ML20102C240
| ML20102C240 | |
| Person / Time | |
|---|---|
| Site: | Perry  |
| Issue date: | 02/27/1985 |
| From: | OHIO CITIZENS FOR RESPONSIBLE ENERGY |
| To: | Atomic Safety and Licensing Board Panel |
| Shared Package | |
| ML20102C230 | List: |
| References | |
| OL, NUDOCS 8503050407 | |
| Download: ML20102C240 (340) | |
Text
{{#Wiki_filter:_ STATEMENT OF MATERIAL FACTS AS TO WHICH A GENUINE ISSUE EXISTS s
- 1. Issue #16 in this proceeding states:
Applicont has not demonstrated that it con reliably generate emergency on-site power by relying on four Transomerico Delaval diesel generators, two for each of its Perry units.
- 2. TDI diesel engines have a history of failure; virtually every major engine component hos experienced failure.in nuclear, stationary non-nuclear, and marine service.
- 3. TDI bas o faulty quality assurance program, by the ,
assessment of both Appliconts and Staff.
- 4. Nuclear facilities using TDI DGs to generate emergency on-site power are not in compliance.with GDC 1 and GDC 17,
- 5. Applicants have joined the TDI Owners Group, which has o program purporting to ensure TDI DG reliobility. The crue purpose of the Owners Group is to gain NRC occePtonce of the TDI DGs and not to determine the octual suitability of the DGs for nuclear service.
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- 6. The NRC Stoff hos stated that the Owners Group Program contains the essential elements for compliance with GDC 1 and GDC 17; these elements are Phase I, review of the 16 knoWD problems; Phase II, DR/QR, engine testing and inspection; and on enhanced maintenance and surveillance program. BN-84-152.
- 7. It will not be possible to determine whether the PNFP DGs are suitable for nuclear service until the results of the operational tests and inspections are ovoilable. This will not i be until June.1985. See Exhibit 7.
S. Applicants are continuing to rely on TDI for technical 8503050407 850227 i PDR ADOCK 05000440 ! i PDR 7_G_ -_ - .- .- , . - - .-.. - - . - - -
t evoluotions, which are of unknown occuracy and validity,
- 9. Applicants have not demonstrated that the cronkshaft is suitable for nuclear service, in that they odmit that it hos 0 critical. speed of 438 rpm, within 5% of the operating speed of 450 rpm, crankshaft odequacy has not been demonstrated by on j evoluotion of known conservatism, such as the rules of the marine Classification Societies, Which consider many variables s' ofrecting crankshaft adequacy, including engine misfiring; the stresses produced by the 4th order critical are.likely to be greator than those predicted by FoAA since they used ideol, best-case assumptions; and the adverse experience With TDI V-16 crankshafts indicates that they are vulnerable ~to failure,
- 10. Applicants have not. demonstrated that the piston ossemblies i are suitable for nuclear service in that the Owners-Group ,
evoluotion'hos not addressed adverse experience with piston crowns and rings; there is no assuronce that the AE piston'- o skirts Will not experience stud boss crocking os has been observed in other skirt types; insufficient experience exists With AE skirts under the conditions existing in nuclear service to conclude tnot'they Will not foil; FoAA's analysis has ossumed ideci conditions and has neglected tne effects of piston side thrust onc tin skirt ploting;: it has not been demonstrated that
'the AE skirts are def ec t-f ree s and the DR/QR Report has evoluoted the AH sktre and not the AEskirt.
See Exhibit 29.
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- 11. Applicants have not demonstrated that the cylinder heads are suitoble for nuclear service in that they hove on extensive history of foilures the heads were produced in a period in which 4
Applicants admit there were poor manufacturing processes; o conservative analysis of the odequacy of the heads hos not been performeds it has not been demonstrated that the heads are free of flows, including' subsurface flowsi.the heads are of 4 inadequate design and manufacture to withstand the loods to which the are subjected; crocked heads are very dangerous and
- lea k d e h d ion
- j. con cause cotostrophic failures and the methods proposed by Applicants will not prevent domoge caused by cylinder head water
- leoks. See Exhibit 33.
i
- 12. Applicont5 have not demonstrated that the connecting rods are suitable for nuclear service in that it has not been shown
- j. that the FoAA analysis was conservative, nor did it adequately l'
.cd dress-011 the adverse operational experience; the FoAA
- - onalysis indicates that the rods are marginois failures of 1-1/2 9
inch rods have occurred; and domoge to the PNPP connecting rods was observed (but not evoluoted).
- 13. Applicants have not been demonstrated that the connecting i .
Pod bearing. shells are suitable for nuclear service in that a complete and conservative onolysis addressing all th'e adverse
'operatibnol experience hos not been performeds one Applicants have used os-is bearings exhibiting indications seemed I
rejectable by the Owners Group,'but the bearings were accepted 0
.% e --e m .w . - - . .i.-,~,.
_4_ r by~TDI and Applicants Without further evoluotion. , 14 . . Applicants have not demonstrated that the engine base and bearing cops are suitable for nuclear service in that a conservative analysis addressing all the adverse operating experience has not been performed and linear indications are present in the M5 bearing saddles these indications have not been evoluoted for cause, nor' corrective actions token.
- 15. Applicones have not demonstrated that the turbochargers are suitable for nuclear service in that operating experience and FoAA's analysis indicates that no::le ring voneiroilure is
)
- likely; it has not been demonstrated that such failures Will not cause domoge to.the turbochargers FoAA's analysis has not oddressed oil the adverse OPeroting experiences domoge to the PNPP turbochargers hos not been evoluoted Iar root cause; the replacement turbochargers are likely to experience exces,sive vibration due to misalignment. ,
- 16. Applicants have not demonstrobed that the cylinder blocks and liners ~ ore suitable for nuclear service in thot FoAA's onalysis. Which may not be conservative, indicates that the biceks Will crack due to on inherently defective design; FoAA's analysis hos not addressed oli the adverse O P e r o,t i o na l experiences there is no evidence that the fatigue d'Omage inder
~
methodology Will cic cura tely predict crack growth rotes or that correct operationci experience input Will be used; it hos not been demonstrated '(ond connot be demonstrated With the sampling
_3_ s technique employed) that the PNPP blocks do not contain subscondord microstructure and properties; block cracks are very dangerousi the reduction of liner proudness has not bec' recommended by FoAA, and may lead to other problems, such as fretting or loss of crushs and i t hos not been demonstrated that the liner is able to resist side thrust forces. See Exhibit 54. .
- 17. The DR/QR program relies heavily on the alead engine' concept. 'This assumes that 011 V-16 engines are identical, and that favorable experience on_the leod engines means that inspections and testing con be relaxed in the follow-on engines.
As a result, only 11 of 171 components received a unique DR, and many components received no QR.
- 18. The 'leod engine a concept depends on the assumption that there is consistent quality and design among engines. This ossumption is false.
- 19. The-DR/QR has not considered the most conservative standards and practicesi for example, compliance with the ASME' code is not considered mondatorys it is considered acceptable to wait for o marginal component to leak before upgrading its some components have not been evoluoted at all, When their failure in I
o seismic event could domoge other components: the DR/QR has rot considered the roce cause of component failures, and has failed to ensure that components will not foil and'odversely ofrect engine operation (e.g., intoke and exhaust volves). I
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- 20. A potentially serious problem with the engine roundation chock plates has been ignored, when this problem has caused railures elsewhere and con cause excessive crankweb deflection, which-con result in cotostrophic cronkshort roilure. It hos rot
.been demonstrated that TDI's evoluotion of the problem is conservative.
- 21. Reliance upon asuccessful' operation or leod engines os on indication or the reliability of PNPP engines is improper, as there is no evidence that these engines are of the some quality os the PNPP DGs.
- 22. To comply with PNL's criterion for operation t'o 1E7 cycles without railure, each of the perry DGs should operate for 750 hours, ~in addition to - the testing required by Re3. Guide 1.108.
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- UNITED STATES
.9 Cs 't, NUCLEAR REGULATORY COMMISSION
' WASHIN GTON, D.C. 20555
( g, ,E N..v6 CFFICE OF THE May 18, 1984 COMMISSIONER
=
WK H I 8 IT. l
- . ~ ,
~~ ' - - ----- J MEMORANDUM FOR: WILLIAM J DIRCKS
SUBJECT:
GRAND GULF ELECTRICAL POWER SUPPLIES I hould like to know whether the electrical power supply systems at Grand Gulf meet General Design Criterion 17? Please provide an explanation. lease respond by Wednesday, May 23, 1984. , V - Victor Gilinsky -
~
cc: Chairman Pilladino Commissioner Roberts Commissioner Asselstine Commissioner Bernthal SECY N w 8406020461 840524 POR_CO@Sg,ChonR
-- 4
- u- MAY 2 41084 MEMORANDUM FOR: Chairman Palladino Commissioner Gilinsky
.. Commissioner Roberts
".. W Commissioner Asselstine Commis,siger Bernthal
'~
FROM: . 'c' v" W'illiam J. Dircks . Executive- Director for Operations
~
SUBJECT:
- ' dRANDGULFELECTRICALPOWERSUPPLIES In a memorandum dated May 18, 1984, Comissioner Gilinsky requested information concerning whether the electrical supply systems at Grand Gulf meet General Design Criterion 17. Following the Commission's guidance in the Shoreham proceeding, CLI-84-8 (May 16, 1984), the staff has concluded, on the basis of the problems associated with TDI diesel engines, that the onsite electrical supply systems at Grand Gulf do not meet GDC 17. Accordingly, Mississippi Power and Light had a meeting with staff on May 18, 1984 and was directed to submit a request for an exemption to GDC 17 for operation at power levels up to 5% full power, or at any higher power level it thought could be justified under Commission Shoreham decision of May 16, 1984 The Company responded that such a request would be submitted in about one week. The staff has had concerns about the reliability of the TDI diesel engines for some time, but has not taken action to suspend low-power operation at Grand Gulf because our safety evaluation has shown that the risk of such low-power operation is exceptionally small, and that the risk is not significantly increased by the total loss of the TDI diesel.
The current onsite power supply sy' stem at Grand Gulf in addition to two TDI diesels includes one EMD diesel dedicated to the high pressure core spray system and three gas turbines capable of producing a total of 6200 KW. The offsite power supply system consists of two 500 KV lines and one 115 KV line, f Prior to supporting plant operation above 5% of full power, the staff will require the TDI diesel generator issue to be appropriately addressed, s (Signed)WilliaaQ.Dirchs M! y William J. Dircks g Executive Director for Operations
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cc: SECY OPE OGC
Contact:
DL/LB#4* OL/LB#4* DL/AD/L* OELD* DIR/DL* DIR/NRR& DHouston, NRR DHouston EAdensam TNovak MEWagner DEisenhut HRDenton 49-2S358 5/22/84 5/22/84 5/22/34 5/22/84 5/22/84 5/22/84 NRR/DSI* ED0 (REVISED IN ED0 PER E. CASE 5/23/84) LRubenstein WJDircks *SEE PREVIOUS CONCURRENCE SHEET 5/22/84 5/ ;.-f /84 ( , 8406020457 840524 PDR COMMS NRCC CORTESPONDENCE PDR
- 4. oF 3 E xnratT
- TOLERANCE 5 NR, 7-5-83 P039-1915 WELDING DG AUX PUMP 5/ PIPING; TOLERANCE 2 P039-1185 NOT OSTAINASLE; VENDOR 5UDOLU NR, 10-25-52 ROBLEM INADECUATE SUPPORT 5 FOR DG PIPIN G A55Y; TDI ONLY TACK WELDED NR, 7-5-63 D039-1919 DG AUX 5 KID PUMP 5/ OIPE; ALIGNME NR, 11-17-52 P039-1250 NT TOLERANCE 5 ONT OSTAINASLE; UE DG PIPE 5UPPORT5 NOT COMPLETELY NDOR 5UPPLY PR05LEM WELDED NR, 6-15-82 P039-0734 NR, 1-25-64 COC-3099 DAY TANK 5, UNIT 2: W5LD DEFECTI DG AIR INTAKE SUPFORT CRADLE 5 TA OUT OF TOLERANCE FLANGE 5 CK WELDED ONLY PO39-1325 NR, 1-23-64 PO44-2541 NR, 12-13-52 CONNECTION 5 FOR PIPE ON DG NOT C DAY TANK: MT CAN'T BE PERFORMED; N DESIGNED LOCATION 5 UI5UAL DEFECT 5: WELD 5 PATTER, U .
NDERCUT, ARC STRIKE 5, LACK OF FU NR, 7-7-82 P039-0557 5 ION, 5 LAG INTERFERENCE WITH FLYWHEEL GU;;C NR, 1-13-84 P039-2523 5 AND SARRING DEVICE 5 + 3 ENGINE 5 NEEDED REWORK; i OK; TDI CnAN3 PIPE SPOOL HA5 LACN OF FUSION 2 ED DESIGN SUCK EACK ON 4 INCHES OF UELD; I D OF WELD ON EL50W: FACTOD7 WELD NRi 1-5-83 P039-1401 BY UENDOR: FOUND WHEN PIPE WA5 SUPPORT A55Y TOO LONG CUT & REWORKED PER ANOTHER'NP NR, 9-14-51 p039-01si NR, 1-10-53 P009-1423 HOLES NOT DRILLED IN DG ROILS PIPE SUPPLIED SY TDI HAD PAINT C N ID AND UNDERCUT. OVERLAPPED WE NR, 4-30-30 GE39-0005 LD5; USED A5 I5 SINCE NONCODE; O AIR TANK: DIMEN5 ION 5 DON'T CONFO UALITY OK FOR PURPO5E RM TO DRAWING NR. 1-17-54 P039-1505 NR, 5-2-30 GE39-000'5 INDICATION 5 IN SEAM WELD MADE SY AIR TANK: DIMEN5 ION 5 DON'T CONFO MANUFACTURER; POOR WORKMAN 5MI?; ENGINE TO LU55 OIL SUMP DRAIN RM TO DRAWING NR, 7-29-64 C00-2554 NR. 10-25-81 D044-0223 FUEL TANK: PIPE 5 NOT PLUMS, MI5A POOR UORKMAN5 HIP DN DG 5HROUD ST LIGNED UD5; POROSITY, UNDERCUT, LACK OF FU5 ION NR, 12-7-81 PO44-0223, PEU.1 NR, 12-1-83 C00-3012 i FUEL TANK. 4 P?O DG STUD 5: INCOMPLETE WELD 5; LACK SLEM5 WITH ALIGNMENT / TOLERANCE 5 0F FU5 ION; CVERLAP NR, 12-9-51 PO44-0223, REV, NR, 1-25-S4 COC-3099 2 4 PROSLEM5 WITr < DAY TANKS, UNIT 2: UELD DEFECT 5, FUEL TANK OUT CF TOLEAANCE FLANGE 5 NR, 11-3-83 P090-2452 NR, 12-13-75 COC-1049 LEVEL 5 WITCH' FLOAT DIA. TOC LA;G E STARTING AIR RECEIVER: NO DOC i MATERIAL CERTi. UNDERCUT ON NOMED NR, 9-23-53 PO39-1200 LATE INTO TANK DAY TANK FLANGE WAROpGE DUE TO NR, 9-25-80 RECI-057 ACTORY WELDING INCOMPLETE WELDS ON DG PIPE; CIP NR, 1-10-83 PC39-1427 E FOR 2515 RETURNED A5 OVERSHI?M JW DRAIN PIPE FLANOE NOT DEP;EN ENT; PIPE FOR 2315 REA55IGNED TO ICULAR 2317; REWORKED NR, 1-25-83 P039-1471 PIPE TOC LONG
l Y. A cF 6 i NE# 3-9-83 P03C-1586 NR, 1-6-S3 P039-1402 DG 5 KID MOUNTED TANK 5 DO NOT MEE PIPE FLANGE HOLE 5 DON'T MATCH T DRAUING REQUIREMENTS _ NR, 10-t-81 P039-0190 NR, 3-15-83 P039-1604 DG AUX 5 KID: HOLE 5 MI5MATCMED PIPE TOO LONG NR, 10-25-83 GE39-0352 NR, 8-19-83 P039-2039 FC DRIP RETURN PUM?: ECLT HOLE 5 LO SUMP UENT PIPE NOT LEVEL MI5 ALIGNED S-5-83 P03C-203s NR, 6-7-82 PO44-0791 NR'CRANKCA5E DG VENT F5N FL5NGE NOT AIR FILTER: SOLT HOLE 5 DON'T MAT LEVEL CH NUT P05ITION5 NR, 3-18-53 PO39-1614 NR, 11-9-51 PO44-246 DG PIPE CAN'T EE INSTALLED; UEND EXHAUST SILENCER 5 OUT OF ALIGN, OR SUPPLIED TACK WELDED PIPE; IN CENTERLINE OFF C. DRAUING; TDI LETTER OF 6-17-5 2 **; ACCEPTANCE CRITERIA FOR TD NR, 10-12-83 P039-2249 I FABRICATION 5 * ; TDI SPEC NO. DIE 5EL ENGINE: EXCE55IVE GAP SET 100-U-29 UEEN BRACKET 5; EOLT HOLE 5 MI5A ! _ GNED NR, 3-24-53 P039-1632 DG SKID MOUNTED TANK 5 OUT OF PLU NR, 10-17-33 P039-2271 M3 du KEEPWARM PUMP: SOLT HOLE 5 IN URONG LOCATION; CODE PLATE UNDER NR, 1-20-53 PO39-1457 SOLT ENGINE 50LEPLATE5: INSUFFICIENT SEARING, < 85%. USED A5 !5; DEFL NR, 11*-16-33 P039-2431 ECTION CHECK 5 PPIOR TO STARTUp A F0 8005TER PUMP: CAN'T O5TAIN PL ND AFTER 20 HR5 AND 16S HR5; TD; IGNMENT CALCULATION 5 INDICATE OK; GE !& SE MET ALL ALIGNMENT REOUIREMENT NR, 1-1S-S4 P039-2624 5 IN TDI VENDOR MANUAL; SEARING FO PIPING: WON'T EOLT UP REQUIREMENT NOT SPECIFIED UNTIL AFTER GROUTING SY TDI RED. ** NR, 1-12-c_3 P039-1432 LO KEEPWARM MOTOR-PUMP 50LT HOLE 5 MI5 ALIGNED ALIGNMENT NR, 1-18-83 P039-1448 NR, 12-22-82 UU PIPE FLANGE NOT UELDED ON 9 9 P039-1329 0 DEG. TO PIPE CENTERLINE FC BOOSTER PUMP-MOTOR ALIGNMENT: UENDOR DRILLED HOLES IN URONG P NR, 1-18-53 P039-1449 LACE 5 AIR INTAKE CRADLE 5 OUT OF P05:TI ON
- NR, 10-25-32 P039-1189 DG TANK 5: SKID LOCATION 5? NR, 3-16-S3 P039-1605 PIPE TOO LOU; COUPLING CAN'T EE NR, 10-27-82 P039-1205 INSTALLED GENERATOR: ANCHOR SOLT HOLES MUS T BE ELONGATED NR, 3-16-83 PO39-1605 NR, 11-9-82 CATUALK 5UPPORT: I SEAM IN5TAL_E P039-1241 D l' 0FF LOCATION JACKET WATER PIPE MI5 ALIGNED; FL ANGE NOT UELDED ON 9 90 DEGREE 5 NR, 5-17-53 PO39-1736 DG RIR DRYER CAN'T SE IN5TALLE:
NR, 11-18-82 P039-1261 PUMP MOTOR 5 CANNOT 55 ALIGNED; NR, 7-27-S3 P039-1994 HOLE 5 NOT DRILLED OR IN URONG LO JU KEEPWAPM PUMP MOTCk SPACER 5 C CATION AN'T BE INSTALLED, HOLE 5 MI5 ALII NED NR, 9-19-52 P039-1109 SOLT HOLE 5 IN du PUMP 5 KID DON'T NR, 4-25-83 P039-1719 MATCH DG TURSO DRAIN LINE CAN'T EE IN' TALLED NR, 5-11-82 F039-0721 UU STANDPIPE: 50LT5 UON'T "IT: H NR, 7-19-53 P039-1954 OLE ELONGATED STARTING AIR ELEQU5 CONTACT CA-ALK5 NR, 3-19-52 P039-0533 SOLT HOLE 5 DON'T MATCH NP, 2-7-84 P039-2703 NR, 12-13-82
, PIPE SUPPORT CAN'T SE INSTALLE-PO39-1325 EXCES5IVE GAP, SOLT HOLE MI5M;~
DG 5 KID MOUNTED TANK 5: NOT AT DE CM 5IGN LOCATICH5 i
P.3 oF SE DOCUMENTATION i NR, 1-20-83 OPOC-369
! PRESSURE GAUGE 5: UNAPPROVED DOCU NR, 9-24-82 P039-1081 MENTATION; P05 ENGINEER TO REVIE NO MATERIAL CERT FOR TDI-SUPPLIE W DOC TO AVOID NR5 0F THI5 TYPE D DG CODE FITTING 5 NR, 2-23-53 OPOC-391 NR, 3-9-82 PO39-0989 , GA5KET5: NO COC OR COI; NO ID ON CODE DATA REPORT FOR JACKET WATE MATERIAL; PART5 SHIPPED DIRECTL R STAND PIPE OVERFLOU DRAIN MI55 Y FROM 5USUENDOR AT CEI'5 REQUE5 ING; TDI SAID THAT DOCUMENTATION T FOR EXPEDITION OF DELIVERY; TD DIDN'T EXI5T ,
I TOLD TO REQUE5T SPECIAL COI WA IVER + NR, 11-19-82 P039-1267 'l JACKET WATER KEED WARM PUMF: CCD ' NR, 12-13-73 COC-1049 E DATA REPORT DI5CREPANCIE5: NON 5 TARTING AIR RECEIVER: NO DOC 3 -EXI5 TANT MATERIAL GRADE LISTED, MATERIAL CERT; UNDERCUT ON NAME; IN5PECTOR SIGNED REPORT 4-6 M05 LATE INTO TANK SEFORE IN5PECTING PUMP ** NR, 12-13-78 COC-1050 NR, 10-14-81 P039-0203 STARTING AIR QECEIVER: NO DOC OR CODE DATA REPORT MISSING FOR PIP MATERIAL CERT 5 E: TDI FAILED TO PROVIDE PAPERWO RK NR, 12-14-78 CCC-1056 5 TARTING AIR RECEIVERS: NO TEST NR, 6-15-81 OPOC-0052 REPORT 5 & OTHER VENDOR CERT 5 PUMP 5 & MOTOR 5: NO DOCUMENTATION RECEIVED NR, 12-15-75 COC-1057 AIR DRYER 5: NO COI NR, 7-9-31 OPOC-057 ENGINE PART5?? NO COI OR DOCUMEN NR. 1-9-79 000-1070 TATION RECEIVED EXPAN5 ION ?: NO COI; NR 5UPERCED ED SY REU.1 NR, 9-29-81 OPOC-1111 COI DIDN'T COVER ALL PART5 NR, 1-5-79 CCC-1076 AIR FILTER 5: NO COI NR, 9-30-81 OPCC-115 NO COI TO COVER ALL ITEM 5 ON PAC NR, 6-29-79 COC-1237 KING LI5T DAY TANKS: NO MILL CERTS, NDE RE CORD 5, OR CODE DATA REPORT 5 NR, 10-26-81 OPOC-120 NO DOCUMENTATION FOR 5 PARE DG PA NR, 3-3-80 COC-1613 RT5 SEARING: NO DOC DACKAGEJ bNDER5! ZED NR, 12-23-81 OPOC-142 CGI & COC DON'T 3PECIFY EQUIP RE NR, 7-23-79 C0C-1269 CEIVED: DIE 5EL ENGINE PART5 COMPRE550R ACC: NO DOC PECEIVED NR, 2-16-82 OPOC-166 NR, 4-1?-80 C00-1640 INADEQUATE DOCUMENTATION FOR TC GENERATOR: NO DOC CA5LE; 750' EXTRA SHIPPEDJ 5HOUL D HAVE BEEN FOR ENGINE 2517 NR, 5-21-80 COC-1672 ENGINE CONTROL PANEL 5, MOTOR 5, F NR, 7-22-32 0C0C-261 AN5, ETC. NO DOCUMENTATION GA5KET5: NO DOC PACKAGE OR COI, GAI PROVIDED A SPECIAL COI WAIVE NR, 6-23-80 COC-1724 R FOR 3 MALL PART5 + CONTROL L POWEP D ANEL (5) NO CCC PACKAGE OR COI NA, 10-30-52 OPOC-310 NO COC FOR MI50 HARDWARE NP, 11-17-82 OPCC-331 TRACEASILITV NO COI OR COC AMD NR, 11-20-82 OPCC-333 IDENTIFICATION WIRE: NO COI OR COC NR, 5-5-82 P039-0633 NP 11-29-52 0FOC-337 DG VALUE5: CODE PLATE 5 NOT MARr E NO COI OP COC D WITH YEAR SUILT 12 G-32 CPOC-346 NR, a-12-52 P039-0603 NR'COI OR COC FOR CURRENT TRAN5F N0 DG SOLTING: MATERIAL 3PECi DOES NCTT MEET SPEC; : CRAPPED ORMER5
1 I
- h. 4 oF 6 NR, 10-27-81 P039-0219 AIR DRYER 5: TAG N05. DON'T AGREE .
WITH CODE DATA REPORT 5; TDI INC ORRECTLY STAMPED CODE DATA REPOR NR, 10-1-51 P00-113 T5 DAY TANK LEVEL GAGE DAMAGED; TDI NR, 10-28-81 TO TAKE PRECAUTION 5 IN 5 HIPPING P039-0235 AIR DRYER 5: TAG 5 DON' AGREE WITH NR, 10-23-81 P00-118 CODE DATA REPORTS SUPPORT BRACE SENT; CAN'T TELL I F NONCONFORMING UNTIL IN5TALLED AR, 6-15-81 OPOC-0049 MOTORS & PUMP 5: ID TAG 5 DON'T MA NR, 5-10-82 POC-21S TCH UENDOR PARTS LI5T; TDI 5AY5 SARRING DEVICE FOUND DAMAGED; TD THAT THEY MAY BE INTERCHANGED I NOTIFIED OF IMPROPER CR AT1'1G NR, 9-25-81 OPOC-107 NR, 9-21-73 COC-928 AUX 5US BA5E5 HAVE URONG LUBE OI ENGINE: OIL LEAK FOUND. HEX SOLT L FILTER 5 IN5TALLED, SY TDI 5 SHEARED OFF; DAMAGE DURING RAI L 5HIPMENT NR, 7-15-52 OPOC-257 URONG ID OF SEARING FOR DG ROTOR NR, 9-26-78 COC-930
. TDI TOLD TO VERIFY THAT DOCUME ENGINE: STUD 5 $HEARED ON TEMPORA HTATION 15 CORRECT RY OIL PAN COVER; CIL & UATEP LE AKING; DAMAGE DURING RAIL 5HIPME NR, 2-23-83 OPOC-392 NT CASKET 5: UENDOR FAILED TO TAG MA TERIAL UITH ID NGC NR, 3-2-79 CCC-1133 LUBE OIL COOLER: ANGLE IRON SEN' NR, 11-7-30 COC-1930 ; RETURNED TO TDI FOR REWORK DG STATOR INCORRECTLY IDENTIFIED NR, 8-17-82 P039-1007 NR, 5-14-82 PO5-009 CRANK 5 HAFT THRU5T CLEARANCE: DAM STARTING AIR COMPRES5OR; MPL N05 AGE TO DOWEL RIN IN 5 HIPPING; DG . ON TAG 5 DON'T MATCH DOCUMENTAT UNIT 1 NO 2 ION NR, 9-25-80 RECI-059 INCORRECT MPL5 ON COI5 AND EQUIP HANDLING TAG 5 NR. 12-21-81 P039-0317 DAMAGED DG PIPE: TDI A5KED FOR A AbN M L to. ON A SILENCE D IONAL HI ING PROTECTION R NR, 12-9-82 P00-347 TRAN5FORMER5 ROUGHLY HANDLED DEFECTIVE MATERIAL NR, 3-1-79 COC-1071 NR, 10-22-c_2 P039-1167 JACKET WATER COOLER: DAMAGE DUE TO CHAIN 5; UNCLEAR UHO'5 AT FAUL VACKET WATER PIP: I5 LAMINATED T NR. 9-16-52 P039-1073 NR 3-2-79 COC-1134 INTERIOR OF PIPE PAINTED ptdTFORM DAMAGED SY MISHANDLING; NR, 11-30-33 GE39-0354 0'S FA_LT UNCLEAR JACKET WATER PIPE HAD BA3E METAL NR, 3-13-79 EXTRUSION MARK PIPE 5 DAMAGED BY C00-113Q[
CHAIN 5 FAULTU NR, 10-13-33 NCLEAR P039-2257 CAY TANK: BA5E METAL INDICATION NR, 4-10-79 C0C-1143 NR, 20-19-83 P 03 e
, c.,28c, FUEL OIL DRIC TCNK PIPE CONNEC-DAY TANK. INDICATION ON INSIDE c_ ION HA5 DI5 TORT =D FLANGE' =AULT UEFACE OF FLANGE, 1,5 INCHE5 LON UNCLEAP' G; BY RT ONLV NR, 6-29-79 COC-1236
_ FUEL OIL DAY TANK: DAMAGE TO ;;I ( NR. c-30-83 P039-2120 NT- FLANG" COVER 5 DAM 3GEC' "A" " 5 LAG POCKET IN INTERIOR OF DAY T COVER M^"Y" SING ANK; FOUND DURING UELD REPAIR 5 NR, 3-24-80 C00-1627 FUEL OIL DAY TANKS: RUSTED, UELD oHIPPING 5 5U5PECT DUE TO ROUGH HANDLING: TDI TOLD TO A55URE BETTER PACKA NR. 5-21-S1 POC-0033 OI"O CORRO5 ION ON DG PART5; TDI TOLD TO PACK FOR WATER TIGHTNES5
f>. 5 bF 65 I TDI.0A
.NR, 9-14-81 . P039-0151 HOLE 5 NOT DRILLED IN DG RAIL 5 NR, 6-16-82 PO33-618 EdP kR ILTER btDWHEEL5 MI phh[phf0
. 55ING PO33-825 NR 6-17-8 NR, 10-21-81 P039-0211 RO OR 5HAFh' UNDER5IZED JU COOLER SOLT5 LOOSE; WOULD NEE D ADJU5TMENT ANYWAY?
NR, 2-1-84 P039-2680 CRANK 5 HAFT LO PIPE SUPPORT: MOUNTING PAD ON 5UPPORT NOT WELDED BY VENDOR i. NR, 9-21-83 PO39-2191 i CRANKSHAFT DEFLECTION ON UNIT 2, 2-1-84 PO39-2594 , NO. 2 DG AT CYL #7, P05. 3 NOT NR' JU PIPING 5UPPORT PAD NOT UELDED UITHIN ACCEPTANCE CRITERIA, SUT ON SKID . MEETS TDI REQUIREMENTS NR, 1-10-83 PO39-142' - PO39 ,=190 HALF COUPLINGS NOT INSTALLEDJ LU i NR, 9-21-83, DG UNIT 1, *1: CRANKSHAFT DEF,_ .: SE OIL DRAIN PIPE ,; CTION NOT UITHIN LIMIT 5 AT CYL : 6, PO5. 3; BUT MEET 5 TDI REQUIRE NR, 1-13-83 PO39-1433 ;l! MENTo
.DG PIPING A55Y SUPPORTS INADEOUA TE NR, S-12 TA5-0054 U5E OF NONCLA55 1E CABLEj DAR 13 9 :
NR, S-12-83 TA5-0053 USE OF FU5ES TO ISOLATE NON IE A
-ECORDER PROM CLA55 1E TRAN5MITTE FM DAR.136 f' NR, 2-15-83 PO39-1530
~DG AUX SKID PIPE SUPPORT 5 NOT SU l-ILT.TO A5ME CODE; DAR 117
- 1 NR, 2-1?-64 PO39-1530, REU. '
l
- 2 5 KID PIPING NOT l-TO CODE?
NR, 2-14-64 P039-2737 - DG-PIPING NOT SUILT TO A5ME CODE 1 GENERATOR NR, 3-18-32 P033-530 SEARING JOURNAL: PITTING, FOREIGN SUB5TANCE NR, 4-30 PO33-685 RUST PIT 5 ON ROTOR JOURNAL
.NR, 6-1-32 PO33-772 4 LIGHT SCRATCHE5 ON ROTOR NR, 6-1-82 P033-773 f f NICK 5 ON ROTOR NR ,- 6-7-82 P033-788 SCRATCHE5 & PIT 5 IN SEARING
{ ! P033-789 NR, 6-7-82 -INSTALLED; NO SEARING SHIPPED SP EPRATELY SY TDI; 'NR SHOULDN'T H , AVE BEEN WRITTEN t
-- . _ - ,_ ___ . _ _ . _ _ _ _ . _ - - _ . - . . - - . _ ~ . _ . . _ _ - - - _
s e CA SMsL/O Arrnenment 4 )s. lef3 NFP0HT Hr.nUE57t'D BY C.CAVTun th17 PIR 1. . . H b. I J ..
.* ORG. NO REV ITEM nAdE Ittm ndMudH utsCMIPTION Daft i . A r t.
O'66 00C 01520 00 CYL. LINER 1H43C0001A MATCH MARK 5 WERE NOT REALIGNED 1212v4 12/26/n4
~'
006 00C 01525 00 TURDOCHAR. 1R41C0001A PHOPER TOHOUE Th0ETERMINATE 1213H4 0/06/00 RTS 00C 01536 00 ROD BOLT 1R43C0001A CONNECTING ROD BULT NUT FRO 1E 121584 1/25/05
' ' ' ~
NTS 00C 01537 00 BEARING 1R43C0001B MAIN bEAh1NC'HA5SEVk1~ALhiOUGES 121244 0/00/00 086 00C 01541 00 PISTNSnRT 1R41C00018 PI5 TON SKIRT DUT OF ROUhD 121884 1/23/65
~
ETS 00C 01543 00 Sun-A55Y. 2R43C0001B SUBCOVEN HAS HOLES , DRILLED Off LOCATION 121884 0/00/00 NTS 00C 01546 00 JACKET WT 1R46C0004 IMPELLER RUBBING ON VOLUTC WEAR RING 122004 1/25/85 CTS 00C 01556 00 BOLT HOLE 1E2250001 INADEQUATE CLEARANCE 122184 1/25/S5 NTS 00C 01558 00 ROCKERARM 1R43C001A ROCKER ARM ADJUSTING SCREW CHIPPED 122284 0/00/00 NTS 02C 01559 00 ROCKERARM 1R43C001B ROLL PIN ON INTAKE ROCKER ARM SPLIT 122284 0/00/00 NTS 00C 01560 00 LUB OIL HT 2R47D0004B LUBE DIL HEATING ELEMENT CANAGED 122284 1/08/85 086 00C 01566 00 BAFF.A55Y. 1R46A0003A STAhD PIPE BArrLE PLATE W/ DMGD THREAD 5 123084 0/00/00 NTS 00C 01577 00 EDUCATOR 1R45D0001A EDUCATOR TOO 5HORT 010'385 1/05/65
~
~
086 00C 01603 00 C Y'L'.' 'H E A D 1R43C00018 FUEL INgECTOR N05E DRILLED Orr CENTER , 010885 0/00/0c 086 00C 01604 00 ROCKER ARM 1R43 EDLTS HAVE DAMAGED THREADS 122084 0/00/00 086 00C 01613 00 DIESEL HD 1R43C0001 DELAYAL DIESEL HEAD WAS DROPPED 0109th 0/C0/00
~
' 5 8' 00C 01654 ~00 T=rITTING 1R33P0054A TarITTING W/ LEAKAGE 8 THRIiAD DAMAGE 010885 0/00/00 A' . 00C 01618 00 TURB0CHARG 1R43C0001A T= CHARGE SENSING LINE HAS DMGD r!TTINGS 010585 0/00/00
*TS 00C 01620 00 CONROD BRC SPARE CONNECTION RCD BEARINGS DAMAGED 122184 6/00/00
~
386 00C 01632 00 PIPESPOOL 1R43C00018 PIPE TLANGES MI$ ALIGNED 010985 0/00/00 386 00C 01690 00 FLANGC 1R43C00018 5 CASTING PITS ON FACE Of TLANGE 011885. 0/00/00
!!S OQC 01750 00 BELLOWS 1R48 TUR80 CHARGER EXHAUST BELLOWS DAMAGED 012885 0/00/00 44 -PO44 04477 00 PIPING 1E22 VENDOR SUPPLY PROSLEM W/ hELDED PIPE ~ '123184 '0/00/00 TOTAL
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. ._.,_ ... OPEN_NR'S FOR N0hCONr0RPAhCE CODE F
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REFORT REQUESTED Bi C.GAYTQw TWIT NR gggne V ER I(I N - ' (SPEC l 09C, un n.. .- .. I I l
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DATE NG PCV JTCP NAME ITEM N ilM R F.R ouCNIPTION o u t. M; i. SPEC nRC. 01448 01 CHN.WOUS 1R43 ROD bux THRt:Ab5,SL1Ght GALLING 1202h4 0/00/ 113 086 00C'
'if A k ! NGS 1R43C001A 'CH4CWLJ:AD PITTING IN BEARINGS 120584 0/00/ni 113 086 00C 01449 00 014b0 00 MARidG3 1R43C001B BEAHINGs HEJ.utiL TO INDICATIONS 120184 0 / O f'/ M 113 686 '~ 00C ~~ ~ ~ ~ '
00C' 01454 00 liken B0HE 1E2250001' V t.H DU M 5UPPLY PRueLEM~~ 112984 1/28/nt
'113'"086
'1945C00015 INADEUUATE MAINTt. NANCE 1202W4 1/1x/p' 113 086035~ 00C 01455 00 FU F t. PUMP 113 086 00C 01460 00 BEARINGS 1R43C0018 LINLA8 1N01 CATIONS 120484 12/QR/n.
