ML20087Q044
| ML20087Q044 | |
| Person / Time | |
|---|---|
| Site: | Catawba  |
| Issue date: | 04/05/1984 |
| From: | Tucker H DUKE POWER CO. |
| To: | Adensam E, Harold Denton Office of Nuclear Reactor Regulation |
| References | |
| NUDOCS 8404100242 | |
| Download: ML20087Q044 (39) | |
Text
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O. ~~6 DUKE Powrit GOMPANY
, P.03 'tKct 33180 t CHAHLO TE, N.G. 28242 HALB. TUCKER : s TELEPHONE vmm resteinen i
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4 AprR 5,1984 i
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Mr. Harold R. .Denton, Director u Office of Nuclear Reactor P.egulation U. S.' Nuclear Regulatory Commission fd'5 Washington, D. C. 20555 '< '
Attention: Ms. E. G. Adensam, Chief Licensing Branch No. 4 'N
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Re: Catawba Nuclear Station Docket Nos. 50-413 an4 50-414 '
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Dear Mr. Denton:
\,
p On March 21, 1984, representatives from Duke Power Cor.pany and the NRC Staff met at your off. ices in Bethesda, Maryland to disc ss' Duke's proposed program for resolution -of the TDisfiesel generator issue for Catawba. At the conclusion of this meeting, Duk'e comiilitted to provide a written description of the Extended Operation Tests and tt'e Inspection Plans for-the lA and 18 diesel generators. These descriptions:are attached. Also attached is a description of the generic and site specific prob 7 ems experienced at Catayba. p '
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, ROS/php t 3 Attachment ^) ', ' s
. (, s cc: Mr. James P. O'Reilly, Regional Administrator - ',
U. S. Nuclear Regulatory Commission - ! ',
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Region II . -
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- 101 Marietta Street, l'W, Suite 2900Al, ,
' Atlanta, Georgia 30303c I \ '< ' '
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NRC Resident Inspector , N i '
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Mr. Robert Guild, Esq.
Attorney-at-Law P. O. Box 12097
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Charleston, South Carol'ina 29412 la ,
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- 3. Mr. Harold R. Denton, Director:
April 5 1984 Page 2 cci Palt.etto Alliance 21351 Devine Street.
Columbia, South Carolina 29205 Mr. Jesse L. Riley Carolina Environmental Study Group 854 Henley Place
-Charlotte, North Carolina 28207 i
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. Catawba Nuclear Station !
Extended Operation Tests and Inspections '
of i Diesel Generators >
4 Table of Contents
- 1. Introduction '
- 2. , Summary
- 3. Extended Operation Test Program 6
3.1 Purpose . .
I 3.2 Extended Operation Test Description 1
4.' Results~of Diesel 1A Extended Operation Test 4.1 Operating Profile
-4.2. Vibration Analyses 4.3 Lube Oil Analyses
'4.4: Fuel Oil. Analyses ,
4.5 Operating Parameter 4.6 . Problems Reports s, - 5. Inspection Plan for Catawba Diesel IA -
5.1 Objective of Inspection Plan 5.2 ' Bases:for InspectionLPlan 5.3~ Scope of_ Inspections 5.4 Inspection Methods 5.5- Inspection Test Plan '
5.6 Inspection Team
- 6. Inspection Plan for Catawba Diesel-IB
- 7. Catawba Generic and Specific' Problems 7.1 TDI Generic Problems-Experienced at Catawba 7.2 Catawba Specific Problems a
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- 1. Introduction 6
Concerns have been raised regarding the design and component integrity of diesel engines manufactured by Transamerica nelaval, Incorporated (TDI).
Catawba NJClear Sthtion employs TDI diesels as safety grade power supplies.
Specifically,-Catawba has two TDI diesels, Model DSRV-16-4, per unit. In this
, report the Catawba Unit 1 diesels will be identified as "1A" and "1B".
Duke Power Company has developed a program to verify the reliability of the.TDI_ diesels installed at Catawba. The overall purpose of the
- program is to demonstrate that the Catawba TDI diesels can reliably perform their intended . safety function, and that no technical reasons exist for not licensing Catawba Nuclear Station for power operations. Specifically, the
, program consists of three basic parts:
, -o Participation in a TDI Owners Group Program that was formed to investigate the concerns and formulate corrective action plans to address these concerns.
o Successful completion of regulatory requirements relating to the
. diesels.
4 o Successful completion of an extended operation test and an extensive
. inspection program of the Catawba diesels.
In reviewing the operating history of similar Model DSRV-16-4 diesels -
it wasinoted that few of the nuclear service engines.have significant
- operating hours. 1In addition, it was noted that some.of the commercial
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engines with significant' operating hours had operating loads and duty
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cycles significantly more severe and damaging than those expected for the
/ Catawba:d'iesels. Therefore, in order to'hxpand the nuclear service data 1-1
base for Model DSRV-16-4 diesels Duke Power Company operated the 1A diesel generator at Catawba to accumulate over 810 hours0.00938 days <br />0.225 hours <br />0.00134 weeks <br />3.08205e-4 months <br /> of documented running time at loads well in excess of that needed for emergency power requirements.
The extended operation test was structured as an operational test run at loads equal to or greater than the required emergency power load to demonstrate the ability of the Catawba diesels to operate in a reliable fashion. The last operating period of the extended run test was a sus-
. tained run of over 7 days in duration. The disassembly and inspection of the 1A diesel following this extended operation test will confirm the adequacy of the engine parts' materials and critical dimensions or identify any deficient parts. The engines' ability to successfully start and pick up load has been extensively demonstrated during preoperational testing and there is no experience to date that suggests this ability is in question.
The extended operation test has also served to demonstrate the fatigue resistance of the Catawba diesel parts. The 810 hours0.00938 days <br />0.225 hours <br />0.00134 weeks <br />3.08205e-4 months <br /> of operation has subjected the major parts of the engine to greater than 107 stress cycles, and has served to demonstrate the fatigue life capability of the engine parts. A 4-cycle engine like the DSRV-16-4 is subject to a major stress cycle, compression and expansion, every 2 revolutions. The rated running speed for.these engines is 450 RPM. Thus, to acquire 107of these stress cycles, the engine had to run for approximately 740 hours0.00856 days <br />0.206 hours <br />0.00122 weeks <br />2.8157e-4 months <br />; since about 810 7
operating hours have be'en accumulated, more than 10 cycles have been experienced. The ability to operate 107 stress cycles at the required load-is generally accepted as a means to empirically demonstrate that mechanical parts made of carbon or low alloy steel have essentially indefinite fatigue 1-2
lifetime for.the required load condition; thus, Catawba 1A diesel mechanical parts loaded by firing cycles can be considered as having proven acceptable fatigue lifetimes.
