operation.
Inspect the main and connecting bearings for debris around the shaft where it enters the bearing. If a bearing is failing, flake aluminum will be found in this area.
Bump the shaft at the bearings to determine the bearing clearance before disassembly.
Check all connecting rod bolts for tightness because loose colts warrent an inspection of the rods, bearings and connecting rod bolts.
Was the color of the engine exhaust clear or blue during operation? A smokey exhaust may indicate $' poor cylinder combustion.
A blue exhaust indicates an oil problem or possibly a ring problem.
Inspect the cylinders that indicate a possible problem through the injector holes. Look at the liners, pistons and heads This inspection may show which heads to remove for overhaul.
Comments on the ten year inspection on page 11.
- 1. Lapping will not generally provide a good seat, the valves and seat may have to be ground.
Replacing all gaskets and "O" rings means Jhat all cylinder liners have to be removed even though the enginef air pressure test showed that they did not leak. If all the other engine inspections show that the engine is in good operating condition, the overhaul could be postponed till the engine shows that overhauling is required.
- 2. Once the piston is removed from tne cylinder and the rings removed new rings must be installed and the liner deglazed so that the rings will seat. If the liner is not deglazed the rings will not seat and the piston will pump oil.
O O
e 4.
The bumping test and inspection should show which bearings to remove.
- 5. The main bearing shells are rolled into place so they must be aligned exactly or the new shells will fail.
The new bearings it is understood do not have to be X-rayed.
i
- 6. The crankshafts are made from billets which can contain slag stringers. If a crack develops it is usually at the crankpin and main journal interface, Therefore besides inspecting for cracks around the oil holes it is good to look around the crankpin and main bearing fillet area.
If any polishing is done of the journals, they must remain straight and the surface finish of 10 microinches mean maintained.
The flywheel to coupling bolts should be checked for tightness.
The flywheel could be working due to engine vibrations.If the bolts are found loose or if the coupling bolts show a slight rust powder around their heads, the flywheel must be removed for inspection.
Filtering of additive oils is. difficult. In many cases a filter of less than 5 microns is required.
If the air after cooler between the turbo blower and air manifold cools the air too much condensate will collect in the manifold.
If this water gets into the cylinder the pistons and liners may scuff.
The enclosed curve Figure 1. makes it convenient to calculate the conditions under which moisture will collect in the manifold.
The air inlet conditions and and the manifold pressure and temperature are required. A good air manifold temperature is 125-150 F.
A number of engine operators are installing electronic governors because they find it necessary to operate their engines, at times, from the engine room. With the electronic governor they have found it convenient and desirable to operate their engines at other speeds rather than always at full speed. This is particularly true when breaking-in the engines.
G.. O
,Sv Paul J.
Louzecky.
i
O O
APPENDIX A
Performance Parameter List A.
Lubricating Oil (L.O.)
Pressures:
L.O.
header Pressure This pressure may be difficult to obtain.
Engine L.O.
Inlet pressure Engine L.O.
Outlet pressure Keep warm pump Engine L.O.
inlet pressure Temperature Turbocharger outlet temperature B.
Fuel Oil (F.O.)
Pressures Fuel Header Pressure at engine Note the engine may have two fuel filters one before engine supply pump and one after the pump.
C.
Intake and Air Exhaust. Systems Temperatures Each Cylinder Exhaust Temperature Exaust Manifold Temperature to Turbine or Preturbine Exhaust Gas Temperature It may be necessary to measure the temperature of the metal at the exhaust manifold or turbine to obtain this value.
Pressures Exnaust Pre-Turbine Manif 61d Pressure Exhaust Back Pressure After Turbine Color of Exhaast D.
Generator Voltage and Current may be three phase 7
w w
Appendix A
cont'd E.
Vibration Turbocharger Frequency and Amplitude desirable Engine at the crankcase flange at the ends and the middle.
Vibration of Generator and Pedestal Jacket Water Pressures:
Jacket Water Keep Warm Pump at Engine Engine discharge pressure I.
Control Air:
Humidity J.
