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Forwards Addl Info Requested by NRC Re Emergency Diesel Generators.Anomolies on Power Stroke Appear to Be Inherent in Operation of Maihak Pull Card Instrument Used by Util
	ML20086G327
Person / Time
Site:	Brunswick
Issue date:	11/27/1991
From:	Floyd S; CAROLINA POWER & LIGHT CO.
To:	; NRC OFFICE OF INFORMATION RESOURCES MANAGEMENT (IRM)
References
	NLS-91-317, NUDOCS 9112050043
	Download: ML20086G327 (39)
	v • d • e

__

Cnrolina Pmver & Light Company l

Niicle;ir Services Depa 1 iielit 411 l upttesille Ntratt Stall. P.O. Inns WI Huleigh, Nnrth Casolina 27602 NOV 2 71991 SLniAu NtSa1317 United States Nuclear Regulatory Commission A11LNTION: Document Control Desk Washington, DC 20Lb5 BRUNSWICK GTEAM i LECTRIC PLANT, UNil NOS.1 AND 2 NRC DOCKE1 NOS,50 325 & 50 324/ LICENSE NOS. DPR 71 & DPR 62 RESPONSES TO NRC OULSil0NS CONCfRNING LMlRGLNCY DILSLL GLN[RATORS Gentlemen:

The purpose of this letter is to provide additional information requested by the NRC concernmg Emergency Diesel Generator Number 3 at the Brunswick Stearn Llectne Plant (bSEP),

Unit Nos.1 & 2.

On November 1,1991, a meeting was held at USEP between NRR Staf f, NRC Region 11 personnel, and BSEP staff in order to discuss the work performed on [mergency Diesel Gene;ator Number 3 (DG #3) during DSEP Unit 2 Outage No.10. At this meeting, the NRC requested certain specific information regarding the BSEP emergency diesel generators. On November 19,1991,a telephone conversation concerning this issue was held between CP&L and the Staf f, to clanty the nnformation needed by the NRC.

The following information is provided in response to the NRC requests for additional information received by CP&L during the November 1,1991 meetinu and the November 19,1991 telephone call concerning this issue:

1. NRQ_Qunligni Can CP&L explain anornalies on the EDG pull cards related to steps in pressure decrease during power stroke?

CP&LBnponu; The anomalies on the power stroke appear to be inherent in the operaton of the Maihak pull card instrument used by CP&L The step decreases in pressure on the power stroke are most likely caused by harrnonic vibration of the spring and linkage mechanism which controls the stylus. This is evidenced by an almost identical pattern of spikes occurring on pull cards taken for each cylinder on DG #3 on October 16,1991, A review of previous pull cards taken on DG #3 and recent pull cards from the other DGs revealed the presence of step decreases in pressure on the power stroke, similar to those observed on DG #3, for some of the cylinders on each of the four diesels, The pull card traces that were reviewed a.c contained in Enclosure 1. The pull card traces taken for Emergency Diesel Generator Number 4 (DG #4) on November 7,1989 were taken too slow, and therefore, are too narrow to show the presence of the subject anomahes, llowever, traces taken in 1985 show anomabes during the power stroke similar to those ahown on DG #3.

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8 Document Control Desk Nl.S-91317 / Page 2 t

1ho Maihak instrument used at CP&L was examined for deficiencies that would of fect its, I

operation by Adam Henriksen, a licensed prcfesslonal engineer and former ifcad of Nordberg's f est and Service Departrnent and, previous to that, the Assistant Chief Engineer at Nordberg, Mr. llenrikson believet that the anomalies observed on the pull cards are attributable to the I

pull card instrument. Mr. Henriksen also stated that if the ariomalies were actual detonations, they would show up as irregular spikes and not have a repeatable pattern from cyhnder to cylinder hko thoso shown on the DG #3 pull cards, i

On November 19c1991 during an operabihty run on DG #3, cylinder parameters were examined using an Enspec 3000. The inspec 3000 traces taken of each cyhnder showed no anomalies on the power stroke. Duo to operational problems wits the inspec camera, a permanent record of those traces could not be obtained flowever, an NRC Resident inspector observed the inspec traces for each cylinder to confirm that no anomalies were evident during the expansion stroke. Upon resolution of the operational dif ficulties with the camera, CP&L will take a full set of cylinder traces for DG #3 and forward them to the NRC for review.