J This report describes the diesel 1A extended operation test and its results,~snd describes the inspection plan to be used for the 1A diesel. The
- proposed extended operation test and inspection plan for the 18 diesel is also described.
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~2. Summary B
-The extended operation test demonstrated that the Catawba lA diesel is capable of sustained operation at high loads. The extended operation test subjected the major parts of tne engine to over ten million stress cycles '
to empirically demonstrate an adequate fatigue life for the engine parts.
During the extended nperation test the engine's operating parameters were cicsely monitored to detect any degradation in engine performance. No engine degradation was detected and the last test period involved contin-uous diesel engine operation for over 7 days.
An extensive inspection program is presently underway for the 1A ,
. diesel to verify the mechanical reliability of the Catawba eng'.ne. The
- scope' of the inspection includes all engine parts that could caute failure
- of the diesel, degradation of diesel performance, or failure of a part that
' eventually would cause failure of the diesel. The inspection methods being
! .. .espinyed include visual, nondestructive examination (liquid penetrant, magnetic particle, eddy current, ultrasonics, and radiography), -
dimensional, material properties (material comparison, verification and .
hardness), and other special methods-(torstograph,'as-found bolt torque,
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. reassembly bolt torque).
The inspection plan is based'upon:
o Inspection of engine. parts identified as one of the generic problems by the.TDI Owners Group.
o ~ Inspection of engine parts recommended by the TDI Owners Group.
o Inspection of engine parts. relating to Catawba. engine-specific
- failures.
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o Inspection of general engine parts to evaluate wear patterns.
The Catawba inspections are being performed in accordance with written Catawba procedures and are being controlled under the Duke Power Quality Assurance Program.
The Catawba 18 diesel will begin an extended operation test to expand its running time under high load conditions to at least 750 hours0.00868 days <br />0.208 hours <br />0.00124 weeks <br />2.85375e-4 months <br /> in the near future. Following completion of the extended opere+. ion test an inspection program will. be initiated. The scope and extent of that inspection will be based upon the'results of the 1A diesel inspection and inspections of other TDI emergency diesels.
Successful completion of the extended operation tests and the extensive inspections of the Catawba IA and 1B diesels wil' lemonstrate their capability to serve as safety grade equipment for the Catawba Station.
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- 3. Extended Operation Test Program 3.1 Purpose
. The purposes of the extended operation test program are to:
o Demonstrate that the Catawba 1A and 1B TDI Model DSRV-16-4 diesels are capable of sustained operation without major failures (e.g.,
failure of crankshaft, pistons, cylinder liner).
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'o Subject the major engine parts to over 107 stress cycles to empirically demonstrate the fatigue capability of those parts.
o Identify any beginning of life engine or break-in type failures that will occur with this type of diesel. These " break-in" 4
failures typically occur.early in life in all machinery, even well designed and' constructed machinery,
- o. Expand the data base for DSRV-16-4 operation in emergency power [
service. >
o Verify the suitability of modifications made to the Catawba diesel.
3.2 ' Extended Op ration Test Description
.The test run for diesel 1A extended its documented run time to over 810 hours0.00938 days <br />0.225 hours <br />0.00134 weeks <br />3.08205e-4 months <br />. The controlling Catawba plant procedure for surveillance of the 1A diesel test was TP/1/B/1100/03, " Diesel Generator 1A ;
-Extended Run".- The Catawba Nuclear Station procedures that control diesel operation are:
o- OP/1/A/6350/02, " Diesel Generator Operation" o OP/1/A/6550/02, "D/G Lube Oil" o OP/1/A/6550/01,:" Diesel Generator Fuel Oil System Operation"
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The extended operation test planned for diesel IB will extend its documented run time to at least 750 hours0.00868 days <br />0.208 hours <br />0.00124 weeks <br />2.85375e-4 months <br />. Its controlling surveil-lance and operation procedures are the same as identified above for diesel 1A. The surveillance procedure used during the extended run provides for the following data collection:
o Vibration data from thirty points around the engine base and near the turb'ochargers taken daily.
o Lubricating oil samples taken daily from the Lube Oil Sump System before filtering. Daily tests to be made for percent water and viscosity.
o Fuel samples taken from each tanker unloaded (approximately 2 to 3 tanker trailers every two days). Each sample is tested for water and sediment content, and specific gravity. Samples are drained from the day tank hourly to visually inspect for water.
o Engine parameters such as load, exhaust temperatures, lube oil pressure, etc., monitored continuously and recorded hourly.
o Problems' encountered during engine operation are documented listing immediate action taken, proposed long term action, and to what extent the run was interrupted.
3.2.1- Vibration Analysis Vibration data is taken at the following thirty points using either the Nicolet Spectrum Analysis System or the TEC Monitoring System, or both systems every day until the run is completed. Data is not taken unless the engine has been running a minimum of six continuous hours during a normal work day.
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' Point Description H01 Horz Generator-Pedestal Bearing V02 Vert Generator Pedestal Bearing A03 Axial Generator Pedestal Bearinq H04 Horz Base LB at Cylinder-8L
- HOS Horz Cam Cover Base at Cylinder-8L H07 Horz Cam Cover Base Between Cylinders 4L & SL H08- Horz Base LB at Cylinder-1L H09 Horz Cam _ Cover Base at Gylinder-IL A10 Axial LB Cam Cover Housing (Engine Front)
All Axial RB Cover Housing (Engine Front)
A12 Axial Crankshaft Gear Housing (Engine Front) ,
T13 Turbocharger LB Horzontal on Turbo T14 Turbocharger LB Vertical on Support "ase T15 Turbocharger Front Support Bar LB at Intercooler T16 Turbocharger RB Horizontal on Turbo T17 Turbocharger RB Vertical on Support Base T18 Turbocharger Front-Support Bar RB at Intercooler H19 Horz Sub-Base RB at Cylinder-8R H2O Horz Cam Cover-Base RB at Cylinder-8R H21 Horz Sub-Base RB Between Cylinders 4R & SR H22 Horz Cam Cover Base RB Between Cylinders 4R & 5R H23 Horz Sub-Base RB at Cylinder-1R H24 Horz Cam Cover Base at Cylinder-1R V25 Vert Block RB at Cylinder-1R V26 Vert Block RB Between Cylinders 4R & SR V27 Vert Block RB at Cylinder-8R V28 Vert Block LB at Cylinder-8L V29 Vert Block LB Between Cylinders 4L & SL V30' Vert Block LB at Cylinder-1L Base line vibration data.were established for both the Nicolet and TEC systems.