Engine and Miscellaneous:
Engine Speed RPM Air Barometric Pressure h l
To Turbo Compressor Air Temperature s
Air Humidity Engine Noise Engine Geartrain Noise (ch'ange in)
Combustion Detonation at Cylinders (by ear)
Any hunting of the engine speed noted, Engine crankcase vacuum, not pressure. (the piston blow-by could be measured with an orifice).
O O
Appendix B
Lubricating Oil Pressures The lube oil low pressure alarm should warn the operators and possibly shut down the engine i
Water will also increase the6P at the filter The standard engine lube oil filters are not very effective in removing-the carbon and sludge generated by the combustion products and mixing with the engine oil.
These carbon particles are often less than one micron in size.
It may be desirable to centrifuge the oil to remove the accumulated sludge.
Temperatures For a heat balance the oil and water flows are required.
Fuel Oil i
Pressures The general fuel oil filter is 15 microns but a 10 micron filter is better in cleaning up the fuel.
The best fuel for Emergency Engine Operation is a straight run distillate, however if a cracked distillate fuel is used an additive must be used because the fuel will often jell.
The fuel header pressure is often controlled with a regulating valve.
The fuel oil analysis besides the regular information should give,the sulfur, sodium and vanadium because these materials can deposit on the valves and turbocharger.
Also it is not only necessary to check the fuel in storage to be sure it is OK but the storage tanks have to be cleaned at definite intervals.
Intake Air and Exhaust Systems The statement "that the combustion process is optimized" raises a question.
As a convenience Figure-1 is enclosed so that the air conditions in the engine air manifold can be checked for condension.
O O
Appendix B
cont'd i
Grnerator The important item is generat.or KW and this is the load that is applied to the generator during the emergency load tests, so monitoring it is standard practice.
Vibration Note: Cetain engine vibratings frequencies could result in exceeding.............
Mention should be made of checking the generator and pedestal bearing vibrations.
Jacket Water A large 6 T could also mean that the engine water system is fouling.
Engine These engines operate with a crankcase vacuum.
An orifice could be installed in the crankcase vent system to measure the change in blow-by from the pistons.
RPM The engine operators should know the magnitude and frequency of their systems torsional vibrations.
Starting air System The starting air system is well covered by the engine builder by the owners group and by NRC monitoring specifications.
The subject of Alarms and Shut Downs should also be covered.
O O
Appendix C
Start /Stop/ Load Application Procedure During many emergency starts the engine cylinder liners are dry even though the engine has oil circulated through it to keep it warm, therefore, if, First, a slow start of the engine could be made it would protect the engiae.
As said starting the engine at high speed when it is not necessary is a sure way to trouble. After sitting for a month the warm engine has dry liners or in some cases there could be water in the combustion space. for this reason a slow engine start is desirable. Once the liners and other dry engine parts are lubricated theenginecan7startedfastasmanytimesasdesired.
Therefore it is recommended that the engine be started slow say up to 300-350 RPM and rv2 at no load for about 15 minutes and then for about 30 ninutes at some load say 25% engine load. This speed is below the encine torsional critical speed as shown by Figure 4-1.
If loading the engine at this speed is difficult than after the 15 minute no load run the engine can be taken up to full speed and loaded till it. is warn which require about a half hour of running. Then any tests desired can be run.
If for some reason the engine must be taken up to 450 RPM as shown by the tabulation on page 19 then the loads should be 0,
25%, 50%, 75% and 100% and the time of duration should be 15 min. 15 min. 30 min. 15 min.and 60 min.
When breaking-in an engine, specifically the pistons, rings liners and oil, the engine must be started slow because at high speed the piston rings may chatter, hop,or vibrate. If this condition occurs the rings will never be properly be seated or broken-in.
Also it is not desirable to run the break-in at a critical speed as the piston movement could set up ring vibrations, the engine break-in procadure should be at 300-350 RPM at varying load for about 3-4 hours then the speed can be increased to 450 rpm and the load varied for another 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> for a minimum of running of 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> The 4 hour4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> run at no load shown on page 20 will load the engine, manifold with fuel and under engine load a fire, in the exhausrcan be expected.