01461 00 BEARING 5 1R43C001A LINEAM AN0! CATIONS 120484 12/08/9 113 086 00C 01462 00 PISTON PIN 1R43C001A CHIPPED CHRIME PLATING 120384 0/00/tt 113 NTS 00C 01463 00 DIESEL 1R43C001A LINE HAS A LEAK 120384 0/00/0( 113 086 000 01464 01 SUB COVER 1R43C001A LINEAR ANDICATIONS 120404 '0/00/0i 113 086 00C 1R43C001B LINEAR INDICATIONS 120484 0/00/0i 113 086 00C 01465 01 SUB COVER TURBQ BASE PLATE DOES NOT ALIGN 120484 0/00/c 113 006 00C 01466 01 TUBRO CHGR 1R43C0001B
~ ~
00C 01470 00 SEARINGS ~~ CRACK LIKE INDICATI'ONS C'R P5EQ51TY~" ~ 120484 0/00/Ci 113 086
~ ~ ~~
086' 00C 01485 00 BEARING 3 1R43C0001B " LINEAR INDICATICNS . 120684 12/06/i 113 113 086 00C 01486 00 BEARINGS 1R43C0001A LINEAR INDICATIONS 120684 12/06/e 00 BEARING 1R43C00018 ~ NDENTATIONS ON MAT! jig'5f[RFACE ~ ~ ~ ~ ~120684 0/cc e-113 086 '00C ~~01487 sB6 ' 00C '01491 00 PISTON 1R43C0001B ' PITTING ON PIST0h 120884 0/00/ l 01492 00 BEARING 1R43C0001A EXCESSIVE SCORING 120984 0/0c/; 113 'd8 6 ~' 00C 01498 00 BEAR STUD 1R43C0001A GALLED' THREAD ON BEARING STUD 183 MAIN 121084 12/11/6 113 N85 00C 01500 00 ROCKER ROLL PINHOLE REAMED OVERSIZE 121184 0/00/0 153 NTS 00C 01501 00 ROCKER ' ROCKER ARM ASSEMBLY SW1 VEL PADS GOUGED 121184 0/00/0 113 OR6 00C 01508 00 CTL, LINER 1R43C001A CASTING DEFECT FOUND 121184 1/28/G 113 086 00C 121184 0/00/; t&3 NTS 00C 01509 01 SUB COVER LINEAR INDICATIONS 01512 01 TURBO LFT 1R43C0001B TURBO NOUNTING BRACKET HOLES,0FTSET 121184 1/14/t 53 086 00C
$CORRING ON CRANK SHAFT 121284 1/28/E
.13 086 OGC 01515 00 CRANKSHAFT 1R43C0001B ... ..
~
./05 OPEN NHf$ FOR NONCONFORMAACE CODE REPORT REQUt:5TLD RY G.CA)Tuh e 7
l QA b'w/f5 m.rowr w u.ne..m.i .o u . ..n o . Arrmast/r 4/ f. f sy l .Wi t. V t.d l > [ Lg INIT Nh yt ;;(*k li. f lim DA 4 > DAt, nRC. NU RCV 1740 4. 4 M F l 4 pengtM 01180 00 CVI, HEAU t i. . t Cg C 0 : 4 PunN HANDLING 1EChn! QUES 1009W4 13 / t .1/ n 4 PPD 00C ik43C001A&B DAMACt. Tn INTAFE AI.D EXHAUST 102784 0/00/0C 086 00C 01265 00 ROCKEVARM 1R43C001A&B LAPP!NG OF AIR START VAI.VES W/0UT PROC. 102384 10/24/84
$IS 00C 01268 00 AIR START 5TUD b huf DA>AGto 110444 0/00/00 NTS 00C 01318 00 PISTnN 1043C00018 MULTIPLE EVIDENCE OF GALL 1hG PHESENT 111084 0/00/00 CTS 00C 01345 00 CON BOLT 01354 00 CohN. RODS 1R43 FRETTINU UN RACK 7t.t.TH UN CONNECTING RUO 181384 12/17/g4 086 00C 1R43C0001A SUB COVER A55Y.HAS A CNACK *111384 0/00/C0 086 00C 01356 00 SUB COVER ~
1R43C0001A SUB COVt.;R A35Y.CONTAIN REJECTABLE INDIC. 111384 0/00/00 NES 00C 01357 00 SUB COVER SCORIhG &/OR GALLING ON CONN. RCD BEAR. 112184 11/30/84 NTS 00C 01382 00 DIESEL 1P43C0001A 01383 00 AIR START NULTIPLE FAILED REVAL.' INSPECT!0k 112484 11/30/84 086 00C SCREW BENT ON OIL REGULATOR 112484 1/04/85
'0Ili' ~ 00C 01384 00 SCREN 1R47F0545A EXCESSIVE RUST AND CORROSION 112484 0/00/CC 086 00C '01385 00 O!L RGLR. 1R47F0545B RUST AND SURTACE PITTING 112484 0/00/00 NTS 00C 01386 00 OIL HGLTR. 1R47F05465 1R43C001 8 RING BLADES W/5 LIGHTLY BENT ENDS 112684 0/00/00 NTS 00C 01399 00 TURBU 1R43C001 TURBO FAILED REYALIDATION INSPECTIONS 112884 0/00/00 NTS 00C 01412 01 TURBO 1R43C001 TURBO FAILED REVALIDATION INSPECTIONS. 112884 0/00/CC NES 00C 01413 00 TURBO 1R43C001 TURBO FAILED REVALIDATION INSPECTIONS 112884 0/00/00 00C 01414 00 TURBO 1R43C0001A INDICATIONS EXCEED RECORDING THRESHOLD 112984 1/29/f1
. 00C .01417 00 JOURNALS 1R43C0001A MOUNTING BASE HOLES, STRIPPED CUT 112884 0/00/00 086 00C 01421 01 TURBOCASE 1R43C001B SCORING &GALLINE,DUE TO WEAR 112384 12/06/84 NTS COC 01422 00 DIESEL 1R43C001 LINEAR INDICATIONS lif PISTON SKIRTS 113084 0/00/00 NTS 00C 01431 01 SKIRTS 1R43C001B EXHAUST ROCKE:R ARN SWIVEL PAD DAMAGED 113084 0/00/00 036 00C 01432 01 ROCKER 1R43C001A CONNECTING ROD BOLT 5 COULED, NUT FROZE 113084 1/25/85 C '; 6 00C 01433 00 C0!! ROD 1R46C004 BEARING CIL HOLES TILLED,EXCES5IVE GR00V. 113084 0/00/00 NTS 00C 01434 00 JKT. WATER
^
1R43C0001A STUD PART NO.346 BROKEN Orr 120284 1/14/85 c86 00C 01447 00 SUB. COVER .. -. -
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PERRY NUCLEAR POWER PLANT 1^'"'OR!GINAL AS OF DEVIATION ANALYSIS REPORT DATE I o C l / . 7 ! P 3J cas @l)$/ B ine's ygy g , I LOCATION QU AN TITY Er s-EC IED IT Ef2/ SYSTE!A/ ACT[VNY D rEf ft. GrNCA ATrrt- OLDC. I' J 5'" R 43 .Q Sn m. 10CFR21 NOTIFICATION REC'N. """ RESPONSIBLE ORGANIZATION 3ROJ. NON-C0t/PLIANCE DOC. NO. ; U Et i A3 54 GT to O YES (Atta:he:S ( f FrG S DESCRlPTION OF CONDITION y, g. , (__ ,,,,,,_ c ,g, g g ,o gn u en ,,,c,_ ,, ,, gu, yg (o ,7,,,,___ h I" Th'C'~ C# " *# '~~ l2CJICGS, &JO v3E~ o F tJW~ CLASS /E coumo a co n eo J C~T S S/wtil 3 np TrtC St1 FCi"1 ccV M tiv n udtrJ u-c a vs r$ wn 1 Ctt fl'OU t Oc~ C0 t *Tto G. v CeJT t G f,=n 0 rd $ YW . A&J t1r*r9 utt/S 13 V Gt GM C7t-7" h5TCC//rYC5 ' t tw J CC*r h t C L6CTT-4 C ttL. E N c.W crit
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.4 .
PREPARED gy:- w~d f ..I 9_.v.V CONCURRENCE: M <f,43 / / ] ! N o A o o cu swat. sa c a vi sin o cu c N a c r</ o A T E I l . I P A1501)
- l. NUCLEAR ENGINEERING AND CONSTRUCTION DIV1510N EVALU ATION ( RE:
e e &%GA. . . , . i.,-. 9 ' i .~.... i t
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. i j M FURTHER EVALU ATION REQUIRED: CONDITION REPORTABLE
! O FINAL EVALUATION; O CONolTloN REPORTABLE OR O CoNolTION NOT REPORT ABLE -
e$ 9fM CONCURRENCE:N dj os. E lb 83 _ EvALu ATION BvYbb N Af/ ElC AT E ECO GEN. suoERVt slN G kNCid EE A'O A T E 4 i NUCL EAR QU ALITY ASSURANCE EVALU ATION ACDITION AL C0!/!/ENTS ATTACHED 0 YEs OR NO I vEs C No P3TENTIAL S!Gf!!FICANT DEFICIENCY [10 CFR 50.55(e)] j POTENTI AL REPORTABLE DEFECT / NONC0!/PLIANCE [ 10CFR21 ] O vEs do
'N: AD #A~ TICl? ANT: w v
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ATTACHMENT e" DEVIATION ANALYSIS REPORT 139 N :t.
= - The condition identified above was brought to the vendor's (Transamerica DeLaval Inc. (TDI)) attention via a September 30, 1982 correspondence, PY/S0- 14036. A copy of that correspondence is attached. Since that sub-mittal several other correspondences were transmitted between TDI, GAI and the Project Organization identifying the same condition. The transmittals requested an analysis of the circuits involved to determine if the condition as stated was in fact a design problem.
Because the final payment on the contract between TDI and CEI has been"com-pleted, additional funds have been requested by TDI before.they will . perform the circuit analysis. To resolve questions that require additional work since the completion of the contract, a task force was initiated in May. This task v force is resolving commercial differences and technical questions to allow TDI to perform work such as the circuit analysis required in this condition. Since TDI has not completed a design review of the circuits in question, in g;;;, response to our reque'st, no significant deficiency has been reported to date. \;;- A recent substantial backcharge was submitted to the vendor to cover other previously identified problems. Because of this event in our commercial relationship with TDI we now feel the cooperation between the parties may be difficult. Recognizing that we have experienced 10 DAR's in the last three
~
years which were reportable and the most._recent.IE.Information. Notice _on in-
-dustry problem with diesel generators (Ref. 83-5_l) we now feel it is necessary
~
to report this condition with further evaluation required. - To our knowledge, TDI has not yet reported this item under 10 CFR part 21. We will notify them of our 50.55e report and continue to work with TDI on re-solving all outstanding technical questions. ,
- h. . '. .
og 4 's; LC\ Q*V-t **a (, Gilbert / Commonwealth .nsinars .ne mns" RECEIVED GILBERT ASS 00ATES. INC, P. O. Box 1498. Reading. PA 19603/Tel 215 775-2000/ Cable Gilssoc/ Telex 836431 APR 3 0 DB2
?? ~ ,,,,.
!. April 12, 1982 ..
S W M CONM E
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hX NI3 /T i
- ~ - - - - - PY-VEN-3142-QA a_ . . _ _ . .
RECElVED INFORMATION Transamerica Delaval, Inc. Engine and Compressor Division APR 3 0 yy2 550 85th Avenue Oakland, California 94621 , , , , , purr us=w ATTN: Mr. Dick Boyer Re: Perry Nuclear Power Plant Units I & II Purchase Order P-1152-K Diesel Generators per SP-562
Dear Mr. Boyer:
f' Attached please find the report for the audit conducted at your facility on February 23-25,198/.* Due to the status of the work on this contract, no findings were issued; however, deficiencies found during the audit are noted in this report. Should you have any questions concerning this, please call me. Yours truly,
, (Mbe's Dennis P. Weaver '
Program Engineer Quality Assurance Divison DPW:ama cc: R.L. Farrell - w/ 301 (010) 9.2 - w/ T.F. Swansiger - w/ 301 (010) .1 - w/ P.B. Gudikunst - w/ J.W. Mehaffey - w/ F.J. Yurich - w/ NED-SP-562 - w/ Name:
- A a r- / File CodeL_ 8 T. Solomon - w/ Toss A. Pusateri - w/ (
H.A. Manning - w/ \ Howard Wong - Delaval - w/ Reviewed: _ C 4 _ Geoff King - Delaval - w/ QUALITY ASSURAt E A.E. Nance - Delaval - w/ DEPARTMENT s25 uarmw a n..us 74 uorsie.n no.s. sma a m.as pa m m2eoc 2W test Weihngw Avenue. J.ctson, m StJ 7863XX:,E Pew suset Nee Yart. hY 2t2 48242
l
., O O
- Gilbert Associates, Inc.
Quality Assurance Division Manufacturing Audit .- February 23-25, 1982 3( p Ely(f '-
. '^-
CLIENT: Cleveland Electric Illuminating Compary 1 UNIT: Perry Nuclear Power Plant - Units I & II . Delaval, Engine and Compressor Division, AUDIT AREA AND DATE: February 23-25, 1982 D.P. Weaver - GAI/QAD Program Engineer - Team Leader AUDIT TEAM MEMBERS: A. Lambacher - CEI/QA Quality Engineer - Team Member T. Solomon - CEI/QA Quality Engineer - Team Member Lance R. Block Q.E. Manager PERSONNEL CONTACTED: R.E. Boyer Q.A. Manager Howard Wong Project Manager A.E. Nance Quality Engineer Albert Louie Project Engineer John Witt Purchasing Manager Geoff King Product Engineer Ken Kropf Q.C. Supervisor A. Marchus Lead Receiving Inspector 1 e i \ l l l l
i, *6 O V i . I. INTRODUCTION: All equipment has been shipped to the site, but has not been assembled, and Delaval has been paid for the equipment. Since this~is the case, no (' Action Requests or Corrective Action Requests were issued to Delaval. This report is not in the standard audit report format since it is felt that its purpose is better served as organized below. The results of this audit will not be usedAeffect-a_ change _.in_Delavalls _QA,Pr,ogram,. but_to_gyal_uate_the_ program _under which the CEI e_quipment was built.
- Follow-up action by Cleveland ElectriiIll'uminating will be determined at a later date.
II. PURPOSE: A.- Determine Delaval's level of compliance with quality assurance requirements specification SP-706 in the areas of:
- 1. Design Control, particularly as related to Engineering preparation and review of:
- 1. Drawings
- 2. Specifications I
- 3. Nonconformance's, and incorporation of nonconformances into design and manufacturing documents.
- 2. Procurement Document Control, primarily to verify that Delaval transmitted the CEI specification requirements to subvendors and that changes to procurement documents are controlled the same as the original document. In addition, Delaval's system
! for control of approved suppliers will be reviewed. l B. Verify corrective action implementation of AAR's 1 and 4 from Audit
,f2 conducted at Delaval on May 1-3, 1978. ,
.f Determine how Delaval controls the potential significant C.
i i deficiencies identified to clients as required by 10CFR21.
~
D. ( Nview indoctrination and training records for personnel who perform
) functions related to assuring the quality of the product.
E. Method of handling _ spare _ parts - Determine how Delaval verifies that ! spare parts are the same as the parts supplied under the original order. III. CONTRACT HISTORY AND AUDIT BACKGROUND INFORMATION: A. A Pre-Award Survey was conducted on September 3-4, 1975. Eleven findings were issued as a result of this audit. These are briefly described below: 1
. U Q
- 1. Change order to purchase orders not being reviewed by Q.A.
- 2. No Qualified Supplier's List available in the Purchasing Department. . :.
3
- 3. Obsolete drawing revision being used in manufacturing.
- 4. Corrective Action system was not being utilized. Corrective Action Requests are not answered and no follow-up system is in.
place.
- 5. Annual independent audit is not being performed.
- 6. The internal audit program is not being effectively implemented due to:
- a. No close-out of findings issued.
- b. Incomplete distribution of audit reports.
- c. No auditor training / qualification.
- 7. No follow-up of findings on supplier audits is performed.
- 8. Welder qualifications not being maintained.
- 9. Non-conforming material not being controlled.
- 10. Final piece inspection was not being performed as required by the manufacturing process sheet.
- 11. Equipment calibration is not current.
\ Response to all of the above findings was made by Delaval on '
September 10, 1975 and accepted by CEI on September 23, 1975. ' A post-award conference was held at Delaval on April 27th and 28th, 1976. At this meeting, the Q.A. requirements of SP-706 were reviewed with Delaval personnel, the procedures to be submitted for approval were identified, and corrective action implementation as a result of pre-award survey findings was accomplished. l On November 9, 1977, a QA business meeting was held at Delaval l because Delaval had fabricated and shipped equipment to the Perry l site without receiving a GAI Certificate of Inspection. On December 13, 1977, during inspection trip 010-03, three Audit Action Requests were written at Delaval which are summarized below: AAR010-03-01 Manufacturing route sheet was revised without being reviewed. 2 i k
i
*e U U AAR010-03-02 Vendor material test reports were not being used in the shop.
AAR010-03-03 Uncalib' rated measuring equipment was being used in the shop. -, . , On January 11, 1978, during inspection trip number 010-04, four Audit Requests were issued to Delaval as summarized belew: AAR010-04-04 The incorrect heat number was stamped on Engine Number One. . AAR010-04-05 Test equipment is not being calibrated and records are not being maintained. AAR010-04-06 The drawing being used by production was not the latest revision. The current revision contained major revisions. AAR010-04-07 Drawing in use on the floor had not been properly
, reviewed and approved.
On February 17, 1978, during inspection trip number 010-05, four Audit Action Requests were issued to Delaval as summarized below: AAR010-05-01 Torque wrench not calibrated. AAR010-05-02 E7018 weld rod was not controlled and properly stored. This same rod was later used by an unqualified Delaval welder. AAR010-05-03 Delaval's QA Manual had been reviewed but not submitted to CEI for review. Inspection procedures were revised but not submitted to GAI for review. N. AAR010-05-04 Management was not aware that only approved welders ' could perform welding. On February 15, 1978, during inspection trip 010-06, Audit Action Request 010-06-01 was issued to Delaval because_a_ hold point had been bypassed _for inspection of a control panel. On February 24, 1978, during inspection trip number 010-07, Audit l Action Request AAR07-01 was issued to Delaval for widespread wel_ ding _
" '~~~ ~~~
~
deficiencies present in ASME welds . l e
/' On February _28,_1978, GAI/QA issued _ CAR 0240 to Delaval for failure to meet the requirements of_SP-706_as evidenced by the repeated and widespread deficient conditions identified by the GAI/QA inspector.
On March 1, 1978, during inepection visit 010-08, Audit Action Request 010-08-01 was issued to Delaval for using uncalibrated measuring and test equipment. i 3 l y- -- w - y- -- , w-v--
o
. V U On March 8, 1978, during inspection visit 010-09, three Audit Action Requests were issued to Delaval as sunnarized below:
AAkO10-09-01 Weld rod was uncontrolled. Welder qualification was incorrect. , w; AAR610-09-02 Documentation not in accordance with SP-562 for PNPP identification. AAR010-09-03 Unauthorized specification deviations on the generator and engine control panel. On March 10, 1978 Cleveland Electric Illuminating Company issued Stop Work Notification No. V005 to Delaval due to the many Dsratr@ conforming items identified by CAR 0240 and AAR's 010-09-01, 010-09-02, and 010-09-03. On March 29, 1978, during inspection trip 010-10, three Audit Action Requests were issued to Delaval as summarized below: AAR010-10-01 Continued welding ove; unprepared structural members and piping surfaces. AAR010-10-02 Delaval failed to notify GAI/QA of Hold point inspection. AAR010-10-03 Control Panel tested to an unapproved test procedure and prior to issuance of a release by GAI.
'On April 3, 1978, during inspection trip 010-11, three Audit Action Requests were issued to Delaval as summarized below:
AAR010-11-01 Widespread welding deficiencies. AAR010-11-02 Crankshaf t had incorrect heat number identification i stamp. AAR010-11-03 Instrumentation used in torsional test not calibrated. On May 1-3, 1978 an audit of Delaval was conducted by CAI/QA. Four Audit Action Requests were issued as summarized below: AAR02-01 There is no system to assure that the design calculations have been approved prior to issuance of fabrication drawings. AAR02-02 Calibration of measuring and test equipment is not being controlled. AAR02-03 Personal tools are not maintained in accordance with a calibration program. 1 I l 4
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r s I. (,) AAR02-04 No system exists to assure that obsolete drawings are not being used in the shop. On May 4, 1978, during inspection trip number 010-13, five Audit Action Requests were issued to Delaval as summarized below: _
..g : .. n %
AAR010-013-01 Welding deficiencies identified on ASME piping on the Engine 1, Unit 1 auxiliary skid. AAR010-013-02 Welding deficiencies identified the Engine 1, Unit I auxiliary skids structural members. $, ' AAR010-013-03 Welding deficiencies identified on the Engine 2, Unit ' 1 ASME Piping. Unauthorized weld repairs made. AAR010-013-04 Welding deficiencies identified on the Engine 2, Unit 1 ASME Piping. AAR010-013-05 Welding deficiencies identified on the Engine 2, Unit I auxiliary skid structural members. On June 6, 1978, during inspection trip number 010-16, two Audit Action Requests wer issued to Delaval as summarized below: AAR010-016-01 Uncontrolled E7018 weld electrode found on Engine 75052 where weld repairs had been made. 1 4 AAR010-016-02 Welding deficiencies noted on Engines 75051, 75052 and 75053.
\
On June 12, 1978, during inspection trip number 010-17, the GAI inspector identified more problems associated with welding. Delaval personnel could not identify which welding procedures had been used, the welding procedures were not included on the shop route sheet (traveler). No Audit Action Requests were written during this visit to document this because Delaval requested that the GAI inspector
- leav (the shop and ,not let. urn.
On 12/7/78, 1978, during inspection trip number 010-18, four Audit
" Action Requests were issued to Delaval as summarized below:
f AAR010-018-01 No NDE performed on ASME Section III, Class 3 Pipe i Category C and D for four diesel engines. AAR010-018-02 No NDE performed on ASME Section III, Class 3 Storage Tanks. AAR010-018-03 Inadequate visual inspection of ASME Section III welds. "Use-as-is" disposition by Delaval does not meet minimum ASME standards for "Use-as-is." . i l 4 5
r 4 AAR01-018-04 Delaval unable to determine if radiographic requirements of welds were met.
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At this point, several inspection trips were made to Delaval to review final documentation packages. Many deficiencies in the documentation were found, however Audit Action Requests were not written. aM. Upon receipt of the material at the job site, problems with identification were found consistently. Much correspondence was generated regarding this problem, and several trips by DelavalA and site personnel were made to attempt to resolve the problem. multitude of site nonconformances were generated regarding identification, painting, welding and documentation problems. The number of the nonconformances is to great to list them individually in this report. A problem was identified with the anchor bolts for the generator
} termination cabinet which is described in PY-GAI/VEN-2162-QA, dated 10/23/79, from J.C. Rovansek to R.A. Pratt. This was a result of the failure of Delaval to incorporate subvendor equipment changes into the design drawings and seismic calculations. During investigation of this problem GAI determined that Delaval had not submitted revised drawings to GAI Engineering and had not incorporated comments made to drawings during previous CAI review.
i CEI began making preparations for assembly of the equipment from Delaval in 1981, however several problems were incurred which held up progress:
- 1. Delaval had not supplied assembly drawings and procedures as required by the following sections of SP-562;
- a. "Section 1:09.7 Instruction Books and Spare Parts Lists (1.) ... Instruction books shall include but no necessarily be limited to:
- a. Installation instructions.
- b. Start-up procedures.
- c. Operation, including schematic diagrams.
- d. Dissassembly and assembly procedures.
- e. Outline drawing.
- f. Assembly drawing.
- g. Maintenance.
- h. Calibration procedures.
(2.) Instruction books are not considered design manuals, and if any descrepancies between the successful bidders drawings and instruction books, or items omitted from the drawings which are contained in the instruction books cause the installation to be 6
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1
- different from the instruction book recommendations, !
i the successful bidder shall amend the instruction books or modify the installation at his own expense, l whichever is deemed by the OWNER as giving the most proper and operative final installation.y
> c %?
(3.) The successful bidder shall modify any standard instruction book sections to agree with the engineered product and its installation. Tabular data shall be marked to identify the model supplied. When assembly, alignment, and/or erection is required in the field, the successful bidder shall furnish procedures and instructions for this vsrk.
- b. Section 2:15.3 "The VENDOR shall provide all special installation and assembly instructions. These instructians shall be part of the instruction books."
- 2. The docomentation supplied by Delaval was insufficient, incorrect or improperly identified in many cases. These deficiencies were identified on PNPP site nonconformance reports.
- 3. Ins.ufficient quantities of items were supplied by Delaval. A Delaval Se M E Representative went to the site in August, 1981 to survey the equipment. As a result of this, several items were re-ordered. In addition, items which had been improperly prepared for shipment and had received damage in transit from Delaval were reviewed. Recommendations for repair were made by the Service Representative.
- 4. A large-pArl_ofd he_ equipment _was_ incorrectly identified. An extensive tagging system had been devisedEfiEEEa6 ease of installation of the equipment at the site. This system was .
deemed useless as a result of the marking.
- 5. Most of the site nonconformances which required a response by
> Delaval had not been answered.
A meeting was held'at Delaval on December 7-10, 1981 to attempt to resolve the above problems. The minutes of this meeting are l ' contained in PY-SO/562-9967, dated 12/15/81 from A.P. Pusateri to Howard Wong. Delaval has notified the Nuclear Regulatory Commission of several potential significant deficiencies in accordance with 10CFR Part 21. In one of these, Delaval was unable to determine whether there was a deficiency or not, since it depended on the' final location of a piece of equipment on the engine. GAI/QA questioned Delaval concerning the maintenance 1 i 7
I
, ._) U e
of as-built drawings, or whether the engine was constructed and inspected in accordance with an assembly drawing. There response was that although there is a basic assembly drawing, no two engines are alike, and many itema are shop-fit or field-fit. No record of this type of layout change is kept. No determination is made by Engineering or Quality Assurance as to the effect of shop changes on equipment performance, seismic "Y-
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analyses, etc. As a result of the items described above and the past performance of Delaval on this contract; it was described that an audit of Delaval was deemed necessary to determine the adequacy of their QA program, basically in the areas of Design Control, Procurement of Safety Related Equipment and Nonconformance Control. Summary - The audit was hampered initially by a lack of organization with Delaval personnel. The Project Manager did not have the required personnel available as requested in the agenda. The
,] Project Engineer refused to be contacted by the audit team until 4 convinced by the Plant Manager that this was necessary. Also, unfortunately, the first day of the audit coincided with the arrival of the Boodmobile at Delaval, which added confusion to the situation, since personnel were continually called away from the audit.
During the course of the audit, many areas stre touched upon by the audit team which were outside the original pu pose of the audit. The information obtained thus is reported in the section which was being investigated.
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- Throughout the course of the audit, when documenta:: ion presented by Delaval was insufficient in meeting the specification requirements,
~(the audit team informed the Delaval representative of this. The Delaval representative stated in each case that the_ documentation, supplied to the audit team,was all._that._was_in_existene.e._
k Cleveland Electric Illuminating Company (CEI) specification SP-562,
'Section 2:01 states, in-part, "This specification sets forth the essential information required by the VENDOR (Delaval, Inc.) for the design, fabrication, testing, documentation and delivery of four complete, Class 1E diesel generator units, as defined by IEEE Standard 308." Section 2:14 of SP-562, titled " Quality Assurance" states, "The equipment to be provided under this Specification is to be designed, fabricated, analyzed, tested and documented under Quality Assurance Requirements as given by attached Specifications SP-706-4549-00 and SP-750-4549-00."
V Delavals_ des gn_ s divided into two groups, one for items i i manufactured at Delaval, and one for " Memo III" items, or items which are purchased from subvendors. The Engineering Department Operating Procedures and Division Standard Practices provide the
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8
. O~ g design control. The Engine Specification is pr'epared by the Product Engineer for parts manufactured at Delaval. Purchased Material Specifications are prepared by the Project Engineer for Memo III items. No documented evidence exists for the review of either of
)
these items against the CEI specification or the therein referenced [ codes and standards. No documentation of independent design verification exists. Nor are there controlled procedures for. performing design or design review. The procedures in the Engineering Operating Procedures Manual and Division Standard Practices Manual are primarily administrative instruction. One exception is Engineering Operating Procedure #3 which describes the engineering of ASME Section III, Class 3 equipment. However nothing addresses the remaining safety related equipment. Personnel interviewed had only a vague , knowledge _of_the_ requirements _ contained in the above manuaTsTMany errors were noted in the manuals
^concerning contro11'e'd distribution and incorporation of procedure revisions.
- Documentation of review of design changes did not exist; through interviews with the Project Engineer and Project Engineer, it was determined thae none is_ performed,.
No attempt is made to assure that revisions to parts drawings are incorporated into the manufacturing process sheets. There is n.o_syAt.es_in_ place _to. assure that revisions to Purchased Material Specifications are incorporated into purchase orders,'and , there is no documented review of change orders prior to issuance. Procurement records indicated that purchasing personnel had authorized changes in the technical content of the specifications without review and approval by the Project Engineer and incorporation into the purchase order. Thereisnoeffectiveprogram, fora,,ssuyng_theDelaval,'.s_sub,undors have.a_ quality assurance program whi_ch meets the requirements of SP-706. Viridors are entere'dlii~D'elitval's Approved Suppliers List by ! completing and returning to Delaval a one page y estionna_ir_e. Completing the questionnaire again after a specified time period requalifies them for continued supply of safety-related parts. Occasionally, a Delaval inspector performs a survey at a vendor's plant. Two of these surveys were pGrformed in 1981. The audit team reviewed these two surveys and found themj o be inc.omp.lete. The Approved Suppliers List is divided into three sections: ASME ' Code suppliers, non-Code safety related suppliers, and non-Code, non-safety related suppliers. Purchase orders (not changes to purchase orders) are reviewed by Quality Assurance prior to issuance, however, the Quality Engineer stated that the purcha,se ' order does.not_ indicate whether the parts are ASME code, sa'fech-related, or non safet'y-related.~ ~ ~ ~ ~ ~' - - _ , _ . _ i 9
- ~ - . - - . . . - - . - - _ , . - . _ _ - - - . - . _ . - - . . --. _ _ _
. U Q Two findings were issued during the May, 1978 audit performed at O Delaval in the area of Design Control. Corrective action had not been implemented as a result of either finding. r; Several potent.ial significant deficiencies have been identified to the Nuclear Regulatory Commission by Delaval under 10CFR21. The audit team determined that Delaval has no established procedure for
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reporting and tracking items reportatrie und'e'r_10CFR'211_ Indoctrination and training records for personnel in engineering where reviewed. No documented evidence of the indoctrination of
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personnel to Divis* ion ~iItandards, CEI siecification requirements or Q.A. Manual requirements were available. When an order for spare parts is received by Delaval, they simply initiate a requisition for parts to the shop or vendors by the referenced part number. The ' lateryvision of a drawing o%part many_actually since ch'iT is notbe produced to
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ification, indicated. No documented review is performed to verify that the part is equivalent to the one originally supplied. In summary, the audit team feels that the quality assurance program in effect at the time work was performed for CEI and the one presently in place at Delaval does not meet the requirements contained in SP-562 and SP-706. Even if the program described in the Q.A. Manual was effectively implemented it would not meet the requirements of SP-562. The attitude towards quality assurance is one of tolerance, not support. It is evident from review of the contract history presented above that this has been the case since the contracts' inception. e 10
1 b , U AUDIT DETAILS A. Design Control .. -.; wo .
.' Delaval's method of procedurally controlling design and desi'gn review was investigated. Engineering procedures are contained in the " Division Standard Practices" (DSP) manual and the " Engineering Operating Procedures" (EOP) manual.
The following are the sections related to Engineering in the Division Standard Practices Manual: Section 4.001 - Establishing New Engine and Compressor Ratings
+ Section 4.101 - Engineering Department Absorption Procedure Section 4.202 - Engineering Change Procedure Section 4.203 - Shippable Bill of Materials Procedure The following are the sections in the Engineering Operating Procedures Manual:
- 1. Communications and Responsibilities
- 2. Red Lining of Drawings
- 3. ASME Section III, Class 3 Equipment
- 4. Analysis by the Design Group
- 5. Analysis by the Piping Group
- 6. Analysis by the Applied Mechanics Group F
- 7. Engineering Releases and Revisions
- 8. Shippable Bill of Materials j- Both the Division Standard Practices Manual and the Engineering Operating Procedures Manual are intended to be controlled documents. A controlled distribution list for the DSP Manual could not be located, nor is a receipt of acknowledgement system used, The DSP Manual in the possession of Geoff King was reviewed for i
correctness. The Table of Contents requires that obsolete revisions of DSP's must be destroyed. This manual contained DSP4.101, dated 9/15/69, which is obsolete. The Table of Contents does not give the revision level for the procedures, so it was not possible to determine the current revision level. DSP4.201 was still in the manual, although DSP4.202 specifically states that it supercedes DSP4.201. , 11 e --.c y-,# , -...-,,s.~,e- -ww,,,,,-.,,em,,,3-,-,y- ~.,,--,.~--,.m--...,-e, -e,. --,.--w._w.w-e. ,<c-.--, , , , . - - , - - -
. Y '
The Engineering Operating Procedures manuals assigned to Lance Block (#3) and G.E. Trussel - Chief Engineer (#28) were reviewed. Manual #23 was still assigned to Lance Block and maintained in Engineering although he no longer works in that department. The index' dated 12/14/78 says that the ir.dex should be dated 11/11/75 and consist of pages Al through A15. In actuality, the section consisted of: )M;j!'
,. m:z DATE PAGE DATE PAGE DATE PAGE A1 4/20/81 A17 3/17/78 A33 NOT IN BOOK A2 4/20/81 AIS 3/17/78 A34 NOT IN BOOK A3 4/20/81 A19 3/17/78 A35 NOT IN BOOK A4 4/20/81 A20 3/17/78 A36 11/11/80 A5 4/20/81 A21 4/19/78 A37 11/11/80 A6
- 4/20/81 A22 4/20/78 A38 11/11/80 A7 4/20/81 A23 4/20/78 A39 11/11/80 A8 4/20/81 A24 4/20/78 A9 4/20/81 A25 4/20/81 A10 4/20/81 A26 4/20/81 All 4/20/81 A27 NOT IN BOOK A12 4/20/81 A28 NOT IN BOOK A13 .NOT IN BOOK A29 NOT IN BOOK A14 NOT IN BOOK A30 NOT IN BOOK A15 NOT IN BOOK A31 NOT IN BOOK A16 4/15/81 A32 NOT IN BOOK Section B, " Drafting Room Practices"; of the E0P Manual has an index dated 5/25/70, however, the index gives no revision level or issusance date, nor does it list all the pages in Section B.
The Control List for the " Engineering Standards Books" (apparently the Engineering Operating Procedures manual) lists #23 as being assigned to Kirk, Engineering, 4/23/73; however, the manual itself was assigned to Lance Block, who no longer works in Engineering. The Control List does not include any method for assuring issuance of or acknowledged receipt of the EOP manuals. Based on the above evidence and interviews and the Product Engineering Manager and the Project Engineer, it is obvious that the design control procedures available at Delaval are not working documents, nor are the personnel familiar with the documents. 7 The Engineering Operating Procedures manual provides instructions for analysis by the Design group, Piping Group and the Applied Mechanics Group. However, no instructions are available to govern the work performed by the Project Engineer and the Product Engineer. The procedure " Communication and_ Responsibilities", although primarily an l administrative in nature, does require certain design control functions !, to be performed 'and documented by the Project Engineer. No records that these functions had been performed could be found by the Project ! Engineer. For example, the minutes of the Engineering Pre-Release ! Meeting, and documentation of his verification of contractual design t t 4 , 12
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V o ~ requirements could not bs found. Also, this procedure states that the Project Engineer is responsible for designing the auxiliary piping systems and transmitting the resulting schematics to Product Engineering. No evidence of this having been accomplished could be found. _ . . . , y The indoctrination and training records for Engineering personnel were reviewed. The records indicated that a one-hour training session had been held during which all of the following subjects were covered:
- 1. Delaval ASME Q.A. Manual
- 2. 10CFR21
- 3. Welding Procedures
- 4. IEEE 323-1974
- 5. IEEE 344-1975
- 6. NUREG 0588 There is no evidence of_ train.ing_or_indoct_rination_in_ customer
'reVdfr~ements, Delaval standards, Engineering standards, ANSI standards or 10CFR50, Appendix B.
J [. A report on a training session on Quality,A_ssurance, a copy of which is
~~
attached, was presented to'~the audit team. This session was attended by the Chief Engineer on January 23, 1981 and, indicates _the attitude Delaval p e r s onne_i_have_c onc e rnin g_Qua l.i ty_A s_s_u r,an c e . j The audit team performed a review of Delavals internal audit program in the area of Design Control for the past three years. The concern in this area is that the Product Engineer stated that there was no recall system for obsolete prints, although the internal audits indicated that there was a recall system. Question #17 appeared on the internal audit dated 3/21/80 as follows, "Are obsolete specifications and drawings " systematically recalled from point of use and distribution?" This was answered, " Accept-Depending on status of change." The audit team expressed a concern that items _were_being_ fabricated to obsolete drawings
~ - ~ '
,._after
- -.- a s.i.gni_ficant_ change had been. _made.