2.

NhD.DUCMIDni Can CP&L cvaluato the acceptahikty of engine omhaust temperatures in o= cess of vendor manual guidelines?

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lho Nordberg Diosol Instruction Manual provided to CP&L with the diesel specifies 775 "F nw the maximum recommended cyhnder exhaust temperature for normal fullload operation.

Original data from the manufacturer's tests prior to equipment shipment to the plant is shown in Ent.losure 2 and shows that typical exhaust temperatures exceeded B00 "f during manuf actur9r trials. Of particular note, is the f act that DG #3 had the hiphost average temperature during these trials and that all of the diesels had exhaust temperatures above the technical manual valvo of 775 "F.

According to Mr. llenriksen, the values in the manual are vendor recommended values and not intended to be ta' as absoluto values. Approximately 90 % of the Nordberg 16 cylinder V 91ock Diesels.

used in Dualuel apphcations. The cylinder hners, heads, pistons, intako valves and exhauw valves are identical in material and design for engines in both dua uel and r

dicsol fuel applications. When the engines are operated in dualuel applications, the cyhnder exhaust ternporatures typically run in excess of 950 *f, lhus, the engina's cyhnder liners, pistons and valves are designed for exhaust temperatures in excess of 9b0 *f. Therefore, operation with the cylinder exhaust temperatures observed on DG #3 is acceptable' and will not result in damage to the engine.

Over the past ten years, DSEP has been looping the highest cyhnder exhaust temperature for each cyhnder bank on all four diosols. During this tirne, the values have been consistent within expected scatter due to different dieselloading requirements for the different test runs.

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Additionally, the Jia indicates that maximum cyhnder exhaust temperatures of approximately 8500F have been typical for DG #2 and DG #3. In comparison, DG #1 i

and DG #4 have had lower average high temperatures However, the temperatures for these diesel., are consistent with original delivery data. In summary, there has been no significant increase in rneasured cylinder exhaust temperatures.

3.

NilCJuMil0$

Can CP&L explain the basis / meaning of the maximum exhaust temperature of 940 or in diesel operating proceduto OP.3D?

Cf&kfh800MM 1ho maximum recommended temperature of 940 "F was set by revision 19 of OP 39 in 1983. Prior revisions had no value listed for this parameten The revision package did not detail the teat.on for the maximum value. All operational data indicates that the value of 940 'F is approximately 10% abovo the highs experienced in past years, lhe limiting f actor for the maximum exhaust temperature is the maximurn continuous temperatuto rating of the turbocharger, lhe engine can tolerato exhaust temperatures in excess of those which are tolerablo by the turbocharger.1ho tornoerature rating of the Brown Boveri VTH.500 turbocharger equipped on the Nordberg dioscis at USEP is 1238 F. According to Mr. Henrikson, as long as the cylinder exhaust temperatures are reasonably closo and the inlet temperature to the turbocharger is maintained below the maximum rating of the turbocharger, the cylinder exhaust temperatures are perfectly acceptablo, A review of previous operating data indicates that there is approximately a 300 "F difference between the mean exhaust cyhnder temperature and the turbocharger inlet temperature. Therefore, 940 'F is a reasonable limit for cylinder exhaust temperaturo, as it is approximatrN 300 af lower than tne temperatuto rating of the turbocharger.

Carolina Power & Light Company checked with another Nordberg 16 cyhnder V Block dicsol owner, and they typically experience cyhnder exhaust temperatures in the same rango as the Nordborg dioscis at the Brunswick Steam Electric Plant, 4.-

N,((QJUttliom Can CP&L provido: f1) pull card data for DG #3 prior to 1989, and (2) the most recent pull card data for the other 3 diosol generators?

Cfkl.BMp0gW Yes, Pull card data for DG #3 prior to 1989, and the most recent pull card data for DG #1, #2, and #4 is provided in Enclosure 1 to this lotter.

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5.