On a daily basis the TEC system is used to monitor all 30 f 4 points. This data is reviewed by a Maintenance Engineer trained in vibration analysis. If a significant change is
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. detected in any of the parameters, then the Nicolet system is used._to monitor the point in question to confirm the significant change, A comparison plot is then prepared between the Nicolet Baseline Data and the Nicolet Data'to document the
- significant change.
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The vibration monitoring test equipment consists of:
o Nicolet System Nicolet Scientific Corporation Model 446A " Mini Ubiquitous" FFT Computing Spectrum Analyzer with a range of 1 Hz to 100,000 Hz.
o TEC System TEC Monitor Model 1310 (EXP) Smart Meter System consisting of:
TEC Accelerometer Model 154 (S/N 113) with a range of 5 Hz to 10,000 Hz and a 100 Hz sensitivity of 103 millivolts /"g".
Comparison and plots are provided by the "INTELLI-TREND" software package written by TEC (January 1984) for an IBM Personal Computer.
o Teac R-61 Digital Data Acquisition System using three (3)
IRD 544 Velocity Pickup Probes with a range of 12 Hz to 1000 Hz and-an output of 764 1 10 millivolts RMS/per inch per second.
3.2.2 Lube Oil Samples Lube oil samples are taken to show that the oil still has those properties necessary to provide proper lubrication. Daily samples are taken from the lube oil sump system at some point after the oil leaves the engine but before it is filtered.
These samples are tested for percent water content and for viscosity per Catawba procedures CP/0/A/8100/23 and CP/0/A/8100/24 (0paque Method), respectively. A log of_the 3-4
results copied from the chemistry lab results log book is included in the surveillance procedure documentation package.
3.2.3 Fuel Oil Samples Fuel oil samples are taken to show that the fuel meets industry and company standards for Number 2 Diesel Fuel 011.
Because the main fuel oil storage tanks cannot be recirculated while the fuel oil system is lined up for engine runs and because of the inventory turnover required for this continuous run, the samples taken from the tanker for delivery acceptance will very closely represent the contents of the main storage tank and therefore provide a suitable means for monitoring fuel oil supply to the diesel.
Fuel oil samples are taken from each tanker to be unloaded.
The sar,nles are a composite of all compartments of the tanker.
The fuel is tested on site for specific gravity and water and i
sediment per Catawba procedures CP/0/A/8100/10 and CP/0/A/8100/26, respectively. The test results are obtained and found satisfactory before the fuel oil is unloaded. A log of the results copied from the chemistry lab results log book is included in the surveillance procedure documentation package.
1 Fuel oil is drawn from the bottom of the day tank once during each hour the engine is running and is inspected for obvious water and sediment. If significant quantities are found, the Test Coordinator is notified for evaluation.
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3.2.4
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. Engine Parameters' Engine operating parameters are monitored throughout the
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extended operation test. A number of engine operating temp-eratures are recorded on strip charts as part of normal diesel operation. Other parameters are recorded hourly. l The temperatures recorded on the strip chart are:
o Exhaust Temperature of each of the 16 Cylinders
- o Jacket Water Temperature In and Out of the Engine ,
Lube Oil Temperature In and Out of the Engine o
o' intake Air-Temperature In and Out of the Right Bank Aftercooler
- o Intake Air Temperature In and Out of the Left Bank
, Aftercooler The parameters recorded hourly are: .
o Generator Volts o Generator Amps o Power Factor
- .o Generator Load o Generator Stator Temp.
- o- Lube 011 Pressure !
o- Lube Oil Filter Differential Pressure t o Right Bank Turbocharger. Lube Oil Pressure o - Left. Bank Turbocharger Lube Oil Pressure o Fuel Oil Pressure
- o' Fuel Oil Filter Differential Pressure
- o. ' Jacket' Water Pressure o Right Bank Intake Manifold Pressure Left Bank Intake Manifold Pressure
- - ' o '- ~
o - Lube 011 Tank Level
-o . Exhaust Temperature of each of the 16 Cylinders (Same as recorded on strip chart)
< ~ o Right Bank Exhaust Temperature
[ o Left Bank Exhaust Temperature The' engine operating parameters are reviewed on a daily basis
- i. by.-the. Operations Shift Supervisor and.the Test Coordinator to identify any significant changes in operating parameter values.
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, All.significant changes are documented in problem reports.
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3.2.5 -Problems Encountered Any problems encountered during operation are documented in Significant Problem Reports. As appropriate, a "Non-Conforming Item" (NCI) report may also be initiated for the problem as covered by the Duke Power Quality Assurance Program. The Significant Problem Report will contain, as appropriate, a description of the problem, the immediate action taken, proposed long term action, the extent the run was interrupted, and the NCI report number.
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- 4. Results of Diesel 1A Extended Operation Test
.The 1A diesel extended operation test was initiated on January 25, 1984, and was successfully completed on March 9, 1984. During that time period the engine operated about 613 hours0.00709 days <br />0.17 hours <br />0.00101 weeks <br />2.332465e-4 months <br /> of documented run time. That time added to the 197 hours0.00228 days <br />0.0547 hours <br />3.257275e-4 weeks <br />7.49585e-5 months <br /> of run time accumulated prior to the extended run test results in a total documented run time of about 810 hours0.00938 days <br />0.225 hours <br />0.00134 weeks <br />3.08205e-4 months <br /> for the 1A diesel. The follow-ing information summarizes the test run results.