)
The engine shut down procedure is OK except the no load duration 1
should be about 5 minutes.
)
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Appendix D
Lubricating Oil Sampling Monitoring the engine lubricating oil is necessary as it is another indicator of satisfactory engine operation.
First the oil used in the engine should be a straight weight lubricating oil not a multi viscosity oil. A multi viscosity oil breaks down in time and can cause trouble.
i An analysis of the new engine oil is required as a base line for theother oil analyses. The oil analysis should show besides the regular information the TBN and the ASH as a low ash oil is desired.
~
The used engine oil analyses which are used for monitoring must show the viscosity at two temperatures, the fuel oil dilution, the TBN, the Pentane Insolubles, the TAN, the Water, the Silicon and the Spectrographic Analysis of the wear metals as well as the oil additives. With this information the engine wear can be evaluated.
Also with this information the life of the oil can be determined.
The wear metal graphs will show the change in wear rates of the engine parts.
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w-w COVENANT ENGINEERING PO Box 788 Buena Vista,
.CO S1211 719/395-6056 r
August.23, 1993 Mr.. Ken Hoopingarner Battelle/PNL PO Box '999
- Richland, WA 99352 Re:
Review of Cooper-Enterprise-EDG Preventative Mtee Program Enclosed is my response on this matter.
Some of these points.you and I discussed on the phone earlier today.
Please call if you have questions, or need further. clarification.
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COVENANT WEERING
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.64 August 17, 1993 Adam Henriksen 7731 N Fairchild Rd.
Battelle Fox Point, Wi 53217 Mailstop K8-37 Battelle Blvd.
Richland, Wa 99352.
Att. Mr. Men Hoopingarner Senior Research Scientist.
Dear Mr. Hoopingarner,
Subject:
Review of " COOPER - ENTERPRISE CLEARING HOUSE" Emergency Diesel Generator Preventive Maintenance Program. Draft dated May 19, 1993.
The subject document has been reviewed and observations are as follows:
Titles: From both the title on the cover as well as the sub-title on page 1 one would be justified in believing that this document is meant to serve as the maintenance manual for COOPER -
ENTERPRISE R4/RV4 engines in nuclear standby service. However, one has to assume that this is not the intended purpose of the document, but rather that it is intended as a supplement to existing plant maintenance procedures.
1.0 Int gdygtignz No comments.
t 2 0 Data _Menit9 ting 4_Irendings ist_Earagtaght For the sake of clarity as well as brevity it is strongly recommended that Appendixes "A"
and "B"
be combined as is done in NUREG/CR - 5057 Appendix "A".
j 2nd_Egnagtaght Rather than eliminating parameters due to lack of instrumentation, it is recommended that, whenever possible, instrumentation be added to incorporate as many parameters as is feasable.
3rd_E9C3graphz This paragraph stresses the importance of the above recommendation.
11h_EBCa9EA2h1 3rd sed 1En&Er It should be emphasized that in order to attain comparable data fr::m test to test, the tests must be conducted with the engine always operating at the same load and with the governor blocked.
61h_EACB9EADbz_2nd_ SED 1En&Rs Suggest change to read: "The unit should be running at normal plant test load and stabilized at normal operating temperatures an evidenced by data recorded from at least 2 consecutive hours of operation before logging data for trending purposes."
3.0 Rgggmmgndgd_InsgEGIi9n2s No comments.
l Eng-pgt gdig_ Tests gr_Enging_@landby_Chggkst i
3.1 Item 11 2nd sentgnggz This is true if the engine is barred over a few revolutions before starting.
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1180s_2_1hC9M9h_11s No comments.
3.2 Mgnthly Test Runs.
li20s_1_o_2s No comments.
Itgm_3 Refer to comments under 2z0 6th Paragtagh 3
3 t
3.3 E9st:9st19 dis _Iests_ _611_Iest_ Bungs Ilems_1_1hrgugh_S No comments.
z Suggest adding Itgm_6 to read: "Approximately 2-4 hours after shutting the engine down, open all indicator cocks, bar the engine over 2-3 complete revolusions and check for vapor or water at the cocks.