It was also noted that no deficiencies had been found in the area of design control in the past three years. The next internal audit is scheduled for March, 1983. Two findings in the area of Design Control had been issued during a manufacturing audit conducted in May, 1978. Following are the observations and responses. 13
1 3 O e l
= l AAR02-01 I Observation: No documented system assures that design calculations have been completed and reviewed before Design Engineering issues drawings for fabrication of ASME Section III items or systems. .,,x ,
, .: .e '
Delaval Response: Engineering procedures now provide for a summary report to be delivered to the Manager of Design Engineering prior to releasing equipment for manufacture. AAR02-04 Observation: No documented system or procedure exists to assure obsolete drawings or procedures are destroyed when revised drawings or procedures are issued to the shop for fabrication. Delaval Response: Each issuing sub-division now maintains distribution lists for instructions and drawings. When revisions to instructions and drawings occur, instructions to destroy obsolete documents will accompany distribution. The audit team questioned the Product Engineer, Project Engineer, and Quality Engineer concerning implementation of the response to these findings. None of them had any knowledge of these corrective actions being implemented, nor any knowledge of forthcoming procedural changes. The audit team reviewed Delaval's method for processing design document changes. Delaval Q.A. Manual, Section 3.4.1 references Engineering Procedure #7 for instructions. This procedure provides administrative instructions to be followed in processing a revision. This procedure does not contain requirements for reviewing changes for impact or items already manufactured or tested. Upon receipt of an order for diesel engines, Delaval prepares an Engine Specification for each engine. This Engine Specification is_just_a_li'st of A a_part_ numbers which make up the engine. Th'e~~Eawing number is listed for the parts, h,owever, the revision of the drawing _is_not_ listed. When a drawing is revised, no change is made on the Engine Specification. The Product Engineer reviews part drawing changes for impact on past and present engine orders. This review is performed _ based on his memory of
,theJequir.ement s_o f_o ld o r d e r_s . The audit team expressed the conEiern that it seems unlikely that one person's memory can be complete enough to include review against many different customs and code requirements for performance materials seismics design, etc.
When a order is received for spare parts by Delaval, the Engine Specification for the original order is reviewed. The Product Engineer takes the part numbe. and drawing number off of the Engine Specification. However, there is,no_vay_to_ determine what_revi,sion_of_that_ drawing the original pagwas__ manufactured
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to. 14
s U U Delaval's Engineering Operating Procedure f2, " Red Lining of Drawings" contains instructions for making shop changes by fabrication personnel, which must be authorized by the Product Engineer prior to use. Changes such as these can be made without review by the original design group or
- a. change in the title block on the drawing indicating that a revision had been made. There is no system to assure that changes such as these are incorporated into the final design and do receive the proper review. The Product Engineer stated that a shop change similar to this is what led to the potential significant deficiency concerning the lube oil system governor , location.
The method by which Purchased Material Specifications are prepared and transmitted to the vendor was reviewed with the Project Engineer. Purchased Material Specifications are prepared by the Project Engineer for components to be supplied by vendors. These are to include Delaval design requirements, evitomer specification requirements, coda requirements and Q.A. requirements. No independen_t_ review o_f these documents is performed by Engineering to assure inclusion of all'of the
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aboire'requirementsrTh'e Qualit'y' Enginee'r'~provides the input to the Project Engineer for the Q.A. requirements section of the spacification. Revisions to the Purchased Material Specification are handled in the same manner and are transmitted to Purchasing and Quality Assurance by
. Engineering memo. The audit team expressed a concern that these documents received no technical review prior to issuance. Several Purchased Material Specificaitons were cursortly reviewed at this time.
It was noted on one that ASME pressure-retaining part had been specified incorrectly as ASME A325, instead of ASME SA-325. The Specification for a shut-off valve, part number 75051-154 invokes ASME Code Case 1717 and ASME Code Edition 1974 with addenda of Winter 1976. SP-562 does not allow use of this Code Case and the specified Code Addenda is not as stated above.
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The following Purchased Material Specifications were picked at random in order to verify through Purchasing that all the applicable requirements had been properly transmitted to the vendors. Purchased Material Specification Revision Item Purchase Order 75051-107 G Air Dryer 62637 75051-115 D Lube Oil Heat 62640 Exchanger 75051-117 L Jacket Water Keep 62642 Warm Pump 75051-124 B Fuel Oil Drip 62638 Return Pump The files in the Purchasing Department were made available to the audit team. The Quality Engineer and Purchasing Fenager stated that these were the complete files for each of the above purchase orders. The
,, contractual history of each Purchased Material Specification was reviewed with the following results.
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. - , , , , . , , , . . . , , ,,.--,n- - , , , , , , . , . . , - , . . ,. ,. -- ,- ,.,,-,, , ,,,..,.._, - , ,, ,- ,-.gn-.,_,_,,,._,.n-, ,,.--.,,.n_
O U C) 75051-107_ The Purchased Material Specification was included in purchase order 62637, dated 9/24/76. Hold and Witness Points and testing requirements were identified. ; p W,'. Seven revisions to this Purchased Material Specification were made during the course of the contract, none of which were_.contrae.tually_ incorporated
-into-the-purchase-order.- Each of the revisions had been sent to the vendor for review only.
Review of the purchase order was indicated by the Quality Engineer's initials on the first page. No indication _of_ review _was_found_on_ change
'dn '.-
75051-115 Purchase Order 62640 was issued including revision A of the Purchased Material Specification to Thermxchanger. A letter was sent to Thermxchanger on 10/14/76 sending revision B for review for cost impact only. This revision was never included in the purchase order. Revisions C,and_D_ver, never_sant_to_Thermxchanger. Revision C changed the M Tit? Control documentation requirements. Re' vision D changed the
" Construction" section requirements.
~ /5051-117 Purchase Order 62642 was issued to Buffalo Forge with Purchased Material Specification revision B. Revisions C, H, J, and K were transmitted to Buffalo Forge for review only, and were not imposed contractually. In addition Revision M was sent to Buffalo Forge, al'thou'gh' Engi~neering only had record of revisions through L.
A Delaval memo was on this file from C. Hermann (Delaval Buyer) to R. Pratt and Al Louie (both Delaval Engineering) dated 5/2/79 informing them that he had authorized Buffalo Forge to work to the summer, 1978 addenda of the ASME Code for sections NF1110, NF1111 and NF1112. A letter from C. Hermann to W. Maslowsky (Buffalo Forge), dated 3/7/79 authorized this. A letter was also in the file from Hartdegen (Buffalo Forge) to Cuntrum (Delaval) dated 6/2/78 which requested use of tubing which met the ASME 1977 Edition, winter 1977 Addenda in lieu of the 1974 Edition, winter 1975 Addenda as required in the CEI specification. 75051-124 Purchase Order 62638 was issued on 10/14/76. The._ checklist for codes and standards in the Purchased Material Requisition _di_d_not have 10CFR50, appendix B checked. One revision to the Purchased Materisl Specification was made but not incorporated into the purchase order. 16
F~
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O U The above evidence indicates that_the. design _and_ quality _atsurance
, requirements _of_SP-562 were not accurately' transmitted _to-Delaval's
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j subvendors. Lack _of_cotitt61"i~s evi' dent in that Purchased Material
/ SpEi'fications received _no_ design review, and some were found to be inaccurate in a cursory revieU~,' Pdr~ chased Material Specifications were not transmitted to the vendors when amended, and it is unlikely that Receipt Inspection reviewed the equipment to the same revision it was manufactured to.
None of the Purchased Material Specifications reviewed contained ASME Certification Sheets or Design Specification Data Sheets. Due to this lack of control, Delaval would be unable to assure that spare parts which had been supplied by subvendors would be manufactured to the same requirements as the original parts. B. PROCUREMENT CONTROL The audit team reviewed Delaval's vendor qualification program. The Approved Suppliers List is maintained in accordance with Delaval procedure ASL-1. This procedure provides for three groups of suppliers: ASME Code items, non-ASNE safety related items, and non-ASME non-safety related items. Each list contains the following information for each vendor:
- 1. Vendors name
- 2. Rating
- 3. Next audit date
- 4. Equipment supplied
- 5. Last purchase date
- 6. Q.A. Programs committed to
- 7. Comments The vendor rating system is based on the subiective rating of receipt inspections _over the previous six months on a 1-10 scale'."~A'~r'a' ting of less than 7.5 results in removal of the vendor from the Approved Su'pp'1Ter s 'Lis t.
In order to be placed on the Approved Suppliers List, a prospective vendor completes the "short form" (P-268) questionnaire. On this form
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are several~c~onunercial ~ questions itnd alio~a space for the vendor to check
~
off which criteria of 10CFR50, Appendix B his Q. A. Program meets. The completed form is reviewed by Delaval and the vendor is placed on the Approved Suppliers List. When the vendor must be requalified to remain on the ASL, this short form is mailed to them to be completed again. Occasionally, a "long form" survey is performed when it is convenient for 17
r O o a Delaval inspector to do this while in the vendors shop. The Quality Engineer stated that two "long form" audits and 16 "short form" audits were performed in 1981. He also stated that these " ' ~ ~surveys
' ' _ vere not {
performed regularly due ,to_ budge Leuts- Q g ,' hendors removed from the ASL are placed on the " Exceptions" ' list. However, material can be procured from vendors on the " Exceptions" list after completion of the form " Qualified Suppliers List Waiver to QSL Exceptions List." The ASL is issued every six months, however, changes to the ASL are made almost daily. Therefore, the only copy which is current is the one maintained in Quality Assurance. Purchase Orders (not change orders) are approved by Q.A. prior to issuance. This is signified by the Quality Engineers' or clerks' initials on the purchase order. The Quality Engineer stated that when a review is performed, they_do._not knowlf_the, or purcha_s e_orde r_i s_for_ par t s_which .ar.e_ASME_ Code ,_s af_.e ty_re la t ed u nones _afety_related.. The following vendors on the Approved Suppliers list were reviewed: ASME Code Suppliers Buffalo Forge I Non-ASME Code, Safety Related Suppliers 3 - D Instruments, Inc. Acipco Steel Production Non-ASME Code, Non-Safety Related Supoliers Ecodyne/MRM Division All vendors had receipt inspection ratings above the minimum 7.5 required. All, except Ecodyne, were scheduled to have the "short form" questionnaire submitted to them in 1982 or .1984, while the last purchases to be placed with any of these vendors was in 1980 or 1981. When problems are identified during receipt inspection an audit is performed, using a standard checklist form (F-324). This checklist provides for "Yes", "No" or "Not Applicable" answers, with space provided for comments. Several audits were reviewed with the following observations: William Powell Co. - January 24th & 25th, 1977 No findings were issued, but in examining the checklist it was deterwined that the area of "In-process Control and Inspection" was checked as inadequate. The checklist did not provide for documenting objective evidence and it was not indicated what corrective action, if any, was to be taken by Wm. Powell Co. As indicated above, Powell was listed as an approved supplier in 1981. 18
a 9
- Elwood City Forge - January 29, 1976 No findings were issued during the audit, however the following sections of,the checklist indicated that certain_inad.equ_acies in the Q.A.
4% Program existed: w r Section II, " Quality Control Systen and Procedures"; questi$n b - Is the Q.C. System derived from a quality specification such as: ASME Section III 10CFR50, Appendix B (AEC 18 criteria) Other This quesiton is checked "No" Section XIV; " Audits" "a. Are there written provisions for planned and periodic audits?" This was answered "No".
"b. Do procedures provide for:
. Checklists Training of audit personnel Reports Correction Action" This was answered "No".
Section XII, "Special Processes" "a. List of Special Processes" . Heat Treatment "b. Are gauges calibrated?" This was answered "Yes".
"c. Are records maintained?"
This was answered "No".
"d. Are personnel and equipment certified?"
l This was answered "No" and "Not Applicable". l I, 19 l 1 !
O O Section VIII, "NDE Methods" "a. List of NDE Methods" g T% UT, MP, LP .
.sdII' "b. Are procedures used?"
This was answered "Yes".
"c. Are NDE personnel qualified to SNT-TC-1A?"
This was answered "Yes, with?"
"d. Are personnel records, resumes and qualification records of NDE personnel on file?"
This was answered "No".
"e. Are records of NDE maintained?"
This was answered "No." Parsons Peebles - E.P. Clarkstone - September 30, 1981
. No findings were issued as a result of this audit. The audit checklist was not completed in all areas. The checklist indicates that the position of " Head of Quality Control" was " Vacant at this time". The Quality Engineer indicated that an analyst was performing his duties.
Section X, Drawing and Change Control, was not completed. The section on
" Audits" was completed and a "Yes" checkmark indicated that there were written provisions for internal and external audits. However, the Quality Engineer stated that this was not the case. Also, "Yes" was checked to indicate that audit checklists, personnel training, written i reports and corrective action systems were implemented. The Quality Engineer stated that this was not done either. This deficiency was identified during the 12/7/77 audit.
C. NONCONTORMANCE CONTROL Several potential significant deficiencies have been identified to the Cleveland Electric Illuminating Company as required by 10CFR21. Delaval could not_present a reporting procedure for this to the audit team. Also, Delaval has no formal tracking] system for these defici'encies. Shop nonconformances are documented on Inspection Reports, which are reviewed by the Product Engineer and Quality Control Supervisor. The repair instructions, if applicable, are also included on the Inspection Report. However, when special processes are included in the instructions, no procedure and revision is referenced. Shop routers for the following parts were reviewed and associated deficiencies foundt 20
I O O Dvs. Rev. Job Comments Part Ft. No. J 53198 operation #120 -
-Skirt (Two 03-341-02-AM Inspection -
Piece Piston) :Not performed J 51771 operation #120 - Modular Iron 03-341-02-AM Inspection - Casting Not performed A 54141 Operation #50 - UT - Crankshaft 02-310-07-AA Not stamped NT - Not stamped [TherouterforthecrankshafthadtheDrawingRevisioncrossedoutand changed in ink, without no formal review and approval of the router
/ revision. Also, the crankshaft router did not indicate any NDE
% procedures or revisions. The Quality Control Supervisor did not know how
/ this information was transmitted to the shop.
Ultrasonic Test Report #659 was reviewed for UT of part #02-310-08-AE, an RV-16 crankshaft. The UT procedure stated " ASTM A503" (not a Delaval No indications procedure) and the acceptance standard stated "D-4774". were found. The NDE inspector was "Es. G. Rowe, Level II", however the '
, " Reviewed by" section was not completed.
' It was also noted, while in the shop, that many special processes were not required to be performed to approved procedures.
D. RECEIPT INSPECTION OF SPARE PARTS . j-The process of receiving _ par.ts_at_Delava ldoes not_have special provisions for spare _pa_r,ts._ The Delaval system for receiving parts is as follows:
- 1. All parts come to receiving inspection with a packing slip attached.
f Safety related items, or as Delaval calls them, control items, are color coded to indicate special handling. ' 2. Receiving inspection reviews ASL print-out for Vendor name and part number then calls Quality Engineering to review and stamp paperwork
- to indicate compliance to purchase order requirements and to assign trace number.
- 3. Receiving then forwards material to be identified with trace number as indicated by the Quality Engineer.
- 4. Upon the return of the material from being identified, Receiving Inspection then performs the inspection by sample plan and verifies These serve trace number, then records information on Vendor Cards.
as a vendor inspection reports that list Vendor name and quantity accepted and rejected. 21
o u l i
- 5. Prior to sending parts to stores the receiving inspector lead man records part number, purchase order number, trace number and quantity on the daily inspection stock record. He then forwards the packing slip and receiving report to Purchasing for placement on the l
computerized inventory control record. ,.> l 6. Receiving inspector then makes out a move ticket to send parts to controlled storage. After the review of this process no problems or concerns can be found. l Prepared by: .w " WILv7w Dennis P. Weaver Program Engineer Quality Assurance Division Reviewed by: m h. 1 - k Frank J. %frick Program Quality Coordinator Quality Assurance Division I i l 22 L_-_
TransamencJ gggg o Delaval Trennemence oeiever we
. Engine and Compressor Division g
INTER-OFFICE CORRESPONDENCE En Date: January 23, 1981 Bud Trussell To: From: M.H. Lowrey
Subject:
Trip / Training Report - Technical Seminars Inc - Dallas, Texas
Introduction:
On 1/18/81 Dick Pratt and I went to Dallas, Tex. to attend a Seminar entitled " Quality Assurance & Auditing i of Nuclear Power Plants", presented by Marc Bresseler of TVA, and Bill Gibbons of Nutech. Both are highly code qualified; both serve in high places on the Mr. Bresseler Boiler & Pressure Vessel Committees of ASME. seemed to be more field and materials oriented, with a strong "real world" inturpretation, while Mr. Gibbons was a bona fide member of the_Q.A._ empire. I was l
, extremely underwhelmed by the pure Q.A. aspects for the sake of paper. However, I learned several things
' / about the code as it affects design and quality. I will elaborate, hoping this results in action and not merely a report for the training file.
A: Why Section III Class 3 for our system, the major part of which cannot be built to the code - ie - the engine? I gathered from the presentations that the ASME B & PV code, initially written to keep people from getting killed by exploding boilers, is in fact, the ONLY_ code which receives worldwide acceptance in professional and governmental circles. It is embracedItasisLaw theinquality 38 States and the Federal Government. verification by third parties in this code whichThe makes it unique as opposed to the ANSI B-31 Codes. [ Blizzard of paper bility into design, builder,required inspector and toowner infuseis a an air of sad commentary on the state of american craf tsmanship
/ Because of the above, y and business and technical ethics.
I don't think there's much chance of my non-section III/3
# systems flying in the ANS Code I have written.
B: How can we control Design? The intent of the code is to establish The documented initiating checks and reviews in the design of a system. document is the owners design specs. (content outline of which is Note attached) which I have never seen in this that a " design" in the eyes of ASME is form yet. form C 1064 1 (News 200
Transameno ggae o Delaval
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Engine and Cormressor Dmeson f@ INTER-OFFICE CORRESPONDENCE o ::: Date: January 23, 1981 To: Bud Trussell Page: 2-f t From: M. Lowrey
Subject:
Trip / Training Report - Technical Seminars Inc - Dallas, Texas a a set of detailed drawings depicting parts and assemblies, the configuration of which is supported by a " design report", which are calculations assuring that the owner's spec. and the provisions of the code with respect to stresses, are met. Nowhere are layouts or parts lists addressed as parts of a " design". Complete " designs" must_ be reviewed by an independant reviewer who_ g not be the designer's supervisor (NRC Ruling). Complete " designs" g be separated into parts and reviewed thusly, ie , drawings can be reviewed indepen-dantly, and the stress report can also be reviewed so, but by people without direct payroll-type vested interest in the result. As I see it, we could do this as follows:
- 1. A design engineer prepares a layout, which is transmitted (after_ illegal _ review) by me to Pratt, who causes details and Isometries to be made and checked.(not reviewed)
- 2. Pratt or me transmitts these details to Roland, who causes one of his men to, analyze it, stresswise, This man thereby per the provisions of the code.
is forced to become familiar with the geometry, materials, and stresses inherent in the system.
- 3. When the calculations are done, Roland's other man, f amiliar with the calculation procedure, can legally _ review the stress report and the drawings.
This man can legally sign documents verifying the adequacy of the total design with respect to both the code, and the owner's spec. Nowhere is it said he must be familiar eith the operational suitability of the system. The code does not address operational parameters as the ANS codes do.
- 4. If the design report certifier, i.e. one of Roland's men, is not a P.E., then the stress analysis cannot take advantage of ASME allowable stress multipliers i.e., it must be analyzed as " Service Level A". If allowable stress multipliers must be used, then a registered P.E. must certify the design report.
(see NCA-2146, b & NCA 4134.4 a,b,c). Form c 10441 (New) 3#9 L.
' bbLes..waa g '
Delaval Transamerica Delevel inc Engine and Compressor Divioeon INTER-OFFICE CORRESPONDENCE Date: Ja uary 23, 1981 To: Bud Trussell Page: 3 lf. From: M. Lowrey
Subject:
Trip / Training Report - Technical Seminars Inc - Dallas, Texas I believe the above system is legal, and so does Marc Bresseler, however, suitable documentation (more forms) must be made up, & the QA manual must be changed. C: What's the design report for? Obviously, it verifies the system won't break under the conditions specified by the owner. Further, when submitted to the owner (required) he reviews it for compliance to the design spec (also required) and forwards his findings to us. In the opinion of Bill Gibbons, ONLY THEN are we allowed to N stamp systems
& ship, since only then is the required Data Report form complete. Obviously this many month delay (perhaps years) simply won't satisfy our Business Plan. I don't
~
know how to solve this. Note ~tist ihi ~o'un'eP s spec does not address fatigue due to engine excitation. D: Is there a way to do all this more cost effectively?
/ I had it driven home this week that there are many N systems _&_ parts _that can be legally made_from materials
,ithout_
w traceability 1.e., outside the rules of NCA-3800. only a certificate of compliance is required. Such systems & parts are:
- 1. Pipe runs, Pumps, Valves 2" nominal pipe size or less.
- 2. NT Supports less than 2 square inches in steel area; Bolts less than 2" dia.
- 3. Bar stock & bolts in Piping less than 1" dia.
Such are " size excluded" materials. In order to save the roughly 30% in material costs, the shop must first set up means of controlling COC materiait,to not do this means steel without any paper at all could find its way into code components. Summary: I went to Dallas expecting to learn nothing applicable to design. I was wrong. If we must remain in this business, a commiment to QA is essential, and it seems Poem caossa me.: sne
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- APPROVED SUPPLIZRS LIST .
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page 1 of 4 i
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Issued By: >;
'. IR R. E. Boyer, Manager '
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Quality Assurance Department ..~: . Reviewed By: . . %V !e_ L. L. Mills', Manag'tr Purchasing Dep tment -
~
o) ( Approved By: C. S. Mathews,
', General Manager
- The General Manager's approval of this procedure is the authority to release for implementation the program outlined herein.
Date: I1*I4~OI f e
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Date: Decedber 21, 1981
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. To Distribution ,
I- ' ' .'&,k . , ((~;.; _ _ Carolyn Bagnes , , ,. f,, From: ,
;,-;-g$$b S-Y Approved Suppliers List Procedure -
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' ' L.Tb,, ject Dated December 14, 1981 -
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Attached is a copy of the revised Approved Suppliers List Procedure dated, December 14, 1981. Please destroy.any out-of-date copies of this procedure you may have on file. Carolyn Bagnes Quality Assurance Dept. cc: R. E. Boyer Distribution: Purchasing-L.L. Nills.W.E.Borza Receiving Insgection - ASL File ( , SENb To DS'NI5br ( Form C 10661 (New; 3/73 .
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Transamunug - U g Delaval 7.g . APPROVED SUPPLIERS LIST
. I. -
8 3.- W -0 L PROCEDURE pag'e.2 of 4 { . - -
- 1. Purpose ,
.;; - 1.1 The Approved Suppliers List,-(ASL) is established for detennining the ' -
acceptability of suppliers and sub-contracted services in accordance ' . with Transamerica Delaval's Quality Assurance Manual.
. .+t~n . . :.
>b- 2. General Procedure .
i 2.1 The ASL is maintained by Quality Control interfacing with the' Purchasing Department and Receiving Inspection. Suppliers for parts and services destined to become a part of the product shall be listed in the ASL.
2.2 The ASL consists of the following:
~
2.2.1 A listing of ASME Suppliers 2.2.2 A listing of suppliers .who ' furnish components / parts which are non-code safety related". 2.2.3 A listing of suppliers who furnish stock / parts / components which are non-code, non-safety related. 2.2.4 Exceptions List. The Exceptions List indicates those suppliers whose rating has fallen below the minimum requirements. 2.2.5 The name of the supplier and a multi-digit Supplier I.D. Code assigned by Purchasing in conjunction with Accounting. 2.2.6 Rating. An average of all ratings made by the Receiving Inspectors for the previous six months followed by the number of inspections er parts that made up the rating. A rating of 7.5 or less will enter the supplier on the ASL Exceptions List. 2.2.6.1 Receiving Inspectors assign a rating of 0 to 10 for each inspection perfomed with 10 being the highest rating obtainable. . 2.;2.7 Last Activity. A date indicating the last time any parts or services were' indicated as being received by Transamerica Delaval. Vendors may be removed from ASL lists if inactive for purchases for more than three years. 2.2.8 Audited-Surveyed 2.2.8.1 Short Form, (P-268), is completed by the supplier or by a TDI representative and returned to Quality Control. Upon receipt, the fem is evaluated. If the evaluation is satisfactory, the supplier is entered on the ASL indicating pertinent infonnation. If the supplier has been approved for code equipment, Purchasing may also consider the vendor for non-code, non-safety related and/or safety related equipment. l Aa:. a
1
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Delaval : . :. . ...' . 54'M,,;:. EE APPROVED SUPPLIERS LIST ~ Wt? S l"' tr;[E PROCEDURE
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page 3 of 47.L W y M.f.4; _ AM ! 2.2.8.2 tong Fonn, (P-324). is completed by a Transaineric :h y Quality Assurance Audit Team. One of the following entries}.p'EF
- ). will be made: Qy % : : .
...,,- ]ggp ,
E
- a. Date - Indi tes when the supplier is to be 're-audited.
If the supplier is not approved, he will be'placed n on Exceptions List and the code NA will appear under the "dVM audited column. The supplier shall be notified of his iGf' status. If no response is received from Purchasing or the46 j supplier within two months, the supplier will be removed 4T' from all listings of the ASL. A supplier may request a ' $ ;= re-audit of his facility concurrent with his submittal WW. of completed corrective action reports indicating resolu- %.' tion of discrepanc'ies from the Q.A. Audit. . f],? '
- b. Inp. - Audit in process.
- 3. Purchasing: Purchasing shall receive a copy of all listings of the ASL. Quality l Control shall infonn Purchasing in writing of any supplier that is removed from the ASL. Quality Control will maintain the ASL distribution log.
3.:1 Implementation. Purchasing will use only those supplie7s listed in the ASL. Orders may be placed to suppliers on the Exceptions LWt by submitting a waiver request to Quality Control. Quality Control will develop an inspec- . tion plan to assure the quality of the product received from that supplier
- does not fall below the minimum acceptable requirements.
3.2 To add a supplier to the ASL, Purchasing shall request. (Form P-325) approval l from Quality Control. 3.3 Purchasing will place the Supplier I.D. code number on each Purchase Order.
- 4. Receiving ,
4.1 All receivers forwarded to Receiving Inspection must include the supplier ( identification number. When receivers are issued for partial lots received, the supplier identification code must be transferred to the partial receiver. ,
- 5. Receiving Inspection 5.1 Receiving Inspection will be responsible for completing the Vendor Inspection i Report (Form P-313). This includes a supplier rating for each part inspected.
5.2 Vendor Inspection Reports are filed in numerical order by supplier I.D. f numbers. The inspector shall assure that the supplier I.D. number is ' recorded on each set of receiving paperwork. In the event the receiving .- paperwork is incomplete, the inspector will refer the matter to his supervisor. f
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1 w Transamerm . c,=": H V
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Delaval e i-M-- ... l p3 APPROVED SUPPLIERS LIST . g= : b PROCEDURE ( y pace4 of 4 ,_
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- 6. Quality Control ,._.. .
]j.q 6.1 Quality Control is responsible for .the maintenance of the ASL[ .
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. 6.1.1 The ASL shall be . issued every six months. .
,',, 'f 6.1.2 Quality Control is responsible for the production and distribution 'i!F of the ASL. The master list and distribution record will be main- .fA-tained by Quality Control. Distribution will be: Purchasing, 'i.;; _
Receiving Inspection, and the master copy for Quality Control. ?y' . 6.1.3 Suppliers will make all requests for inclusion on the ASL through T. Purchasing. The supplier will not be included on the ASL until a
,.?
survey or audit is complete. l.. 6.1.4 Suppliers may be removed from the ASL for the following: . 6.1.4.1 When the supplier rating falls below the acceptable level. 6.1.4.2 When the supplier fails as a result of a re-audit. 6.1.5 Purchasing shall be notified by Quality Control in writing of . suppliers being considered for removal from the ASL. 6.2 Quality Control's review of purchase orders will include verification of the ASL status of the supplier. c w ( I l l
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JAU1Y PROGRAM SURVEY * -
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OC E5ENT ATivE E SERVICE ORGANIZATION O ovctisi or Servicots) contracted by DELAVAL Turs.no inc Enyne and Compressor D:=1 . . . . . i . ._. _ Do you have en insoecten and/or Quality Program erus Facitetees adequate to assure cons. stent 6elivery of materiais to DELAVAO YEs - conforming to specificatens? O No i-
- 3. Do you have a Queitty Control Marwat? . '
To a om ooes one oorson sa enerne of Owe'rry comeet f.ee--P n N O YES O NO If Yer psene suppy ** D ELAVAL with a copy. .. ASME Avinor.zat.on ~ Is your progrom in compnence wrth any of the followmg spectf untions? S EC. lli CLAS$3 O ANSI **4sJ C ASME lli (NA,37::0 01 OP (N A4000 O! 10CFR50 APP. B C SEC. ill CLASS 2 0 , Mll.14523BA O- ANSI 831.1 O ANsl M5.2.2 O MIL O-9658A O SEC. Vill Olv. I O ( LIST ANY OTHERS: Is your Queisty Program presentty unoer a Govemment Agency surveinance? 6
- 7. Numoer of Procacten Personnel ,
Tates tuli time Cushry Control end inspection Personnel oces your cueniv Program .nciuo. esteonsned eunctions and wrinen procedures for sne fonowing-O YES O No x. Insoection OYES O No :
- 3. 09. nation O Ycs O u II. Celery Assuronce Program E YES No xi. Test Control O YEs No xil. Controi of Meseurmg and To.t Eevement O YEs O r. :
ill. Ds6'ge Control E YES O no xill. Nondung. Storage and Sheoing OYES Oi: IV. Proctreement Document Control Oves O r-E YES O No xiv. ineo.ction. Test and opereting Status V. Instructions, Procedures and Drawings YES NO xV. Non Conforming Meterials. Perts or Components O vEs 0-V I. Document Control - XVI. Corrective Action OYES t r. _ Vll. Control of Purchased Materief. Eevioment oW Oyes O e.c-O YEs O No xvil. Queirry Assuronce n. core. Services
. XVill. Audets O vEs Oru r '/ Ill. Identification and control of Material. Ports and !
Corrponents O YEs O NO I IX. Control of special processes O YEs O no ' l
/ re your weiders certified to ASME SEC. lx C AWS Standeres " , OTHER O rA., ys- faci'nies be surveyed to supplement the above information? O YEs O No mi.er s omments:
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Tha Phtse I affart, genur Each of ths Phaso I reports has bsen sub2itted to
,/ ths Own2rs Group.
Purposa of ths Phasa I Progeta vat to establish
,( the NRC for review. i to c a basis for licensing plants with TDI diesel generators pr /or)
/
completion of the Design Review and Quality Revalidation (DR QR! Based on the results from these rep. orts, the f program (Phase II). i
Owners Group has concluded that provided the Phase I recommen have been implemented the TDI diesel generators can reliably pe
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their intended function. Group The Phase II DR/QR review has also been completed by the Owners , This review was performed to show that critical for PNPP. d t ly components, other than those examined in Phase I, were a equa e Implementation of the DR/QR field l designed and fabricated. I inspection provided further assurance of the reliability of the
-: f engines as qualified safety related devices.
- f
~
.. a
*he third function of the Owners Group was to establish speci ic The Owners Group technical staff, component tests and inspections.
Q] during'their review of the engine components established spec N q) t inspections, preventive maintenance, and surv s j mendations. function over I assurance that the engines will perform their intended
- i X .
the life of the plant. Ql - ,
'l Group.
a PNPP has consitted to implement the requirements d by Phase of the Owner All up-grades required by Phase I and inspectio'ns require Any additional tests II will be completed prior to fuel load. d in the required by the Owners Group will be completed and evaluate A maintenance program that will assure the TDI same time frame. h life of the g engines will perform their intended fune:1on for t e plant will also be in place.
, , i will Based on the above, it can be concluded that the life the of TDI PNPP. eng nes s
perform their safety related function throughout i nts and i With the implementation of all the Owners Group's requ program, the reme with the establishment of a comprehensive maintenance Plant will TDI diesel generators installed at the Perry Nuclear Power . meet the requirements for a full power license. 26 .
.---9 7- -g #.-- --+~ .,,9 y-----c- -p9 ,-r,.
------.y
' Program Plan Schsdule
'. .v Coal ' Actual ,
Milestone 12-21-83'
- Join' Owners Group '
3-6-84
- Component selection for Phase II 10-26-84
- Submit PNPP-specific responses to NRC questions Variois *
- Receive Lead Engine Phase I Reports 9-24-84
- Begin work on Initial Engine -
j Teardown and Inspection , 1-4-85
/- - Receive completed DR/QR reports
- (Phase II) from Owners Group 1-11-85 -
- Complete work on Initial Engine teardown and inspection 1- 17 -8 5
- Submit PNPP Diesel-Generator
. Program Plan 1 8 5 f" ,
- Submit DR/QR Reports to NRC i 2-15-85
- Submit'results of Initial Inspection
)
; t.o NRC 3-19-85
- Begin Engine Pre-Operational Testing -
5-9-85
- Compl,ete Engine Testing 5-10 85
- Begin Supplemental Engine Inspections 5-21-85 .
- Submit Engine Load Verification to NRC 5-24-85
- Finish Supplemental Engine Inspections 6-1-85
- Submit Supplemental Engine Inspection i
results to NRC i
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i N (Pc IT b Pistons i
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m LILCO has also discovered 1 n indicationsUu 23_of_24 pistons inspected during the disassembly effort. These pistons had been field modifi'ed to remove spherical vanberu from the crown to skirt bolting assembly. and replace them with b51Tehe~ 'wisher's.~ A:
" - ~ ~
10CFR21 was issued as a result of the discovery. Morning Wrapup After PAA's presentation, a motion was made, seconded and approved to utilize EPRI/ffSAC for maministrative management of the User's Croup. The scope, task and. costa of the services are to be determined' and approved by the utility executive.a.. The maeting was divided into two groups for the af ternoon session; one Eroup' to prepare a proposed charter, the other to prepare questions for the Trancamerica. Delaval meeting on 11/30/83. . I
\
Af ternoon Session The charter group and the T.D.I. question formulation group separated for. the
.nf ternoon meeting. A rough draf t of the charter was formuisted. It was agreed that the User's Group should consist of a tgchnical. con =ittee reporting to_an _crecutive coczdttee of corporate Icadership. Funding for projecta la proposed to be by- those UEiliti'es'who wish to participate in theoc projects. Each ucility shoul.d have onc. 'fvote regarding Uner's Group activities. Ho_ decisions should be made by the User'a-Croup that could affect diesel generator unufacturer competition in the fuiure. The charter'will erpire 12/31784~ bet may be' extended' at that time'if deemed iiecessary by- \ corporate executives. The charter is being co:epleted by Mr. H. Wyckoff of EPEI. -The User's Group proposes a meeting of corporate executives in mid-January 1984 for. revieu end approval of the charter.
The T.D.I., question group completed and agreed upon a selection of pertinent questionn-to be presented to TDI officials on 11/30/83. The questions are attached to. these minutes. The meeting was adjourned for the day. Minutes of User's Group Maeting With Transamerica Delaval L1/30/83 Af ter assembling at the TDI facility, TDI officiale gave a brief outline of their. ceganisational structure and introduced management personnel in attendance. These unsgers and their titles are as follows: Ron Pabers - Assistant General Banager Al Fleischer - Manager. Project. Engineering Morria Lowrey - Manager, Eesearch and Development Alan Barich - Manager, Customer Service Roland Tang - Manager Applied Mechanics Richard Boyle - Manager. Quality Assurance - s Creg Beshouri - Research and Development Engineer Page 3
I - 2 I LONG ISLAND LIGHTING COM PANY d' *# SHOREHAM NUCLEAR POWER STATION P.O. BOX 604, NORTH COUNTRY ROAD e WADING RIVER, N.Y.11792 J February 17, 1984 g ggg(7 9 4 l
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Toi All TDI Owners' Group Executives,
. Alternates, and Site Representatives
Subject:
NRC Developments
References:
7 1. Response of Governor Mario Cuomo to Suffolk County's Motion to Admit Supplemental Diesel Generator' Contentions on the Shoreham Docket (Attached)
- 2. NRC Staff Response to Suffolk County's Motion to Admit Supplemental Diesel Generator Con-tentions (Attached)
As you know, we have been attempting to work very openly and directly with the NRC staff in order to expedite the progress of the Owners' Group Program and to obtain NRC concurrence on the substance of the Program elements. Another very important objective of this approach has been to obtain NRC concurrence on our proposal to permi_t_p_lant licensi_ng_on_the_ basis of Phase I of
,theJrogram-(resol'iiEion of thT16 known problems) .
~ ~
In addition to the generic Owners' Group efforts, Mississippi q Power & Light, because of its readiness to resume power ascension, is proposing to the NRC a further accelerated schedule in their case based on work that they have done coupled with accelerated work in certain areas on the part of the Owners' Group. For those plants in ASLB litigation, weJ a.ve_b.een_. urging the staf_f.,.to comm.ence._li.tigat.io.n_on_an_i_ssue-by- issue _ basis (that is component-by-component) in order to get procedings started wherever possible. Our approach in working with the staff has been to provide preliminary information wherever possible, to discuss issues at NRC meetings even if those issues are still under study by FaAA, SWEC, or other Owners' Group elements, and to establish a professional working relationship. As you know, all meetings with the NRC have been transcribed, and intervenors have been present. These developments have had a chilling effect on the exchange of information between the staff and the Owners' Group. In addition, the int'ervenors have made numerous self-serving and negative remarks on the record.
.A di '
.The positions outlined in the two attachments to this letter, coupled with NRC statements made at yesterday's Owners' Group meeting,-now make it clear that our approach to dealing with the
'NRC on the diesel generator issues will have to be substantially ~~
modifie_d_. Despite the forementioned effort's to convisc~e"th'e" ~
~
staff to reach preliminary conclusions on the basis of early
. /
. inspection and analytical results, the chilling effect of con- f
^
-ducting.
.possible. business in a " fishbowl" This is illustrated by the indicates thatdocuments referenced this will not be (
which generally take the following positions adverse not only to Shoreham, but to Grand Gulf and any of the other units in litigation as well. NRC Positions on D.G. Licensing Schedules
- 1. Titigation for the diesel. generator issues should not st'ait'until'il'l 16'of the known problems,(Owners' Group Phase.I) have beEn~iesolbed - this mean's, as confirmed
^
by discussions wilh th D 5IC', f,inal reports will have to be submitted and evaluated by the NRC~pFior to proceeding with the hearings.
- 2. The.NRC intends to issue individual _ SERP for each utility,on the diesel generator issues 45 days after-the receipt of the last final report of Phase I.
-3. Litigation'on the diesel generator problems should not begin until all Phase I reports have been submitted and the SER for each individual case issued as outlined above..