NBC_Qutation; Can CP&L provide Enspec 3000 data from the last run on DG #37 CEALutwonnt; Not at this time due to operational problems with the Enspec camera As indicated previously, upon resolution of these opera'ional problems with the camera, CP&L will take a full set of cylinder traces for DG #3 and forward them to NRC for review, if you have questions concerning this information, contact Mr. M. R. Oates at (910) 540 0003.

b Yours very truly, i

.1( t S. D. floyd Manager Nuclear Licensing Section JCP/jep (DG30& A.WPF)

Enclosures cc: Mr. S. D. Ebneter Mr. N. D. Le Mr. R. L. Prevatte

ENCLOSURE 1 1

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BRUNSWICK STEAM ELECTRIC PLANT, UNIT NOS.1 AND 2 NRC DOCKET NOS, 50 325 & 50 324/ LICENSE NOS. DPR.71 & DPR 62 PULL CARD TRACES FROM ALL FOUR EMERGLNCY DIESEL GENERATORS El-1 y

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3 10 16 91 Taken during pull stroke 2 "'

10 15 89 Taken during pull stroke (sce notel I

3' 06 24 85 Taken during rolesse stroke 4 "'

1 05-29 90 Taken during release stroke 5 "'

2 00 01 91 Hight Bank taken during release stroke Lef t Bank taken during pull strokr>

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4 11 07-89 Taken during pull stroke 7 "'

OG-20 85 Taken during release stroke Note: Cylinder 4R has one trace taken during the pull stroke.

A Maihak pull card instrument is used at BSEP to measure pressure during the compression and power strokes for each individual cylinder, lhe instrument consists of a piston connected to a cahbrated spring and a linkage mechanism which moves a r,tylus in

. Proportion to piston movement The instrument is connected to the outlet pipe of each cylinder test cock. Gas pressure in the cyhnder f t ces a piston in the instrument to move in proportion to the applied pressure. A calibrated si ring is attached to the piston and opposes the force applied to the piston by cylinder pressure. The movement of the p;ston is translated and multiplied via a linkage mechanism to a stylus which marks the pressure on a card mounted on a rotating, spring-return drum. This results in a trace of cylinder pressure as a function of time. Rotation of the drum is accomplished by manually pulling a string which is wound around the shaf t of the drum. The return spring acts to rotate the

- drum back to its initial position upon release of the string.

Traces of cylinder pressure can be taken while pulling the string or upon release of the spring, Traces taken while pulling the string (pull stroke), will show the compression stroke followed by the expansion stroke when viewed from lef t to right. Traces taken upon release of the sinng (release stroke) will appear as the mirror image of traces taken during the pull stroke (i.e., the expansion stroke will be followed by the compression stroke when