Also suggest adding llem_Z: Lube Oil Analysis to be performed.
3.4 onnual_9r_Reigeling_Quigge_Insgeglignz ist_Paragtaght It would be desirable to conduct a test both before as well as after a refueling outage. However, considering both the maintenance being performed during an outage and that the data recorded during the test will serve as the basis for trending until the next outage, it follows that if only one test is to be conducted it should be performed after the refueling outage is completed.
liem_13_4th _Sth & 6th Sentenses. Refer to remarks made under z
2z0 _Eata9EB9hs 5 & 6.
t Iles_1z_Zib_Senisuse Many utilities today have Diesel Engine z
analyzers capable of measuring Indicated Horsepower, producing 90 degree off-set diagrams as well as recording Peak Pressures.
These data combined with cylinder Exhaust Temperatures and Fuel Rack settings afford a very complete picture for analyzing the individual cylinder performances and checking the engine balance.
112O_2s_20d_EeDIEnfe Crankshaft hot deflections shou " be z
recorded at every refueling outage.
11eO_3 _2Dd_EEnleEEe Once removed from the engine the fuel t
z no :les should always be checked for proper opening pressures and spray patterns.
11ESS_o_thE9y9h_12z No comments.
11gm_14 As a matter of policy all valve timings should be z
verified at every refueling outage.
11292_15_1htqugh_2Z2 No comments.
j ltgm_2@z Refer to comments under item _1t_7th Sentense.
3.5 Five Year Outage Inspggtigns No comments.
z 3.6 Tgn_Yeat_Qytagg_Insgestignst No comments except it is recommended to add as follows:
Item 10. Check torque and bolt elongation on all connecting rod bolts. (This is especially important for RV4 engines.)
Itgm_liz Draw 2 cylinder liners to determine the condition of loner "O"
rings after 10 years of operation. (This should help in determining when all "O"
rings will have to be replaced.)
oEggNpil_161 A. Lubricating _Qilz No comments
b'l P
EtEunl_9113 No comments.
Cz6it_ Intake And_g3 ham 2t_QM21gmg3 Tgmegnatutggs Add the following:
- 1. Air Intake Temperature to Turbo Compressor.
- 2. Air Discharge Temperature from Turbo Compressor.
Engggggggz Add the following:
- 1. Ambient Air Pressure.
- 2. Air Intake Pressure to Turbo Compressor.
- 3. Air Discharge Pressure from Turbo Compressor.
DzGEDEta19C No comments.
EzMihta119 bet No comments.
EtJash=1_Waigts No comments.
gzGgvgtngtz No comments, dtStaCI1D9_61tz No comments.
I. Control Air. No comments.
l dzgagings No comments.
6EEENQ1X_;}iz As mentioned under 2 0 Data Monitot ng_f_T gng(ng, merging this i
t Appendix with Appendix A" as in NUREG / CR, Appendix A" would be a great improvement. As it isit is not very well written. One suspects that the author was not totally familiar with the subject matter. Comments are as follows:
I i
LYaBIC611Ng_Q16z Etmasurest dain_ Lube _911_Etsssure _111_facasta9ht_2Dd_HeninDEst A x
Significant reduction in Lube Oil pressure will trigger the. Low L.O.
pressure alarm and if not acted upon the engine will. shut down.
Igmggtgiurgas Essentially correct.
L EVEb_916z No comments.
61C_1DInhE_ add _E3 haw 21_EMEIRB12 This is the correct title.'2Dd Egnggtagh should. read:
Air Manifold Temperature - This parameter is important to record to assure that intake air to engine temperature is above the dew point and is not condensing in the air intako manifold. Note:
Normally this temperature is automatcally controlled at from 120
-130 Degrees F.
Thus, if this temperature deviates significantly from its setpoint i t is usually due to a defect controller or valve.
9EDEta19Et 9tDECn19C_M911a9Et No comments.