4.1 Operating Profile The Catawba TDI DSRV-16-4 diesels have a rated load of 7000kw. The maximum calculated emergency diesel generator load under blackout conditions is 5714kw (the engines have about a418.4 % margin in load capability). During the extended operation test, the engine was operated at loads in excess of the required 5714kw approximately 97% of the test period. Specifically, during the last 390 hours0.00451 days <br />0.108 hours <br />6.448413e-4 weeks <br />1.48395e-4 months <br /> of documented extended run test period the generator load was in excess of 5800kw 96% of the operating time. Figure 4-1 illustrates, for the last 390 hours0.00451 days <br />0.108 hours <br />6.448413e-4 weeks <br />1.48395e-4 months <br />, the diesel 1A operating profile with a bar chart that indicates the percent of diesel operating time.the diesel generator load was in excess of the specified~1oad. The diesel load was calculated based on generator volts,
-amps and poser factor.
4.2 Vibration Analysis-The daily vibration plots were compared to the baseline plot to identify any abnormal or significant changes in vibration leveis, any longer term trends in vibration levels, or any other anomalies.
During the extended operation test period no abnormal or significant changes in vibration levels or trends were identified.
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.4.3 Lube Oil Analyses The daily samples of lube oil were tested for viscosity and water content. All analyses showed acceptable values for lube oil water content and viscosity.
' 4.'4 Fuel Oil Analyses The samples of fuel oil from the delivery tankers were tested for specific gravity and percent of water and sediment. All analyses showed acceptable values for fuel oil specific gravity and percent of water and' sediment.
The hourly samples of the fuel oil day tank typically showed no water was present. Any small amount of water present was drained by the
~ operator.
4.5 Operating Parameters The diesel operating parameters,;both on the strip charts and log sheet,' were reviewed each day to ascertain significant or abnormal changes and to look for trends in the data indicating gradual degradation of the engine. With the exception of two cases, no significant or abnormal changes or data trends were detected in the
-operating parameter. reviews. The two cases of significant trends in
, . data were:
o' . A slowly increasing jacket water discharge temperature was detected ~
starting just past midnight on February 18, 1984. The jacket water temperature increased from a normal value of about 170*F to a'oout 200*F.= In addition, the temperature would sometimes' jump'from
'200*F-to 250*F rapidly. After an investigation, a defective 4-2
q thermocouple was found and replaced. This resulted in the indicated jacket water temperature returning to a normal value of about 170*F.
o Over about a 20 hour2.314815e-4 days <br />0.00556 hours <br />3.306878e-5 weeks <br />7.61e-6 months <br /> period on February 27, 1984, the lube oil pressure to both the right bank and left bank turbochargers slowly decreased from a normal value'of about 22 to 23 psig to about 18.5 to 19 psig. After an investigation, the lube oil pump inlet strainer was found to be plugging. Cleaning the strainer resulted in an immediate return to normal lube oil pressures. No damage to the turbochargers was sustained.
4.6 Problem Reports Several problem reports were generated during the course of the extended run test. These reports covered the following engine parts:
o Pushrods o Fuel line fitting o . Turbocharger thrust bearings o Cylinder head o Fuel injection pump valve holder o Turbocharger prelube oil lines o Turbocharger adapter (to the intercooler) o Lube oil and jacket water thermocouples o Crankcase cover capscrews o_ .Subcover (rockerarm) assembly o Turbocharger lube oil drain line o Turbocharger exhaust mainfold mounting bolts Further discussion of_these problems is given in section 7.
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i CATAWBA NUCLEAR STATION PERCENT DIESEL OPERATING TIME VS. DIESEL
- DIESEL GENERATOR 1A l GENERATOR L.0AD l
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- 5. Inspection Plan for Catawba Diesel 1A A comprehensive inspection plan has been developed for the Catawba Diesel 1A. The inspections follow the extended operation test of diesel 1A and were started on April 4, 1984.
5.1 Objective of' Inspection Plan The primary objective of'the Catawba 1A diesel inspection plan is to verify the mechanical reliability of the specific parts and components of the Catawba 1A diesel following approximately 810 hours0.00938 days <br />0.225 hours <br />0.00134 weeks <br />3.08205e-4 months <br /> of diesel operation at high loads. This objective will be met by verifying the
.following:
o The parts are free from deleterious conditions, such as cracks, excessive wear, pitting, distortion, etc.
-0 The parts have critical dimensions in agreement with the original design (taking into account normal wear).
o The materials of construction are suitable for their intended use.
5.2 Bases for Inspection Plan The Catawba IA diesel inspection plan is based upon the following:
o Inspection of-engine parts relating to the 16 generic TDI diesel
- problems identified to the Nuclear Regulatory Commission. These i
engine parts will be inspected to either verify that no similar
. problems exist with the Catawba DSRV-16-4 diesel, or identify and quantify the nature and extent of the the 1A diesel problems.
-o Inspection of engine parts recommended by the TDI Diesel Owners 1 Group. These recommended inspections cover the critical parts of the diesel,'i.e., those parts whose fallare could result in failure 51 l
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or degradation of the diesel. The type and extent of inspection methods are based upon TDI diesel operating and failure experience.
o -Inspection of engine parts relating to the Catawba engine specific failures and problems based on past Catawba operating experience.
In some cases they involve engine parts that are not considered critical (i.e., Class C as defined in section 5.3).
o . Inspection of engine parts based on engineering judgement and evaluation of wear patterns.
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5.3 Scope of" Inspection Plan
.The 1A diesel inspection plan will include all of the critical components and parts of the diesel and associated systems that were supplied by TDI to Catawba. The TDI Dwners Group has classified engine components .according to the following:
Class- Importance of Component Failure A' Failure can result.in shut.down of the diesel.
B Failure.can result in reduced capacity of the diesel or result in eventual failure in a Class A component C Failure does not.significantly impact the ability of the diesel to meet its load requirements e ;The Catawba 1A diesel inspection. plan includes all Class A and Class B.
. components. LIn some cases. Class C components are also' included in the inspection; plan.
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Table 5-1 identifies all the parts in the Catawba DSRV-16-4 diesel,
'the part's classification, and extent of inspection. The extent of inspection of each part is dependent upon the part's importance to operation and to its failure history in Catawba's and other TDI diesels.
