ML20101A961

Discusses NRC Concerns Re long-term Operability of Emergency Diesel Generator 3 Valve Setting Problems on 911015

ML20101A961
Person / Time
Site:	Brunswick
Issue date:	10/16/1991
From:	Mangis D, Stackhouse W, Wutz G CAROLINA POWER & LIGHT CO.
To:	Moyer J CAROLINA POWER & LIGHT CO.
References
NUDOCS 9205010181
Download: ML20101A961 (5)

Text

r I *s rI:ro ts 11.01 O!M5Nns! :s :=n nosa o y 6c b 0 0'[ q BRU0SWICK STEAM ELECTRIC PLANT FORM 3 Q<hL '

TECHNICAL SUPPORT MEMORANDUM TSM 91 0 C Tb File To: John Mover ATTENTION: Shift b ervisor No. 5095 PROGRAM or VR/JO No. or COMPONENT ID: Diesel Cenerator 43 Ref. Occu=ent: NA KEWORD: Diesel Generator

SUBJECT:

Long Term Operability of EDG #3 After the EDG #3 valve setting pr$blems of 10/15/91, the following concerns were raised by the NRC:

1) Did the high temport:ure damage the intake valves?

2) Was any of the EDG equipment damaged by the high temperature?

3) What parameters did the vender inspect durin5 the run?

4) Is Tech Support satisfied with the current engine data?

1) No. The material of construction-of intake and exhaust valves are identical except that the exhaust valves are stellite faced. Pull cards were taken on the PMTR run on 10/16/91. The pull cards measure both the compression and ignition pressures of the cylinders durin5 actual runnin5 conditions. The compression pressures were approximately.775 poi and were within 40 psi of each other. These values were within the normal range and in < lose . agreement with the last met of pull card readings. This indicates good cylinder compression, and therefore, no valve or valve seat damage.

Additionally, besides no degradation of the' valves, this analysis shows that the engine is parforming well. (Reference Attachment 1)

Subsequent discussions with Knut Stang (Nordberg vendor expert) did not reveal any potential damage to the valves would have occurred. Furthermore, he stated that the cooling effect of. the turbocharger injecting air into the cylinder would cool the intake valves even if held off seat.

2) No. No physical damage to the exhaust piping was observed upon inspection. The turbocharger design maximum temperature, is 670 *C (1230 *F).

The indicator read 1200 *F at the inlet and 940 *F at the discharge. Based on the downstream camperature, no damage to that portion of the turbocharger piping would have occurred. Damage to the turbocharger, according to the vender, would Q Class Number of first be to the oil seals which would be evidenced A Pages #11

" as loss of oil level-in the turbocharger. Oil

.c level was monitored during the-runs with no noted Distribution:

g difference. No turbocharger vibration was noted. Tech Support File J.o o. . BSEP Doc. Control PREPARED: M E /A -DATE: 10/16/91 Su (5] U.1 (5] U-2 Ops Mgr D.L. Mangi4//W.J. Stackhouse APPROVED: DATE: Msk/ Ray rw N Manage S upervisoPf ' /

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@ Certif ad Engineer c, g I

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Wd T$H.91 0856 Page 2 and the intake manifold pressure (a direct naasure of turbochstger pe rf o rmance) taken during the operability run, sit htly 6 improved compared to the values taken prior to the diesel outage. This indicates no degradation in turbocharger performance and possibly, an enhancement of turbocharter performance.

Per Knut Stang, short term runs at high turbocharger inlet temperatute would not have degraded tha turbocharger. Even slight damage would have been evident by poor performar.ce, inconsistent turbocharger data and high vibration levels.

3) Chuck Reynolds. Hatch & Kirk, observed all e .:ine parameters and was the individual who noted th+ high exhaust temperature.. Chuck was specifically qua cioned as to the current condition of EDG #3, and be repeatedly answered that the diesel engine was not permanently damaged by the long no load runs or the subsequent test runs which included the turbocharger surging, and that cleaning the injectors and adjustin5 the valve lash settin6s would return the EDG to good operating status.

Additionally, surging through the turbocharger is addressed in the vendor's manual as follows: "Turbochar5er(s) are built to handle a small amount of surging; however, operation in sustained surge will result in damsge to the turbocharger, bearings, or the compressor wheel.a on only one of the five runs durin5 which the surging occurred (approximacely 17 total surges) was the condition allowed to continue for more than a few seconds before power was immediately reduced to eliminate the problem. On that one run, approximately 10 surges occurred in 3 to 5 minutes while testin5 was bein6 conductet Per Stang, since the diesel ran for 5 hours5.787037e-5 days <br />0.00139 hours <br />8.267196e-6 weeks <br />1.9025e-6 months <br /> af ter valve adjustment on 10/16/t at up to 110% load, there is no concern with the diesel meeting its design ,equirement of continuous operation for 30 days.

4) Yes. The data taken during the PNTR and operability runs on EDG #3 was nearly identical to the two runs which occurred on 3/20/91 and $/13/91. During these runs,- the fuel oil consumption rate for the EDG #3 was determined.

Considerable fuel rack position data was taken at those cimas, and tho three sets of data were - compared (see Attachment 2) . The fuel rack readings vergus engine loads were nearly_ id6ctical to. the SP 90 048 data, and the linkshaf t advance readings (see Attachmenc 2) are actually closer to the original factory ditt than the data taken on 10/1/91 just prior to the EDG #3 out:5*.

-The other engine parameters compared very well between the data taken on 10/1/91 and 10/16/91 (see Attachment 3 and Attachment 4). The close correlation of data, taken before and after the outage, indicates that no damage occurred to the engine.

Per Knut Stang, running the diesel unloaded for several hours, does not damage the engine, but does create a nuisance rxhause suission when burning off the oil accumulated in the exhaust manifold.

Swamarv Based on the above discussion, and the ovatustions performed by two Nordberg diesel experts (Knut Stang . 48 years experience with Nordbergs and Chuck Reynoida . 20 years experience with Nordberga), Technical Support has -

concluded that EDG #3 anatained no damage as the result of outage activities and improper valve settings. Therefore, Technical Support considers EDG #3 fully operable and capable of performing its intended design function.

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