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No comments.
KH_Lgadings More problems are probably g_nerated by extended operation at low or no load.
KyeB@z No comments.
991kgard_Hggning_Igepgraturgz No comments.
YlB86IlQN No comments.
z deG5EI_WoIEBz Igmgerature_in_Lggit No comments.
E991an1_6DalME131 Basically required to determine proper water treatment.
Lubrication Oil Cooler Inig1LQy11gt_Igmpgraturgz No comment 992E88981 ShBEh_911_LEVElz No comments.
Ewel_ Bash _Ess111gaz This is only one of the parameters used in
-determining engine balance. Referto statement under gz _z Item 1 4
2 Zih_sentenSez EN91NEz StanhEas2_ftggsgrgfygggysz A crankcase pressure rather than a vacuum reading may be an indication of an imminent crankcase exp1dfion and should be investigated immediately.
EQ91Dg_Bggm_Igeggtatyre. No comments.
i bed Statement not very relevant, since any deviation from synchronized speed will drop the engine off the board.
SI6BIIN9_61Bt No comments.
APPENDIX "C12 LRad_S1AIREED12t No comments.
death 19_Surveillanse_Is111z Leal _Eara9taaht_Lani_seDisusez l
Suggest change to read: For this reason, it is recommended that a loaded engine run should not be less than four hours in duration at 100% rated load.
Break-in Runs. 131_Eatagrgght_2nd_SEDIRDEEz_2nd Bullet. Verify 15 minutes a 600 RPM, No Load.
Engine Shutdgyns No comments.
6EEENQlE_1Q12 A complete list of analysis should be furnished.
Otherwise, no comments.
f A7 M
E--
Adam J ie ikse
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i t
Review of EMERGENCY DIESEL GENERATOR i
PREVENTATIVE MAINTENANCE P90 GRAM Cooper-Enterprise Clearinghouse DRAFT
.eviewed ty
+
3.
J.
Kirkwood, PE Covenant Engineering GENERAL CCMMENTS:
A 77a c ocv rne r,:;
2noulc se cross-enaexec wita' oortinent NRC
,ualications anc/or Battel'a/GNL (B/?NL) cu o l i c at i or.s.
This wou'd ensure cornoren ensiv e accow and consistent instruc-t i ons / recornrnenc at i ons and comrat i cyra l cararnat ors.
U 3
This docu nsnt gives the i rneressi on it was drafted bv sorneone with l ira s t ed excertence, toen in engine-generator casign/acolica-t ion /oenrat ion anc ir EDG reouirernent s.
(Several of the specific coints hereinafter are evicence).
It certainly neecs thorough
- echni ca l / ooerat i ona l aditing by exoersenced ersonnel at octn Cooper / E nt er cri.se and tne utilities' Cwners' Grouo. (0/G)
C Docurne n-needs tnerougn adi*ing -- in rnany places tne onras-ing is unclear and often awawarc.
O Ter ninology should be consistent Cag, use ernergency ciesel
{
g ene r at or or EDG. rather than suostitute terrns' SDECIFIC CQfaMENTSa Cog 1,Sec 1.0, para 13 Should rnake clear just wnst weignt
-5ss c oeurnent ia t o have -- rnanc at ory?
-- reerely suggested?
If sorne or a*1 should be cons 2dered rnand a* ory, *nen language snoulc ce strongert use
' sh a l l' rather than enay,
- will, inight, etc.
Should exclaan wny PM is u*ili:ve vs rntee as neeced, and rnen s t er-ing/trencing vs disassernoly/ inspect ion, and the history of
,nts less invasive amoroach.
2 Cog 1,
Sec
- 1. 3, cara 23 Should reference accrocriate. NRC regulations and c oeurnent s ;
also, as accrooriate, past B / Pf9L r e oc rt s, and those frorn EPRI, et al.
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. iou: to Ccocer-in erorise w/ c u e s : 1 c res, suggestions.
nout.
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ar c: "... ega:nst st;suletec a
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.istorica. catterns for
- ,w 97ec;#ic unit."