'5.4 Inspection Methods A variety of inspection methods will be employed to examine the Catawba DSRV-16-4 diesel parts. Each inspection method is selected based upon:
o The probable failure mode of the part and the probability of the inspection method to detect it, o .The attribute being determined.
o Results of previous inspections.
The specific inspection methods to be employed include the following:
Visual - Examine for:
o Wear'and wear patterns o Surface distress o Cracks o Freedom of motion o Corrosion / erosion o Foreign material o Proper fitup o Gasket leaks o Proper lubrication-o' As-built verification of system piping configuration and support Dimensional Measurements - Examine for:
o Absolute value of critical dimensions o Clearances o Comparative values of identical parts o Verification that proper parts are used o Proper fitup of mating parts Nondestructive Examinations o Liquid penetrant and magnetic particle - Examine for:
Cracks and discontinuities Material distress Material integrity 5-3
o Eddy current - Examine for:
Cracks and discontinuities not inspectable by liquid penetrant or magnetic particle because of physical configuration or surface condition o Ultrasonics - Examine for:
Wall thickness of parts Depth of cracks (as appropriate)
Volumetric examination of material integrity o Radiography - Examine for:
Volumetric examination of material integrity Material Properties - Examine for:
o Comparison of engine materials to materials of known composition and properties by use of a material comparitor o Verification that proper non-metallic materials are being used for gaskets, seals ~and couplings by visual methods and documentation review o Material hardness Special Inspections o Torsiograph o As-found torque values for bolted or screwed connections o Proper torque values are used during reassembly of bolted, screwed or compression connections 5.5 Inspection Test Plan A summary of the inspection test plan for the Catawba 1A diesel is given in Table 5-1. Each engine part or component to be inspected is listed together with the part number, part classification and the sample size to be inspected for each inspection method being employed.
All Class A and B bolted or screwed connections will have their as-found and reassembly torque values verified and documented, hence this is not_ listed separately in Table 5-1. Also not listed in Table 5-1 is the general visual inspection of all-parts during disassembly and reassembly of.the diesel.
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The Duke Power Company, Nuclear Production Department Administrative Policy Manual will be used to control all work done on-site at Catawba i Nuclear Station. Specific Catawba Station procedures have been developed for all disassembly, inspection, testing and reassembly operations and are listed below. The Duke Po.er Quality Assurance Program will be used to
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control and audit all phases of the diesel inspection program.
Disassembly and Reassembly l MP/0/A/1000/01 Cylinder Head and Associated Parts
'MP/0/A/1000/02 Pistons, Rods and Cylinder Liners MP/0/A/1000/03 Main Crankshaft Bearing i MP/0/A/7400/01 Fuel Pump MP/0/A/7400/40 Turbocharger Inspection MP/0/A/1000/04 Cylinder Heads and Associated Parts MP/0/A/1000/05 Pistons, Rods, Bushings and Shells MP/0/A/1000/06 Crankshaft, Main Bearings and Turning Gear
- MP/0/A/1000/07 Idler Gears and Pump Drive Gears i MP/0/A/1000/08 . Gear Case Gasket and Bolting MP/0/A/1000/09 . Fuel Pump and Fuel Pump Linkage ;
MP/0/A/1000/10 Lube Oil System, Piping and Sump
-MP/0/A/1000/11 Cylinder-Block,. Liner and Jacket Water MP/0/A/1000/12 Starting Air Distributor ,
MP/0/A/1000/13 Jacket Water-Pump 1
.MP/0/A/1000/14 Camshaft and Gear MP/0/A/1000/15 Intake and Exhaust Manifold MP/0/A/1000/16- Governor and Overspeed Trip MP/0/A/1000/17- Flywheel and Bolting MP/0/A/1000/18 Turbocharger and.Intercooler 1
-5.6 Inspection Team .
- The inspection team will consist of primarily Duke Power Company (DPC) personnel supplemented by others as necessary. DPC craftsmen will perform the actual' engine disassembly and reassembly. DPC technicians.
-and engineering staff personnel will perform the inspections and provide the administrative support for the inspection program. Other Laembers of the inspection program team-include:
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a o Failure Analysis Associates - Eddy current testing and torsiograph
- installation and testing.
- o. . Stone and Webster - Provide interface between DPC and Owners Group
. and materials comparison testing, o Dominion Engineering, Inc. - Provide on-site assistance in the inspection effort and prepare final summary inspection report.
o Gustafson Associates - Provide on-site assitance in the inspection effort.
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. Table 5-1. Catawba Diesel 1A Inspection-Plan Matrix Sample Size, Percent of Engine Parts Inspected Surface -Vol.
Part Name Class Part No. Dimen. Visual NDE NDE Material Hardness Notes-
. Lube Oil Pressure Regulating Valve A 00-420- -To be developed (Note 8)
-Main Bearing Cap Base Assembly ,A 02-305A: -
30 - - - - -
Main. Bearing Studs?and Nuts A 02-305C 10 30 - - - - -
Main Bearing Caps. A: 02-3050 -
30 30 - - - -
Lube Oil Internal Headers' A 02-307A -
100 - - - - -
Lube 011 Tubing and Fittings-Internal A 02-3078' -
100 - - - - -
- Lube
- 011 Line Supports-Internal B: 02-3070 -
100 - - - - -
Crankshaft ~and Turning Gearf A 02-310A 100 100 38 - - -
3,4 Crankshaft Bearing Shell A 02-310B 30 30 - - - - -
Crankshaft Thrust Bearing Ring A 02-310C- 100 - - -- - -
4 Crankcase. Assembly A 02-311A .- 100 - - - - -
Crankcase Seal B- 02-311B To be developed Crankcase Mounting Hardware' B_ 02-311C To be developed Cylinder Block A 02-315A 25 -
100 - - - -
Can Bearing Caps and Dowels B 02-3158 To be developed
" Cylinder Liner , .