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~~ ~ ~ ^ POWER MACHINERY DI Isl0N 0 AILSAUKEE. WISCONSlH g $EXP NTE IOFFICIAL 1/, l o i EXH AU'.T TEMPER ATURES OF A, i b 2, g, a,.- f ff ?"~ - - _ k!' E jg'g,g YLiNDER HO. "i l ii ! i) ! i ; is i..i>i.. to js . j > >. ;,, io !",'";i 2 13 ii ,a L s !ica =>vristw,;rasbn !ra' ri ;7wnr 7ctirrr;nol1rol:VW L 2 i ito wr'ua irrr:n rirrr \\7w:71s ;ur 77r'Its' 7toi7-n::o$s~r7;r7;r-l l i 4 i l l l l i al 4 l tio,79p :!?r \\79r kia fiso Ido ldir;firra rd/0 lbJ \\7W;Ier'l70 Via t!'r s !,iz gria ;ypr y,o im l,vo l fir! ys, ;h rp r kt i?Fr;h rI(n Ou '?n 6l l l l { l l l I l 1 i 7lyr pg ipsf irrf ' pcf Wa l7g'I;yfl 7so e77(l7gf g ry ;77f i7yf" X l7)JT 7 C ' i e l 7 i ;7tf'7tf !;r(';rr!7n l2vr l74s?7YJ :1?f 1750 7ff bX!ivr'7?ri7W ?r?' i I I l i I I i I l 9I 160 \\??o 'rt.O l no i?n7 '?K ! l io !10 i?ce \\xt iwfi:+a On i vio !nr;7Er'ifl7?e >c s ;17s !,rr Osa \\ 7w ii;a i i l ii \\ c0 \\7n i7c,17rs <7tr\\ pa \\,io irio \\rro l 71ri? r l i21 i j l l l l l l l I I i I i \\ n W un h>r!7w ;wr lin Iwr\\bs ;anurint m d,r \\uo inIc7rwn t l i4 4 r' b,, lne tvuin. Itn I/.a kro w,1urr/vs istsoIurb/cithbe! i I l i lis l l l I I l l I l l I i l l l l i I I i l i6 I o turivoy lv,currim le. is, luo Igw leir nacrino lirrino beol i i I li7 I i l i I l l l l l l l II l l i I l is I ' I I I i j i I I I I i l I I I i i i l is boo 17relirv 17si7to 17ce!7ra I7xl7:a 177.cl7tc 7ro 17sl 7a Ivre l>4rtree i I 20 liea \\vca lm 17.nn,co 'tw 17ss 17tc 1ririrvrirts' 7n 1712 \\1a 17w lito Ive:, i l i ?o 60 l778178 l 77 l14o l7517Wl24r \\7f,f'l7??l}lr vfD l7tr 7fD Nrrl7sal7Co\\ \\ l l l li 22 j ion bn liclia ino 17e.17rrl7er1:e 177t-i7;r 7fo 17te!7n irto 17erlus I I i 13 1// 7f(l240 7D l74r ne 17Cr Iirl770 tild I?id 7X 17 X 7 W !Co 7dl >do l l 2< \\ w !7c3 ino italvirlis, 7elurbrs lin \\nr vre ir w ivi d u el,;r ber i l l \\ l 1s \\'ov 1 1sr m 17t r l7 7o \\,t r 7ts vir\\rrs17t>\\720 vd no l,w 'sto i ti&s>1 \\ \\ \\ = no Ivre 7.rofririm,10 I,,o lus i,1, 7srl 7i Irir 7:, lr 70 l?th I l l it.b_)l:s H vrr l l \\ l l 27 l l l l l l 1,2s j j j j i j j i 29 1 l-l } l I l l l l i Nl19o4 le I I l l l i' i hl l< .I I I I I w .y j-i t j 3-+ ggh 4 I _ _ _M' ~ 9 - a253!?fu
Roxncrd inc. N:rdberg Machin:ry Group ENGINE NO. /8/# /// / SHEET ~> O F _t # POCER MACHINERY DIYlSION ODREAXlN MILW AUKEE, WISCONSIN O EXPERIMENTAL -D@Q 3 OFFICIAL ~~_J.. g r - - e EXHAUST TEMPER ATURES *F O .!g ztw LEPT BANK RIGHT BANK CYLINDER NO. CYLINDER NO.
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... Acxnzrd inc. Noreerg Mochinery Group ENGINE NO. / dl e */./20 SHEET 7 OF-i# POWER MACHINERY DIYlSION MILWAUKEE, WISCONSIN DM3 E **eE"- 2 OFFICI AL 6 \\ EXHAUST TEMPERATURES *F RIGHT BANK af LE,FT B ANK CYLINDER HO. CYLINDER NO. y gg! , l io il2 al. si io '"t i '. l. i 2 2 I \\ luo \\rce17;risvoistoIW\\tn un16'n i 10dartbrider17rritid fir 1r>o I l 2 luo lico Ixdtoihemcihrifx ifer1 i oritiolooIfrboHi,rladaoI I al i f