- og 3.
2ec 2. 0.
Dara 1.
last sentence 3 Need to esf nsoec-
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- enter anc fi ter and aca :> surr.o ?
If tiere are B&A t e.r o u ;;.
i numos in the sy s t orn, they snould ce used to ; arforrn the fune:1on cot ec.
s 9
- g 2.
Sec 2.1, para 2 Is :nis really ne t r i rn ary turcose of -ne JW W ee o-wa rin sy s t ern ?
Certainly a: leas; as : moort a nt is
- s funct2on i n ra i n : rn i : ; r.; co n inter-and i nt ra-cornoonent ther-ra a l stresses, as wel'.
as etner :anafit s.
10 c c i t t o.
Sara 42 Cneck LC sumo signt glass
- or s:;ns o
watar i ncl u s :, o r:.
l'
,:. i t t o. 7 ara 6:
3elongs as car; of ne:r
,5.
'. 2
- d i t t e.,
cara 73 Belongs with their ** A.
- 2
- '1: t o, cara 11:
No electrica; cnecks?
14 Cog 2,
See 2. 2, cara 23 More instrue:lons v.e ec ec re:
air rolls.
15 Cog 4,
Sec 3.2, Does this comoly w2tn zarlier E/oNL r e c o rn-mencations?
Actually, for any starts where N9C critaria cc n' t cacuare otherwise, st art s from st ar cst t il shoulo taxa muen longer to reach 450 rpm, wnile comrators enecx for accentacle ocerationa:
i n c :, c a : : o r.s.
16
- c g 4,
>cara 73 Add Shou lc inonit or eng2ne and govern:ng system during operations (via freo rneter or tacn), notn unloadec anc
'. o a c a c.
- or incica: ions of coor fuel control anc/or coor governor coeration (ie, hunting).
Watt and amo meters also will incicate hunting croolems.
2
O w
w
~
- .a a ma
.-ca.a:
- w s.+ e so.::enarw. as a erse+
aca s:
s e.
,er
- .:c
-ic.m.
- r- ' t.
3.
- 3
- :r;
. 3+c
- 2. 2:
.,,4 :
.2 s: -: e r ; c c :. c " "
.3
- g 5.
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- 2. r ?
- r.e s e,cu:remn:a
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u. nr acc
~w
' rom 5 / r~.::
arc
- ~
C c ?.s : : s +,# ;
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?
- i,, :t - C 4t 9 5 hnc n ne,' S C. t r' : OI o:9ra i: n er i s.t a.-
- y31ca;'
' '* ~ 'i n E *,2
.tri 5.
these P G O u ' P '9 f.ie n t s *"* re S Qn*l a lot o,'
acev.
,c
, :a a;
's e; :/
- ca'.
o~
- ~ a :..: r. r.
n u n 1.
- :a.
+.ic-
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. s
-re car ;.+ r. :
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- .: e r a:. o r.
1; Mar 3
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t r,c r ; a r i.: :s - asv :, 1 er: > ; o.ee.~e1a:ac :: arr.s s
. c n. n - 3 r.
~.
-=a=
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ars..
- c. o n, : :nin<
-.ese
<re u.i
- - 4 e,acqaa:.a nso2c: Cns. exceo::n-witn major 1.o.,ern : q ef
..e
.: 5.
.mav, aven,; :ne nem c e*.a ct ::.n 0,ec<s caen s:ec:-
4: ;rsv :us y sy 2/G.
3C :.e c a m er 1
.i 5.
Ese
- 2. 4.
- .w ra 5c
".stcr nn Ou.snirqs a rs,' - caserv-a; w
,ct
'u 1 :.s;:n soova..
- 2...2.
.. s a :<ie..:ca.a.
. na: of var.eus nosses and c: n s, r areas on :no a
rece -3.cas
- ' c r. e :.st e n crowns. areas wn.cn save cae c' cor:c ern
'n
- a n r' '. j 5
- 9 : o'ay T 3nter r15e :?ng;neM i 'r IDG sarv i c3 '
~
24
~ ;
7.