- 4. The. staff review cannot proceed because no formal program plan has been submitted by the owners' Group (this despite-several presentations, and a significant amount of material which has been provided to the staff) . 1
'The last point is particularly irritating since the Owners' Group has lost considerable time in the preparation of a formal program plan and. Phase I final reports in order to meet with the staff on numerous occasions to answer large numbers of questions. Unfort-unately, this sacrifice in schedule, which we had been willing to absorb.in order to be responsive, has not helped us achieve a prompt review of issues by the NRC staff.
In an effort to achieve prompt and efficient review, we are, therefore,f taking the following steps:
- 1. We have requested that no meetings be held for the next d three weeks:at least so that the owners' Group can
-concentrate on finalizing and submitting the following, items:
3 .- af
- s 1, (Con't ' d . )
- a. Final Approve Task Descriptions for all Phase I problems (16).
- b. Submit final, approved Owners' Group Program plan.
- c. Submit final reports on a number of Phase I items (crankshafts, pistons, and bearings as a minimum).
- 2. Information on analyses or inspection results will generally be provided to the NRC o,nl,y in final form.
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- 3. The Owners' Group will limit any technical, meeting discussions to those ite3i whichl aiis~b^e'en finally reviewed and formally submitted to the NfC7~~~~"
..~-~ ~_.,_ _ ,,_, ,
- 4. We will continue to respond to NRC requests for informa-tion regarding the Program; however these requests will be funneled through a central point in the Owners' Group
(, M r. John Murphy, SWEC, the Licensing Manager for the Owners' Group) to ensure that adequate oversight is maintained. It is unfortunate that the_outsideJr_e.s.sures.on- the-staff have forced us to take these steps. Given the circumstances, the measures outlined above are, in my judgement, required in order to protect all of our interests. If you have any comments or concerns regarding how we intend to proceed with regard to NRC interface, please call me at (516) 929-6774. A/'~ /)
"4 mt.uz W. J. Museler -
Technical Program Director TDI Owners' Group WJM/mm . Attachments cc: M. S. Pollock R. Najuch B. R. McCaffrey M. H. Milligan J. Murphy R. A. Kubinak C. K. Seaman G. Rogers W. Baranowski/E. J. Brabazon J. Kammeyer - C. Wells SR2
l DUlm POWElt COMPANY "
^8888 '38" GENEllAL OFFICES " "'If .4 o$
( 422 SOUTH CHURCH STREET CnAnLorrE, N. C. 2S242 .
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' TDI Diesel Generator Owners , Group OGTP-109-0-56 Re: July 11, 1984 Meeting between NRC/PNL/
TDI Diesel Generator Owners Group The main topic of the subject meeting was a discussion of the PNL Report on the Owners' Group Program Plan. This' report is attached for your information. The major point of contention with the PNL Report is in the area of endurance testing to 107 cycles (approximately 750 hrs.). This endurance testing would be required for lead engines at high power levels. Even though we discussed.two components (AE Piston and Crankshaft) in detail,
.the report, implies all components are required to undergo the endurance
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test. One of the key arguments we made was that the loading requirements.of the engine is much less than the rated load. The NRC was very receptive to this argument and requested more information regarding site specific diesel engine loading requ'irements.
~ Attached to this letter is a LILC0 submittal which discusses loading requirements for SNPS diesels. In general, FSAR tables exist for each plant similar to the table attached.to the LILC0 submittal. However, this table has proven to be ultra-conservative in many cases. Also, very little credit is taken for' operator action to reduce , engine loads after 10 minutes into the accident.
Our plan is to develop curves for each plant similar to the one for SNPS (attached). Thus, the following information is needed for each utility. For the limiting transient / accident on the highest loaded engine. Identify the transient / accident.
~
- -1.
- 2. Identify the engine (Train A or B)
- 3. Initial peak load
- 4. All load decreases due to sequencing of loads or-ope'rator action or other reasons.
- 5. . A brief explanation of the reason for decreasing the load.
- 6. Source of the information (FSAR, Preop testing, etc.)
DUKE MANAGEMENT A'ND POWER TECHNICALSERVICES mm
If possible, the above information should be as realisti as possible and ( i not a repeat of ultra-conservative FSAR information.
. If you have any questions, please call Bill Coleman at 704-373-3488.
b Very truly yours, . C. L . Ray , J r. Technical Program Director TDI. Diesel Generator Owners Group yds cc: Alternates Licensing Contacts
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, i l' January 10, 1985 OGTP-733
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t Memo to File ' EXH /B /7 / / L -
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A -] Re: TDI Diesel Generator Owners Group Executive Comittee Meeting Minutes January 9,1985 File: MTS-4086 ,e The subject meeting was held in Dallas, Texas. Those individuals present are identified in Attachment 1. The meeting agenda (as amended during the meeting) is provided as Attachment 2. TECHNICAL SESSION I.- A. J. B. George called the meeting to order at 10:00 a.m. CST. Mr. George recapped the Executive Chair's meeting with H. R. Denton of the NRC on November 29, 1984.
-- Mr. George stated that Mr. Denton. was advised.t. hat the Owner's Group intended to
- ~
4 - close and -disperse-the Technicalustaff-in February 1985. He-also noted that the NRC should give favorable attention to applications requesting less stringent maintenance and surveilliance requirements from those in the DR/QR reports if supported based on additional site experience. Mr. Centon noted that such appli-cations would get appropriate consideration. C. L. Ray continued that in later discussions with C. H. Berlinger of the NRC, Mr. Berlinger felt that enough sup-port has already been provided to NRC to relax the 185 BMEP interim licensing
- restriction. Mr. Berlinger noted that NRC would not issue a singular action lift-ing this requirement; rather this would be accounted for in each plant specific SER. Mr. Berlinger further stated than an endurance run for Comanche Paak, as had been previously requested by NRC, should not be necessary in light of the hours already logged on the Catawba engines. The Catawba runs should serve as the performance test for the V-16 engine.
B. C. L. Ray presented the status and schedule of the Phase I and II effort (Attach-ments 3 through 7). A copy of the most recent NRC status report was distributed. Little change from the previous month's NRC status was noted. . Mr. Ray stated that indications from PNL personnel are that dates listed in the status report are not achievable. (For more details on this item see II A.)
-C. C. S. Mathews noted that TDI is on schedule for implementing MAC recommendations to enhance TDI's QA Program.
Much discussion centered on recently found problems with the cylinder heads to be provided for TUGC0 by TDI. (Found some dimensions out of tolerance per TD! drawings. Investigation of problem by TDI and TUGC0 revealed that areas where dimensions were not within tolerance would not result in any problems based on a design review and operating experience to date of other engines.) The problem
- was evaluated under.10CFR Part 21 and found to be not reportable. TDI does not plan to issue any for:n of service bulletin since no problems have occurred or are anticipated.
,i Memo to File ,
0GTP-733 January 10, 1985
-Page Two D. R.. Xascsak noted that fuel load for Shoreham is scheduled to be complete the week ending 1/8/85. NRC Comissioners are scheduled to meet 1/24/85 to vote on issuance of 5% power license for Shoreham. FEMA has cancelled the Emergency Planning drill scheduled in February,1985. No reasons were cited and the drill has not been rescheduled. Shoreham's SER has been issued (incorporating results '
of endurance run) noting that the TDI diesels are satisfactory for issuing a license. Two items on the diesels remain for hearings (concerning the block and qualified load) and will be heard before the ASLB beginning 2/15/85. John Bobbitt of SMUD noted that disassembly and inspections are ongoing on the Rancho Seco engines with completion scheduled for mid-March. Bobbitt requested that the technical staff review the DR/QR reports to verify that all inspection requirements have defined acceptance criteria to pemit those utilities that have not completed their inspections to do so and document the results at a 1ater date. G. W. Hallman of Duke reported that Catawba Unit 1 has a 5% power license and
. r. - .cachi.e;ved criticality on 1/7/85. _ Unit 2. diesels will- have AN piston skirts replaced
~b AE's by mid-year b~t u testing'wil-1 be-done with-AN's.
MP&L reported no problems with the unit operating well.
~
TVA noted that they were 25% complete with inspection on one engine. Vogtle has the Unit 2 engines disassembled and is awaiting delivery of one new block before reassembly can begin. Inspection has identified a gouge in the block (dimensions approx. I 1/2" vertical,1/16" wide,1/4" deep) that may present a potential water leak problem. This is under investigation. WNPS reported that Unit I has been mothballed until 1988. Unit 3 work will restart no earlier than 1986. Perry has not encountered any problems with the inspections since the last report. The first engine should be ready for testing on 2/5/85. Fuel load is currently scheduled for 6/15/85. Riverbend reported a crack in the expansion bellows of the exhaust pipe past the turbochargers. This problem is felt to be associated with engines having a verti-cal exhaust. The bellows has been replaced with a slip joint and is working fine. Comanche Peak reported on the dimensional problems with the heads noted already in item I.D.
f EXECUTIVE SL'MMARY This report summarizes the status of the TDI Diesel Generator Owners Group Technical Program as of Febr'uary 1,1985. 2 As reported in the January status report, all Phase I work was completed 12/11/84. NRC/PNL has requested a meeting with the Technical Staff on Eebruary 11, 1985 to discuss the results of PNL's Phase I review. Any remaining Phase I questTons can be answered at that time. PNL plans to issue all Phase I TER's within one week of that meeting with HRC to isste the SER's 30 days hence. The Phase II reports for Vogtle and WNPS-1 were issued 1/11/85 and 1/22/85 re-spectively (Attachment 1). Signoff of all Bellefonte reports and deletion justi-fications is complete with printing in progress. Bellefonte is on target to be issued 2/4/85 as scheduled. Revisions to the Shoreham and Comanche Peak reports were issued 12/21/84 and 1/24/85 respectively. All other revisions should be i issued by 2/15/85.
- The Executive Chair Comittee met with H. R. Denton on 1/10/85 to discuss work on Phase I and Phase II. Mr. Denton requested the meeting on 2/11/85 previously discussed. Mr. Denton indicated that the Owners should utilize the maintenance recommendations in the DR/QR reports for a period and request changes based on t successful operation of the engines. Mr. Denton also.noted that he saw no pro-
- - ~ ~
blem with allowing .the TDI angines to operate at 225 BMEP and this consideration would be~ given' in conjunction with the site specific SER's. The Technical Staff is on target for an orderly closure February 28, 1985. b " no further inspection results can be incorporat!d into the Phase II reports (for sites that have not completed 'their initial inspections) inspection schedule men-itoring has been deleted. The final status report for the Owners Group Technical Program will be issued February 28, 1985.
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f Executive Committea Meetine - ~ January-9,1985 3 PROPOSAL FOR CLOSURE OF TDI OWNERS GROUP There are two distinct organizations which should be treated somewhat indepen-dently when considering closure of the TDI Owners Group. These are the TDI
- 0wners Group Technical Staff and the TDI Owners Group Executive Comittee. . The
' TDI Owners Group was fomed to. collectively address the generic concerns raised due to the failure of the crankshaft at Shoreham and the subsequent loss of l
confidence in the TDI QA Program by the NRC. The TDI Owners Group Technical
. Staff was formed to provide the engineering services required to address these concerns and works under the direction of the Executive Comittee.
[ The TDI Owners. Group Program Plan provided for the Design Review and Quality ( -Revalidation (DR/QR) of the TDI diesel generators to be performed in two phases.
' Phase I to be a design. review of 16 generic components and Phase II being a DR/QR of 170t components on a plant specific basis for each of the. member utili-l ties. Phase I was to be the basis of interim licensing and operation of near l tem plants and Phase II was to establish the long tem reliability of the TDI <
diesel generators. Phase I has been completed by the Technical Staff with the only outstanding item being receipt of final SER's from the NRC on the 16 generic (( components. The last of the Phase II DR/QR reports is scheduled for completion b 1- -;-------by. February:4,1985.and progress to. date indicates"2 hat therschedule nis realistic.
-. .. __.__,...This means that-the-base load work scope of 'the Technical-Staff will'be completed ~
by the end of January 1985 and only the orderly closecut of files, etc. is anti- [ cipated for February,1985. This schedule and work scope is the basis for the 4 current budget projection. . The only function of the Technical Staff that could be anticipated to continue is the addressing of plant specific problems, inspection results, non-conformances, etc. Because of the availability of the Technical Staff, this work scope was superimposed on the. Phase I and Phase II effort but invoiced on a plant specific basis. Because of the intermittent nature of this work, it is not practical to maintain a full-time Technical Staff to perfom this plant specific work scope. , Based on the'above, it.is recomended that'the Technical Staff proceed to close out and appropriately archive the files and data upon transmittal of the last Phase II DR/QR Report. It is fully expected that this would be accomplished no later than the end of February 1985. At that time, funding of a full-time Technical Staff would be teminated. This closure of the Technical Staff would be similar to the NRC plans for closing out the TDI Project Group headed by Carl Berlinger and placing responsibility for review of remaining diesel generator issued in the plant specific project groups. Mr. Harold Denton advised the TDI Owners Group Executive Steering Co=ittee in a meeting on December 9,1984 that it was his intention to dissolve the TDI Projects Group upon completion of their review of Phase I. 3- - . 79 ( L , y n "d=*A.~% % 46 % L se,m.
_2_ , The reconmended alternative for addressing plant specific problems, inspection results, non-conformances, etc. subsequent to closure of the Technical Staff is to utilize the provisions, with any needed amendments, of the existing Utility-Duke MATS and Duke MATS-Consultant contracts which are currently in effect through June 1985. In effect, the contracts would become continuing services agreements with no specified scope or budget and would be exercised on an as-needed basis by the specific utility requesting . services. The advan-tage of this approach is to maintain continuity which would serve to take full advantage of work performed thus far and minimize the risk of unnecessarily rai.s i nJ any._a dd i ti o nal Je n eric_co n c e rn s . These contracts could be renegotia-ted and extenTed'as needed beyond June 1985. k- The TDI Owners Group Executive Committee has considerably more flexibility in deciding its future. The recommended alternative is to continue meeting on a periodic basis through June 1985 to share experiences and discuss concerns. This could be done with the existing executive members or it could be decided to replace the existing representation with people who have more hands-on technical experience. The need for meetings beyond June 1985 would be consider- - ed at the June meeting. One point to consider in making a decision on this 7
-alternative is that the visibility of the Owners Group sets the TDI diesel gen-i erators apart from other make diesel generators and other plant equipment as
._ ._needing special consideration. -
C. L. Ray, Jr. Technical Program Director
l l c, A i t i n i T I A T E o $ n A .s v L A T E l l PROFESSIONAL SERVICES NOTIFICATION i D A T E F wD T O A C C OUN TIN G SRM 25100 N O. % 41 R E V. 5 - 8 2 - - - - -
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NAME Southwest Research Institute VENDOR Aco R E 55 P. O. Drauer 28510, 6.220 Culebra Ed., San Antonio, Texas 78284 F ROM 4 S T A R TIN G D A T E 3 TO ( C QuP L E T ION DATEl PERIOD April 16,1984 December 31, 1984 FO R'A AL WRI T T EN TYPE VERBAL AGREEMENT L ETT ER O F AGREEM EN T
- AG REEM EN T
- For consultins services to review the data generated by the Transamerica DeLaval, Inc. (TDI) Diesel Generators OA'ner's Group formed to assess the __
adecuacy of TDI engines in nuclear standby applications. In addition to the _ SCOPE review, an excert witness will be made available to testify on behalf of CEI DE SC RI B E fiRI EFLY SER = vices TO eE on the results from the TDI Owner's Group. RENDERED. I h.KKtBiT /$ VEN CO R TO SU BYl T MON THLY-IN VOICES TO B E P AI D WITHIN 30 DAY S O F R E CEt PT X OTH ER ( PLE ASE DESCRt BE IN DET AIL) An initial payment of upon acceptance of the proposal with additicral PAYMENT pay: cents based upon invoices submitted every four weeks. Pcyment of invoiceE SCRI B E
.ic a OR %H AT co Ts wiLL to be made within thirty days from date of invoice. . E RElv - . U r,IF O AN D i HEcu EN CY - - - - -
di SIL LIN G. TO T A L C5'*w A T ED COST A C C OU N T O R JO B O R DE R N O. FUNC TION N O. 51000 6312 i r ne vi 5iO N: O rig iri A t o A T C NUveER OF THIS R E VISION IS THIS A ORI GIN A L E S TIM A T ED C 05 T 5 Y E3 NO REASON FOR REVISION w wy) a .n r ELEuCNT ORIGIN ATOR J. Lanovka/ . Christiansen P R E SID EN
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NUCLQ)g gy (f UYQ . DOCUMENT C T 85THAVENUE O. g0X 2 FILE 57 'h.w%0 gxgND.,cA 9 621 , ., / wm um E.
,3 RECEIVED November 11, 1977 W/181977 p .m.m. ..,.
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GiIbert Associates ' ' n t C ti 'v' E D P. O. Box 1498 Reading, Pennsylvania 19603 _ _ NOV 2 3 :" Atten ti on: Project Service Department "((cMEfdE** Subj ect: Perry Nuclear Power Plant , Standby Diesel Generator ~~
~~ ~
W.O. No. 044549-000 Order P-1152S - Spec No. 562 Delaval Job No. 75051/54 Gentl emen: - The enclosed drawing transmittal contains the resubmittal of our
~
qualification Testing Procedure. Referencing y~our letter of_ 0c{ob~eF4, ~1977 on thi's's'ubj ect, we have incorporated your comments 1 through 6 and Ba .through 8e and portions of 81. We have not changed the loading sequence since we have not received the new loading sequence. Also included la this drawing transmittal' are calculations which cover your' comments 8f through 8h. As far as your item 81 in your letter, it is difficult to prove mathematically or through testing th'at the engine will meet. the condtions spelled out in paragraph 2:07.1. of the specification, except for us to . assure you that the engine is capable of operating under those conditions specified. The best proof is the successful f i operation of our engines of similar design over many ysars of service , , ( under varying operating condi tions. Our engines have been used for power generation for municipalities where they have had to' perform over a wide load range .and also be paralleled to the grid network bus system. These engines are frequently started and stopped as many are used for peaking service, and sometimes go for days wi thout use but are then called into service and do successfully perform. S
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a _- e Gilbert A'ssociates - Novernber 11, 1977
. Page 2 '
Also,' many engines are used in marine service which is very der.anding since they frequently run at an overload condition to
- meet time schedul es. -
m We ask for approval of these documents soon since the test time quickly approaches. .... Very .truly yours , DELAVAL TURBINE INC. Engine & Compressor Division
. C. N - ,
'C. W. Doersom Proj ect Engineer
, CWD:1JJ cc: L. O. Beck - CEM#E A. W. Inverso H. G. Towers
. S . W Lea rn O f 9 D 4
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* ,' s OBa"" ele Pacific Northweu Laboratories P.O. Boi 999 Richland, Washington U.S.A. 99352 lelephonc (509) 375-2780 Telen 15-2874 April 18, 1984 m- -.
. ' ? s wp rm~n.3 Mr. Carl Berlinger l .
-]
Division of Licensing }- : [ M ;! b 7 / ' k%i - c~ j Office of Nuclear Reactcr Regulation b *
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U. S. Nuclear Regulatory Commission l
~ ~ ~
- - ~ " = a- J Washington, D. C. 20555
Dear Mr. Berlinger:
CONTENT OF 0WNERS GROUP REPORTS ON GENERIC PROBLEMS - DIESEL ENGINE OPERABILITY / RELIABILITY The Owners Group reports on generic problems received to date have not provided sufficient information to permit a meaningful technical review. These reports will provide a large part of the basis for resolution of generic issues. Therefore, they should be, as much as possible, stand alone documents which will allow the NRC to assess the appropriateness of the proposed actions. To provide an adequate basis for review and comment, the reports should include as a minimum the following items: e a definition of the generic problem being addressed a the methods used to determine the cause of the problem o the corrective actions to be taken to resolve the problem e pertinent information from references not readily available. The first item required in each report is the definition of the generic problem being addressed. The report should state what was wrong with the component and why it was included in the list of Phase I generic problems . A description of the component is needed. This description should include sketches with dimensions and an explanation of the function of the component and the loadings it sees. The materials used should be listed. Any requirements for conformance to industry codes and standards should be included. If. photographs are included, originals should be included in all review copies. Drawings must be fully legible. Reported failures and causes should be listed and categorized as from nuclear and/or nonnuclear experience. Consequences of failure should
/ ,
p Mr. Carl Berlinger April 18, 1984 Page 2 be noted. All reports reviewed to date have investigated the design adequacy of the components. Other possible causes of failures such as inadequate quality control in manufacturing processes or assembly, the use of inappropriate parts, inadequacies during installation, or incorrect operation should be considered. If the design of the com-ponent does not require modification, then the problem must have been related to other causes and the methods used to determine these causes must be identified with sufficient clarity to permit evaluation of plans for corrective action. Once the cause of the problem is determined, the corrective actions to be taken should be addressed. If a new design is indicated,the applic-ability of the new design should be defined. The TDI engines for which the new design applies (or not) should be listed. The impact of any corrective actions on other components must be determined. Any operating experience with redesigned components should be specified. Sufficient supporting data needs to be supplied for interested parties to follow-through to the conclusions. Evaluation of analyses requires a description c# the analytical approach, calculational models or methods used, and basic assumptions and the rationale for the assumptions. Boundary conditions used for analysis must be included. Use of references for the bulk of these matters does not permit the reader to follow-through to the conclusions. Test program plans need to be more explicit. Clarification is needed about whether or not plant unit tests or special component tests will be conducted. Rationale should be provided if test engines or engines of different configuration or service demands are tobe used. How will the functional capability of the components be demonstrated by the proposed test program? How will the loading conditions and number of stress cycles
- experienced by the components during the tests demonstrate the components' acceptability? What will be the qualifying results of the tests for this component? What will be considered a failure of the tests for this component?
In additior to the testing requirements, the quality revalidation of these components should be addressed, especially for those components where inappropriate or inadequate parts have been used. The steps that will be taken in the form of operational surveillance and maintenance programs to address a specific generic problem should be presented along with steps to prevent operator errors that could adversely affect the component. Many of the above items will probably not require a great deal of backup analyses or information. However, an adequate discussion must be included to permit the reviewer to reach the same conclusions.
*, 4 j Mr. Carl Berlinger April 18, 1984 Page 3 A statement should be included that the generic report has the approval of the Owners Group and is in compliance with the Owners Group Plan.
If the above issues are adequately addressed in each report, a substantial improvement in overall communication efficiency is anticipated. This will considerably reduce the need for exchanges of questions and answers at Owners Group meetings. Further, the overall review cost, complexity and time required will be reduced. Very truly yours, ()l - aA Walter W. Laity PNL Project Manager WWL/bc cc: M. J. Plahuta, DOE-RL f
I
- ~ . _ -
_ ... 43 ! I with the San onof re's? M /-[ /6 /7 [ 1 2 MR. JOHNSTON:' Tne'only utner engine tuac 3 we've actually measured is Shoreham because as you ll know we did an extensive test program there of both i 5 torsiograph and strain gauging. From those 6 measurements we found that the largest stresses during
} a f ast start at Shoreham were lower than the stresses, i steady s tate stresses , at full load operation at
? Shoreham.
10 So we actually had those measurements at
, 11 Shoreham and found that during both coast down and 12 start-up all the transient conditions we considered.
11 The largest stresses are below the full load steady 24 _ state operational stresses.
'5
. Now, the reason for that is fairly apparent 16 and Clarence Ray addressed this earlier on when he 17 indicated that the V-20 is unique in that it has 2 or la 3 criticals that are the worst criticals in the 200 to 19 300 rpm range whereas for example, at Shoreham the 23 largest order that one is concerned with is the fourth 21 order which resumates at 580 rpm. So you never get 3
22 there during a start-up ordering coastal. s ..
!3 MR. MURPHY: What about the V-16's? /
14 MR. JOHNSTON: The V-16's also have their i 25 largest torsional above the full load operation. The (202) 234-4433 NEAL R. GRGS t- CDURT REPORTERS AfD TFMSCRIBEFS 3 a
44 i 1 three'and one-half order of critical, I don't remember the exact frequency but it's in the 500 rpm area. I'm 2 3 not quite sure of the exact number but again it is l 4 above the steady full load operational speed.
'S MR.' MURPHY: Were there any criticals done 6 around 420-4307
- 7 MR. JOHNSTON
- There is a fourth order 8
' critical at about 420 or 430 as you mentioned on the 9 V-16.. That critical -- the forcing function for that
- 10 is relatively small because it's only due to the
^
11 . imbalance between the left and the right cylinders. I 12. In fact, in our torsiograph testing at 13 Catawba in order to determine the natural frequency 4 14 where you run steady state response at different i 15 speeds,.we captured that fourth order and with the low 16 forcing function first-of all due to the fact that 17 there's only this imbalance -- only due to this 18 imbalance between the left and right-banks and 19 secondly in the fact that we're looking at a very low 20 load at that time even in a fast start, the racks have
,' 21 receeded a lot once you get up fairly close to 450
~22 rpm.
23 If you look at the pressure profile, you get 24 a lot.of pressure at the beginning and then it decays
.25 off. So you have a very low forcing function at the i
NEAL R. GRCSS (202) 234-4433 COURP REPORTERS AND TRANSCRIBERS
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,C3( ' .q APPENDIX !! -
NS h j h' y y.M g OPERATING PRESSURES AND TEMPERATUR ' Wd)RE q,+ 1. 2- ;>& im 5kk ' he (f7RESSURESThe fo!!owing pressures should be
- ,y ff 17.6 kg / s q cm ipp 17.6 kg/sq cm I(I 4
250 psi
.6 W MStarting Air Supp!y 250 psi ......................................
Nd Starting Air Header hould be as follows:
,,A kg/sq cm p%pWhile running at rated speed, the operating In.-hg pressures s ps! 3.52 - 3.87 nt R 101.8 - 112.0 1.41 1.76 '9 3 Qw. 50 - 55 ..........
20 -25 .......... 40.7 - 50.9 61.1 0.70 - 2.11 20.4
; 7' g Lubricating Oil' 10 inlet
- 30 .......... 1.41 - 2.11
' J: bi Lubricating Oil at Turbocharger 40.7 - 61.1 ..........
'E % .lacket Water 20 - 30 ..........
. l' Aav{FuetOil i" Sr n
folfows: T e' TEMPERATURES L';;
}i.,t While running under rated load, the outfet temperatures shou W /: Lubricating Oil out of Engine
- 1708 F - 180' F (76.68 C - 82.28 C)
Jacket Water out of Engine
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[ lt [ EXHAUSTThe exhaust
]i ;T factory test under local TEMPERATURES. temperatures shown on the Fact f may exceed this average d normalif within plus er minus 508 F of tne avera id ambienf conditions. Temperatu temperature. Exhaust temperatures may be cons ereeding thi p t.
taken for all cylinders. Temperatures, high or fow, exce 7
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, inus 75 psi of the average fur all cylinders. Hig fg ;O FIRING PRESSURES.
Firing pressures may be considered i normalif ted (see Section 7).within plus or m
];l 2 or low pressures exceeding this range should be invest ga
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/: y ;, guide to proper operation. Except as not N^ NOTES.
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' fp Operating pressures and temperatures d orrection.
listed are established l{ f-; for exhaust temperatures and firing pressures, r corrective they s When making adjustments as a resu!t of a high or low cvk n into account w - f temperature and pressure readings must be ta e M [. i action. m 7-
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.. .i-h. COMPONENT WElGHTS.
it must always ce used
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- The component weights listed below are approximate and are intended
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't j s 7 Q:j cperations. Suitable weight handting equipment of sufficient weight liftin 5 i' M -% when handling heavy and unwieldy parts and assembfies. Approximate Weight (Ibs)
...fiM.....,
g Item 1100 7: @e?
.................................................... 600
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' Cylinder head Piston and rings (tess pin) .............................
120
,. '7 ,r-. 624 P isto n pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7- h }sp,' 700 _ '1. ,'. y f Masterrod....................................................... 600 U nk r od and box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
' k .@.5 Cylinder line r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365 Cylind er hea d sub-cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 ........
S l.: C,(( Cylind er h e a d cov e r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 675 .750
.[i: C amshaft (lessRV.16.......................................
cams) RV.12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . k.L2Jj . 20
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Cams (average) .................................................. 370 M,, 200 d; Main bearing caps: FrontInter mediate . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 ......... j . .91 Front r e ar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
' }j; g:.. Rear rear ............................
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MQ N; ,dM-kIb PART C - PISTONS AND R'ODS
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L , yn w i'ktf'.U:qr- N GENERAL. Model RV engine makesit possibfe to removed piston the pistons and their 1I DE ji 7Nhi The design features of the Enterpriseg7 rodslinkby either rod without having to remost the rod isput ing them first, then the master rod and its piston ditbearings is possible, however.,to remove
$ f ! rifr # [h.f W ~ other, including its cylinder head.
slightly different than if the link rod were i haid.removed. Connect ng ro The premdure for remo may be removed without removing vitner
, - J Mi*? rod and piston and without having to remove either cylinder
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-. . D+ f&- uD The procedures in the following paragraphs d before d
involve ie dy parts in the handling of heavy an u use. and extreme
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a confined spae. All weight handling equipment must be insoectehandled is under com Q [hgf ] $- care must be exercised to insure that the weight of the parts being tend any pct of his controt at all times. Under no drcunuttncer should any person to ex
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bd em Figure G C 1. Connecting Rod and Bearings V .;
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&;f O. f the parts covered in this pam e t i, y,:t T .h PARTS LISTS.
'gp Refer to the below listed group parts fists in the Farrs woual for a breakdown o
%gi. manuat.
f1 .; #. s-340 Group Parts List. Connecting Rods. y a. _~ N. .?M:. '
- b. 341 Group Parts List, Pistons.
. + dIy -
315 Group Parts List. Cylinder Block and Liners. c. 7 .. . ga d. 500 Group Parts List.Specia! Tools d __ mea
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59 Well, our position is -- has MS.. JOHNSTON: d 1 l 2 been that the imbalance that results between the arti f effects,'
~~
side versus the master side is due to.a, number o 3, try one of which is the difference in the physical gecme dif-4 h of the articulated rod itself, another is due to t e d 5 ference in the time versus volume in the cylinder, an 6 h cylinder pres-
~
7 thus there would be minor differences inh t fact e 3 hat sure as a function in time, and also due to t e 3 that cylinder
-- which we believe is the biggest fact --
9 n in to pressures typically do not fire exactly evenly,and eveall id ,- i one cylinder, let alone in more than one cyl n er, 11.' - i than of those variations, some are more determinist c
' 12 .
i others. 13 ' the request of Mr. Sarsten for For example,
- 14 < d tainly calculati.ig the motion of the articulated ro s cer i 15 16 can be done, but are believed to be small in compar son 17 with the other considerations.
Thus, the way to determine what kind of an 18 is to per-19 imbalance, what kind of response one could get form a torsiograph test and actually measure the response 20 fourth order at the particular frequency of concern, tha 21
- 12 frequency. '
That is what we have proposed to do, and 23 24 I will be doing on each of the installations. MR. SARSTEN: This has been done in one of 15 ~ ~ ~ ~\ I
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Here we'have more of a problem of scmething 1 2 being theoretically in balance, but with problems for per-haps drastical stresses if we have a slight imbalance 3 4 between the cylinders, or if we calculate the motion of 5 the link piston more accurately. 6 The report just mentions that ene is to 7 refrain f' rem running below 440 rpm, except during start 3 and step , of course, but dces not-perhaps specificall3',. r . t 9 address the problems thatsone has there. fic If_you run briefly through the report, ycu' i
- i. We
iVI - ;I tt not really sure why you should keep above the speed. ,-
A . -j
! :- L . l 12 really.here have a problem if th2re's' imbalance between the two banks, because in theory, of course, if we had
.fNJ l 13 . .
i' _N ! identical rods and weight there would be no input exitatir Qg l !4
\s l at all at that.-- at the fourth order.
lh7, i 15 N
'd f 16 Perhaps the report should more address the l',
I
; 17 balance between the left and right banks, what will happen'
-----J~.a la if cne cylinder misfires; for example, which stresses could
' 19 we then run into, how long would we be able to operate ine t a-20 engine with one cylinder misfiring, for example. MR. DINGEE: Has that been a consideraticn,
'21 12 the lack of balance in the potential for misfiring?
The lack of balance has been 23 MR. JOHNSTON: i 24 a concern, and that is the reason why we have requested 2S that each plant conduct a torsiograph test to -- so that 4 e
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1 the fourth order, the order of concern, the one that is 2 critical at 430 rpm, can in f act be measured. ' Specific calculations have not been made 3, 4 assuming either one or more than one cylinders are not firing. > 5 . MR. SARSTEN: I think it would improve the' 6 7 report if this was included. Secondly, we have the problem of the ty.ue 3 9 motion of the link piston. . Excuse me. Is that something MR. RAY: to f 11 that's typically done in the industry, for all cranksha ts , 12 you assume a cylinder misfires, and. calculate the stress? 13 Is that a DEMA requirement? That's not a DEMA requirement. MR. SARSTEN: 14 for example. They 15 It is a requirement of Norske Verritas_, 16 automatically have it in their program, a check for a 17 similar misfiring. That's on marine installations.
MR. RAY:
Is that an industry standard prac-
'1' S 19 tice? .
That's standard practice on 20 MR. SARSTEN: marine engine installations, yes. But if it would be , 21 i But because of ; 12 required here, that is an.open question. if the 23 the severity of the problem, the potential severity 24 cylinder misfires, perhaps it should be addressed in this , 15 report and strengthen the requirement that you should not e m
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q' g .. _3._- 52 - I go below 440 rpm, for example. ! How do we strangthen when we've -- ' MR. RAY: ~~ 2' f What I' m saying is that. . the 2 1 MR. SARSTEN: 3 'f
) We specifically said no, and MR. RAY:
4 appli- , we've also concluded that the -- on these stationary 5
, they cannot run at that when they are 6
cation they do not, 7 matched ihto the grid.- I don't think the statement can speed. , p> be any stronger, we don' t run at that l 3 - i MR. SARSTEN:. What 9 You can.' t stay in phase with the i i MR. RAY: 10 I ,
,. l grid run at that speed.
No, but'the croblem is here, 11 . MR. SARSTEN:-
't -- can t ", j.
when you're not in phase with the grid, you can itu-
,13 y,
drop both below and above the speed in an emergency s ation where you do not have a grid. 15 Paul, you might -- maybe you , i MR. COLEMAN: ! 16 ' i d the i 17 ought to correct me, but we did tests and exper ence kd ! 13 rapid' load, the pickup and drop of the engine, i I and ( loo i at the speed range, at least at the shoreham eng ne, 19 I think you did put it know. What did you find there? 20 in the report. it The ability of the engine ' MR. JOHNSTON: 22 h governor was to maintain its speed as controlled by t e 23 imposing a step load to tested on the Shoreham engines by 24 id, to see what 25 the engine while not connected to the gr I L
- . 2 +
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4 N 74
\,
I various crankshaft analyses. Is.that one of those? 1 2 MR. SARSTEN: Yes. That was included.
~~
MR. DINGEE: I'm not certain in my own mind 'I 3, . Where ': 4 how they closed out the concern for imbalances. I i t
-- l 5 is that MR. SARSTEN: No, we didn't close it out.
6 , MR. DINGEE: I think'that we'were going to l 7 i a rely on their measurement of the engines, but that's p.. l I 9 something that we need to debate among ourselves how much ! 10 of that. we felt was necessary. MR. LOUZECKY: Can I bother you for just. " 11 i 12 a minute? Would it pay the owners to'have an analysis made f3 of misfiring of one cylinder, particularly the 16? The 14 16 looks like it could. be a serious problem if for any 15 reason one cylinder misfired. 16 The only way you balance an engine is by 17 checking the rack setting and.the exhaust temperature. la other ways get very ecmplex, so b was wondering, would it , 19 be worthwhile to have that as a backup production for the i i 20 Owners Group? J 6 21 MR. DINGEE: I'd have to ask the censultants 22 what the probability of that event occurring is to see 23 whether we're in never-never land or high-probability land. MR. HENRIKSEN: One cylinder misfiring 7, 24 25 That's very likely to -- . A
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75
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MR. DINGEE: Very likely? I MR. HENRIKSEN: We have a report from Grand 2 ' 3 Gulf that they had a pump stuck. That will do it. I MR. DINGEE: How do you feel about that? 4 MR. SARSTEN: I fee 1 this report should at 5 ,
'least address it and show how large the stresses would be -
6 in this case. It would be normal practice for marine 7 a engines in Europe. , MR. DINGEE: . So we judge that to be impor-9! 10 tant and would like to make thac request, then. 11 MR. SARSTEN: Yes. Because it could lead . 12 to a recommendation the en,gine be shut down, operated,at 13 lower pcwer er below a certain power if such a condition 14 occurs. MR. DINGEE: 'Have we closed 1-E out, inci-15 16 dentally , this -- the f act that the c'ritical is at 430, i 17 which is closer than five percent to the '450, and what the 18 significance of that is? MR; BUSH: Isn't that tied to the cisfiring, 19 20 to a degree? It's tied to misfiring, yes. 21 MR. HENRIKSEN: c MR. DINGEE: So it's all part of that same 22 23 action. MR. HENRIXSEN: Yes. . 24 MR. DINGEE: Okay. 25 . 9 9
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9 p? 4 d PART H - ENGINE BALANCING m,e .e.w, .. k,. , ll cylinders. If it is not, one or more of the cylinders Sky @ i l{t GENERAL The load on a diesel engine should be evenly divided between a _ r:h - p . ] ,f[ - p M j will be forced to carry more than their share of the loa of the following conditions.
'g . K/ [ economy and the possibility of experiencing one or more N,di i 7 (Y$ M k .'bR c s.
Scored pistons and liners. _? ;j L p
- b. Exceuive vibration.
a ( W@x p vg; is?Q{
,% Excessive piston, valve, bearing and crankshaftwear.
c.
. _.+ '
d. Excessive fuel consumption. M37 Excessive tubricating oil usage. Jj,- . A um k,.[g m S s. i btained by having all the fuel iniection put is CYLINDER SALANCE. is in a position equivalent to full load. In or::er t - 9 9[sM;p$y The ba'ance between power cylinders librated on Enterprist diesel engines s o hg read the same millirneter of rack position wheninthe accordance governor with the fuel pump manuf acte g p" w ie ' accomplish this it is essential that 311 fuel pumps be cadu.ag factory test and
,l specifications. The fuel pump rack levers are adjusted
- M fuel rack shaft.