A 02-315C: 100 100 - -
20 20 -
. Cylinder Block Jacket Water Manifold B 02-3150 -
100 - - - - -
Cylinder Block Studs B ;02-315E -
31 - -
3 - -
.Cy1 Block Jacket Wtr Manifold Nuts B 02-315F -
100 - - - - -
Cylinder Block Seals and Gaskets B 02-315G To be developed Jrcket Water Inlet Manifold Assembly B 02-316A To be developed Jrcket Water Inlet Manifold Coupling B 02-3168 To be developed Jrcket Water Inlet' Manifold Vent Line B 02-316C To be developed JIcket Water Discharge Manifold
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B 02-317A To be developed Jrcket Water Disc, Man.: Coupling -B 02-317B To be developed Jacket Water Disc. Man. Supports' B 02-317C To be developed Flywheel A 02-330A To be developed Flywheel Bolting A 02-3308 -
100 - - - - -
Front Gear Case Bolting C 02-3358 -
100 - - - - -
.Cennecting Rods and Bushings cA 02-340A 100- 100 100 -
25 25 -
Ccnnecting Rod Bearing-Shells A 02-3408 100 100 100 100- - - -
Piston A 02-341A 100 100 25 - - -
5 Piston Rings A 02-3418 25 100 - -
25 - -
Table 5-1. Catawba Diesel 1A Inspection Plan Matrix Sample Size, Percent of Engine Parts Inspected Surface Vol.
Part Name~ Class Part No. Dimen. Visual NDE NDE Material H.rdness Notes Piston Pin Assembly A 02-341C 25 25 - -
25 25 -
Intake Tappets A 02-345A -
25 - - - - -
Fuel Tappets A 02-345B -
25 - - - - -
Fuel Pump Base Assembly B 02-345C To be developed Camshaft Assembly A 02-350A -
100 - - - - -
Camshaft Bearing B 02-3508 - - - - - -
7 Camshaft Supports, Bolting and Gear A 02-350C -
100 - -
100 100 -
Idler Gear Assembly. (Crank to Pump) A 02-355A -
100 - - - - -
Idler Gear Assembly A 02-355B -
100 - - -
100 -
Air Start Valve A 02-359 100 100 - - - - -
. Cylinder Head B 02-360A 100 100 100 100 - -
2 Intake and Exhaust Valves B 02-360B 25 100 - -
25 - -
Cylinder Head Bolting 8 02-360C To be developed Cylinder Head Gaskets B 02-360C -
100 - - - - -
-Valve Springs B 02-3600 -
100 - - - -
1 Subcover Assembly B 02-362A .
100 100 - - - -
Fuel Injection Pump B 02-365A - - -
100 -
100 -
Fuel Injection Tips B- 02-365B To be developed Fuel Injection Tubing B 02-365C To be developed Fuel Injection Tubing Supports B 02-3650 To be developed Fuel Pump Linkage and Control Shaft A 02-371A - - - -
100 100 -
Fuel Pump, Linkage, Bearings and Shaft A 02-371B -
100- - - - - -
Intake Manifolds B 02-375 100 100 - - - - -
Exhaust Manifold B 02-380A To be developed Exhaust Manifold Bolting B 02-3808 9 9 - - - - -
Cylinder Block Cover, Gaskets & Bolts C 02-385B To be developed Crankcase Cover Assembly C 02-386A -
100 - - - - -
Crankcase Cover Gaskets & Hardware C 02-386B To be developed Intake & Intermediate Rocker Arm Assy B 02-390A 100 100 100 -
100 100 -
Exhaust Rocker Arm Assembly B 02-3908 100 100 100 -
100 100 -
Intake & Exhaust Pushrods B 02-390C -
100 100 - - - -
Connector Pushrod B 02-390D -
100 100 - - - -
Rocker Arm Bushings B 02-390E -
100 - - - - -
Rocker Arm Bolting 8 02-390G -
100 25 - - - -
0verspeed Trip Governor A 02-410A -
100 - - - - -
Table 5-1. Catawba Diesel 1A Inspection Plan Matrix Sample Size, Percent of Engine Parts Inspected Surface Vol.
Part Name Class Part No. Dimen. Visual NDE NDE Material Hardness Notes Gov Overspeed Trip & Accessory Drive A 02-410B -
100 100 -
100 100 -
Overspeed Trip Couplings A 02-410C -
100 - -
100 - -
Overspeed Trip Vent Valves A 02-410D To be developed
' Governor & Tach Drive Gear & Shaft A 02-411A -
100 100 -
100 100 -
Governor Drive Couplings A 02-411B -
100 - -
100 - -
Governor Linkage A 02-413 -
100 - - - - -
Speed Regulating Governor A 02-415A -
100 - - - - -
Governor Bocster Servosotor B 02-415B To be developed G:vernor Heat Exchanger Assembly A 02-415C -
100 - - - - -
Lube Oil Pump A 02-420 To be developed J cket Water Pump A 02-425A -
100 - -
100 100 -
J cket Water Pipe and Fittings B 02-435A To be developed J cket Water Pipe Supports B 02-4358 To be developed Intercooler Piping Assembly B 02-436A To be developed Intercooler Piping-Coupling, Bolt, Gskt A 02-436B To be developed Turbo Cooling Water Pipe & Fittings B 02-437A To be developed Turbo Cooling Water Pipe Supports A 02-437B To be developed Start Air Manifold Pipe, Tubing & Ftg A .02-441A To be developed Start Air Manifold Vivs, Strners, F1trs A 02-441B To be developed Start Air Manifold Pipe Supports A 02-441C To be developed Starting Air Distributor Assembly A 02-442A 100 100 - - -
100 6 Start Air Dstrbtor Tubing,Ftg, Gskts A 02-442B To be developed Fuel Oil Booster Pump A 02-445 To be developed Fuel Oil Piping and Tubing A 02-450B To be developed Fuel Oil Filters-and Strainers B 02-450C To be developed Fuel Oil Piping Supports A 02-4500 To be developed Fuel Oil Filters B 02-455A To be developed Fuel Oil Strainers B 02-455B To be developed Fuel Oil Filter Mounting Hardware A 02-455C To be developed External Lube Oil Lines A 02-465A -
100 - - - - -
External Lube Oil Line Supports A 02-465B -
100 - - - - -
Turbocharger Lube Oil Piping B 02-467A -
100 - - - - -
Turbocharger Lube Oil Piping Supports B 02-4678 -
100 - - - - -
Turbocharger Bracket B 02-475A -
100 - - - - -
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^ Table 5-1~. Catawba Diesel 1A Inspection Plan Matrix Sample. Size . Percent of Engine Parts-. Inspected .,
. Surface Vol. i
'Part Name Class Part No. Dimen. Visual NDE~ NDE. Material Hardness Notes' '
< fTurbocharger Air Butterfly Valve .