'S e e 2. a.
- ar.s *22 2,ange :;over nor-hydraulie to.
- r:o:
4 '? L P C...'
? V 3y y PrA." 3
'3 o u rt C, S. : :4 @ JA
- $ !?-3 waV
- O
- 1aV e
- " C. O. 3 ':154
- s ; r.. n
.s
- sua.ly a
- ic< ism csera;;ci. s e s-l: core y sery ases-r:entac :a rse-r.r e 1.
c
...: q
, soc c.
, cara ;,,.
,so c,ecx tre net-sic =
' %r.aus:)
In'.e vanes :o the t urco, for missing vanes, et c.
(Eurely
- ne n.
e, ; ; s
.4 c r ~t imsortant tnan t'e a.c sics.)
.e e,
.: e c... a, cara.,.e.
-xnain :meer: op water.ne:
.us:
=c e
rt:2*,ur-mi ).
Ai1i tnia 9eally vent
~: s g ov err;or ?
ce c.
2eec.~,
cara _.c..;
wha; c., cy l i e:c er, am car a : ur-sa ar
! a '. a :C 97 O r 2 *i' : :9ese
-*,ne f i rs *; 314t C S S tC 1 co'4 ?
25
- same locale, ) 4 263 Other comconents to :e accressec:
a) i n : a,< e air' filter; c) sol:ing on t ur oocn ar g er-corrnec :: ens anc
-,J uni ss.
c)
', u e.
c-
'iouret
( arl M,.storiCAA
- roc,.em on inter: false T9dc97 ir'en sure Corr: ro l l eru i
- . )
. nSt r um err: 5 and con: rt:.s 3 2) l i n 9 r--
~ - r' i n g S.
'Why weren' t these aCCr9s50C7 29
- sg :1 Sac 2.5, caras 4 anc 5 unter ' tan year' :nsoect:ces.
I5 t "s ; s tneow-away really es S ef:*; i a, if teat
- Bqs are
' rs
- ooc 5*ia399
~f So, wly Ins:ect t7emt J1ts: esOlace.
But i #
tna:
13 i :9 e case.
". e n why e.c ; replace all bear ings?
4hac are 09e
- r i 0 9 * t a CaveloOed
- PeVicu5ly on tni5?
~~ 7 a Wou' O Oe a
- 1 U g e 4N 3 nS&.
-4
i
_r ew g
g "f
~
w
- 7. I
- q ti. See 2.5/ ten year, a 've r ara 9~
No ning eecee
,: n
- u.<
- . i a r i e s '
- o ur:o at : e n arc ; outing?
i
~/.
'save ".oca e*
Ct ers?
a) e ran wan a f: Fil.ats anc 0: 1 *o;en s 's r a : r.
searing 3uccort wacs:
c) cernscase
- e: ween -:vi:rcer osan:ngs.
~~hese also nave seen t rouo' a coivre s i n
..e cast.
21
- q 1*.
Aso A.
- am.2
+n a r, ara ae viara; ion o:serva : ens to sa recorcec?
Are
?, n e y ty ically c uar t i fi aole wstn engte.e-n:ur:pc. s rumen:o*
_ecar ea: c me:: sons?
5 2
- w.
Aos A,
~. 2 em 7,
JW tressures:
Taae ciscnarga sees-surs
.e-o' At a ;ineM oo out".a;?
- sn' tus raarly at :no u s.. a r-
.c.
a r-c ;reatly e e oenc er:
uoon :a stancoica level?
24 l'.
- o 3.
~2 temos, s:
ara:
s heat salance imcortan-
';r 233 asolication?
Even i' so, unless ne f'.uid " low c ua nt i ty is also
- neas u ree / u nown a c c u r a : m '. y, a heat balance canno:
- e ceva~n. rec.
Nominal tu n caoacity cannot be unee for O n :, s s
cur :cse : es tec 2 a ". l y na of centrifugal purnos). :
35
- q 15.
peo 3.
20 neater tressure3 ruel cumos are not
- dely to agrace.