,, k[4{W ~
c.
~
- q ] CAUTION" L er be used between ygpf This setting should not te changed in the field, nor should shimm ng evto c i
r.dividual
' W y@xi the fuel rack lever clamp and the fuel rock lever k lever to the fuel rack should W[
- s .jf ,g.
yi cylinders. Also, the female rod end which connects the fuel ract res indicates not be adjusted.When a variation in cylinder exhaust tempera uby changing the ygg an underloaded cylinder, this condition should not be remediedld be determ
'j g rack settings. Rather, the real cause of the malfunction shou NM h% ; .x quipment is manufactured with close wore FUEL INJECTION EQUIPMENT. i i
h .. e Clean fuel is essential to the i i operation the fuel can of cause s diesel pumps engine. or spray Injectno221es on e to ma
' $ tolerances and, therefore, dirt or other impurit e notes visible n Pumps to the naked eye,may be caused by sma't
,~y' depressions in injector valve seats,some 50 small they arand valves must be checked and c'r.
ber.
- f *f. of dirt and will affect spray patterns detern in the inedcombustion from experience, cham however, care must be ta d il'/ li act arnounts of fuel according toblem the ma millimeter setti
^
[ N ), i' periodically. The frequency the ba!ance of cleaning can bestwillbewait of the cylinders too loa be af fected
$ y[ their fuel pump racks. If they do not, obviously i i
] 'gp corrected. It is recommended that whenever a fuel pump s d sasse
,R with the manuf acturer's specifications.
N. j , [.
- 1. n u , f. <
3 4 y- ENGINE OUT OF TUNE, king. There are other f actors which i* Q Spray nozzles are usus!!y suspect if an engine is out of tune or smoidered wh Jjdl contribute to these conditions. All of them should be cons hl[f[
+.qq ' : {, .s;.
(f M Q
;$ Q% - - - _ - _ _ _ _ _ _ _ _ _ _
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I,h:a.)y y- a $;s.Q. -- w- ~ y'f,,g<,g& h AN.8~ it T 4 WJ s.s.2 M W W. [$f [3.c(g? tion Manual 3h@v W> ; o dikRT H - ENGINE BALANCING (Continued) 3'. Ignition timing.
.L f-[p.gj -g[ a. , ~ -?. f. LN. y ' Short or fong burning lag in some fuets.
N9,N d5 b.
- e. ANr t.
2:.:4 y ' S ;') c. Cetane rating of the fuel.
-g:ogg - '.,
1.
.- '2 Low compression pressure due to leaking valves. .%" p t d. $m e.:
[k.[ t Worn piston rings and/or liners.
- e.
- kb r m~
5R.cl 5yWA::- A change in fuel oil.
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t
- M. Def ective fuel injection pump (s).
?i W~ .v x:d g.
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Valve or linkage maladiustment. h.
%.4 -f y A. dition of an engine and ld be used as diagnostic tools for determining the conrating con x w h.v.2PREVENTIVE MAINTENANCE. "4 k tg All available operating information shou st temperatures are very valuable indicators There of .g;[WL .j Mtoinbeplanning considered, preventive peak firingmaintenance h
pressures and cylinderactionsextoauide maintain individual res, and the Q% ,@ of a cylinder. The pyrometer md thermoccupies prov The engine log is also an exceIIent 2.'%;@$ 'N$ are a number of commercial instruments availa ntive maintenance purposes. ith written observations of all pertinent f actors. 7 ,[(Yh[
~
. ,j.
Readingsthe should be manufacturer taken and recorded hourly andof d the mode be supplemente w c' u z;e- determine the cause of a malfunctio M w
$. TROUBLE SHOOTING.
y When troubte shooting the engine, all available information s
-0 j!g:. The trouble shooting tables in Section 7 can be of assistence, as we
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vs . 10 % 7 kMd// SUFFOLK COUNTY, 7/31/84 i L__..__._.- . _ . . . _ . _ _ _ . . . - UNITED STATES OF AMERICA NUCLEAR REGULATORY CORMISSION Before the Atomic Safety and Licensing Board
)
In the Matter of )
)
L'dG ISLAND LIGHTING COMPANY ) Docket No. 50-322-OL
)
(Shoreham Nuclear Power Plant, ) Unit 1). )
)
)
JOINT DIRECT TESTIMONY OF DR. RdBERT N. ANDERSON, PROFESSOR STANLEY G. CHRISTENSEN, G. DENUIS ELEY, ANEESH BAKSUI, DALE G. BRIDENBAUGH AND RICHARD B. HUBBARD REGARDING SUFFOLK COUNTY' S ENERGEUCY DIESEL _ GENERATOR _ CONTENTIONS INTRODUCTION Q. Dr. Anderson, please state your name, address and oc-cucation. A. My name is Robert N. Anderson, and my business address is Department of Materials Engineering, San Jose State Univer-sity, San Jose, California. I as a Professor of Materials En-gineering at San Jose State University. Q. 'Please describe your qualifications and experience which are relevant to the matters you address in this testimo-ny. 8400020129 840731 i PDR ADOCK OS0003:12 T PDR 0 b'('1, .
- u Standards for Crankshaf t Design I-Q. Are there any standards governing the design of crankshafts in diesel engines?
i
. A. There is no single set of engineering standards governing the design of crankshaf ts in diesel engines. Howev-er, the various ship classification societies have adopted standards for evaluating the adequacy of the design of crank--
shafts in diesel engines in marine applications. We believe that these standards provide minimum guidance for applications where reliability is a significant evaluation factor. The ship classification societies include Lloyd's Register of Shipping ("Lloyd's"), the American Bureau of Shipping (" ABS"), Nippon Kaiji Kyokai ("NKK"), Det Norske veritas, and Germanischer Lloyd. Q. What are ship classification societies? A. To assure the safety of their' vessels, shipowners re-quire shipyards to build and equip their vessels in compliance 3 with the rules of classification societies. Those rules in-
! clude limitations on propulsion equipment such as diesel en-gines. Engine builders use these rules as design criteria when designing new engines and major engine components, when t
- 109 -
/ )
1 .m i
~~
I . 'i - increasing the rating of an engine, and when changing the design of major engine components. Prudent engine builders en-sure that their engines comply with these rules. As reported by the NRC's Consultant, Franklin Research Center ("FRC"):
" Ship classification associations such as '
the American Bureau of Shipping and Lloyd's Register of Shipping, represent possibly ( the oldest machinery review and evaluation associations functioning today. Lloyd's Register began operations in 1760 and. published its first set of rules in 1834. As ships and ship propulsion systems.became more sophisticated, the classification as-sociations served as design review agents to evaluate functional adequacy and safety. Considerable experience in the review and evaluation of diesel engines was realized from the long-term use of diesel engines for propulsion and electric power genera-tion in ships. The ship classification ' rules probably represent the most extensive experience in large diesel engines avail-able."122/ Q. Why do you believe that the standards set by ship classification societies should be applied to determine the ad-i equacy and reliability of the replacement crankshafts at Shoreham? 122/ Evaluation of Diesal Generator Failure at Shoreham Unit 1, Final Report, Failure Cause Evaluation, April 6, 1984, by Franklin Research Center ("FRC Report") at 33-34. (Exhib-it 35). l li 110 - J l i . .h n
u A. Because these standards embody the only comprehensive collections of meaningful guidelines controlling crankshaf t de-sign in diesel engines to be used in applications where reliability is a controlling factor. There are no other ade-quate standards. Q. The purchase specifications for the EDGs required that the crankshafts conform to the guidelines of the Diesel Engine Maufacturers Association ("DEMA"). Aren't those guidelines a reasonable alternative set of design standards by which adequacy of the design of the replacement crankshafts can be measured? A. No. Those guidelines are not a design; code. As the foreward to the DEMA guidelines explicitly states, "(I]t is not the purpose of this book to attempt to set forth basic design criteria for engines because such approach would be impossible within this volume and yet do justice to the many types of en-gines on the market, notwithstanding the fact that many techni-cal texts are available to the student who may be undertaking the design criteria aspects of engines in general."123/ 123/ Standard Practices for Low and Medium Soeed Diesel and Gas
'nqines, 6th ed., 1972 ac 111.
1 f - 111 - a l
i ~ l Q. Generally speaking, what factors do the classifica-i
!- tion societies take into consideration in evaluating the ade-4 quacy of crankshaf ts on diesel engines?
A. The various classification societies evaluate the ad-
. equacy of the design 'of diesel engines in different ways and in varying degrees of detail. For instance, Lloyd's rules evalu-ate the adequacy of the design by calculating the maximum power ! rating for engines. This calculation takes into consideration 26 inputs, including the manufacturing or forging process of the crankshaft, the strength of the crankshaft material and the existence of fillet radii. Lloyd's rules also calculate the maximum allowable torsional vibration stresses. In addition, unlike most other rules, Lloyd's rules require that auxiliary oil engines that are coupled to electrical generators must be capable under service conditions of developing the power to drive the generators for 15 minutes at an overload power of not less than 10 percent. Lloyd's rules also consider misfiring in the cylinders. .
- The ABS rules evaluate the adequacy of crankshaft design by calculating the minimum allowable dimensions of the crank-shaft pins and journals, and crankshaft webs. These calcula-tions take fewer inputs into consideration than Lloyd's rules.
1 1 1 1 - 112 - ) i i
! m I
For example, the ABS rules do consider the strength of the
- crankshaft material, but do not consider the forging process nor do they directly consider the existence of fillet radii.
The ABS rules also calculate the maximum allowable torsional
; vibration stresses. The ABS rules, however, make no provision for operating an engine at an overload condition.
i
}
The draft rules of the International Association of Clas-sification Societies ("IACS"), which are used by some of the classification societies, are somewhat unique in that they con-sider the adequacy of the crankshafts on the assumption that the most highly stressed areas are the fillet transitions be-tween the crankpin and crankshaft web as well as between the journal and the web. Rather than calculating the adequacy of crankshaft dimensions or torsional vibrations, the IACs rules calculate a factor of safety based upon torsional and bending stresses and stress concentration factors. Q. Do you believe that the rules of any particular clas-sification society should be adopted to evaluate the adequacy i of the replacement crankshafts?
.! A. No. We do not believe that any particular classifi-I e cation society has the " ideal" standard. However, it is perti-nent that Lloyd's generally is considered to be the most i
- 113 -
i conservative of.the major classification societies, hence providing the greatest margin of safety. In view of the poten-tially catastrophic consequences resulting from the failure of the EDGs at Shoreham, we believe that, at a minimum, the crank-shafts should be compatib1'e with the rules of all of the major t
, classification societies.
O. Professor Christensen, have you performed any calcu-lations under Lloyd's rules to determine the adequacy of the design of the replacement crankshafts at Shoreham? A. Yes. I have performed calculations under Lloyd's rules for maximum allowable horsepower for the replacement crankshafts at Shoreham. Those calculations show that for 1680 psi, the highest peak firing pressure assumed by FaAA in its studies at full load (3500 kW), the allowable horsepower per-mitted under Lloyd's rules is just under 4621 HP. Using the actual measured peak firing pressure of 1750 psi, the allowable maximum horsepower under Lloyd's rules is 4422 HP. In addi-tion, Tf calculations also show that for 1800 psi, the peak firing pressures at overload (3900 kW), the allowable horsepow-4 er under Lloyd's rules is just under 4252 HP. Shoreham's horse-a power rating of 4890 HP at full load and 5379 HP at overload exceeds the allowables for horsepower under Lloyd's rules. A l i
; copy of my calculations is attached as Exhibit 36.
1
- 114 -
I f. I _______.______..______-.__-.__d
l' ._ y - a . t-kx R t S t T c26 > ( L ,_n , ~~" ! x _ ;,) DR-03-341A-1 PISTONS Classification A PART NO. 03-341A Completion 03/05/84 PRIMARY FUNCTION: The pistons react to the cylinder firing pressure and pro-vide a reciprocating mechanism for converting combined inertia and combustion pressure forces into mechanical torque through the wrist pin, connecting rod, and crankshaft.. FUNCTIONAL ATTRIBUTES:
- 1. The piston crown must have sufficient strength to resist the high temperature and pressure firing loads.
- 2. The load transfer between the piston crown and skirt structure must not produce alternating stresses sufficient to cause failure of the skirt.
- 3. The wall structure of the skirt must be resistant to pressure-induced deformation which could result in skirt fatigue in proximity to the stif fening ribs.
- 4. Preload in the crown studs must be sufficient to preclude failures of studs / nuts / washers.
- 5. The piston skirt must provide a suitable sliding surface against the cylinder liner.
- 6. The piston ring groove must be sufficiently wear-resistant to provide sufficient ring life.
SDECIFIED STANDARDS: None EVALUATION:
- 1. Determine the historical evolution of the AF, AF-modified, AH, AN, and AE piston designs, including casting, heat treatment, dimensional, and material changes.
- 2. Determine maximum firing pressures and temperatures for DSR-49, DSRV-16-4, DSRV-12-4, and DSRV-20-4 designs.
- 3. Develop finite element models for AF-modified and AE piston designs with pressure loading (static conditions).
- 4. Conduct thermo/ mechanical analysis to determine thermally-induced load transfer due to crown distortion.
- 5. Perfr.rm metallurgical examination of fracture AF piston skirts.
A-2
1
- 6. Perform eddy current examination of AE piston skirts from TDI DSR-42 and
- . R-5 engines, and Alaska stationary diesel generator.
- 7. Conduct fracture mechanics analysis of possible crack propagation in AF-modified and AE designs with differing stress conditions.
- 8. " Conduct experimental static isothermal stress distribution test on AE skirt.
- 9. Evaluate the effect of piston skirt loading on wear.
- 10. Perform LP and eddy current inspection of SNPS AE pistons following 100 hours at 100% load.
- 11. Assess the similarity of the AF-modified AH, and AN piston designs.
- 12. Complete report on AF-modified, AH, AN, and AE pistons.
- 13. Review information provided on TER's 0-159, 0-194, 0-203, 0-310, 0-326, 0-335, 0-338, 0-393, 0-412. 0-413. 0-419, and 0-422.
REVIEW TDI ANALYSES:
- 1. Examine TDI strain gage testing (static) on skirt stud boss region.
INFORMATION RE0'JIRED:
- 1. TDI drawings for AN and AE designs including studs, Belleville washers, preload, and material specifications.
- 2. Historical information on casting changes, heat treatment changes.
- 3. Maximum cylinder firing pressure and temperature for DSR-48, DSRV-16-4, OSRV-12-4, and DSRV-20-4.
l I l l A-3
PNPP NO.6257 EK l-(IF3 (T b).. - , 4 SS- M77 a Bop 2?- j "O U A L i l 'Y '#A b b u M A N C ti~C H E C K L I S T PERRY NUCLE AR POWER PLANT a IN S P E CTIO N DOCUMENT R EVIEW C H E C K LIS T N O. OROSA bW O R K .P K O. R EVIEW h _ REVISION A DEtECTRiC At Civite ST R u Crua A' SHEET I .c r 10 . 3M E C H A NI C A L I5C A MINISTRATIVE OTEST P R EPARED BY- APPR VED BY DATE L /0-31SV_ ITEM
~ "
TITLE Disten - Din Aehiy Q SAT luNSATl
/RifMn001A DNkAw as/A"
- 1. Visual insoection of ein assembly.
1, i 1A. Perform visual inspection of pin assembly for signs of distress such'as scoring, galling, lL 2L j _/_ ! pitting, and chipped chrcne plating. 3L l/ l , W EO Acceptance is to be determined by the Owners Group. b // l Record inspection details below. Document with "" l 6L .- photographs.- 7L /
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- 2. Dinensional check.
t Record the as-built dinensions on one space pin (see sketch below). Record any identifying trarks on pin. ; Acceptability tobe determined by site engineering. Ir.AFORMED BY -im.4AAsu.hjihH
*** ^ 7^
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- ited b DATE i
APPROVED BY e ite L, DATE i 7, ['It I l.lhA6 f f f sY O ! A f I r '
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or a minimum of 100 starts on each of the three engines. i Q. Has the replacement of the pistons, cylinder heads, erankshafts and EDG 103 cylinder block solved the problems ex-I perienced by the EDGs in the past? A. No. The EDGs are still over-rated and undersized, improperly designed and not satisf actorily manuf actured. The reasons for this conclusion will be presented in detail in our testimony concerning each of the current four major components of the EDGs. MODEL AE PISTONS Q. How does Suffolk County's Contention relate to the TDI pistons in use at Shoreham? A. TheEDGContentiNnprovidesthat its first paragraph is supported because:
?
i All AF piston skirts in the EDGs were 'l replaced with TDI model AE piston skirts. The replacement AE pistons are of inadequate design and manufacturing quality to satisfactorily withstand operating conditions because: i i (a) The FaAA report conclusion that cracks j may occur but will not propagate improperly , I depends on a fracture mechanics analysis of an
- I d - .
____________.__________j
r M
~
i i.~ ideal situation which is not valid for the j '~ actual conditions which may be experienced by the Shoreham diesels, (b) excessive side thrust load, which could lead to catastrophic failure, has not been considered adequately, and (c) the analysis does not adequately con-
~,
sider that the tin-plated design of the pistons could lead to scoring causing excessive gas
' blow-by, and thereby causing a failure of proper i operation.
$ Q. Why were the AE model piston skirts installed in the EDGs?-
A. The AE piston skirts were installed after 23 TDI model AF piston skirts in the EDGs were discovered to have lin-ear indications, that is, cracks, in the crown-to-skirt stud attachment bosses. Failure Analysis Associates ("FaAA"), an 1 organization retained by LILCO (through its attorneys) and the TDI Owners' Group, has published a report entitled "Investiga-tion of Types AP and AE Piston Skirts" dated,May 23, 1984 (the "FaAA Piston Report") ,.21/ which concluded that the cracks in
-the AF piston skirts were fatigue cracks.
,t '2 l Q. What are the bases for your conclusions that the AE pistons at Shoreham are inadequately designed and
, 23/ FaAA Report 84-2-14. (Exhibit 8). ,
t 1 9 i a.
i
, , unsatisfactorily manufactured, as set forth in the EDG e (_-
Contention? l A. The bases for our conclusions are described in detail below. Cracking of AE Piston Skirts Q. Did FaAA conclude that the AE piston skirts might crack? A. FaAA conducted a finite element stress analysis of the AE piston skirt, which showed that cracks may initiate in the skirt.21/ FaAA also carried out experimental measurements of strain under static load in the AE piston skirt,21/ which predict that cracks will not initiate in the skirt under the cyclic stress levels obtained in the experiments.21/ The dis-agreement between the finite element anal'ysis and the experi-mental results is 28%, which FaAA maintains is "quite good" .. agreement.21/ I 24/ FaAA Piston Report at 6-1. 25/ Id., Section 3.
~26/ Id. at 6-1. , 27/ Id. at 5-1. The disagreement between an earlier finite 5 element analysis and the experimental results was 33%. ,
3 Initial FaAA Piston Report, February 27, 1984, at 5-7. 6 e 4 3 1
. . . . , . . . ..m__%..... _
- c. m .....,.,,_ . . _
r-9
;( Q. Do you agree that the 28% disparity is "quite good"?
I
/
!. A. No. That disparity is the difference between two op-posite conclusions -- cracking or structural integrity -- which are critical *.o the results of FaAA's study.
Q. Which is more reliable -- the finite element analysis f l recult or the expgrimental results? i A. The usual methodology is to confirm the finite ele-ment analysis by the stress experiments. The finite element analysis, when properly done, may be an excellent tool for evaluating a structure. It tends to be non-conservative (that-i is, it would be expected to shou less likelihood of cracking than experiments) because it averages the properties of the pisten skirt y.aterial and ignores possible imperfections in the material. Because the experimental results differed signifi- ' ;- m-
, . './ cantly from the finite element analysis results, it would ap-
- M pear to us that the experiments were inadequate. The experi-j ments should have been carried out until crack initiation was
'shown, and then analyzed. Where, as in this case, the experi-
- i n
^ medts do not confirm the analysis, additional work is required. Instead of doing that additional analysis, FaAA concludes that i the 28% disagreement'of the results is acceptable and could be accounted for by incorrect assumptions in the finite element ' { i o i ' f - t I a - -._ _ , . . _ .
l l t t i . model, omissions or approximations in the finite element i i'
- technique, or inaccuracies in the experiments, or all of the above.ll/ This is not a helpful conclusion, because the two l
results -- that cracks will initiate or will not occur -- are opposing. We believe that this conflict has. not been adequate-ly investigated. We note, for example, that an unstated number l; of strain gauges in the stud boss area did not work.22/ Since no attempt has been reported to qualify the relative accuracies of the analytical and experimental techniques, and given the importance of the conclusion in terms of the safety require-ments for Shoreham, we believe the greater weight must be given to the results of the finite element analysis -- that cracks are predicted to initiate. Q. Do you believe the FaAA Piston Report underestimates the probability that cracks will initiate in the AE skirt? A. Yes. FaAA determined for purposes of its finite ele-ment analysis and experiments that "The maximum stresses in the piston skirt under peak firing pressure are' of primary inter-est. This pressure is approximately 1670 psig as independently measured by FaAA and reported by TDI."lE/ To justify a peak i l 11/ Id- , 29/ FaAA Piston Report at 3-6. J. 10/ I_d_.; see also M. at 4-1. j l
.i
~
l
,1 firing pressure of 1670 psig, FaAA cites only TDI reported val-ues for a DSRV-16-4 engine at Grand Gulf Nuclear Station,31/
and FaAA pressure measurements of 2 cylinders at Shoreham which FaAA has acknowledged to be unreliable and too low.12/ In fact, the peak firing pressure in cylinders of the EDGs at full load (3500 kW) is known to be as high as 1750 psig, and at
.' overload (3900 kW) the peak firing pressure is at least 1800 i
psig. The stresses on the AE piston skirt used by FaAA in its analysis and experiments are thus understated. - Q. What evidence do you have that the peak firing pres-sures in the EDGs are as high as 1750 to 1800 psig? A. Test documents for the EDGs and for other DSR-48 die-sel engines establish these maximum peak firing pressures. These documents are attached a's Exhibit 46.31/ The test data show numerous peak firing pressure readings of greater than 1670 psig for the Shoreham engines at 1001 load (the 1/24/76 run on EDG 102 shows 1750 psig, for example) and pressures as I i !- 31/ Id. at 3-14 (Ref. 3-1) and at 4-7 (Ref. 4-2).
; 32/ Id. at 4-7 (Ref. 4-1); Emergency Diesel Generator Crank-ll shaft Failure Investigation, Shoreham Nuclear Power Sta-lj tion, FaAA, October 31, 1983 (FaAA 83-10-2) at 4-9.
33/ See Exhibit 46 at documents 5-9. l i i 4
'J
,a l
~
high as 1800 psi are reported for the overload condition l
}s ('3/19/76 run on EDG 103. This evidence contrasts with the readings on'an EDG taken by FaAA. One must also remember that firing pressures differ from cylinder to cylinder and engine to y
engine. TDI gives no specific authoritative peak firing pres-sure for the DSR-48. Rather, it; manual for operation of the EDGs permits a variance in peak firing pressures of the cylin-i
. ders in one engine of + 100 psi.31/ This means that any single peak firing pressure read in one cylinder may be exceeded in another cylinder by 200 psi, so that firing pressures may be even greater than 1800 psi in the EDGs.
Q. What is the impact of the higher actual peak firing pressure on the FaAA Piston Report? A. The higher actual peak firing pressures mean that cracks are more likely to initiate in the AE piston skirts in the EDGs than FaAA predicts. FaAA underestimates the crack initiation in 3 respects concerning firing pressures. First, FaAA uses a too-low peak pressure of 1670 psig for its finite element analysis and the reported strain gauge tests. FaAA tested the pistons to 2000 psig, but only reported the data at 34/ TDI Instruction Manual at 8-3 (Exhibit 9) 9
- i. ,em.___. .m _ m. m _
m..m. - . ~ _ _ g...~ . .... _..
I ' the 1600 psig point. Second, certain strain gauge measurements i
! are limited to a maximum of 1600 psig.35/ Third, FaAA made no analysis or strain gauge experiments at overload (3900 kW),
even though the EDGs have a 2 hour per each 24 hour overload
. rating and an actual maximum, peak load of 3881 kW. TDI has testified that the peak firing pressure of the EDGs at 3900 kW I is about 1800 psi.]6/ .These factors would, if taken into con-sideration by'FaAA, result in a much greater likelihood of AE piston skirt crack initiation than predicted in the FaAA Piston Report.
Q. Aside from the peak firing pressure, are any other issues of particular concern to FaAA's conclusions concerning crack initiation? A. The initial size of the gap between the outer ring of the AE skirt and the crown is, according to FaAA, important in l predicting whether or not cracks will initiate in the skirt.31/ The FaAA Piston Report states: I i 35/ Fr.AA Piston Report at 3-6 to 3-7, 3-16 and 3-17, 3-19. .f 36/ Deposition of Gerald Edgar Trussell (May 7, 1984) ('Trussell Deposition"), at 128-29. (Exhibit 10). 37/ TaAA Piston Report at 8-1; see, also Figure 3-2 for an il-lastration of.this gap, t .I -o 1 L 1
l l .- I, The experimental results of Section 3
't showed that the stresses due to pressure are dependent on the initial gap size, go, because this parameter influences the gap closure pressure and load transfer between inner and outer load rings. As shown in Figure 3-2, the initial gap can vary from 0.007 to 0.011 inch and still be within TDI specified tolerance.J8/
.I
! Neither FaAA nor the TDI Owners Group personnel has measured the initial gaps present in the AE pistons in the EDGs.19/
Based upon foundry practices and the lack of effective quality assurance at TDI, discussed below, it is quite likely that the TDI tolerances may be exceeded. Actual measurements of the gaps in the AE pistons at Shoreham would be useful in testing _ FaAA's assumption that all AE pistons have gaps within TDI's tolerances. , Another factor bearing upon the likelihood of crack initiation is the tensile properties of the skirts.10/ We do not knod the actual tensile properties of the AE skirts at Shoreham, but we note that the range of values reported for 4 38/ Id . at 6-4. 39/ " Design Review and Quality Revalidation Report, TDI Diesel i Generators For Shoreham," TDI Diesel Generator Owners
! Group, June 29, 1984 (the "DRQR Report"), Vol. 5, Pistons, j
at Bl to B6. (Exhibit 11). j 10/ FaAA Piston Report at 6-5. i I d
L
,'. typical material used at TDI shows ultimate tensile strengths 1 ; as low as 85 Ksi.41/ If such a piston were subjected to the higher firing pressures possible (1750 psig or higher), the conclusions regarding crack initiation would certainly be invalid.
Q. Do you agree with FaAA's conclusions that even if cracks do initiate in the AE piston skirt, they will not propa-gate? j A. No, because that conclusion is based upon a highly theoretical fracture mechanics analysis which does not take all potential effects into account for predicting crack growth under the actual conditions that will be experienced at Shoreham. The FaAA analysis assumes: (1) complete adherence to TDI drawing dimensions of the AE skirt (and crown); (2) the AE piston material is isotropic, meaning it { is free of any small inperfections such as sand J i inclusions or grinding marks, and with no i subsurface defects such as hot tears or slag s I j 41/ Id. at 2-7 f )
m i i
.. inclusior.s, with the ultimate tensile strength i
1 uniform in all directions;
; (3) a non-corrosive operating environment free of gases, water or vapor;
! (4) stresses resulting from a maximum peak firing
)
} pressure of 1670 psi; and i'
(5) a uniform skirt temperature, both circumferen-tially and axially.42/ Each of these idealized assumptions is incorrect in terms of the "real world." Q. Explain why each assumption is incorrect, and the im-pact of the error on FaAA's crack propagation analysis. i A. (1) The dimensions of each AE piston at Shoreham are not perfect. Only a very limited dimensional check on a sam-pling basis was made on piston groove and ring height and pis-ton pin bore diameter and depths on the AE pistons at Shoreham. No dimensional check was made of other parts of the piston ] 'i' 42/ FaAA did not independently measure the thermal gradience l in the AE piston skirt. Harris Deposition at 41. (Exhib- 'l it 12). i { a P s 1
u skirt, including the thickness of the boss greas or the gap between the piston skirt and crown.13/ Even relatively small dimensional differences in the skirt and in the assembly of the
. skirt and crown would change the mathematics of FaAA's analy-
] sis, and could influence the results.
, (2) The AE piston skirts in the EDGs are not free of
' defects. They are known to have some small defects, and it is i highly likely that many more imperfections are present. At Shoreham, only 10 of the 24 AE piston skirts were subjected to I
liquid penetrant tests at the bosses for bolt attachment to the crown.11/ These tests did disclose some defects, but in any case were totally inadequate to determine whether there are small imperfections on the surface or subsurface of the AE skirts. Such small imperfections are likely to be present in the skirts in the EDGs. TDI does not use vacuum processes to
; ensure a dirt-free casting. Indeed, the foundry is poorly lighted and has a dirt floor, which increases the likelihood of sand or slag inclusions. Control of scrap material for cast- # ings is rather informal. Effective quality control is absent, i
1 3 43/ DRQR Report, Vol. 5, Pistons, at B1-86. l
, 44/ Id. Eddy-current inspections were conducted by FaAA on 12 ; skirts on the EDGs. See FaAA Piston Report at 7-1 and i
discussion below. l s so that small imperfections are unlikely to be discovered. Mr. William Foster of the NRC's Vender Inspection Program staff, I who had participated in a number of NRC inspections at TDI, I l' stated recently that the nature and number of violations and i-Ij non-conformances at TDI~ indicated to him that the TDI QA system was " ineffective."15/ The presence of even a small imperfec-tion would permit a crack to initiate and propagate at stress l . l levels below those predicted by FaAA as necessary for initiation and propagation. If a crack initiates in an area of the skirt where imperfections are present, its growth may be l entirely different than as calculated by FaAA, which assumed no flaws in the material. With the presence of some imperfec-tions, FaAA's fracture mechanics analysis is invalid. (3) The environment of the piston during EDG operation is not a vacuum. Combustion gases are present, and
, there may be small amounts of water or vapor. If a crack ini-tiates in the skirt, these gases will tend to corrode the crack edges and hasten crack propagation. Corrosion products formed
{ on the crack opening of a skirt during EDG operation will act 1
, as wedge when the crack closes (after EDG operation ceases),
l 1 1 1 45/ Deposition of William Foster (May 22, 1984) (" Foster Depo-sition"), at 16. (Exhibit 13). l . I
i m i __ i l producing additional crack growth. The FaAA fracture mechanics ( analysis does not consider these factors at all. (4) FaAA's analysis postulates stresses resulting from a peak firing pressure of 1670 psi. The proper maximum peak pressure of 1800 psi, as discussed above, would result in greater stresses and a higher likelihood of crack propagation. (5) The temperature around the skirt is not uniform. Actually, the side of the piston skirt taking the piston thrust on the firing downstroke becomes much hotter during EDG operation than the side taking the piston thrust on the com-pression upstroke. The temperature of these TDI pistons will be even higher than is normally expected in other makes of en-gines where the initial side thrust is designed to be much lower, as discussed below. FaAA assumes that the piston skirt is "nearly isothermal",il/ when in f act, one side of the skirt runs at a much higher temperature than the opposite side. Es-timates for the piston skirt temperatures were provided by TDI based on "templug" measurements taken on a non-Shoreham engine operating at only 213 BMEP.11/ The EDGs operate at 225 BMEP,
! 41/ "The Influence of Thermal Distortion in the Fatigue Per-formance of the AP and AE Pisten Skirts", June 1984 (FaAA-84-5-18) (the "FaAA Piston Thermal Distortion Re-port"), at 2-7.
i 47/ Id. at 2-6, 2-7. I f. 1 1
~
and would therefore have higher piston skirt temperatures. ( ,
. Q. Given all of these variations from FaAA's idealized assumptions, is it possible to predict accurately how cracks in the AE skirt will propagate?
A. No. It is not possible to make accurate predictions of crack propagation in the AE skirts, given all of the possi-ble variables. However, the FaAA analysis would have been far more useful if actual properties of the AE piston skirts in the EDGs had been recorded, to the extent possible, and sensitivity analyses performed to account for a range of potential vari-ables. Thus, the principal dimensions of each AE skirt at Shoreham could have been measured, especially in the boss area. The gap between the outer ring of each skirt and the attached crown could have been measured. Each AE piston skirt in the ECGS could have been inspected for imperfections, especially in the boss area, by liquid penetrant tests, magnetic particle tests, eddy current examination and radiographic inspection. The tensile properties of each skirt could have been sampled. The analysis could then have been performed using a range of t more realistic peak firing pressures (up to 1800 psi) and 4 including the combined effects of maximum side thrust and its corresponding gas pressure, temperatures, and environmental t l J l i i
}
A
m conditions. The analysis could have included sensitivity tests to take into consideration the potential for undiscovered di-mensional variations, defects in the skirt and differences in tensile strength, and the possibility of multiple cracks. Such analyses would give a far better prediction of crack propaga-tion than the idealized study performed by FaAA. Q. What else, besides the inspections and crack propaga-tion analyses you suggest, would be necessary to give adequate confidence that the AE piston skirts are adequate for operation at Shoreham? A. First, an adequate crack initiation analysis should be performed, using actual data as to dimensions, tensile . properties, imperfections, and gap sizes of the AE skirts at Shoreham, and the appropriate peak firing pressures of up to 4 1800 psi. Experimental stress tests should confirm the results of finite. element analyses, or a more refined finite element analyses or better experiments should be performed. The AE pistons could be instrumented and tested during EDG operation z i for additional experimental data. These analyses could predict multiple cracks initiating with larger initial sizes, thereby
, affecting the crack propagation analyses. The design )
deficiencies involving excessive piston side thrust load and I i l J
a l tin plating of the skirt would have to be considered, as
\
discussed below. Finally, the AE piston skirts would have to be tested and inspected adequately in the EDGs. O. Does FaAA believe the AE piston skirts have been ade-
' quately tested and inspected?
A. Yes. FaAA has concluded that on the basis of the re-i sults of its stress analyses (which were contradictory as to crack initiation) and "the results of inspections of engine-operated AE skirts," the AE piston skirts "are adequate for un-limited life."18/ We strongly disagree that the AE skirts have been adequately tested or inspected to justify any conclusions about their expected life. Q. What inspections was FaAA referring to? A. FaAA was referring to inspections of 15 AE skirts, as follows: (1) 12 AE skirts of the 24 skirts were subjected to eddy-current inspections after it over 300 hours of total operation each j (including 100 hours at full load), and no
" relevant indications" were found; (2) One skirt in an RV-16-4 engine was inspected after over 6,000 hours of 48/ FaAA Piston Report at 8-1.
' l.
d
i 4 7 - operation at a peak firing pressure of (- about 1200 psi, with no " relevant indica-tions" found; and (3) Two skirts from a TDI R-5 development en-gine were inspected after operating at a peak pressure of 2000 psi or more after over 600 hours, with no finding of "rele-vant indications."il/ Q. Why don' t you believe this experience and these in-spections are adequate to support FaAA's conclusions? A. For several reasons. First, fifteen skirts is simply too small a namber from which to reach any general conclusions, particularly without a valid statistical analysis. Second, the inspection of only 50%, rather than 100%, of the AE skirts on the EDGs is inadequate. Mr. William Foster, the NRC Staff official with responsibility for vendor inspec-tions of TDI, has testified that TDI has an ineffective quality control program, and consequently inspection on a sampling plan basis of TDI components "would not tell you anything."50/ In fact, Mr. Foster testified that even a 100% inspection of TDI
; compenents would not identify all defects.ll/ We agree.
I . 49/ Id. at 7-1. 50/ Foster Deposition at 14-16, 54-55, 82. (Exhiait 13).
, 51/ Id. at 55.
I
-1 i
h 5 1 _ _ m _. . . . . _ m. _ _ _ _ ~ _ _ . _
l u _ Third, the number of hours and the amount of full loads and overloads run on each AE skirt at Shoreham are insufficient to reach conclusions about their expected life. To meet the rating specifications of the EDGs, the AE skirts must be capa-l ble of running many thousands of hours, including significant : hours at overload at 3900 kW. The AE piston is supposed to last the lifetime of the Shoreham plant -- 40 years.52/ Testing them for only 300 hours without significant, if any, i overload does not begin to be adequata. It is also important to note that TDI did not test ~ the AE piston before supplying it to customers in the field.53/ Fourth, the AE skirt in the RV-16-4 engine was operated at a peak firing pressure of only 1200 psi, while the EDGs have a peak firing pressure of about 1700 to 1800 psi at full load and overload. Thus, the operation of that single skirt was at such low stress as to be useless for purposes of reaching any, con-clusions relevant to the AE skirts in the EDGs. Fifth, the two piston skirts operated in the TDI R-5 en-gine are of limited relevance. The R-5 engine is significantly 52/ Trussell Deposition at 111-13. (Exhibit 10). 53/ Id. at 107. l. 1 il a I { _
l u a 1 5 different from the EDGs, including its operating speed (514 RPM). This would change the inertis effects which in turn low-ers the piston lateral loading. Therefore, before determining the impact of the R-5 skirts on the Shoreham AE skirt report, a study would have to be made analyzing the effects of the dif-ferent parameters. Sixth, the referenced inspections were incomplete and the standards for acceptance were unsatisfactory. Q. Please be more specific about your last point. . A. FaAA stated that only eddy current examination was performed on the Shoreham piston skirts.54/ Further, only cer-tain portions of the skirt were subjected to the eddy current examination, namely, " machined areas on the boss where color contrast penetrant show (sic) linear indications greater than 1/32 inch."15/ This means that linear indications smaller than 1/32 inch, non-linear indications such as sand or slag inclu-sions, and areas of the boss which were not machined were omit-ted from consideration. As we noted earlier, even small 54/ FaAA Piston Report, at 7-1. 55,/ FaAA NDE Procedure 11.5, November 2, 1983, para. 6.1. (Exhibit 14).
i c ( - imperfections could significantly increase the possibility of I crack initiation and propagation. Finally, the only indications
' which were to be recorded were cracks " greater than 10% of the crack signal in the reference standard PAO-C-1."id/ Unfortu-nately, FaAA does not indicate, nor does the NDE procedure specify, the size of the flaw contained in the reference stan-dard, so there is no way to judge the sensitivity of this lf: screening processing. In our opinion a crack eliminated from further consideration by these criteria could be relevant to
[ issues of crack initiation and propagation. Accordingly, we have no way of knowing how many cracks or other imperfections there may actually be on the 12 AE skirts at Shoreham. Q. What about the inspections of the skirts in the RV-16-4 and R-5 engines? b A. On the RV-16-4 piston skirt, a liquid penetrant test showed an indication 3/4 inch long. This indication was subjected to eddy-current examination and FaAA determined that there were "no crack-like indications."ll/ The two AE skirts i-from the TDI R-5 engine were not of the same design as the skirts at Shoreham.E8/ Three indications were found on one of 5_6f Id. at para. 7.1. i' Johnson (FaAA) to M. Milligan and B. j 57/ - Memorandum from D.