A 02-4758 -
100 - -
100 100 -
Turbocharger Air Intake Piping. B- 02-475C To be developed r
. Turbocharger Bracket Bolting B 02-475D -
8 - -
8 - -
C:ntrol' Panel. Cabinet' A 02-500A. To be developed !
=centrol Panel Annunciators B 02-5008: To be' developed
- Ctntrol Air Accumulator A 02-500F. To be developed C:ntrol Air System Valves A 02-500G To be developed Centrol Air System Pressure Switches B 02-500H. To be developed
- Ccntro1~ System Relays .
A .02-500J To be developed
- C;ntrol System Solenoid Valves A 02-500K To be developed ;.
. .Ccntrol: Air: System Piping, Tubing, Ftngs B 02-500M- To be developed '
, i Centrol Panel Wiring
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A 02-500N To be. developed >
7
~ Lube Oil. Sump Tank . B 02-540A -
100 - - -
Lube 011 Sump Tank Ftngs, Pipe, Valves B 02-5408 --
100 -
c - - -
4 Lube Oil, Sump Tank Mounting Hardware 02-540C B -
100 - - - -
5 -
.b
, Fcundation Bolts and Anchors .B 02-550 To be developed.
_ ,. <f g Instrumentation Thermocouples B. 02-6300 lo be developed. /
' Engine &; Aux Module Wiring Conduit A 02-688A To be developed '
< ' < ~,
,4 Engine and Aux Module Wiring .
.A 02-688B Tc-be developed -
' #/ ,
Engine and; Aux' Module Wiring Boxes '
A 02-688C- To be developed -
Engine Alarm Sensors A- 02-690 .To be developed ^ ' '
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Engine Shutdown' Tubing and Fittings B 02-695A To be deve' loped . .
Engine Shutdown Valves, Regs, & Orific A 02-6958 To be developed. v M -
Engine Shutdown Trip Switches 02-695C .To be dev61op;d- d /
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,J cket Water Standpipe, Ftngs, Gasket B 00-700A To be developed .- >
,7"
.JIcket Water Standpipe. Valves
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7008 ,To be developed .g' B
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, , ,3 7 ';
'J cket Water Standpipe Supports B 00-700C To be developed 4 i e Jtcket Water Standpipe Switches ..
B 00-700E To be developed - ~;
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J:cket Water Standpipe Bolting Materials B 00-700F To be developed -
Fuel Oil Dup 1_ex Strainer? A. 02-8250 To be developed -
Intercooler B F-068 -
100 100 - - -
Turbocharger .A MP-022/3 100 100 -
?.c - - - <
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Notes to Table 5-1
- 1. Intake and exhaust valve springs have proper color code.
- 2. Ultrasonic wall thickness mearurement of fire deck area and fuel nozzle area.
- 3. A torsiograph will be developed of the crankshaft.
- 4. Crankshaft web deflections and thrust clearance will be measured with the diesel both hot and cold.
- 5. Measure torque on believille spring loaded bolts.
- 6. Hardness of the spools will be measured only if excessive wear is measured on one or more of the spools.
- 7. If inspection of camshaft lobes show no abnormal wear, then no inspections of the camshaft bearings will be performed.
- 8. All inspections noted as "To be developed" will involve visual inspections or functional tests 9
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' 6. Inspection Plan for Catawba Diesel IB A specificLinspection plan for Catawba diesel IB has not yet been develop-ed.c As:previously identified an extended operation test is underway for diesel 18 to extend its high load operating time to 750 hours0.00868 days <br />0.208 hours <br />0.00124 weeks <br />2.85375e-4 months <br />. Prior to the extended operation testLthe following inspections were performed on two engine cylinders:
o Liquid penetrant examination of cylinder block top surface around the cylinder.and between the head studs and cylinder liner.
o Ultrasonic wall thickness measurements of cylinder head.
The following inspections were performed on all 16 cylinders:
o Visual inspection of subcover assembly.
-o Visual-inspection of all intake, exhaust and connector pushrods.
- o. : Visual inspection of all rocker arm. assemblies.
o Visual inspection ~of all intake and exhaust valve springs.
- Following the extended operation test additional inspections will be performed.
The extent of;those inspections will be cased upon the results of the
- p. . inspections on the Catawba 1A diesel and other TDI emergency diesels. An
- appropriate sampling plan will be developed at that time.
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- 7. Catawba Generic and Specific Problems This section of the report lists the generic problems that have and have not occurred at Catawba along with other specific problems.
Attachment 1 lists the " Generic problems not experienced at Catawba."
Attachment 2 lists the " Generic problems experienced at Catawba" along with
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the specific diesels that experienced the problem, and the number of occurrences per diesel. Attachment 3 lists the " Catawba Specific Problems", the-specific diesels that experienced the problem, and the number of occurrences per diesel. The problems listed do not include enhancements to the diesels resulting from 10CFR Part 21 reports, such as piston skirt enhancements.
The remaining portien of this section reviews cach Catawba problem in more detail, and addresses the "cause", " consequences" and " corrective action" for each.
1.1 TOI Generic Problems Experienced at Catawba Pushrods A number of pushrods have been observed to have cracks on diesel 1A.
Similar cracks are expected to occur on diesel IB pushrods. The pushrods originally furnished had ball to tube welding defects. .The cracked pushrods operated in 1A and IB with no adverse affects to either engine's operation. The 1A pushrods have been replaced with an improved design
-that uses a friction weld between the spherical part and the tube.
~
Diesel 18 is scheduled to have its pushrods replaced by April 1984.
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Fuel Line Fittina
!. A fuel line fitting on the 1A diesel leaked due to a dented ferrule on the
- i. inside of.the compre'ssion nut which secures the fuel line to the injector.
L The-dented ferrule resulted from an unknown impact. During an emergency condition,: this -leaky fitting would not have adversely affected the engine's operation. -The' injection line and fitting were replaced. No further failures'of this type have been experienced.
4 ' Turbocharger Thrust Bearings The turbocharger thrust bearings have experienced excessive wear on diesels 1A and 18.- This wear-is believed to be due to a lack of prelube oil during multiple fast starts of the diesels. The excessive wear of the
' turbocharger bearings did not adversely affect the diesels' operation during the extended run test. The bearings were' replaced and the prelube
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. oil flow rate was increased to prevent excessive wear on the replacement bearings.