l I I l l l l l I I I l I l l l l avr1rrritso ludurinr um it,d I <l u s ityrtt w w ristr W W ln r utcr s \\lio IVmihricchic0 \\VtflV4flHrlIn l .ftf ttr.fT ?tri tt.o ls vriksrijn ir 7rl l 6l l l l l l l l l l l l l l l l j l l 7 l 7( tyjg 37fg-l pj g j foo j79 g,jft a j7f r if/b l //fY/o l/en"If/0 l5 d l-4flff a if/d l l 8 l W idio l19(lDo ihe iq1r ifn Utr!r'd i I br Wlt>o lPrifio I fori tio It0 l I 9I I l l I i l i I I l l l l l l l l l 'O l n Ih3 Ilio l/orintIrerI!erl??> lta i l no lholf.rr!heludlos II/riho i I li i o % Ino it,o la rl9. liar bn If>o i I Do IJveltarinelaolho im lit, I I i21 1 I I I I I I I I l l l l l l l l r l 's i 2 < l wri,w lvio 17eo Iiso I ro o Icso ! ?tial \\ 74011so Irid rio Ino listIno iwrI i p \\< isr Hsrlm-f iso % iurt m hrlivs l I
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i NORDBERG-DhVISION OF REX CHAlNBELT INC. ENGINE NO. /A)J + />J f P0iiER MACHlHERY DIVISION SHEET 7 OF /0 MILWAUKEE, Wl5COH51H g 7 if CbREAKIN O EXPERIMENTAL TOFFICIAL l i g EXHAUST TEMPERATURES 'F ~ na; s?t wr urr = yg' 'YLINDE R NO. g ja aj4 j ; j a j, j io n i a i a j i4 j u!i.iniajnito s i i Iio. gg%ririrlpw Vir inr\\ 7?ct rr:1 > >r7t r ti r;') /s' \\ v h l 77r: in**,ir i \\ 1 lroo I cic~b;r lnrMf l7tr rnff'1krl7)11,)r TirJW i,)r 177el>to ;1, ' l 3l l l l l l i I t l i l A liio \\ aio lu ir>o ibc isis !ne ws w i oo rn c >io sso ;t>, iw ns hr. \\ ~ ~ s Iiis,nrivs Ir>, osa is,o li> iav ucein vie:s>< :uv It.r aio w l 6l l l l l l l j l t l l l l l 7 \\ sr :va arrirrrneri>ve I,vrim n 5 ae svo <nr nn suo ;,v, im s i \\ w im behe:ur kva l>vrim \\uo kn u,, vs u n a i> vr;,i,1,v, u \\ \\ l ~ 9l l { l l l l l l { j l l l l l l { lo l o herbel7<rine ar udu, bu lo, b7e 2,lm b>rbwt"rbs. i i I l tI \\ rv \\7,o 'sr b7, \\1rdvi. 6.iet rio i1sv \\tio \\ppr,ta \\>tri>> rip >riricuro i l l l n 12 l l l l l l l l l l l l l l l l l l nitr!c4rlwoiv,ririeLteolt<citerI,oobv,i>,e errlerler,letrierrit><1 l I i 14 a r 17,o I r>.12,, li>v Ite.14o It ro l>,rivve17io thil 20. lj rrie tritai I,771 1 I I is 'l l l l l l l I I l 1 l l l yir\\vortwoIw60. ncineintin,In. wLi.c i>vr 6>. b<o lu i \\ \\6 o 17 l l l l l l l ( l l l l l l l l l l <co in,lu.1n, bry weiwo iwim 67,,ine zu i crtnr17einctne i l I I is 19 /ol7;fvg(l,73 7t(l7/,l7g 7fo l7Pr"l7h l7tf ' 74o bff 77fl7ps-lyV}7y(T l l l fc a uoaIn r nerln,\\1tr,i< f no Vn l7n dit-l7co,cr\\ ire rio inr\\sts%io l \\ l l 17t1nr i rir 71. n.1xs \\>srine 'no !r<< rwlwyorln, nrinci l l l \\ 1' 10 * - y ]. ^22 //a nrb(r'7/r Wd 77a 7/r 75cltfrbfobfr % I/e b/r 174 If#I >/t1. I I I .L15 iso in 1,m vrs ver,ts no too ao Ins 4*< nn-ilir]> ro rre Ms-iv<d I.'14 too 7h scr '7tr 24s svr 1rr ver reo,so \\tso >is' f tes- !r to 7tz-l711-vesi l *1s sea in 7tr rir,so r>r es* ror'7st-fres lito no larks richio ><c- \\ \\ ik I I l l l th7 l l l I ~ ~ l l \\ I I g 'So I I I I i ai j_, i e. r-1 % M4719 1 _ v_ L r i. .., i.: # rnen.usineem
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