, Judge (LILCO), Feb. 17, 1984. (Exhibit 15).
58/ Memorandum from D. Johnson (FaAA) to M. Millige. nd N. Irvine (LILCO), Feb. 3, 1984. (Exhibit 16). I i i i ! 1 1
l ' fy the skirts, but FaAA decided these were "of no consequence to structural integrity of the skirt."19/ For the reasons given above, we believe the eddy current inspections do not support FaAA's conclusions that the AE skirts can be expected to have L unlimited life. FaAA's standards for a " relevant indication" I? permit the presence of imperfections which could increase the ( likelihood of crack initiation and propagation; thus such defects should have been considered by FaAA in its analyses. Q. What might happen if cracks in the boss area of the . AE piston skirts do propagate? A. Given the many variables and unknown factors, we can-not give any meaningful estimates of how cracks will propagate, or how rapidly they will do so. We do know that the tip of a crack is unstable. It is at higher atergy than the surrounding ) material and will tend to corrode or link with impurities, 4 inhomogeneities or imperfections in the metal to lower its en-ergy. Corrosion will increase crack propagation. At some point a crack, unless arrested by a sufficia.ntly thick area or
! by physical movement of material allowed by the crack reducing l the stress, will reach a critical point beyond which crack I
59/ Memorandum from Wells and Johnson (FaAA) to Milligan and Irvine (LILCO), Feb. 9, 1984. (Exhibit 17). v ,
! growth will be very rapid. Circumferential crack propagation 4
could lead to crown separation from the skirt with disastrous results. Axial crack propagation, depending on 1ccation, could I reduce piston clearance, adversely affect lubrication, and re-j .sult in pis' ton seizure or crankcase explosion or both. k ! Q. Please summarize your conclusions about the probabil-i ity of AE piston skirt cracking. I A. FaAA's conclusion that the AE skirts are adequate for unlimited life is inadequately substantiated and invalid. Cracks are even more likely to initiate in the AE skirts than FaAA's finite element analysis predicts, because the peak fir-ing pressures in the EDGs are significantly higher than those used by FaAA. FaAA's experiments do not confirm the finite el-ement analysis and should be reanalyzed te explain the signifi-cant 28% discrepancy. FaAA's conclusion that cracks initiace but will not propagate in the AE skirts is based on theoretical idealized assumptions which are unrealistic. Under actual operation cracks which initiate are likely to propagate due to such factors as variations in dimensions of the skirts, the presence of imperfections in the skirt material, the operating environment in the cylinder, and actual firing pressures and temperatures. Finally, the tests and inspections of AE skirts
s l e cited by FaAA are insufficient to support conclusions that the skirts are adequate for nuclear service. Excessive Piston Side Thrust Q. What is piston sid'e thrust?
?
A. Piston side thrust occurs at all positions of the piston during operation except top dead center and bottom dead center. In all of thos<e other positions, the connecting rod is at 'an angle to the vertical line of the piston stroke. The side thrust on the piston is the result of the force acting to the line of piston stroke. Q. Have you calculated the piston side thrust of the AE piston in the EDGs? A. Yes. The calculations for piston side thrust of the AE piston are shown attached as Exhibit 18. These calculations show that at the first two midordinate positions the mean unital thrust on the AE piston at Shoreham is over 123 psi and 111 psi respectively. l Q. Is that unital side thrust excessive? A. Yes it is. An upper unital limit of 85 psi has been 1 prescribed in a standard design text.j0/ Another source states j 6 10/ Diesel Engine Design, T.D. Walshaw, Newnes, London, 1949,
-at 140.
- 1 il l l j !i.
i l A that side thrust should not exceed 30 to 40 psi for slow speed
-(
diesel engines and 70 psi for high speed engines.11/ Medium speed engines like the EDGs should fall within these two lim-its. In most engines with which we are familiar built by other manufacturers, the unital side thrust does no't exceed 85 psi and we have reviewed the design of an engine comparable to the
. EDGs which has a unital side thrust of 35 psi. Thus, the calcu-lated mean unital side thrust of the AE piston of 123 psi ex-ceeds the upper value by 44 percent. We believe that the actu-al maximum unital side loading of the AE piston will be more than the calculated figure, because the piston pin in the AE piston is located above the vertical center of the effective piston skirt height. The additional increase will depend upon the stiffness of the skirt.
Q. What affect does this excessive side thrust load have e on the EDGs? i A. The excessive side thrust increases the temperature differences around the circumference of the' piston skirt, by causing the side of the piston bearing the higher side thrust s to run hotter than if side thrust were normal. This i I ! 61/ Internal Combustion Engines, V.L. Maleev, McGraw-Hill, 1945, at 501-02. 1 4 4 f i t o l
A l i h i .' i temperature non-uniformity will be exacerbated by minot 'I inbalances, minor gas leakage past the piston ringc, or lesser 3
\
lubrication availability after fitting new oil control rings. j As the temperature differences in the circumference of the skirt increase, piston distortion begins. Distortion further
. reduces the arc of contact between the piston skirt and the i
cylinder liner. As this contact is decreased, the effective area of the skirt sustaining the side load is drastically re-duced, causing the unital thrust to increase. The increase of thrust increases the friction between the side of the skirt and the liner, further increasing the temperature differences. Once the temperature differences increase above a certain crit-ical point, partial and complete piston seizure occurs very rapidly -- in just minutes or seconds -- and usually without warning. Piston seizure, if complete, will almost always cause catastrophic EDG failure. Q. Why can piston seizure occur so quickly? A. The breakdown can occur very rapidly because of the combined effect of distortion of. the piston in both the verti-cal and horizontal plane caused by the differences in tempera-i ture in the circumference of the piston skirt. The vertical distortion causes the piston to bend to the shape of a banana, 1 t , I l I 4 . .
u
'j .
with the hot side rubbing on the liner at the outer part of the 1( curve in the banana shape. As clearance between the skirt and the liner further decreases, the. top and bottom parts of the inner side of the curve on the cool side of the skirt rub the liner, the effective clearance approaches zero, and the piston
! seizes.
o 4 I Are your calculations for piston side thrust in the
; Q.
EDGs at full load or overload? A. Our calculations were based upon 4890 HP of the EDGs, the full load. At the rated overload of approximately 110%, the horsepower is 5379 and the maximum and mean gas pressure increases considerably. Under such conditions, the danger of piston seizure.is even greater. Q. Is the piston side thrust load affected by the fast l start requirements of the EDGs? A. Yes. During the required acceleration of the EDGs to rated speed in 10 seconds the piston inertia forces go from zero to running " normal" while the firing pressures are high almost immediately. Since the inertial forces are subtractive
! from the side thrust imposed by the piston pressure, the later-al load on the piston is substantially increased during the j ,
I l- - - - - _ - . _ .
;m
(' fast start portion of the cycle. This load condition occurs
; while the engine is still " cold" and before lubrication is 2 ~
fully established. Q. Are you aware of any evidence of excessive AE piston side thrust in the EDGs or elsewhere?
! A. According to the DRQR Report for Shoreham, the TDI
- Owners' Group inspections were supposed to verify " lack of I scuffing at the piston skirt" in all three EDGs.12/ Scuffing was reported in the DRQR Report on a number of AE piston skirts,il/ but we have not yet had an adequate opportunity to examine LILCO's deficiency and disposition reports cited in the DRQR Report to see how these conditions were evaluated. These reports were only received a few days ago, so our review of them has necessarily been preliminary and cursory. If our more complete review discloses significant information, we will file
, supplementary testimony. The DRQR Report concludes that "in-spections performed on AE skirts have not revealed excessive side load wear."li/ Based upon our preliminary review of the 62/ DRQR Report, Vol.-5, Pistons, at B2. (Exhibit 11).
,; 63/ Id. at B4-5, referencing TER Q-326; LDR 2275; TERs Q-41, !j Q-82, 0-83: LDR 2147; TER Q-159; LDR 2198. it ll 64,/ I_d. at 3. l! g Y , s 1 i J- _ _ _
i l-
.' i . j. inspection data and personal inspections of some AE skirts at i .
Shoreham, we disagree. Q. What inspections did you make? A. 'During June of 1984, we inspected one AE skirt at Shoreham which showed a heavy wear pattern. The worn area of
; the skirt was completely devoid of any tin plating or sandwich a {
layer plating. The appearance of the damaged area showed the
,' light mottled patterning and surface roughness consistent with micro seizure. We believe this abrasion of the skirt most likely resulted from heavy side loading resulting in localized' distortion. The profile of'the skirt indicated local distor-tion. During this same inspection, we examined seven other AE piston skirts. While these skirts did not show the same heavy wear pattern described above, they did show signs of distress in .the tin-plated area (abraded surfaces and evidence of debris that had previously been embedded in the plating, but since removed). ) Q. Are you certain the AE skirt you have described was damaged by excessive piston side thrust?
A. We cannot be absolutely certain, but that is the i probable cause. Evidence of excessive side thrust is usually l J l I i 1
. ______ _a
also evident on the cylinder liner against which the skirt has rubbed. All of the liners we inspected at Shoreham showed ev-idence of heavy deglazing, which obliterates any markings asso-ciated with high side thrust loading from the skirt. We might -5 surmise that side thrust markings made the heavy deglazing nec-essary. Deglazing is a maintenance operation in which the cyl-
' inder liner surface is honed in a criss-cross pattern leaving i,
relatively deep " scratches" fcr the purpose of maintaining bet- ~"7 ter lubrication of the piston rings, skirt, and liner. , -- i Q. Did the FaAA Piston Report address the issue of pis-ton side thrust loading? 7 A. FaAA has never addressed this issue, notwithstanding Li that it is both a " functional attribute" and " evaluation" fac-tor in the TDI Owners' Group Program Plan Component Design Re-
/
view for Pistons, Part No. 03-341 (DR-03-341-1). Under "Evalu-I E ations," item 9 states: " Evaluate the effect of piston side / loading on wear." We were surprised that FaAA chose to ig no r e this matter, not only because of its import'ance to reliable EDG . operation and the physical evidence of excessive side load de-i scribed above, but also because of the impact of this issue on FaAA's crack initiation and propagation analyses. I s 1 I ,I 1 1 l
( m Q. What is the effect of excessive AE piston side thrust on FaAA's analyses? T , l A. As explained above, excessive piston side thrust causes localized and later more widespread uneven overheating
. of the skirt. The resulting higher thermal stress will gener-i~
ally contribute to crack initiation and propagation, especially where the higher' surface temperature of the skirt is on the t j other side of the .section where the crack is located. The hot side increases the tensile loads on the cold side, contributing to propagation of any crack there. FaAA supplemented the FaAA Piston Report with a second report documenting an investigation of the thermal eff ect on the AE skirt. This report concluded that the influence of thermal distortion does not change the conclusions of the FaAA Piston Report as to the AE piston skirts.j5/ The FaAA Piston Thermal Distortion Report, however, does not address the issue of piston side thrust at all and deals principally with effects of.tiermal distortion of the piston crown. Proper consideration,by FaAA of the effects of excessive piston side thrust in the AE piston would likely change the analytical conclusions and probably would have shown crack initiation and prApagation in the AE skirt to be more
; likely.
- l
? l' 65/. FaAA Piston Thermal Distortion Report at 5-1. 1 o 1
.. 1
l 1 Q. Was evidence of excessive side thrust in AE skirts i
- found in the TDI R-5 engine or the DSRV-16-4 engine referred to in the FaAA Piston Report?
, A. We don' t know. If the DSRV-16-4 ran at a peak pres-l sure of only 1200 psi, excessive side load would be highly un-l usual. ! Q. What do you conclude with regard to the piston skirt i ! side thrust condition on the EDGs?
I A. We conclude that the piston side thrust is excessive i and that the AE piston is inadequately designed to accommodate this load. The FaAA reports have totally failed to address this concern. There is, therefore, no assurance that the EDGs will not experience serious failures induced by this condition. Accordingly, the EDGs have'not been shown to be adequately designed to satisf actorily perform the service intended. Tin Plating of AE Piston _ Skirt Q. Did FaAA consider the potential effect of the tin plating of the AE skirt in the context of its design?
- A. No. FaAA did not address this issue despite the fact that a functional attribute for the Task Description for pistons was i
- 5. The piston skirt must provide'a suit-
.l. ~
able sliding surface against the cyl-inder liner. Q. What are your concerns about the cin plated de 'n of the AE piston skirt?, A. During trips to Shoreham in 1983 and 1984, we observed relatively heavy vertical scoring in a sufficient num-ber of cylinders to rule out a " case of one" phenomenon. The scores were vertical grooves located in line with the location where maximum side thrust takes place. Examination of pistons during a visit in 1983 showed cccumulations of detritus
. embedded in the tin plated surface of the skirt. The scoring '
was visible despite heavy deglazing of the liner. We believe this scoring results from detritus which tends to collect ir. the sof t tin plated surface of the skirt. The scoring in the liner caused by detritus embedded in the tin plating of the skirt can result in gas blow-by. If the cylinder liner is scored, small grooves or deep scratches are made in the liner surface. The piston rings " bridge" the groove or deep scratch and high pressure gases blow down the groove on the outside of the piston ring. . This action in turn leads to piston ring distortion which will allow more gas " blow-by". When this occurs, the piston 1 I k
~
4 1 skirts tend to overheat. This situation is potentially dangerous in the EDGs, where the piston design causes a higt. side thrust on the skirt. The high side' thrust causes the AE piston t'o run hotter leaving little reserve for a further tem-perature rise from gas blow by. Small amounts of gas blow by
?
may therefore lead to an early piston seizure. Q. Why are the AE piston skirts tinned? A. The piston skirts may.be tinned to offset the bad effects of very high unital side thrust. This is yet another ~ indication of over-rating of the EDGs. Q. Aside from the liner scoring potential described above, does the - tin plating present any other detrimental effects to reliable operation? A. Yes. Tin and copper / tin plating of the AE skirts could initiate two types of failure mechinisms. If the tin (or copper / tin) is electroplated on the piston skirt, catastrophic failure could occur through the mechanism of hydrogen embrittlement. The plating process liberates hydrogen at the cathode which enters the metal structure. This classical embrittlement mechanism has been responsible for many dramatic failures of ferrous .netals. It is difficult to detect and a l i
a i hazard in all plated metal components. It is difficult, i therefore, to predict if or when such a failure may occur. If the tinning is applied by a " dipping" process, the resulting structure at the plating interface can contain an intermetallic
~
compound that forms when the tin matter comes into contact with the iron. This compound is covalent so it acts as a ceramic.
- This material, if present in significant quantities, can behave in an abrasive manner and thus contribute to scoring of the cylinder liner and piston skirt. Such liner scoring could lead to the failures resulting from gas blow-by and piston seizure ,
described in the side thrust discussion above. Q. What do you then conclude regarding the " tinned" AE piston skirts? A. .We conclude that the.EDG rating is well in excess of the design limitation of the AE piston. Accordingly, there is no reasonable assurance that they will perform satisfactorily in service. s REPLACEMENT CYLINDER HEADS . Q. What is the purpose of this part of your testimony? A. This part of our testimony addresses the County's concerns regarding cylinder heads; the relevant portion of the EDG Contention states:
9 "f 7 L h(_( t gjT' .3'O - 4
,, , .f m.
Um. w ww- M GILBERT / COMMONWEALTH QUALITY ASSURANCE DIVISION l INSPECTION SERVICES REPORT
. 0454-84-87 Dec. 04 - 07, 1984 CLIENT: Cleveland Electric Illuminating Co.
UNIT: Perry Nuclear Power Plant - Unit 1 & 2 s VENDOR: Transamerica Delaval, Inc. (TDI) LOCATION: ' Oakland, CA VENDOR PURCHASE ORDER: Q-3003-69, Chg. 2 PRINCIPAL CONTACT: Doug Stuart EQUIPMENT SPECIFICATION TITLE: Class IE Diesel Generator Units SPECIFICATION NO.: SP-562-4549-00, Rev IV -s i INTRODUCTION & PURPOSE: G/C, Inc. was notified that the seventeen piston skirts and forty-eight piston ring sets (balance of order) were ready for inspection. The skirts were to be magnetic particle examined, and visually and dimensionally inspected. The ring sets were to be visually inspected. The purpose of this visit was to witness the magnetic particle examinations, perform visual and dimensional inspection of the skirts on a sample basis, perform a visual inspection of the piston ring sets on a semple. basis, review the documentation, and issue a Certificate of Inspection upon final acceptance.
SUMMARY
G/C, Inc. witnessed the magnetic particle examinations performed by TDI on seventeen piston skirts in accordance with Procedure 600-30, Rev. 2 with D4995. G/C, Inc. performed a final visual and dimensional
- inspection of the piston skirts on a sample basis. G/C, Inc. verified cleanliness, preservation, handling and tagging, and packaging.
G/C, Inc. performed a documentation review. All piston skirts and piston ring sets were found to be satisfactory. G/C, Inc. issued a Certificate of Inspection. ACTION REQUIRED: None
0454-84-87 Y" Dacembar 4 - 7, 1984 Dimensional (Cont'd.) The following piston skirts were dimensionally inspected: SERIAL NO. HEAT NO. N34 765K N31 765K N41' 765K
'N42 765K N50 771K The following calibrated inspection devices were used:
DESCRIPTION SERIAL NO. CALIBRATED DUE Standard (17 In.) 087-A 05/84 05/85 Dial Bore Gage (6-12 1/8") 061-S 07/84 01/85 Standard (16 In.) 086-A 05/84 05/85 Thickness Calipers (Dail) 360-A 05/84 11/84* Bridge Gage 061-AD 05/84 11/84* Master' Ring Gage (8-7510) 330-A 10/84 04/85 Depth Gage Set 030-C 10/84 01/85 Vernier - 26 In. 026-B 10/84 04/85 Blade Mic.-(15-16) 016-B 10/84 01/85 Micrometer (16-17) 017-H 10/84 01/85 G0/N0/GO Gage (501-503) 297-R 08/84 02/85 Set Ring (6-7495-XX) 325-D 08/84 02/85 Dial ~ Bore Gage (6-12) 061-AJ 10/84 04/85
- TDI Calibration system allows for a two week grace period on calibration due dates.
Nondestructive Examinations G/C, Inc. witnessed the magnetic particle examination of the machined thrust collar seat and the adjoining radii at the four bosses (inside the piston skirt) on all seventeen piston skirts listed under the " Visual" section of this report. The examination was conducted in accordance with TDI procedure 600-30, Rev. 2 and the acceptance criteria of D-4995, Rev. (12/21/83) using the direct contact method (circular) in accordance with para. 7.7 and 7.2 (each part examined twice 90 degrees apart) with wet flourescent particles with blacklight. The particles were applied by flowing using the continuous sequence operation (para. 7.8). No demagnetization was required. The areas examined were found to be acceptable with no unacceptable indications noted. All the piston skirts did require blending with a grinder to remove linear indications - approximately k inch long. The indications were removed, and blended areas were re-examined using the same method and found to be acceptable.
vv v ( ENGINE NO. W8/ '2 8fL l DATE b 3 [ ~~M' CYLINDER NO. '3LO u,0tneESSOR TIME /d 3C HOURS AL'b O I Skip TGTT ( /- tra s. [ ,,) ( CYLINDER WITH PISTON kVCJG0/2 tdt 3. C s ., p.
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CILBERT/ COMMONWEALTH QUALITY ASSURANCE DIVISION
-INSPECTION SERVICES REPORT 0454-84-81 ,
Nov. 26 - 30, 1984 CLIENT: Cleveland Electric Illuminating Co. ' UNIT: Perry Nuclear Power Plant - Unit 1 & 2 YENDOR: 'Transamerica Delavair Inc. (TDI) LOCATION: Oakland, Ca. - VENDSR PURCHASE ORDER: Q-3627-60, Chg. 2 ,, PRINCIPAL CONTACT: Doug Stuart EQUIPMENT SPECIFICATION TITLE: Class IE Diesel Generator Units SPECIFICATION NO.: SP-562-4549-00, Rev'IV INTRODUCTION & PURPOSE: G/C, Inc. was notified that'128 valves (intake & exhaust).were ready for re-inspection (cee ISR 0454-84-79, 11/19 - 11/23, 84); that seven (7) reworked heads were ready for the final magnetic particle, liquid penetrant examinations and UT-thickness check; that at least seven (7) cylinder heads were ready for final assembly, painting, coating and preparation for shipment; and that the procedure qualifiestion for 100-W-17, Rev. 4 (hard facing) would be ready for C/C, Inc. review and acceptance prior to shipments. The purpose of this visit was to witnesstche magnetic ~ particle and liquid penetrant examinations, perform a final dimensional re-inspection of the 128 valves, perform a final visual inspection of the reassambled eflinder heads, and to review the procedure qualification record (PQR) for hardfacing procedure 100-W-17, Rev. 4.
SUMMARY
G/C, IncNit'nss's'id th's. magneticWe'iT1'e' exam {natilons . on lntEsteiii.__. (19 heads after rework.'...Five'(5) heads were rejected due to unacceptable
. indications. in the fire deck. areas'. tc/C, .ilne'... witnessed :th'e;. liquid [
vpenetrant examination of the fourteen accepted heads. Uq~, unacceptable
'sindic'ations were noted. G/C, Inc. performed the final dimensional inspection of 128 valves which were satisfactory. C/C, Inc. reviewed the PQR and Rev. S to hardfacing procedure 100-W-17, which was satisfactory.
C/C, Inc. performed a final inspection of the fourteen (14) acceptable heads during this period and of the two (2) heads found to be acceptable during the period 11/19/84 - 11/23/84 (a total of 16 reworked cylinder heads). C/C, Inc. issued a Certificate of Inspection for the 16 of 32 acceptable reworked cylinder heads after a satisfactory packaging, identification and cocumentation review. ,
~
0454-84-81 Rts -J48(c p. G c5 November 26 - 30, 1984 Dimensional: C/C, Inc. performed a dimensional inspection, along with the TDI shop inspector, on 128 valves (intake and exhaust). This was a reinspection of the rejections noted on ISR 0454-84-79 (11/19/84-11/23/84). The valves were checked for final dimensions and a visual of workmanship prior to assembly of the cylinder heads. The shaft 0.D. and concentricity, the chrome placing, and the T.I.R. (within .003).were s checked and found to be satisfactory.
. Note: Forty-two (42) valves required regrinding.
The 128 valves were found to be acceptable and in'accordance with TDI drawing 03-360-02-0D, Rev. L. The following celibrated inspection devices were used: DESCRIPTION SERIAL NO. CALIBRATED DUE Snap Cage (1-2) DTE-062-E 10/84 01/85 Cage Block set 034-F 03/84 03/87 Dial Indicator 060-0 , 07/84 01/85 Dial Indicator 060-G 10/84 04/85 (valve seat run-out fixture) Micrometer (0-1) 001-X 10/84 01/85 Dial Caliper (0-6) 4231 07/04 06/85 ( NONDESTRUCTIVE EXAMINATIONS:2 -
' sC/C .'IdcTwikisiliisid' Die iiUiigIiiifi~c3 article
- xdih'atiolofitEf[re[fe,cle k.exc1'udingtheseatarea)-on-nineteen-(19),) completed
^
reworked /reconditioneCr.ylinder heads which verg_,d[s~i5oT_rI _s (followst - , FACCEPTEfHEADS REJECTED READS SERIAL N&. - HEAT NO. SERIAL NO. HEAT NO. REMARKS B87- M 965T C63 134U Lack of
'M fusion '
C42 90U C95 321U Hot tear C88 -' R 287U . D12 391U Inclusions AS4 -SR 754T B6 818T Hot tear B51 - ^ 887T B99 988T Hot tear ! C84 - 2L 281U i C3 - 6 ^ 994T Note: The rejected heads were excavated, I C34 -7' ' 64U re-tested and sent back for repair. I C29-54 60U { C89- M 287U ' B25 - 0 L 851T C47 - FL 91U ! C79 -3 R 203U L33 '/A 628K '
b The replacement cylinder heads on the Shoreham EDGs are of inadequate design and j l (, manufacturing quality to withstand satis-
,' factorily thermal and mechanical loads dur-ing EDG operation, in that:
l (a) the techniques under which the replacement cylinder heads were produced have not solved the problems which caused the cracking of the original cylinder heads
'" on the Shoreham EDGs; t
I i j 5 (b) the "barring over" surveillance , 3
,1. -
f precedure to which LILCO has committed will l J not identify all cracks then existing in
> i, the replacement cylinder heads (due to symptomatic water leakage);
),. (c) the nature of the cracking prob-
_' lem and stresses exacerbating the cracks CO are such that there can be no assurance j ..hj i that no new cracks will be formed during cold shutdown of the EDGs;
)g ,
3 iL (d) there can be no assurance that cracks in the replacement cylinder heads
, and concomitant water leakage occuring dur-
, _ __a ing cold shutdown of the EDGs (which would not be detected by the barring-over proce-( dure) would not sufficiently impair rapid f start-up and operation of the EDGs such that they would not perform their required function; (e) there can be no assurance that cracks in the replacement cylinder heads occurring during operation of the EDGs would not prevent the EDGs from performing their required function; (f) variations in the dimensions of the firedeck (and water deck] of the re-placement cylinder heads create inadequate i cooling , where too thick, and inadequate
! resistance to mechanical loads, where too thin, and create stress risers at their boundaries; j .
^"'w-
_ - + w _
r
~
. (g) the design of the replacement i s cylinder head is such that stresses are
! induced due to non-uniform bolt spacing
'.' (and the different lengths of the bolts]; ((h) the replacement cylinder head design does not provide for adequate cool-ing of the exhaust valves]; (i) at least one-replacement cylinder
- head at Shoreham has an indication;
((j) the design of the replacement cylinder heads provides inadequate cooling
, water for the exhaust side of the head];
and (k) the replacement cylinder heads at Shoreham were inadequately inspected after operation, becaese: (1) a liquid penetrant test was done on the exhaust and intake valve seats and firedeck area between the exhaust valves on only 9 of 24 cylin-der heads, and such tests were done af ter only 100 hours of full power operation; (2) ultrasonic testing was done on the firedeck areas of only 12 cyl-inder heads; (3) visual inspections were performed on the valve seat areas of only 32 of the 98 valves, and on only 7 firedecks of the 24 cylinder heads for indications of surf ace damage. I The bracketed portions of the foregoing contentions are deleted and not addressed in this testimony. O LafL JL. e_2 'anu A m w A._m . -- __ -_ - - - _ _ _ _ _ _ . _ . - - . - . _ . .
m Q. What are your conclusions regarding the adequacy of the design and manufacture of the replacement cylinder heads? A. Contrary to the conclusions reached by FaAA in its report evaluating TDI cylinder heads 66/ and by the DRQR Report L on cylinder heads, we conclude that: (a) The replacement cylinder heads are inadequate for ~ their intended service due to the potential for cracks to ini-tiate and to propagate in the heads, leading to leaks into the cylinders. . (b) The potential for flaws in replacement heads of the EDGs still exists, since the manuf acturing techniques for cast-ing, inspecting, and testing the replacement heads have not been demonstrated to resolve the deficiencies which resulted in the cracking of the original heads. (c) , Cracks in the replacement heads could leak vater into the cylinders of the EDGs during cold shutdown. The "barring over" surveillance procedure, dated August 5, 1983, proposed by LILCO will not preclude the presence of water in the cylinders. 66/ " Evaluation of Cylinder Heads of Transamerica Delaval, Inc. Series R-4 Diesel Engines," FaAA 84-5-12, May,1984 ( the " FaAA Head Repor t") . (Exhibit 19). l 62 -
^^
h -e m. ._
u
- -Water in the cylinders could impair or prevent rapid startup and operation of the EDGs.
(d) The casting process at TDI is not reproducible. Thus, there is no assurance that each casting will exhibit identical or even similar characteristics. (e) The inspections of the replacement heads after operation were inadequate in that the operating time was insuf-ficient (only.100 hours). Further, the sampling inspections' utilized were not appropriate since it was not demonstrated that the population of heads was homogeneous. ( f) The stress analysis performed by FaAA failed to dem-onstrate that the predicted deformation of the replacemenc heads due to thermal and mechanical loads will not progress to the point of impacting acceptability of the heads. In addition, as a result of our evaluation, we concur with the Owners Group conclusion in the DRQR Report for Shoreham that: The absence of detectable flaws in the Shoreham cylinder heads does not preclude the eventual propagation of a crack from a subsurface defect or a defect in an inac-cessible location.11/ 61/ DRQR Report, Vol. 8, Cylinder Heads, at 3. (Exhibit 20).
- l. .
I
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(- Indeed, Dr. Wells of FaAA acknowledged at the June 22 meeting between the Owners' Group and PNL that: not knowing the distribution of flaws below the surface of these heads, that we would t in fact acknowledge the possibility that
~
cracks would grow and leaks would develop, and confidence in the -- or lack thereof, in the behavior of these heads really has to be established by inspection and by examining the causes of leaks . . . . "iE/ Based on the preceding conclusions, we do not believe that the replacement cylinder heads are adequate for nuclear ser-vice, and thus, there can be no assurance that the EDGs will perform satisfactorily in service. Q. What prompted Suffolk County's concern with the cyl-inder heads in the EDGs? A. Three of the original cylinder heads in the EDGs developed cracks in their firedecks which allowed cooling water to leak into the cylinders. Subsequently, the County filed a contention in these proceedings, which was admitted by the Board, and discovery concecning the cylinder heads commenced. LILCO then committed to replace all of the original cylinder heads in the EDGs prict to fuel load of Shoreham with heads of ^ allegedly superior manufacturing quality.51/ I 68/ Meeting Transcript (June 22, 1984) at 124. 19/ Af fidavit of Edward J. Youngling , July 22, 1983, para. 3. (Exhibit 21).
- 64 .
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l i Q. Did LILCO replace all of the cylinder heads in the
.,EDGs?
A. It is unclear'that they did. FaAA states in one part of its cylinder head report of May 1911 e ua t "all but two (E71 and F64)" of the original heads h- replaced with heads cast by TDI after September, 1980 s tiereinaf ter called the
" Group III heads"); elsewhere in the report FaAA says that all of the original heads in the EDGs hxN been replaced with Group III heads.lE/ The DRQR Report asserts that all heads have been
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replaced with Group III heads.ll/ Q. Are the failures of three t f the original cylinder heads at Shoreham and of other pre-Group III heads relevant to your conclusions? A. Yes. FaAA acknowledges that ore-Group III TDI heads were subject to numerous defects, but asserts that these defects were caused only by inadequate manuf acturing processes and/or poor quality centrol at TDI.12/ Based upon information given by TDI as. to changes in manufacturing techniques,13/ FaAA 10/ FaAA Head Report, at 1-3 and 11. 21/ DRQR Repcrt, Vol. 8, Cylinder Heads, at 3. (Exhibit 20). 12/ FaAA Head Report at 11 1-2 to 1-4. 71/ Id. at 1-5 to 1-6.
- - )
1 l
. l has concluded that Group III heads (ir.cluding the replacement ! heads at Shoreham) are " adequate for their intended ser-vice."li/ However, FaAA has not independently examined this data and in fact stresses its data "has not been verified as normally required under FaAA's quality assurance proce-f dures."ll/ FaAA also concluded that "there is a potential for cracks to propagate from pre-existing flaws in the head leading to leaks into cylinders," but that "the potential for the pre-existing flaws in Group III heads is significantly less than for" heads cast earlier.li/ _
Q. Do you agree with FaAA's conclusions stated above? A. No. The replacement heads are not adequate. The FaAA conclusions are based in large part upon TDI's reviews of pre-Group III heads and ad hoc ch'anges in TDI's manuZacturing processes. While we agree with FaAA that cracks may well prop-agate from pre-existing flaws in the heads, causing water leaks into the cylinder, we do not agree that the likelihood of such flaws existing in the Group III heads has been demonstrably 74/ Id. at 4-1. 15/ Id. at 1-5. 76/ Id. at 4-1. 66 -
. - . - - ~ , , -
- . .x n e,. , ,_ _ m.. w a ,, ... w w:.,e -.
reduced by changes in TDI's manufacturing processes. Our testimony will also address the fact that cracks may occur in
. the replacement heads for reasons other than the presence of casting flaws , including deficiencies in the design of the re-placement heads.
i Q. Are the Group III cylinder heads in the EDGs of the 1 l same design as the original Shoreham heads and others cast prior to September, 1980? A. Basically yes. All of these TDI cylinder heads are ,
, of the samc design, except for a change to weld thicker covering plates over the core holes in the head, according to the TDI drawing of the head. This change is not significant to any of our conclusions as to the head designs.
Q. How is this portion of the testimony organized? A. First, we will show that various deficiencies exist in the design of the replacement heads at Shoreham which may lead to failures. These deficiencies are unacceptable varia-tions in dimensions of the firedeck and non-uniform bolt spacing which induce stresses. Second, we will demonstrate that changes introduced by TDI in manufacturing techniques have not solved or significantly diminished problems which result in m.u :.v- w - -m- ._a,x
._ m .. x m . . . - - _ . - . J
+&4 '
#o kNjF/\@[,[k)# IMAGE EVALUATION
, t N M * *
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i i.( The claim that these changes in casting methods and tech-niques have successfully addressed TDI's casting problems is i j belied by the extremely high rate of defects in cylinder heads a produced since all of these changes were made. TDI docu-l ments102/ for foundry rework on cylinder heads show that nearly I t all of the heads cast in 1982-83 had defects and required re-
! working.
Q. What other changes in cylinder head manufacturing processes were referred to by FaAA7 A. FaAA refers to a 1978 TDI procedure to post weld heat treat the heads after deposition of the Stellite valve seat overlay and to a 1980 TDI Service Information Memo changing valve seat weld repair procedures.103/ The changes are not an-alyzed as to their adequacy, implementation, or effects. We have no basis to believe that these changes have solved the cracking of the Stellite weld deposits seen in TDI heads at Grand Gulf. 102/ TDI Documents, " Casting and Machining Problems with RV-4 Cylinder !!eads." (Exhibit 31). ! 103/ FaAA Head Repor t at 1-5. h l
u t (} FaAA also states that TDI claims that all heads cast after October 1978 received a second stress relief treatment. Stress relieving, or normalizing, can reduce stresses in the casting, but does not eliminate or affect geometrically-induced stress, gas porosity, inclusions, shrinkage or hot tears, each of which can cause cracking of the heads and increase crack propagation. FaAA raises the problem of poor gaging procedures during firedeck machining, but does not state how TDI addressed that problem. Given the large variations in firedeck thickness in the replacement heads at Shoreham, we believe TDI has not addressed this problem. Moreover, in our opinion it is not a gaging problem; firedeck thickness is rather a design, manufacturing, and quality control problem. Q. Does the operating history of the Group III heads (including the replacement heads at Shoreham) support FaAA's conclusion that the replacement heads are adequate for nuclear service and are significantly less likely to have pre-existing flaws than earlier heads? A. No. The only operating history of Group III heads verified by TDI is that pertaining to 16 replacement cylinder heads at Shoreham, out of 311 Group III heads TDI says it has produced.104/ FaAA states that Messrs. Trussell and.Pratt of 104/ FaAA Head Report at 1-2; Wells Deposition at 103. (Exhib-it 27).
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6 i TDI said in December, 1983, that "there have been only five in-stances of water leaks in Group II and Group III cylinder heads that have resulted in water in the cylinders...."105/ gewever, Mr. Mathews, vice president and general manager of TDI, testified in May 1984 that TDI had never in the past two years conducted any review of its files to ascertain failure rates of cylinder heads.106/ There is simply insufficient evidence from TDI's operating history to conclude that Group III cylinder heads will not crack or will have any less likelihood of cracking than pre-group III heads. - Inspections of Reclacement Heads Q. Have the inspections of the replacement cylinder heads at Sh,oreham ensured that they are adequate for nuclear service? A. No. The inspections performed on the Shoreham re-place.nent heads have been inadequate in a number of respects. First, there can be no confidence in inspections carried out by TDI before the heads were delivered. Second, the inspections 105/ FaAA Head Report at 1-4. 106/ Deposition of Clinton S. Mathews (May 8, 1984) ("Mathews Deposition") at 79-82. (Exhibit 32). l i t .
'l of the replacement heads performed at Shoreham after 100 hours of operation were insufficient because inspections were done on a sampling basis, not all of the inspection techniques neces-sary to detect flaws were used, and the inspection standards were inadequate. Q. What inspections is TDI supposed to have performed on the replacement cylinder heads? A. TDI has written
- procedures for carrying out visual inspections, magnetic particle inspections, liquid dye penetrant testing and hydrostatic testing.107/ However, these procedures are seriously deficient. The magnetic particle in-spection procedure does not specify which areas of the cylinder heads are to be inspected. Indeed, the procedure is only a general procedure "for the testing of ferromagnetic parts and assemblies," and is not specifically written for cylinder head inspection. In f act, TDI did not inspect the replacement heads by magnetic particle techniques, because it only started to use this procedure on cylinder heads in April 1984.108/ The hydro-static test procedure, which is written for use in ," welded 107/ Respectively, TDI QC Procedures 600-10, 600-30, 600-20 and 600-70.