But bne cressure controller on One neacer outlet /bleecback to tre day tanx is enecked by
- nonitoring this 3 r' 99 4 6 * "J.
25 sq 15, Aoo 3,
- ntaxe anc Air Exnaust systems 3 Goviously tnis is not stated correctly.
37
~ ;g 15, 400 3, Int age Air Temo3 This nuecs clarifica :en.
'f ta1xing of intaxe air sofore the comoressor, nere isn't
- 1uen nuec to be concorr:ed acout dew point, is there?
Ano wnat can
-Oe cone?
Anc once compressec, is tnere a nazarc remaining?
Anc 4
now can the comsressac air fall below the cowcoint-(witn-mos:
intercooler systems usec on EDGs)?
Furtherrnore, so wnat if it-coast any tnat enters cylincers will be vaporized curing corn-oression cycle anc comoustion.
23
- 3g 15.
493 S, Generator Current 3 Who as kieding_ wnom?
The
.:werent cecenes on the connectec load and its en aract er i s-t ::s, 31us the voltage.
It coesn't go uo-or down on 1:s-ewn (exceoting-under poor loac control in cavallel omeration).
Certainly the explanation provicae makes no sense.
39 Cpg 16, Apo B,
kW loading]
! used to hear O/G and NRC ceoole exoress concern that tnese engines are too delicate to. run j
at rated load) but I' m surcrised to hear this from Cooper oeo-j ole.
If so, taen tney are a lot more over-rated than
~
ce-lievec.
DEMA rating is 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> of 110% load every 24 nours.
with all other hours at full loac -- without deleterious condi-tions develocing.
While TDI did have a tendency to streten their ratings, I don't think any excest the shorenam units were cated for EDG service beyond their normal comtnerci a l rating levels.
e 4
l 1
1
s.,
v will acwnowiecge, of course, that running any suen ec u: ctnant w:
something melow design rating will tena to result An fewer oroolems, arid longer l '. f e.
Bn: t n a?.
should narcly be caseerntole
- n ene few hours involved witn tnese EDG un s t s.
- 'll also coricac e that there are units textant sucq as EMDs anc CB-85Vs wnien were ratec so hign cnat even tne manufacturers felt it e,ec e s s a ry to call for a' cove-noraal inscection arc overhaul lev-vis.
Leoending cm loads and hours.
Again. I dicn' t toinx Onis acollec to these R4 units.:
'3g 17, Ooo B.
4VArs2 Exoiana: ion is insuffician t nign 4VArs r:c i cat a sad loac concitions. or coor load snaring in tarallel coera: ion.
41 Cog 17, Amo B, OB org temoS Now here is a great c2rcumlocu-tion.
42 Cog
- 17. Aca B.
Vibration 2 Mayos so, but co the vioration cetectors give c ua nt i t at i v e info?
Even if so, co the typical on-site results engineers know enougn to evaluate tqese conc 2-tons relative to fatigue life in all the assceiated comoonents?
43
- og 17, Aos B.
JA temos]
Again, is neat-balance meaningful to ooerators, or even to field engineers, in such a
standoy aoolicat ion?
44 Cog 17, Amo B.
Engine]
Damage to engine from h2gn crankcase cressures -- really?
Can crankcase cressures reach such levels witnout other relief setting in first?
- 5 C;g 18, Ace 5, RPM]
Normally engine somec is creceterminec 2 e, rei 60 Moi hence, r2sk of operating at harmonics is almost nil.
The only time other someds are imoortant is curing
- idling, starting anc t esting.
And uncer those conditions occa-nary monitoring and recorcing is a non-secutter.
46
'. o g
- 19. Amo C, table]
What of initial st art uo smeecs anc curation, before coming to synch speso?
47 Cog 19, Goo C, cara under tne taole3 Then stimulate it so in the table above, whien sums to only 2hr 45 min.
48 Cpg 20, Aap C, second bullet at too3 ggg epm?
Really?
for a 450 rpm engine tone initially designed for 260)?
Lots of luex.
Someone wasn' t thinking.
5
-