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A recent 10CFR21 has been issued by TDI addressing this situation, and as
- a result, Catawba expects.to have the improved prelube oil' system
[ installed by June 1984.
. Cylinder Heads 4 - ~0ne cylinder head on diesel 1A developed a minor. jacket water leak (approximately 4' gals /24 hours) within the injector bore and above the.
injector.' seat. .One cylinder head on diesel.1B also developed minor jacket The causes of both cylinder head
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?. water leak similar to the-leak on -1A.
(leaks are under investigation. Both diesels operated several days with
- cthe. leaks and'with no adverse affects to't.5 engine's operation. The 1A
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.) : cylinderLhead has beenLrep1 aced,fand'the IB cylinder head will be T
r af 7-2
. .+ . ..- - ~ - .-.. a - .- .-... - - . . . _ . . , , - - , _ . - . - _ _ . -
s A a replaced prior to the start of the diesel IB extended run test.
7.2 Catawba Specific Froblems Fuel Injection Pump One fuel injection pump nozzle valve holder cracked as a result of a material defect. This was confirmed by a metallurgical analysis. In an emergency condition, the injector pump failure would not have adversely affected the engine's operation. The failed fuel injection pump was replaced. All pump nozzle valve holders at Catawba wi' pected to verify that material defects do not exist in the oter- .8 Sanders.
' Turbocharger Prelube Oil Lines Two turbocharger prelube oil line fatigue failures occurred at the ferrule of a compression fitting during the 1A extended run test. Both failures are considered to be due to improper installation (i.e. , over-tightening) of the tubing compression nut and excessive vibration. During an emer-gency condition this situation would not have adversely affected the engine's operation. The prelube oil lines have been replaced using an approved nut tightening procedure and additional clamps. Vibration dampening devices were installed on the tubing to decrease the vibration amplitude. As previously noted, the improved prelube oil system will be
. installed by June 1984.
Turbocharger Adapter A turbocharger to intercooler adapter cracked at the flange weld. This was evaluated to be due to a misalignment between the two components.
This situation had no adverse affects on the engine's operation. The adapter was replaced. In the future, Catawba will take extra care to 7-3
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ensure proper flange alignment prior to torquing any turbocharger flange bolts.
Lube Oil and Jacket Water Thermocouples Incorrect temperature indications were noted on the lube oil and jacket water systems during the extended run test. Tnese were found to be due to thermocouple lead failures-(i.e., an intermittant short). This situation did not adversely affect the engine's operation. The engine was shut down at the operator's discretion to resolve the problem and replace thermo-couples.
Crankcase Cover Capscrews A 1/2 inch capscrew head was found to be missing from the 1A diesel crankcase access cover. During replacement of the capscrew, a second capscrew sheared off with less than 15 ft-1b of applied torque. This situation is under investigation, and is suspected to be due to an
. improper _ installation (i.e., over. torque) of the capscrews prior to the
-extended run test. This situation did not adversely affect the engine's operation. The failed capscrews were replaced. Once the cause is con-firmed, all affected capscrews will be replaced.
Subcover (Rockerbox) Assembly One'subcover assembly was observed to be damaged while' replacing the diesel IA pushrods. The damage is felt to have resulted from work
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performed during the. reinstallation of the heat treated piston skirts, in 1983. At that time, it is suspected that the subcover assembly was installed with a misaligned rocker shaft dowel pin which caused the observed damages. This situation did not adversely affect the engine's operation during the extended run test. The subcover 2ssembly was 7-4 L. __
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replaced. In the future, Catawba will ensure proper dowel pin alignment prior to torquing bolts.
Turbocharger Lube Oil Drain Line A temporary turbocharger lube oil drain line leaked on diesel 1A. This temporary modification was made because the original drain line furnished by TDI did not completely seal at the couplings. The temporary drain line fatigued and failed prior to completion of the extenJed run test. This situation would not have adversely affect the engine's operation in an emergency condition. The drain line was replaced. In addition, an improved permanent design will be installed by May 1984.
Turbocharger Exhaust Manifold Mounting Bolts Four 1/2 inch stainless steel turbocharger exhaust manifold mounting bolts were found broken. The cause of this failure is under investigation. The bolt failures did not adversely affect the engine's operation. The failed bolts have'been replaced. When the cause of failure is determined, appropriate action will be taken to prevent reoccurrence of the failure.
Exhaust Valve Tappet (Rocker Arm Adjusting Screw Swivel Pad)
One' exhaust valve tappet cracked on diesel 18. The failure is presently under-investigation (the failure appears to be due to improper seating of the internal ball and socket of-the tappet). This situation had no adverse affects to the engine's operation. The failed tappet was re-placed.
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, => e ATTACHMENT 1 A
GENER*C PROBLEMS NOT EXPERIENCED AT CATAWBA o Crankshaft o Connecting Rod Bearings o Pistons o Cylinder Liners o Cylinder Block o Enginer Base o Head Studs o Rocker Arm Capscrews o Connecting Rods
-o Electrical Cables o Fuel Injection -Lines o Jacket Water pumps o ' Air Start Valve Capscrews i
W 6
V N F T '
- T' T V F I' W w
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ATTACHMENT 2 GENERIC PROBLEMS EXPERIENCED AT CATAWBA DG1A DG1B o' Push Rods x x o Fuel Line Fittings x(1) o Turbocharger Bearings x(2) x(2) o Cylinder Heads x(1) x(1)
Note: Number of occurrences are noted in parenthesis.
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-ATTACHMENT 3 CATAWBA SPECIFIC PROBLEMS DG1A DG1B o . Fuel Injection Pump x(1) o Turbocharger Pre Lube 011 x(2)
Lines
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o Turbocharger Adapter x(1) o Lube Oil and Jacket Water x(6)
Thermocouples.
o -Side Cover Capscrews x(2) o ' Rocker Box Subassembly x(1) o- : Turbocharger Lube Oil Drain x(1)
Line o Turbocharger Exhaust . x(4)
Manifold Mounting BoltsL 1
o Exhaust: Valve Tappet x(1)
Note: - Number of~ occurrences are noted in parenthesis.
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