108/ FaAA Head Report at 11. n v - - -m-.-,,.m-- --_,,r , ,,.w-_,. . - , . , , _
1 ~
' assemblies and cast products," is not expressly applicable to cylinder heads. TDI interprets its inspection procedures to permit acceptance of a cylinder head which fails a visual in-spection (by having a visible indication), so long as it does not leak during the hydrostatic test.109/ g further example of TDI's inadequate test and inspection procedures is the in-process inspection procedure (I.P.-300), which directs the QA inspector to use the same gauge blocks as the machinist and sets forth no measures for ensuring that the gauges are proper-ly controlled, calibrated and adjusted so as to maintain accu- -
racy. Mr. Mathews of TDI testified that TDI may well deliver cylinder heads to nuclear plants that have cracks or sand in-clusions.110/ Q. Are TDI's inspections and testing techniques, if they are properly performed, capable of detecting all casting defects and cracks in the replacement cylinder heads? A. No. It is unlikely that any of the techniques used by TDI will detect cracks or other casting defects more than 1/4 inch beneath the surface of the casting. Visual i 109/ I&E Report 83-25 at 4. (Exhibit 22). f 110/ Mathews Deposition at 86-87. (Exhibit 32). t l l 4 0 m_____.____________________.___._______.______ _ _ _ _ _ _ . _ _ _ . . _ _ _ _ _ _ . _ . _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . . _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ _ . _ _ .
l u 1 lt inspections and dye penetrant testing, if done correctly by trained personnel, will only reveal surface cracks. Hydrostat-l ic testing only discloses through-wall cracks in or around the cylinder head passageways that are tested, and will not detect subsurface cracks. Magnetic particle inspections can reveal subsurface cracks or other casting defects, but only to an ap-proximate depth of 1/4 inch. Q. What inspections were subsequently carried out on the replacement heads at Shoreham? . A. A liquid penetrant test was done on the exhaust and intake valve seats and firedeck area between the exhaust valves on 9 of the 24 cylinder heads, af ter 100 hours of full power operation. Ultrasonic measurements were taken of the firedeck areas of 12 cylinder heads. Finally, visual inspections were performed on the valve seat areas of 32 of the 98 valves, and on 7 firedecks of the 24 cylinder heads for indications of sur-face damage.lll/ Q. Were these inspections adequate to conclude that the replacement cylinder heads at Shoreham are qualified for
" unlimited operation =ll2/ in nuclear service, as PsAA i
l 111/ DRQR Report, Vol. 9, cylinder Heads, at 83-04. (Exhibit l 20). l 112/ FaAA Head Report at 111. ! l l l l
' u f
( concludes? A. Absolutely not. In fact, the DRQR Report for Shoreham states The absence of detectable flaws in the Shoreham cylinder heads does not preclude the eventual propagation of a crack from a subsurface defect or a defect in an inac-cessible location.ll3/ We agree with this statement, but we allo believe that the in-spections were net sufficient to detect even all relevant flaws and defects in accessible areas of the replacement heads. Ac-cordingly, the probability of cracking of the replacement heads may be much higher than indicated in the DRQR Report. Q. What are your reasons for concluding that these in-spections did not sufficiently disclose even surf ace defects in the replacement heads? ( First, only a limited number of samples of the re-A. placement heads were inspected. As described above in our dis-cussion of the At piston skirt inspections, a sampling inspec-tion is particularly inappropriate because of TDI's ineffective QA/QC program. Region IV of the NRC informed TDI that results i of NRC Vendor inspections of TDI show l l 113/ DRQR Report, Vol. 8, Cylinder Heads, at 3. (Exhibit 20). i l
; I
I i ' i l l t- (slerious deficiencies have existed in the implementation of your committed quality assurance progran for manufacture of emer-gency diesel generators. What concerns us greatly is that certain of these findings are of a nature which brings into question both the adequacy of existing manuf acturing process controls and the level of compli-ance by manufacturing and quality control i personnel.ll4/ We agree with Mr. Poster of NRC Region IV that TDI's ineffec-tive QA/QC program makes a samplying inspection next to useless and mea.. that even a 100% inspection is unlikely to reveal all defects.115/ However, given the importance of the heads, a 100% inspection should have been performed. Second, of the sample heads, only selected portions were examined. For example, the liquid penetrant test was performed on the firedeck only in the area between the exhaust valves. Other areas of the firedeck are as likely to have indications or inclusions. Third, inspections were restricted to visual and liquid penetrant. The ultrasonic measurement was done only to measure firedeck thickness. It is likely that more defects would have 114/ Letter dated January 17, 1984, from V. Potspovs (NRC) to C. Mathews (TDI). (Exhibit 33). 115/ Foster Deposition at 54-55. (Exhibit 13). I i Q , i e
k l ( been detected if magnetic particle examination, eddy current examination, and radiograph testing had been employed. The vi-
. sual examination is unfortunately of limited value.
Q. Why is the visual examination of limited use? 4
! A. Apart from the obvious f act that it is limited to i what the naked eye can see, the results of the visual inspec-
! tion have apparently been ignored. The NRC Staff discovered an
- indication about 3/8 inch long on the machined bottom part area of replacement head S/N H-34 at Shoreham.ll6/ TDI advised the staff that this crack was within TDI's acceptance criterion be-cause the head had not leaked under hydrostatic test. LILCO and FaAA have not replaced the cylinder head with this indica-tion, apparently accepting TDI's criterion.
Q. Do you believe that the LILCO response was appropri-ate? A. No. A 3/8 inch indication such as on head H-34 may grow under operating stresses and with the effects of corro- ,l sion. Yet LILCO, TDI and FaAA would permit one or more small cracks or inclusions in the replacement cylinder heads. This t l 116/ I&E Report 83-25 at 4. (Exhibit 22). l: l i 1
j ._ is also shown by the acceptance criteria used by LILCO and FaAA. Q. What is the basis for the FaAA/TDI Owners' Group in-spection criteria for cylinder head inspections? A. No bases are provided for the liquid penetrant in-
' spection or the ultrasonic measurement criteria cited in Appen-dix A of the FaAA Head Report. For the magnetic particle in- )
spection, no basis is provided to demonstrate that the ASTM criteria are appropriate for the intended service. For the firedeck UT measurement, the thickness is only required to be recorded. No maximum thickness is specified and the technical basis for the minimum thickness is not cited. The bases for all the acceptance criteria should have been provided by TDI and assessed by FaAA. The acceptance criteria bases must be demonstrated because without knowing the distribution of flaws below the surface, any crack or void can be assumed to grow.
- j. Cracks in Reolacement Heads Q. If cracks similar to those in the three original
} heads occurred in the replacement cylinder heads at Shoreham, i j is it true that only a very small amount of water could leak i into the cylinders after rhutdown of the EDGs? t I c L 1 .
i
.( A. No. This proposition was asserted by LILCO based upon TDI's inadequate and incomplete failure analyses of the original failed heads, which determined that the cracks were caused only by operating stresses acting upon pre-existing casting defects in the cylinder heads.117/ TDI contends that I since these operating stresses are caused by the cylinder fir-t ; ing pressure, once the EDG is shut down and operating stresses are substantially reduced, any cracks would close.118/ In ad-dition, TDI asserts that the stresses are further reduced when the cylinder heads cool to a steady-state temperature. Thus, it was concluded that the cracks were self-relieving and would not have propagated.
While the evidence suggests that a cause of the failed cylinder heads was casting defects, there is no support for l TDI's assertion that only the operating stresses were acting j upon the casting defects and that the cracks were therefore self-relieving and would not have propagated. In fact, cracks i 117/ Affidavit of Edward J. Youngling, dated July 8, 1983 (Ex-hibit 21). , 118/ Contrary to the preceding assertion, PNL consultant Mr. Louzecky stated at the June 22 meeting (Tr. at 129) be-tween PNL and the Owners' Group that " . . . in the ll cooling-off period, that's usually when your (cylinder head) crack opens up . . . . " l 94 - i l k n
-u such as those found in the three failed cylinder heads at
[ Shoreham will always propagate and grow, unless arrested by heavy material or a void. Q. What factors other than operating stresses would cause cracks to propagate and grow? A. Cracks propagate (i.e. , deepen and/or travel) and grow (i.e. , lengthen and/or widen) due to operating stresses, residual stresses (i.e. , manuf actured-in stresses, such as from the casting and welding processes), geometrical stresses (e.g., stresses arising from design, such as stresses which exist at sharply-angled edges) and corrosion. What must be kept in mind is that cracks are stress raisers, and that stresses other than operating stresses will propagate a crack. Residual and geo-metrical stresses commonly accelerate crack propagation and growth, and corrosion occurs preferentially at cracks. All of these mechanisms (residual stress, geometrical stress and cor-rosion) will act to propagate a crack even when a diesel is not in operation. Further, the environment may increase the growth of the crack at a higher rate than one would calculate by merely summing the cyclic loads.119/ Indeed, cracks in the 119/ " Introduction to Fracture Mechanics," Kare Hellan, McGraw-Hill, 1984, at 135. . 95 - _.,,._.c-y,_,%-,
t' -- ( cylinder head by their very nature propagate and grow until they hit a massive part or a void, such as an exhaust valve. When a crack enlarges, the flow of water through the crack will increase. Furthermore, cracks are seldom self-relieving, ex-cept perhaps when they split open, and cracks never decrease in dimension, especially when the crack surf aces are covered with corrosion products. 'Therefore, water can continue to leak into the combustion chamber after shutdown and at any time thereaf-ter. Q. Could cracks in the replacement cylinder heads first begin to leak during cold shutdown of the EDGs? A. Yes. For example, a crack which initially occurred from operating stresses may not leak during operation. That same crack may not leak for some time afcer the EDG is shut down. However, stresses other than operating. stresses, such as stresses from corrosion products acting to force the crack apart, may cause the crack to propagate or grow af ter shut-down.120/ Cracks may grow very slowly for some time, but' once a crack reaches its critical size it will grow very rapidly and I . j 120/ " Analysis of Oxide Wedging During Environment Assisted a Crack Growth," S.J. Hudak and R.A. Page, NACE, Vol. 39, i No. 7, July, 1983, at 285 to 290. I
)
1 f
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t rupture. Thereafter, the flow of water through the crack could i-t i be significant. The amount of such water leakage would depend upon the number and the size of the cracks and their location. The existence and interaction of these factors cannot be predicted. However, depending upon the circumstances, signifi-I cant leakage could occur in a matter of days or even hours. Q. Would undetected leakage from a cracked head into the
; cylinder affect the rapid restart capability of the diesel gen- ;
erators? A. Yes. If liquid is contained in the cylinders, there will likely be damage to the engines. Quantities of liquid can cause dangerous pressure rise within the cylinders. If liquid is contained in the cylinders, the compression pressure in-creases and will continue to increase until it equals the fir-ing pressure; the volume of liquid contained in the cylinders
, then becomes known as the " critical volume." If the liquid in the cylinders is greater than the critical volume but less than the clearance volume, the liquid may not show up during the 1
barring procedure proposed by LILCO, and dangerous pressures
; may build up during the start period. This very high and dan-I gerous pressure buildup can cause studs holding the head in f place to stretch, thereby " blowing" the head gaske t. When this i
1
r_ I u t [ .-
;j occurs, the EDG cannot be operated because of flames blowing 3
l out between the head and li'ner faces. Water leakage into the cylinder head could also lead to a catastrophic failure should the cylinder head go " solid with
; water." The Shoreham piston crowns have a dished configura-f tion, and should there be leakage the dish area could fill up
! and the water overflow down past the piston rings into the lube oil sump. This could cause water contamination of the lube l
oil. Leakage, even in very small amounts, could also impair i lubrication of the cylinder. Scoring of the cylinder liner bores can occur, followed by rapid seizure of the piston and consequential damage. Catastrophic consequences can also result from cracks in the cylinder head firedeck, even when there is no water leak-age. Higher pressure combustion gases can leak into the cool-1 ing water space. In the short term, the combustion gases enter I the cooling water and may " air lock" the heads. Alternatively, l, the heat exchangers may not be able to handle the heat input to i j the cooling water and a rise in temperature could cause a shut-down. A further problem could arise when the cooling water l ' pumps " gas up," causing the cooling water temperature to rise j and the engine to shut down. 1 I
I
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Q. Could the corrosion inhibitors in the cooling water C' of the EDGs affect rapid restart if leakage occurred? A. Yes. These corrosion inhibitors can alter the cylin-der liner diameter by building up salts and other corrosion products, if cooling water leaks into the combustion chamber and cylinder space. This, in turn, prevents adequate lubrica-tion and causes a number of dry strokes during the starting of the engine. The dry strokes would result in localized heating, with probable additional failure of lubricant and seizure of the pistons. Q. But won' t the corrosion inhibitors prevent corrosion in the cylinder,"should leakage occur? A. No, the corrosion inhibitors act to passivate a sur-f ace by providing a stable film to act as an oxygen barrier. Corrosion would preferentially occur in the space between the i cylinder walls and the pist[n. Thus, it is possible that cor- . rosion products could form that would act as a barrier and pre-vent the passage of water betweeen the piston and the walls and into the lube oil sump. In other capes,' muck, carbonaceous ma-terial and detritus from the piston ring grooves can act as a sealant and prevent leakage down the side of the piston. Then, water would collect in the cylinder, causing the cylinder hedd to go " solid with water." I \ ,
m
, -Q. How fast could this corrosion occur?
(i _ A. The passivation occurs immediately on contact with the metal. However, the speed at which subsequent corrosion processes occur is dependent upon a variety of factors and their interaction, including temperature, surface area and driving force. Hence, the speed of corrosion development for this case is inherently unpredictable. What must be kept in mind is that the concern lies not only with corrosion in the cylinder, but also with the effect of corrosion on cracks in the cylinder head. As previously mentioned, corrosion products put a stress on cracks. Thus, a crack may grow slowly until it reaches a critical size. Thereafter, however, it grows much more rapidly. Indeed, cracks can change significantly in a matter of days or. even hours. Q. Will water flow through a crack during cold shutdown even though there is essentially no water pressure to drive the water through the crack? A. Yes, because the water has substantial driving force through the crack without the water pressure of the cooling j system. The cooling water flows into the crack in an effort to i dilute the corrosion products and creates an osmotic pressure. In addition, the driving force from the capillary action causes
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, flow through the crack. As the crack grows, the flow of water - C increases proportionally. , Q. But isn' t a steel cylinder head strong enough to re-sist cracking caused by corrosion?
1 A. No, it is not. The stresses generated by corrosion products are extremely high. Moreover, the tip of a crack acts as a stress riser and can synergetically exceed the tensile strength of the metal without any additional stresses. In ad-dition, TDI has changed the steel in its cylinder heads to a , lower strength alloy (TDI's No. 7 steel) with less carbon con-tent. This reduction in carbon can cause cracks to initiate, to propagate, and to grow. Q. Could leakage from cracked replacement heads also have an adverse impact on EDG's performance during operation? A. Yes. Operating stresses could cause the cylinder , head to crack or could exacerbate existing cracks' growth. LILCO and TDI contend that there would be no adverse impact on the EDG's performance, since any water leaking into the cylin-l der during operation would be expelled along with combustion l by-products. However, depending upon the location and size of the leak, water in the cylinder could be sufficient to impair
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i -
; IL_ lubrication in the cylinder and cause seizure of the piston and i
fracture of the piston skirt, leading to engine shutdown. In j. other cases, only partial seizure may occur; however, this can lead to heavy bearing wear and misalignment. Q. But isn' t water sometimes injected into the combus-
! tion chambers of diesel engines to improve performance?
I I j A. Yes. Sometimes distilled water in very small amounts
! is homogenized with fuel and injected into the combustion cham-bers. This is done to reduce the emissions of nitrous oxides with the exhaust gases. However, this process requires strict control of the quantity of water that is homogenized with the fuel prior to injection. In addition, the cooling water in the EDGs contains corrosion inhibirors. If the cooling water leaks into the combustion chamber and cylinder, the salt residues from these corrosion inhibitors can cause abrasive wear on the e
cylinder liner bore, thereby reducing piston ring life. Q. Could cracks in the cylinder heads also cause prob- ], lems in the long term? i i A. Yes. While it is true that water leakage into the j cylinders generally flashes to steam and passes out with the i exhaust gases, if any water remains it is sprayed out with the ? i I l - 102 - r s I i
\
t 1 i L
i
? ._
5 t exhaust gases and erosion of the turboc'..arger blading will j - occur in a manner similar to steam turbine blading erosion. In i that event, the turbo blower speed falls and the engine overheats due to a reduction in air flow. Moreover, cracks in the cylinder head firedeck may cause a reduction in cooling water pH value, leading to the formation of acids which attack various parts of the engine cooling system and cause corrosion . of the engine. Water leakage may also damage or score the cyl-inder liner, damage the piston rings, reduce power and allow gases into the cooling water system. The scored liners allow , hot combustion gases to blow down between the cylinder and the piston skirt. This causes distortion of the piston, further scoring of the cylinder. liner and serious overheating, which may eventually lead to a crankcase explosion. Q. Has LILCO committed to perform a "barring over" pro-cedure at certain intervals after EDG shut-down to detect water which might have leaked into EDG cylinders due to cracks in the replacement heads? A. Yes. LILCO intends to use the procedure referenced
- - in SP27.307.02.121/
121/ DRQR Repor t, vol. 8, Cylinder Heads, at 3. See LILCO Pro-cedure SP 27.307.02, Emergency Diesel Generator Cylinder Head Leak Detection Test. (Exhibit 34).
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m . ( Q. Do you believe that the proposed barring over proce-j dure, if implemented, will ensure that leakage, if it occurs
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during testing or operation, will be detected? A. No. LILCO's proposed procedure will not ensure the detection of leakage of water into the cylinders. In fact, given the nature of cracks in cylinder heads, no barring over procedure can ensure that leakage will be detected prior to an I emergency rapid startup of the diesels. Cracks which occur during operation may not leak during operation or even within the first 12 hours after shutdown, the time under LILCO's pro-posed procedure when the EDGs would last be barred over. For example, cracks formed during operation could be focal points for corrosion, which would make it difficult for the cracks to close. Water could therefore leak into the combustion chamber of the EDG after shutdown, including more than 12 hours there-after, in amounts sufficient to impair an emergency start.
-Such a leak would not be detected by LILCO's proposed barring over procedure. Even swinging over the engines with starting air might not detect small amounts of water symptomatic of a leak.
Q. Would your concerns with LILCO's barring over proce-dure be alleviated if the barring over were performed more frequently than proposed by LILCO? }
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l 1 l 1
A. Even if barring over were done more frequently, there [ would be no assurance that leaks which could impair emergency startup of the EDGs would be detected. It is not possible to predict when emergency startup would be needed, and it is therefore impossible to bar the engine over immediately before startup is required. Unless the barring over is done immedi-ately prior to emergency startup, there can be no assurance that water from one or more cracks would not leak into the cyl-inder of one or more EDGs and impair startup.
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u c_
. .f 4,0,. 0257A SHEET - N-- _,C
,itTLEO y 1TnAar- L'ad/.lm -d l?nd y ar- Ntac2_ 'C D N T I N U A 71 D N S H EET g cyL;hd u HP-#b5 #8Ed'N#4 r 's A T nf L-)o.I 18 I~\ 3f' > Ultrasonic Exar.ination of fire deck._ , _ _. . . ,. J . Perforri .an Ultrasonic Examination of the fire d'eck in six locations (see sketch,below) to determine the thickness between the valve seat , area.- ,' - ' ' ' *- I'ne nominal. thickness reading is 0.500 inches, with a cinimum acceptable thickness reading of 0.400 inches. Record data and results below. i -
. Thickness Readings oxygS
/ 2-Cv1.No.- 1 2 3._ 4 _5_ 6-l' O =O 1t s1Y.s70* ut n ,'yn -
n33 / \ l 2L _ t'63 . 53V i WK .531 528 76 7
/ o O ,
Dj D O ._ st .
. n-2 . sw .stz.sc .m .m ^3 / _
s o 15; so 3 4L
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'S A T 3 Cyt:,$Et2 He.atb #7 & M, _
- U Ultrasonic Examination of fire deck.
- Perform .an Ultrasonic Examination of the fire deck in six locations (see sketch,below) to deter =ine the thickness betver.n the valve seat ,
area. - khe no=inal thickness reading is 0.500 inches, rith a =inic=n acceptable thickness reading of 0.400 inches. Record data and results below. Thickness Readings /##et j
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- Instruction Manual CLEAR CYLINDER CHECK n mbers An essential part of the pre-start procedure is to check for l kage theTn.spresence of and the intake air manifold. In any water coo led engine (thereis some
) Otnerposs:cle i proper possibil may be from the internal passages in the hamber,engine, or the intate nous.
the in hand!ing during shipment and storage. Although the presence of water in a combus manifold in any sign;ficant quantity is a rare occurance,the hambers.. consequence or of s Tneref or e. If !ne engine is cranked with full starting air pressure, "a' ion. an it is essential that the cy!rncers and intaket down mantfolds and alowed to coci k be performec be check Or after a long snutdown or rnajor overhaul, or whenever the engme has been shu for eight hours or more. For maximum protection,it f tems andis pressure strong!y reco before each engine start. unattended operation are a part of the design,therefore no ispu.d vessels should oe regularly monitored to mentmrze the risks of water teakage ! the not be rolled on full starting a*r pressure to!c(s) until are free of such t procedure for checking to determine that the combustion enamber and the inta moisture involves the following sequence of actions.
- a. Open indicator cocks on a!! cytmders.
Striking tne sides of the manifo!d a tn Check for presence of water in the :ntake air maniford(s). r mus'te b. a manet and hstening to the sound is one method of comg this. If water is de found and the cond: tron corrected before proceeding. c. Place Stop/Run valve on the eng:ne in the STOP position. This witt pre p engine cunng the sucsequent steps. d. Bar the engine over s!ow!y with the barnng device for two complete r Caution 1 If any resistance to free turning is encountered, stop cranking and determi before proceedmg e. Check a!! md.cator cocks for presence of me:sture. If any havid has the source must be found and the defect corrected before proceed:ng. ce f. Roll engine two comp!ete revo!utions on startmg air then again che r of moisture. If all c! ear, proceed.
' g C!ose allincicator cocks.
t h Place Stop/Run vaive in RUN. r l l j 'l. I 4-2
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l' , E Mcy ,,E D DUKE POWER COMPANY JJzw
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GENERAL OFFICES
. 4n sourn envun snan 4/CE[4^/G" " [OM.j i CirAntorrE. N. C. 2S242 l
January 24, 1985 OGTp-773-0-477 Mr. F.R. Stead u6' f- S Cleveland Electric Illuminating Ccmpany Perry Nuclear Station F"
~~
r - P.O. Box 97 Perry, Ohio 44081 k g/ d y
=
( .a. a -- Re: -TDI Diesel Generator Owners Group Recom.endation For Detection of Cylinder Head Leakage - File: MTS-4086 , y._ . . .
Dear Mr. Stead:
The Owners' Group Technical Staff has recommended a "bicw over" procedure to be used as a surveillance to detect potential water leakage into the cc bus-sion . chamber. A " blow over" procedure has been reccmended since the barring over device depicted in TDI's operating manual is primarily a maintenance device, not a surveillance device. ' The " blow over" procedure is a modified air roll, and insures damage to an engine does not cccur as a result of rapidly air rolling an engine with a hydraulically locked combustion chamber. The following methods for slowly ro-
, tating the engine were recer= ended to the Owners Group by'TDI: .
The first method invclves the use of a manual actuator on ene - of the starting air inlet valves on each bank. By manipulating the approximately 18 inch long lever while watching the flywheel, one operator can turn the engine over twice, without building significant crankshaft inertia and without taking the diesel out of the standby mode. A second operator must waten the indicating cocks on the opposite bank for signs of moisture. If an emergency occurs during this leak detection mode the engine's automatic controls will start the engine in the normal fashion. The operator should close the indiceting cocks imediately following an emergency start of the engine. .The closing of all cocks should l not exceed one minute. As a precautionary measure, the fuel rack l shculd be manually placed in the " fuel off" position, and held there l using the lever provided on the rack shaft. If an emergency start were to occur at this point, the governor oil booster will force the rack into the " full fuel pcsition". DUKE MANACEMENT AND POWER TECHNICAL SERVICES
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- The second method recomended, is to arrange for a bypass valve
- . around the starting air inlet valve. TDI has tested this method on their R-46 test engine and reported good control of the engine's slow rotation by operating the bypass valve.
{ ' The same as for the first method of leak detection, precautionary measures must be exercised. The fuel rack should be placed in the." fuel off" position and held there using the lever provided
. on the rack shaft. Should there be an emergency engine start the indicating cock should be closed within one minute, to avoid ceasing. If any of the cocks cease open, a cap should be placed-l on that cock.
! The two methods reccmended require operator training and planning. Should you have any questions or if you wish to discuss this further, please contact Mr. John C. Kameyer at (704) 373-3493. C.L. Ray Jr. { *
- Technical Program Director TDI Diesel Generator Owners Group ,
" - ~ ' ~. . -
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cc: Executive Comittee J. Kameyer , R. Bonsall V. A. Saleta M. Curry .
.K. Fitzpatrick A.P. Cobb Jr.
Job Book Alternate Contacts . Licensing Contacts < 4
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.m COMPONENT TRACKING SYSTEM PERRY HUCLEAR STATION 11/3D/84 PAGE 124 LIST 30A - SITE AND INDUSTRY CottBINED - BY UTILITY NUMBER EXPERIENCE ITEIG ADDED TO COMP 0tJENTS AF1ER 7/1/84 ARE DATED.
EXPERIEtJCE I1 ENS REH0VED FROM C0ttPutJENIS AFTER 7/17/84 ARE DATED. EXPERIENCE ITEMS UPDAIED Af TER 7/31/84 ARE DATED. OHN*ERS GROUP COMP DESIGN QUALITY DESIGN QUALITY PERRY , C0ttP NO CLASS RVN RVL ACC ACC COMP NO
$3-36DA < CONTINUED.......> (I) X X D Z 02-36DA ISE SHOREHAM, NOTICE 83-51 TDI 76 CYLINDER HE AD HATER LE AKS HERE OBSERVED, ON A TDI 8 CYLINDER ENGINE AT KU0SHENG, TAINAN.
SOURCE: HOS: OTHER 1ELEX FROM PEI TO LILCO DATED 11/28/83 St DURING INSPECTION OF 1DI V-16 INGINE*S CYLINDER HEADS, ONC HAS FOUND TO HAVE CRACKS. THE 08 TACKS HERE IN THE SIELLITE SEAT FOR THE EAHAUST VALVES - OtJE CRACK NAS APPARENTLY A THROUGH-HALL CRACK. SOURCE: N33 MANUFAC1URER: OTHER TELECON C.SEAHANILILC011N. ANGLEtHPL10N 12/13/83.1DI , 9 8 HOD OF VALVE GUIDES TO CONTROL CIL CONSUHPTION. SOURCE: NOS: IDI SIM-301, REV. 1 10 lINf 0-NETHOD FOR HEASURItG STEM 10 EUIDE CLEARANCES. SOURCE: tJ05: 1D1 SItt-295 IllINFO-CYt. HE AD VALVE SE AT REPAIR PROCEDURE. SOURCE: NOS: 101 SIH-249, REV. 2 1211NFO-CYL HE AD OVERHAUL PROCEDURE. SOURCC: NOS: 1DI SIN-25D, REY. 1 133 IDELETED D8/22/841 14 3 CYLINDER HE AD mi DIESEL I A DEVELOPED A HINOR JACKET HATER LF AK HITHIN THE INJECTOR EtoRE AND ADOVE THE ItJJECTOR SEAT. DNE CYLItJDER HEAD Ott DIESEL 18 ALSO DEVELOPED HItJOR JACKET HATER LE AK. ScuRCE: NO3 HANUFACTURER: OTHER CAT AMBA-REPORT "EXTEtJD[D OPERATION 1ES15 AND INSPECTIOt4 0F DIESEL TDI GENERA 1CRS DAT ED 04/D5/84 PG 7-2 I FILE NO. T-531 15 8 HATER LE AK INTO THE CYLINDE RS. TOI REVIEHED THE THREE FAILURES AND ADVISED THAT THE SHALL At:OUtJT OF HATE R E NTERING THE CultBUSTI0t3 CHAPBE R IS SIMPLY BLOHtJ DUT OF THE E XHAUST. LILCD-UPGRADED THE CYLINDE R HE ADS TO 1HE IMPROVED 101 DESIGN. IADDED D8/24/848 SOURCE: NOS: 10Cf R50.55E IDCf R50.55E LILCO LTR SNCR-873 DATED 4/15/83 TO TDI FILE NO.T-69 7 NO'4-tEJCLE AR INDUSTRY EWERIEf 4CE: 11 FIVE HEADS HAVE FAltFD-LOCFED UP. CASTING STRESSES IN HE ADS, SEVERE AERATinN PP08tt H IN ST ARbn1RD ENGINE COtJ1RittU1ED TO HOT SPois IN HEAD. IDI S1 A1ED ST AtJDPIPE C AtMED AER ATION. IH/V "CCII"3 - SnuRCE: NOS: OT HE R HUtJT 8 HILLI AttS 612/ID/all TO C.ST AMAN 01HER HItJUTES Of NLETItM HIIH 101 AT LAKE SHIPPING OFFICE III/2D/eDI f M/V GOTT I t a
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s 't COHPONENT TRACKING SYSTEM s PERRY NUCLEAR STATIt24. 11/30/84 LIST 304 - SITE AND INDUSTRY C0tBINED - BY UTILITY NutSER EXPERIENCE ITEMS ADDED TO COHPONENTS AFTER 7/1/84 ARE DATED. EXPERIENCE ITEf ts ret 10VED FROM CottP0t4ENTS AFTER 7/17/84 ARE DATED. EXPERIENCE ITEMS UPDATED AFTER 7/31/84 ARE DATED. 7 OHNERS GROUP COHP DE SIGN QUALITY DESIGN QUALITY PERRY COMP NO CLASS RVN RVL ACC ACC COHP NO 63-360A < CONTINUED.......> (N> X X D Z 02-3604 i ZI THO HEADS S1RESS RELIEVED PICKLED HEADS EXHIBITED VERTICAL CRACKS IN BACK HALL OF EXHAUST PORT. tH/V "GoTT"I SOURCE: NOS: OTHER HUNT 8 HILLIAMS 812/30/83) TO C.SEAHAN OTHER TDI NEHO T ROH G.TRU!.CE LL TO C.HATilfEMS DATED 02/17/81. (H/V GOTTI
- 3) FOUR QUANTITY HEADS FAILED HATER TESe'. UNE (3UANTITY HAS AN SR HEAD. EXPECT 3 NORE HE ADS F AILED, BUT PASSED HA1ER TEST. (H/V "GOTT"I SOURCE: NOS:
OTHER HUNT & HILLIAMS 812/30/83) TO C.SEAHAN OTHER HEHO FROM S.SCHUMACHER tTDI! TO G. KING 02/27/81. (H/V CCTTI . 4 3 TDI TELEX-RECCNDITIONED HEADS HILL PE ABS INSPECTED -SOME HE ADS HILL BE CtJT UP FOR ! EXAMINATION. IH/V "GOTT" 3 SOURCE: NOS: OTHER hut 4T S HILLIAMS (12/30/831 TO C.SEAHAN OTHER TELEX FROH J. BOUT 4 TIN 4 TDI) TO LINDA BLOCK 401/27/81) (H/V CUTTI 51 HEAD CRACKED THROUGH INTAKE SEAT. y SOURCE: NOS: OTHER hut 4T S HILLIANS I 12/30/83) TO C.SEAHAN OTHER HEt10 FROM S.SCHUHACHER I TDI) TO FILE DATED 01/23/82 (H/V GOTT)
- 6) HE AD LEAKING JACKET HATER INTO EXHAUST CHAtBER -REPLACED HEAD 8 GASKETS. (H/V "GOTT"I SOURCE: NOS:
OTHYR hut 4T 4 HIL LI AMS 112/30/83) TO C.SEAHAN OTHER USS CORP HECHAt4ICAL REPORT 81-232 810/08/81) FPON R.HUTTON tH/V GOTTI 71 LIST OF CYLINDER HEADS tTDI) IN SERVICE ON 09/01/83 HANUFACTURED BY TDI SINCE 1978. IH/V "GOTT"I SOURCE: NOS: OTitER hut 4T 4 HILLI AMS 812/30/833 TO C.SEAHAN OTHER USS CRANT LAKES FLEET SERVICE DATED 09/07/83 (H/V COTTI 81 CYLINDER CRACKED Itt HAY OF BRIDGE BETHEEN EXHAUST VALVE CAVITIES. INSTALL CYLINDER HEAD. It1/V "GOTT") SOURCE: NOS: OTHER HUNT 2 HILLIAMS 412/30/83) TO C.SEAHAN OTHER USS CORP. HECHAti! CAL REPORT NO. 80-96 4 07/18/80 0 AND NO. 80-176 (11/13/80 ) 01H'R TELEX FRON B. LIBERTY IL AKE SHIPSI TO TO B.DURIE 111/18/800 UTHER TE LEX F RCH S.SCHUttACHER TO B. LIBERTY (11/18/80 ) 01HLR USS CORP. HECHAt4ICAL REPORT 511/01/799 OT HE R HEr10 I R0tt 101 DA1ED 01/23/81, FRCH SSCHUMACHER. TELEX 335304 TO LINDA BLOCK FROM JOHti BOUT 4 TIN 8 01/17/811 IH/V GOIT). '
- 9) ALL 32 CYLINDER HE ADS HAVE BEEtt REMOVED, PE1HST ALLED OR RINEHED AT LE AST THREE TIHES FOR RE ASONS OF L E A>i1NG OR f RACTURED HEADS, Ut4DLR SI2ED PISTat40, CRAEKf D VALVE SEALS FAULTY LINER ,
SE ALS, DROKTfJ OR STUCK VALVES, BROKEN VALVE GUIDES, ETC. E H/V *COLUtBI A") CIHER hut 4T A HILLIAt1S I12/2*/83) 10 C.StAMAN ' CTHER LE T1 E R-H. R . HUDS0t4 10 D.H.HARTIN- 12/14/76 9 I
A 4 s L COMPONENT TRACKItG SYSTEN PERRY IJUCLEAR STATION 11/30/84 PAGE 126 LIST 30A - SITE AND INDUSTRY COMBINED - BY LtFILITY NUMBER EXPERIENCE ITEttS ADDED TO COMP 0t4ENTS AFTER 7/1/84 ARE DATED. EXPERIENCE ITEMS ret 10VED FR0tt 00t1PONENTS AFTER 7/17/84 ARF. DATED. EXPERIENCE ITEMS UPDATED AFIER 7/31/84 ARE DATED. CHNERS GROUP CCHP DESIGN QUALITY DESIGN QUALITY PERRY COMP NO CLASS RVN RVL ACC ACC COMP NO 03-360A < CONTINUED.......> <N> X X D Z 02-360A
- 30) EIGHT CYLINDER HEADS REMOVED AND RETURNED TO TDI AFTER EVIDENCE OF CRAKS FOUPfD.
EH/V " COLUMBIA"I OTHER HUNT A HitLIAMS (12/29/83) TO C.SEAHAN OTHER LETTER-H.ZB1f4 DEN TO J.BARICH-07/28/88 Ill PRIOR TO THE START OF 1978 SE ASON, 87 CYLINDER HEAD ON THE STARTBOARD ENGINE FOUND CRACKED THROUGH THE VALVE BRIDGE. lH/V "COLUMBI A") OTHER hut 4T A HILLIAMS 112/29/838 TO C.SEAHAN OTHER LETTER-H.E.ZB1t4 DEN TO H.HUDS0t4-02/0279 12 ) SEVEN CYLINDER HE ADS HAD CRACKS-OtJE OF THE HEADS CRACKED IN THE EXHAUST PASSAGE AND PORT ARE A JUST ABOVE A RENEHED VALVE SE AT. AND DEF ECTS OR BLOHN RINGS. (H/V "COLUt!BI A") OTHER HUNT A HILLIANS 612/29/833 TO C.SEAHAN OTHER LE11ER FRCH H.ZBINDEN ISTATE OF ALASKA) T3 D.t1CLDAVIDS014 IFERCUSON4 8 BURDELL) DATED 07/25/80. OTHER LETTER FROH H.2BINDEN TO D.HARTINI E TDI) DATED 06/14/79 At40 03/19/79 OTHER LETTER-H.E.ZBIt1 DEN TO H.HUDS0!4-02/0279 131 ACTION TAKEN sit #CE VESSEL DELIVERY-It4 STALLED RELIEF PASSAGES IN CYLINDER HEADS TO PERHIT C0!!BUSTIOti GASES, LE AKING PAST FIRE RItJGS, TO VENT INTO FNGINE ROON. PRIOR TO THIS, GASES HOULD FNTE R JACKECT HATER SYST EM AND C AUSE tJR BINDIts OF CIRCULAT1tG PtA1PS. (H/V "COLut1SIA") OT HE R HUNT A HILLIAttS (12/29/83) TO C.SE AHAN OTHER LETTER TO TDI ID.HARTINI) DATED 03/24/80 FRCH H.ZBINDEN ISTATE OF ALASKA) 141 ADDITION OF " POSTS" TO EXISTIfG CYLINDER HEADS SHOULD RESOLVE HARPAGE AT 3 A 9 O' CLOCK POSITIOtG AND BURN OUT OF FIRE RItJGS. DELAVAL PCM STRESS RELIEVES ALL HEADS AFTER VALVE SEAT REHORK-HEADS SO HARKED SR. (H/V " COLUMBIA") ' OIHER HutaT A HILLI AMS 132/29/83) 10 C.SEAHAN OTHER ltE ETItC BETHEEN TDI IC.HATHEHS D AND AL ASKA (R. lit 40 ) ON 09/04/80 OTHER LETTER-GE TRUSSEL TO H.ZBINDEN-11/28/78 UT HE R LETTER FR0t1 H.2BINDEN TO H.l!UDSOil DAIED 02/02/79 OTHER LETTER FROH H.2BINDEN TO D.HARTINI DATED 03/19/79
- 15)
SUMMARY
OF PRODLENS-HARPAGE OF CYLINDER HE ADS AND FIRE RitG BURN OUT. CRACKItG OF VALVE SE ATS AND CYLIt4DEM HE ADS. ( H/V "CULLR4BI A" ) OTHER HUf4T A HItLIAHS I 12/29/83 I TO C.SEAHAN , CIHER LE TTER TO TDI ID.itARTINI IDATED 03/24/80 FRCH H.ZBINDEN 85 TATE Of*'ALASKAl OTHER LETTER FRCH H.ZBIt4 DEN TO H.NARTINI DATED 01/16/80 ( OTHE R LETTE R FRG H.7BINDEN TO T DI DAT E D 07/10/79, 03/29/79 AND 03/19/79 OTHER LETT ER T ROM H.ZB1t4 DEN TO H.HUDSati DATED 02/02/79 16 3 DURING CVERHAUL, CYLINDER HE AD HAS REMOVED DUE TO If4DICATIONS OF INTERNAL HATER LEAKAGE. (H/V "COLUNDIA"I . OTHER HUNT A HILLIAMS 112/29/83) TO C.SEAHAN OTHER LETIER F Rott H.ZBItJDEN ISTAIE OF ALASKAI TO B.DURIE ITDI) DATED 06/17/80 178 IDELETED 08/27/84)
- 38) SIXTE EN HEH HEADS DEFFCTIVE DUE TO CASTIts CORE SHIFT HHICH BLOCKED OF COOLING HATER PASSAGE
-REP AIRED BY GR!tJDItG A HELDIf 3G. tit /V "COLUH31A"I OTHFR Hul4T A HY ttI A413 (12/29/83 ) TO C.SFAHAN ^ OThl R htHDR ANDUM t RDH H.7BIffDt H TO R.LIND IST A1E OF AL ASKA l DATED 06/17/61 AND H.78INDEN
\
e , A COMPONENT TRACKING SYSTEN PERRY NUCLEAR STATIEM 11/30/84 PAGE 127 LIST 30A - SITE AND INDUSTRY Cm1RINED - BY UTILITY NUteER E);PERIENCE ITEMS ADDED 10 COMPONENTS AFTER 7/1/84 ARE DATED. ' EXPERIENCE 11Etts REH0VED FROM col 1PGJENTS AFTER 7/17/84 ARE DATED.
. E)PERIENCE ITEMS UPDATED AFTER 7/31/84 ARE DATED.
OHt.*ERS GROUP CONP DESIGN QUALITY DESTGN QUALITY. PERRY CG1P NO . CLASS RVN RVL ACC- ACC COHP NO C3-360A ' (CONTINUE D. . . . . . .> (N> X X D Z 02-360A TO FILE ISTATE OF ALASKAIDATED 06/01/81 AND 04/29/81 GTHER- LE11LR FRG1 H.ZBINDEN ISTATE OF ALASKAl DATED 09/12/83 1
- 29) ,
s IDELETED 08/27/843
- 20) TDI RECOHHEN3S: REBt'ILD CYLINDER HE AD, NEN EXHAUST VALVE, SPRING ETC. REHOVE CYLINDER HEAD AFTER 5000 HRS OF OPERATION At4D CHECK EF FECTS OF PIS10N CROHN CUTBACK, HAIER HASH SYSTEM, ENHANCED AIR f LON. lH/V "Cututt31A"I OTHER HUNT A HI L LI AMS I 12/29/83 ) TO C.SEAHAN OTHER HEHO FROM S.SCHLR1ACHER 11DI) 16 R.PRATT (07/09/82 ) PG 1.2. '
211 DISCUSSION COPJCERNING HEAD-HE AD REHOVED, FIRESEALS IN GOOD Cat 4DITION, FXNASUT VALVES LEAKING
, INT AKE VALVES GOOD-POSSIBLY DUE TO IMPROVENENT OF CCHBUSTION. E H/V "COLUt1BI A")
OlHER HUNT A HILLIAt13 412/29/83) TO C.SFAHAN OTHER HE'10 F RCt1 S.SCHUttACHE R ( TDI) 10 R.PRATT ( 07/09/82), PG 2,3 22 5 STATE OF ALASKA SENT TDI 4 JUTE HEADS (3 NAVE CRAKS BEYOND REPAIR POSSIBLY CAUSED BY EXHAUST VALVE SEAT RENENAll. Ct4E HE AD FR0tt TDI DAMAGED IN TRANSIT. 50t1E HE ADS RECEIVED H AD BEEN P.UTCHERED-CRACKS, TAP BROKEN OFF IN THRE ADE D HOLE, DAHAGED FLAtJGE F ACES. SCt1E HE ADS HE LDING SL AY, PITS, BLOH HOLES, RUST. lH/V "COLut1BI A"I SOURCE: NOS: CTHE R HUNT 8 HILLIANS t12/29/83) 10 C.SFAHAN OTHER HEt10RANDUN FROM HAX ZBINDEN ISTATE OF ALASK Al TO HUGH HCD0!4ALD 103/09/83 3 OTHER LETIER FRCH H.ZBINDEN E STATE OF ALASKAl TO B.B AILEY E1D11 103/01/83 AND 03/07/83 3 OTHER LETTER FROH H.781NDENISTATE OF ALAS KA) TO B. BAILEY ITDI) 12/02/8,. 23 8 FIRE RING DISTRESS AND/OR FAILURE OF HEADS CAUSED BY LA4SYHHETRICAL HE AD BOLTING PATTERN CAUSING Hut 1EtiTS HITHIN 1HE HE AD ASSEl1BLY. (H/V "COLUNSIA") - SOURCE: NOS: OTHER SES REPORT NO.123-01 DAT[D APRIL 1983, PG 3-10, 4-2 24 I CYLINDER HE AD ret 10 VAL AND FAltORE RATE VERY HIGN DUE TO POOR CASTABILITY OF CAST STEEL ANO CLOSER cot 4 TROLLED FOUNDRY TLCHt41 QUES REQUIRED, THIN CRCSS SECTIONS, HISALIGNED COOLING PASSAGES. lH/V "COLUt1DIA*l SCURCE: NOS: 01HER SES REPORT NO 123-01 DATED APRIL 1983, PGS 3-7, 3-8, 6-3
- 25) CYLINDER HE ADS HAVE EXCESSIVELY HIGN FAILURE RATE-HARPAGE, CRACKING, LOSS OF FIRE RING SEAL, ETC. X-RAYS SH0HED GAS POCKETS FROM CASTING AND INADEQUATE HELD REPAIRS. (H/V " COLLA 13I A"I SOURCE: NOS:
01HLR Et4GINE REBUILD REPORT FOR STATE OF ALASKA DATED 03/31/81, PGS III, III-2, VI
- 26) CYLINDER HE AD CRACKED AT INLET VALVE BRIDGE M/V ST AR OF TEXAS SOURCE: FJOS:
UTHER 1E LEX FROM TITAN NAVIGATION 10 R.PRATT ITDI) DATED PJOV,'82 I FILE NO.T-36 9
- 27) HATER LEAK Cf4 Ci4E OF THE CYLINDER 71 FADS. CAUSID BY RtA311NG THIS PARTICUL AR HFAD HITN INSUF FICIE HF 10RGUC ON THE CYLINDLR HE AD BOLTS THUS DLSTROVING THE RUBBLR SL ALS FOR THE CYLINDER HEAD HATER PASSAGLS. ~~
QURAYAT ELE CTR10/ SAUDI AR.tb!A SOURCE: . IJOS:
n COMPONENT TRACKING SYSTEM PERRY NUCLEAR STATIt24 ~ 11/30/84 PAGE 128 LIST 304 - SITE AND INDUSTRY CotBINED - BY UTILITY NUHnER EXPERIENCE ITEMS ADDED TO COMPONENTS AFTER 7/1/84 ARE DATED. EXPERIENCE ITE tt3 RE HOVED FROM Cut 1PONENIS AF TER 7/17/84 ARE DATED. EXPERIENCE 11 ENS UPDATED AF TER 7/31/84 ARE DATED. CHNERS GROUP COMP DESIGN QUALITY DESIGN QUALITY PERRY COMP NO CLASS RVN RVL ACC ACC COMP NO-C3-36DA (CONTINUED.......> <N> X X D Z D2-36D4 OTHER LETTER FROM K.BUZEK (TDI) TO Y. AL-BASSAM IELECTRICITY CCRP) DATED DI/14/79 I FILE NO. T-49 3 235 SIX CYLINDER HE ADS ARE LEAKING OIL. NEM CYLINDER HE AD GASKETS SETS ORDERED. HAJMAAM ELECTRIC / SAUDI ARABIA. SOURCE: NOSt 01HER 91Et10 FROH K. BUZEK ITDII TO TDI OAKLAND CUSTOMER SERVICE DEPT DATE MARCH 15,1980 IFILE B40.T-493 29 5 CYLINDER HE AD CRACKED ACROSS THE FIREDECE T*G ptINEEN EXHAtr.as 'vEvis. ANdiHER CYLINDER HEAD CRACKED ACROSS lHE FIREDECK F ACE BLTNEEN EXHAUST VALVES HITH CRACK EXTENDING IH10 ONE OF THE VALVE SEA 15. QLS AYAT ELECTRIC / SAUDI ARABIA SOURCE: ICS OTHER NElid FROH K. BUZEK t TDI) TO TDI CAKLAND CUSTON SERVICE DEPT DATED MARCH 13,1980 8 FILE NO. T-49i CTHE R TDI CUSTOMER SERVICE REPORT BY B. POPE DATED MARCH 9,1980 t FILE NO. T-49) 309 DEFECTIVE CYLIt4 DER HEADS. QURAYAT ELECTRIC / SAUDI ARABI A SOURCE: FOS: OT HE R L ETTER FROH K.BUZEK ITDI D TO M.RAHMAN IELECTRICAL NORK 2 NAINTENANCE I DATED D4/D4/79 E FILE NO. T-49 8 OTHER LEliER FROH H. RAHMAN 4 ELECTRICAL NORK 1 MAINTENANCEI TO K. BUZEK ITDI) DATED H.'.Y I4,1979 s f 1LE NO.T-49 9 OTHER LE11ER FRCH Y. BASSAM IELECTRICITY CORP) TO NANAGER5 ELECTRICAL NORK S HAINTENANCE DATED D6/IS/79 S FIL E NO.T-49 8 UTHER LETIE R FROM J. CL AESSEN G ELECTRICAL NORK S HAINTENANCE S TO K.BUZEK ITDI) DATED HAY 22,1979 EFILE tc. T-493 OT HE R LETTER FRON A. SARD SQURAYAT FLECTRICI TO TDI I FILE NO.T-49 8 01HE R 1E LEX FRutt S. HASSAN 10 H. RAHMAN DAlfD 09/30/79 I FIL E NO.T-49 9 OT HE R LETIER FROM A. GALST ALM E ELECTRICAL NORK 2 NAINTENM4CE I 10 K.BulEK 81DI D DATED JULY 28,1979 I FIL E NO.T-49 8 OT HE R LETIER FROM K.BUZEK I!DI TO J.CLAESSEN G ELECTRICAL HORK & HAINTENANCE I DTD DS/24/79 IFILE NO. T-49I OTHER LEITER FROM H. RAHMAN IELECTRICAL NORK & MAIhTENANCEI TO K. Bul!K ITDI) DTD 04/D1/79 FILE NO.T- 3 319 CVLIt4 DER HEAD FAILURE DUE TO hat #JFACTlJRING PROCESS. THE FROBLEMS IN THE MANUF ACTURING FROCESS HAVE REtti CVECOME. fifCTRICITY CCHP. ARABIA SOURCE: 90S: OTHER NINU1ES OF DISCUSSIr1N HELD IN 1HE OFFICE cf ELECTRICITY CORPORATIOtt,RIYADH, ARABIA. DAI E D D2/18/79 S F I L E NO.T-2 7 8 32 3 CVLINDFR HEADS CRACKLD tR4 DER A F ATIGUE TYPE BREAK. T[SiltC SH0HED StASST ANTI AL STRESS AT THE CRACkfD AREA. - H.S.C./BIM-S/L Af4TARTIC. SCURCE: FCS: 01HtR f AILURE ANALYSIS REPORT NO. 0109 DATED 12/28/77 (fit E td.T-215 33 ) CYLINDE R HE AD HAD A HOLE IN IT AND THE SPARC HE AD HAS INST ALLFD 8 08/7D/75 8 ttr.INE NO. IS a
CCMPONENT TRACKIts SYSTEM PERRY NUCLEAR STATION 11/30/84 PAGE 129 LIST EDA - SITE AND INDLFSTRY COMBINED - BY UTILITY tat 1BER EXPERIENCE ITE ttS ADDE D TO Cat 1PONENTS AFTER 7/1/84 ARE DATED. E XPE RI E tJCE 11Etts RE st0VE D I ROM COf tPONEN15 AFT E R 7/17/84 ARE DATE D. EXPERIENCE ITEtG UPDATED AFIER 7/31/84 ARE DATED.
&#JE RS GROUP f atP DESIGN QUALITY DESIGN QUALITY PERRY CD1P tc CLASS RVN RVL ACC ACC COMP NO 63-360A < CONT IFAK D . . . . . . . > X X D Z 02-360A CITY OF HOMESTEAD, FL.
SOURCE: ICS: O!HER EFGINE INCIDENCE REPORT ICITY OF HOMESTEAD, FL) DATED 09/30/78 S FILE PC. T-ID I 3%I FAllORE CF ENGINE CYLIt4 DER ltE ADS tt/V PRIDE OF TEXAS SOURCE: ICS: CINE R LETTER FROM H.R.HASSct4 ILOVEJcY,HASSO4,tt#DGREN 8 ASHTOlt TO C. NATHENS ITDI) AND J. BARRIOS E LEVitJGS10t4 SHIPBUILDItG CO) DAIED 06/07/82 I TILE #4.T-44 8 351 CYLINDER HEAD CRACK 1tC M/V PRIDE OF 1EXAS SOURCE: NOS: OTHER LETTER FRCH J. HALLACE S CASE HESTERN RESERVE tR(IVERSITY) TO C. MATHENS t TDI) D AT E D MAY 19,1982 i F ILE PC.T-43 3
- 35) SEVERAL CYLitJDER HE ADS NAVE CRACKED 1t4 THE ARE A CF THE EXHAUST VALVE PORT. THESE CYLINDER HE ADS HAVE BEEN REPLACED.
CITY OF HCt1ESIEAD,FL , 50JPCE: ICS: OlHER LE T T[R FROM A.t1UXO (CITY OF HOMESTEAD I TO C.S. MATHENS AtJD R.J. BAZZINI (TDI) DATED MAY 13,1982 I FILE tc. T-ID I 3 7 8 CYLINDER HE AD FAILURE ICRAKS t. THOUGHT TO BE CAUSED BY JACKET HATER f 0AMItG. ft/V GOTT SOURCE : NOS: CIHER INIIROFFICE P1FH3 FRCH S.SCHUMACHER ITDI) TO TDI FILE DATED JAtt 23,I981 85ILE tc. T-463 CT HE R INILROF FICE met 13 FRCH S.SCHLTtACHER ITDI) TO TDI FILE DATED FEB 10,1981 S FILE td T-46 3 CUTE R LETTER T RCH S. SCHILLING ITDII TO J.HALLACE (CASE HESTERN RESERVE tR4IVERSITV) DATED FIS 23,1981 (FILE to T-463 33 5 CR AC*tE D CYLItJDER HEADS DUE TO HICH CYCLE FATICUE F AILURE. At t CYLINDER HE AD PATTERtc HE RE CCRRYCIED 10 E LItt!!JATE THE THIN H&t t SEC110fS. ALSO, THE HE ADS ARE NOH At#JE AL ED AF TE R FINAL t*1 CHIN 1tC 10 E LIMIf4 ATE ALL RESIDUAL STRE SSES. ft/V GOIT. SPJRCE: ICS OTHER FRELIMItJARY RFPORT F ROM F AltuRE ANALYSIS DEPT tIDI) 10 E.C.DE AtJE ITDil DATED 11/D2/79 I f!LE PC. T-25 3 39 9 t+E AD FAILURES EXPERIENCED BY U.S. STEEL F1/V GC1T SOUPCE : 'CO: CIEER LETIER F RcM L .H. PIE RSON E M/V GOTT I 10 8.E. LIBERTY IU.S. STEE L ) 10/25/81 E FILE 3 T-15 ) i 43 9 CYLINDf R HE ADS CRAEKLD DUE TO PESIDUAL SIRESSES IN1RUDUCED BY HFIDED EDISTRUCTION A 51FLLITE APPLIC A1104. NiH HE ADS HAVE E CRkECT THIE RNESS & i kCPE R HE AT 14tE ATHENT. t1/V Cf'it21SI A. SOJWCE : tOS: C I ML R PE FORT BY Ct C5'CE C. SH ARP, INC T/ERVIFH CF RE PORTS, ANALYSIS AN3 PECO*M NO AT10fG RE
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m ( s CG1PONENT TRACKING SYSTEN PERRY NUCLEAR STATION II/30/84 PAGE 132 LIST SOA - SITE AND INDUSTRY Cm1BINED - BY UTILITY paJHBER EXPERIENCE ITEMS ADDED 10 CD1P0tJENTS AFTER 7/1/84 ARE DATED. I XPE RIE NCE ITEt1S REICVED FRCH Cm1PorJENTS AFIER 7/I7/84 ARE DATED. LXPERIENCE ITEt15 UPDATED AFTER 7/31/84 ARE DATED. CHP.TRS GROUP C0t1P DESIGN QUALITY DESIGN QUALITY PERRY CD1P NO CLASS RVN RVL ACC ACC COHP NO C3-3604 <CCNTINUED.......> <N> X X D Z D2-3604 SOURCE: f40s: 0lHER F AIL'JRE REPCRT DATED 05/27/76 (FILE NS.T-49) IAL JOUF/ SAUDI ARABIAI
- 58) CRACKED CYLINDER HE AD IN FIRE DECK AREA BETHEEN EXHAUST AND EXHAUST VALVES. CALGED BY POOR CASTING.
500RCE: NOS: CIHE R FAILURE REPORT - DATED 10/10/75 (FILE NO. T-49 9 IAL JOUF/ SAUDI ARABIAS 593 CRACKED CYLINDER HE AD IN FIRE DECK AREA BETHEEN EXHAUST AND EXHAUST VALVES. CAUSED BY POOR CASTING. SOURCE: tics: OTHER FAILURE IdEFORT - tJ3 DATE IDENTIFIED I FILE No. T-49 3 IAL JOLT / SAUDI ARABIAI Sol CYLINDER HE AD CRACKED IN FIRE DECK AREA. St1URCE: PCS: C 3 HE R FAILURE REPORT DATED D3/03/76 (FILE NS. T-49) tAL JduT/ SAUDI ARABIA? 614 CYLINDER HEAD CRACKED ACRCSS FIRE DECK, EXHALGT PORT TO EXHAUST PORT. SOURCE: N3S: 01HE R FAILURE REPORT DATED 01/27 76 IFILE N6. T-493 fAL JOUT/ SAUDI ARABIAI
- 62) POROSITY LE AKS Ita CYLINDER HEAD. REASON FOR FAILURE HAS ATTRIBUTED TO POOR CASTING OF HEAD.
SOURCE: NOS: OTHER FAILURE REPCRT DATED 09/24/75 I FILE NS. T-49 ) IAL JOUF/ SAUDI ARABIA)
- 63) DAMAGED FIRE DECK ARE A OF CYLINDER HEAD. PLANT PERSO#JEL LEFT A tAJT OR TOOL CN PISTON A:C ON START-UP Of UNIT CYL. HEAD HAS DAMAGED.
SOURCE: ICS: OTHER FAILURE REPCRT DATED 12/19/75 ( FILE N6. T-49) (AL JOUT/ SAUDI ARABIA) 64 8 CYLINDER HE AD CRACAED BETHEEN EXHAtGT BRIDGE s 50Vi4CE: tCS: CTHER F AILURE REPORT DAT ED 03/I7/76 I TILE NO. T-491 ~r iAl JOUF/FAUDI ARABIAI FSI CYLINDER HE AD CRAtrED ON THE EXTERNAL SIDE OF CYLINDtR. CRACK REPAIRED BY MELDING A PLATE IN E RACEED ARE A. CALSils BY COOLING HAT ER Cti 1HIS AREA, SOURCE: PCS: CIHER T AltuRE RE PORT - NO DATE ITILC tc. T etvI C T HE R LE11ER f Rat Y.ZARO t TDI) 10 A.FotTZ t TDI) DAIED u7/aS/79 PG 3 If ILE NO. T-49 9 4HA1L/ SAUDI ARABIAI s 66 3 CYtINDE R HE AD CRAtt'ED ACROSS FIRC DLCK ARE A PE1NEEN EXHAtGT AND EXHAUSF Vf LVES. SOURCE: NOS: CTHER t100 TROM Y. ZARO ITDI) TO A. Fut TZ 51DI S DATED 07/D5/79 8 81LE NO. T-49 4 INGINE /
COMPONENT TRACKING SYSTEM PERRY PAELEAR STATION 11/3D/84 PAGE 133 LIST 304 - SITE AND INDUSTRY C0tBINED - BY UTILITY NUMBER EXPERIf HCE ITEMS ADDED TO COMPONENTS AFTER 7/1/84 ARE DATED. EXPERIENCE ITErfS RENOVED FROH CONP0t4ENTS AFTER 7/17/84 ARE DATED. EXPERIENCE ITEMS UPDATED AFTER 7/31/84 ARE DATED. CHNERS GROUP COMP DESIGN QUALITY DESIGN QUALITY. PERRY Cct1P NO CLASS RVM RVL ACC ACC COMP NO C3-3604 <C0!TTINUE O. . . . . . .> <N> X X D Z D2-360A CPERATIONAL STATUS REPORT BY Y. ZARODATED D6/12/79 (FILE NO. T-491 IAL JOUF/ SAUDI ARABI48 671 HATER 00 ZING FROM THE INDICATOR COCK. BLOM HOLE 41/16"3 ON THE EXH. PASSAGE VALVE OF THE CYLINDER HEAD. REPLACE HITH NEH CYLINDER HE AD. SOURCE: NOS: OTHER BHEL LTD. DATED D8/24/81 FROM H.L. ACHARYA TO TDI, CAKLAND. ENG. NO. 6 S/N 77041, CYLINDER HE AD OF RB-4. IFILE ST-52) OTHER BHEL LTD FROH H.L. ACHARYA TO G.BESHOURI (TDI) FOLLOH DEFECTS ENG 86-11 HATER LEAK H CYL HEAD RB45 2 9 HATER LE AK FROM CYL HD LB4 FROH ENG 51: 13 LEAK FROH CYL HD LB15 21LE AK FRCH CYL HD LB2 ITILE aT-5 I OTHER TDI TELEX DATED 09/23/81 TO H.C.ACHARIA FROH B. BAILEY ETDI) (JIZAN, SAUDI ARABIA) 631 VALVE GUIDES BREAKING OFF AND DAHAGliG HEADS DUE TO CARBON BUILD UP. lH/V ** COLUMBIA") SOURCE: NOS: Ol HE R SES REPORT 5123-01 DATED APRIL 1983,PG 3-8 (ADDED D8/10/64) 691 DIESEL HEADS DISASSEtOLED DUE TO HIGH EXHAUST TENPERATURES. FOUND GUTTED EXHAUST VALVES AND CRACKED SEATS, AND HATER LE AKAGE IN COffDUSTICH CHAMBER. METALURGICAL ANALYSIS REVEALED SERERE CASTIt4G INCLUSIONS At!D CRACKS IN CLYItJDER HEAD. NOTE: HEADS HERE A.B.S. APPROVED, Dt1RV 16-4 TDI E NGI NE . lH.V. CAL RICE TRAt4SPORTI (ADDED D8/22/84) SOURCE: HUS: OTHER LETTER FROM NAUTILUS SURVEYS INC (D.F. BROHNI TO TEEKAY SHIPPING CO, INC (VINAY PAT-HARDHANI DATED D3/16/84.
- 70) EXHAUST VALVE GUIDES ALL ATTACKED FROM SULFURIC ACID. IN AN EFFORT TO REDUCE THIS SULF UR ATTACK, A VARIETY OF HETHODS HAVE BEEN TRIED. THE NETHODS USED HAVE BEEN BLOWING AIR DDHN THF EXHAUST GUIDES, PUTTING OIL DC404 THE GUIDES, REDUCING THE At10UNT OF THE GUIDE IN THE FLOH OF EX-HAUST GASSES AND ADDING OIL SE ALS TO THE TOP OF THE GUIDE. HITH ALL THESE ATTEt1 PTS, THERE HAS BEEtl NO SIGt41FICAf4F RE DUCTION IN SULTUR ATT ACK OF- EXHAUST VALVE STENS. IN A FUTHER ATTEMPT TO REDUCE EXHAUST VALVE STEH CORROSION, THQ IJEH TYPES OF EXHAUST VALVES HILL BE INST ALLED IN Ot4E OF THE ENGINES. THE HEH VALVES HILL HAVE COATINGS OF tut 4GSTEN CARBIDE. M/V GOTT lADDED D8/22/84)
SOURCE: NOS: OlHER litIEROFFICE HEMO FROM G. MATTUZZI (TDIl TO R. JOHNSTON ITDI) DATED FEB 21,1984 (FILE NO. T-3DI OTHER HINUTES OF HEETING BE1HEEN TDI At3D USSGLF ON SEPT 2D-21,1982 IFILE NO. T-30) 718 EXHAUST VALVE GUIDE BROKEN OFF-EVEN HITH TOP SURFACE OF CYL HEAD. TITAN NAVIGATION /MV PRIDE OF TEXAS .fADDED DB/22/848 SOURCE: NCS: UTHER TDI CUSTOMER SERVICE REPORT BY T. BARGE DATED 10/25/84-1D/29/82 IFILE NO. T-333
- 72) CRACKED EXHAUST VALVE SEAT. (ADDED DS/22/84)
SOURCE: NOS: CIHER FAILURE REPORT DATED D6/21/79 BY Y. ZARO I FILE No. T-49) (AL JOUF/ SAUDI ARABIA) 73 8 CRAKED EXHAUST VALVE SE AT. IADDED D8/22/84) SOURCE: NOS: - ~ OiHER FAltORE REPORT DATED 12/09/75 (FILE NO. T-49) (AL JOUR / SAUDI ARABIA) 73 ) CYLINDER HE AD F AILURES, MV GOTT. HE AD SFRI AL NO. P-68, HT. NO. 891El STRESS RELIEVED A PICK-k
COMPONENT TRACKING SYSTEM PERRY NUCLEAR STATIt24. 11/30/84 PAGE 134 LIST 304 - SITE AND INDUSTRY C0tBINED - BY UTILITY NthmER EXPERIENCE ITEt1S ADDED TO COMPONENTS AFTER 7/1/84 ARE DATED. EXPERIENCE ITEMS ret 10VED FROH C0t1P0t4ENTS AFTER 7/17/84 ARE DATED. EXPERIENCE ITEMS UPDATED AFTER 7/31/84 ARE DATED. OHNERS GROUP ' Car 1P DESIGN QUALITY DESIGN QUALITY PERRY C0t1P NO CLASS RVN RVL ACC ACC Cur 1P NO C3-360A (CONTINUED.......> <N> X X D Z 02-360A EEDs DATE CASF, 2-22-80s OPERATING HOURS 3 FAILURE, 92783 FAILURE NODE, HEAD CRACKEDs COtt1ENTS, SCRAPPED. HE AD P-68 REPL ACED HE AD N-30. IADDED 03/23/848 SOURCE: NOS: OTHER TDI LTR 6/26/84 FROM M. LOHREY TO M.LITTMAN. EXCEPT FOR CYLINDER HEAD NO. P68 HT. NG 891E, ALL OTHER EXPE RIENCE DATA IS CONTAINED IN "
SUMMARY
OF U.S. STEEL HEAD FAILURES S/N 75039/ 43 S.G. SCHMACHER REV. 9, 3-5-81. FILE NO. T-53. IFILE No. T-70)
~
5 h
( ) COMPONENT TRACKING SYSTEM PERRY NUCLEAR STATION 11/3D/84 PAGE 79 LIST 3DA - SITE AND INDUSTRY C0t1BINED - BY tfTILITY NUMBER EXPERIEtJCE ITEttS ADDED TO COMPONENIS AFTER 7/1/34 ARE DATED.
- EXPERIEtJCE ITEtts REH0VED FROH C0t190tJENTS AFTER 7/17/54 ARE DATED.
EXPERIENCE IIEttS UPDATED AFTER 7/31/84 ARE DATED. CHNERS GROUP - COMP DESIGN QUALITY DESIGN QUALITY PERRY COMP HO CLASS RVN RVL ACC ACC CuttP HO 03-34DA A X X Q Z D2-34DA enc a m m a m e s u m a mm e n e n n w a me n m a m a n mu ne ma n n e u e m m e m a ma m u n om a am m e e um am uma n n C0iCJECTING RODS - CONNECTING RODS 8 BUSHING. mesen we a * *a m em en ea neenn e m m a m u u a ne u n n a m men e n nun ne***ese ma nesee m en e a n u ma nu emenumee n ww eue PERRY EXPERIENCE: Il CHECKED EREAK-AHAY TORQUE VALUE OF LINK ROD BOLTS IGREATER THAN 6DD FT/LBSI TO VERIFY " w+ ' ACCEPTABLE LINK ROD DOHEL COUt4TERBORE. ALL LIFE RODS TORQUED TO IDSD FT/LDS FOLLOHItG CHECK. ALL
~
EtOINES. SOURCE: NOS: + NCR CQC-1965 ..u....... m .. m .. m m e......e. m m m m m .. m ..... m e...u .en m m . m m e m m . 1 5 RECOMMENDED DESIGti REVIEN ATTRIBUTES: 19 DETEPHINE IF COMPONENT IS DIFFERENT FROM THOSE t> SED ON PREVIOUS DESIGNS. IF SC, REVIEH DESIGN e li . '[ APPLICATION. {. , h'- m .....e m ... m e. m .a m m . m m .ee.....n m e m - m m e. es.. m m m m m m e...... E f REC 0t?tEtJDED QUALITY REVALIDATIOff ATTRIBUTES: t 03
- 4. p 13 ASSEMBLE AND REVIEN EXISTING DOCUNCliTATION. [ -
6 2 3 DEVFLOP EDDY CURRENT INSPECTI0tt PLAN FOR FEMALE THREADS IN ROD BOX (SAMPLE BASIS IF REQUIREDI t 31 DEVELOP MP INSPECTI0t4 PLAN FOR C0t#4 RCD BOLTS (SAttPLE BASIS IF REQUIREDI ' 4 5 VISUALLY ItJSPECT Cat #4 RCD BOLT HASHERS AND CONTACT SURFACES FOR GALLItG (SAMPLE BASIS IF . REQUIREDl. g L
- 5) VERIFY BOLT TORQUE ISAttPLE BASIS IF REQUIREDI '
63 VISUALLY INSPECT RACK TEETH FOR CRACKS (SAMPLE BASIS IF REQUIRED). 71 LP cut #1 ROD BOX EXTERNAL SURFACES Iti AREA BETHEEN COIN ROD BORE AtJD LINK RCD BORE (SAMPLE BASIS IF REQUIRE D ). w^.~" ' " * ' f' 81 PERFCRM HARDNESS TEST cti Crit #4 RCD BOLT HASHERS ISAMPLE BASIS IF REQUIRED I
- 9) LP LINK ROD BUSHItG ISAMPLE BASIS IF REQUIREDI. ~
ow e =
- em e n e., e e e e e e e e e em e n e w .... .....
- e s o m en.. a w a w a c om m u n e se * ** ** e sen e *** *
- e weve= = == ..wev e e n NUCLEAR INDUSTRY EXPERIENCE:
11 NORMAL SURVEILLAtJCF BEltG PERFORt1ED. ItNESTIGATIOta REVf At ED ONE OF THE THO RCD CAP PET AINING HOLTS HAD CuttE DJT Al L 0HitG ENGItJE TOR 9UE TO PRE AK SECOND RET AINER 60LT HHICH Att0HED ROD TO SE PARATE F POM CRANKSitM T. -
COMPONENT TR ACMIt4G SYSTEN PERRY NUCLFAR STATION 11/30/84 LIST 30A - SITC AtJD INDUSTRY COMBINED - BY LITILITY NUMBER EXPERIENCE ITEMS ADDED TO COMP 0tJLNIS AFTER 7/1/84 ARE D AT E D. EXPERIENCE ITEMS pef 10VED FRott CuttratJENTS AFTER 7/17/84 ARE DATED. EXPERIENCE ITEMS UPDATED AFTER 7/31/84 ARE DATED. CHNERS CROUP COMP DESIGN QUALITY DESIGN QUALITY PERRY COMP NO CLASS RVH RVL ACC ACC COMP HO C3-340A (CONTINUED.......> X X Q Z 02-340A SOURCE: NOS: HAtlUFACTURFR: LER HAICH 2, 366-81127-1, 811216 F AIRB APM S-t10RSE 23 SUPVEILLANCE PERIORMED Ott DIESEL CENERATOR. INVESTICATION REVEALFD COTTER PItG THAT LOCK Cut #JtciltG RODS Iti PL ACE IN ONE CYLINDER HERC BRCAEN ALLUHItG cot #4ECTItG ROD TO SEPERATE F ROM CRANKSHAFT RESULTItG Ita ENGINE FAILURE. SCURCE: t:03: HAtJUFACTURE R: LLR HATCH 2, 366-80159-1, 801126 FAIRBAtMS-t10RSE 31 DUR1tG CPERATION, UPPER PIS10N C0r#JECTItG RdD BE ARING CAP CAPSCREHS SHE ARED. THIS RESULTED IN EJECTIOf4 OF ROD THROUGH CRANKCASE COVER. THIS HAS PROBABLY CALEED SY A SERIES CF UNLUDRICATED DRY STARTS. SCURCE: NOS: HANUFACTURER: LE R HILLSIONE 2,336-76000,761218 F AIRD AtMS-t10RSE
) ICEC e ION FtA>HD BOLT HE AD CRACKED l'44 Cdt#4ECTItG RCD - a3 D.G. C ALGE UNKNOHN. REPLACED ALL Cd PM Cili 4G ROD ft0LTS.
SOURCEg NOS; HAtAJF AC TURER: NPRDS BRUtJSHICK 2, 820416, HIT 252 NORBERG 53 (DELETED 08/30/849.
- 6) INFO-cot #4 RUD HRIST PIN BL5HItGS LOL.EED IN PL ACE IF Nd dIL GROOVE.
SOURCE: NOS: 1DI S1H 312 71 CYLINDER FAILED. CAtEED BY F AILURE CF PIsidN ROD PIN BOLTS. THEIR F ATtURE HAS CAtEED BY ART-ICULATING ROD PIN BOLTS At4D PISicti PIN BOLTS BEItG STRETCHED PROBABLY DURitG PARTI AL PISTON SEI2URE. IADDED 07/18/84) LOURCE: tJOS: IE0 CO')PER 298-80027 800508 emmee m e == = = e s e e nese e se e n e...m e e w e e e ee ee e e ee w =*w ee e *** e e eee e e e eee =* ee ne m o n e eee+ = n e me e u we n ee en PCN-NUCLEAR INDtCTRY EXPERIENCE:
- 1) DELAVAL INSPECTED DEFECTIVE Co'#JECTItG RdD BOLTS AND HEAVY FRETTING NOTED IN THE LINK RCD BUS IIIttG BORES. DAt1 AGED RCD BOLT RECEIVED F R0tt TDI. (H/V " COLUMBIA"I SctmCE: 110 3 :
CIHFR HUtiT A HILLIAMS 812/29/83) TO C.SEAHAN
- 01HER LET1FR FROM L.BtCCK tTDI) TO H.ZBINDEN ISTAT E OF ALASK A l 06/07/80 #
OTHER L E T T E R f RG1 N/ZBit:DE tt I C T AT E OF AL ASK A ) 10 H.HARTINI I TOII DAlED 01/16/80 GTHER H/V COLUttDI A-REPAIR PART ST ATUS IST ARTING DATE 07/27/793
- 2) IDELE1ED 10/23/84) 3 8 COLUMBI A T AFE N OUT OF SERVICE PREHATURELY DUE TO CRACK 1tG OF C0tNEC11tG RODS.
I h/V "Cul UMBI A" I LCURCE: ttOS: DiHE R Nt'NT 4 HILLI AMS t 12/79/83 i TO C. SEAMAN CINER LETTER t RW1 L.IILOCK I TDi l 10 H.7P,1NF LN IST ATE OF AL ASKA l DATT D 06/D2/eD. CTHER LETILR 1P0ri A.t1CDOt4ALD 1 STATE OF ALASKAi 10 J.EIDE I DIV OF MAHit4E HHY SYSTE ttSi DATED
1 CCMPcNENT 1RACKitC SYSTEN PERRY PAELEAR STATIcM 11/30/84
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PAGE 81 LIST 30A - SITE AND IflDUSTRY Cdt1 DINED - BY LTTILITY tauMBER EXPERIEt4CE ITEMS ADDED TO COMPCriENTS AFTE R 7/1/84 ARE DAIED. EXPERIENCE ITEttS ret 1UVED FRdit C0ttPONENTS AFTER 7/17/84 ARE DATED. EXPERIEt1CE ITEttS UPDATED AFTER 7/31/84 ARE DATED. CHNERS GRCUP CCNP DESIGN QUALITY DESIGN GUA8ITY PERRY CCHP NO CLASS RvH RVL ACC AL CONP NO C3-3404 <COtfTIPAJE D . . . . . . . > (N> X X Q Z 02-340A 12/26/79. . CI ACTION TAKEN SINCE VESSEL DELIVERY-CHANCED CRIGItlAL RCD BOLTS TO THOSE HITH ROLLED AIRCRAFT TYPE THREADS-PRCBLEft CF CRACKING CONTitAJES. (H/V " COLUMBIA") SOURCE: NOS: %THER HUNT 8 HILLI AttS (12/29/83 ) Td C.SEANAN t.THER LETTER TO TDI (D.HARTINI) DAIED 03/24/80 FRCH H.ZBINDEN ISTATE OF ALASKA l S t CO#;ECTING ROU CAPSCREHS IPGTALLED TO REPLACED CRACKED CNES-INCRE ASED TCRQUE CAUSED NATItG SURFACES TO BECCt1E GALLED. EN/V " COLUMBIA") SCURCE: NOS: 6THER HUNT 8 HILLI ANS 412/29/83) TO C.SEG1AN ATHER NEMO FRCH H.ZBINDEN ISTATE OF ALASKAl Td FILE 04/09/81. CTHER NEttd FRCit M.ZBINUEN ISTATE OF ALASKAl TO R.HARD DATED 12/10/80. 61 TDI FEELS D AMAGE TO LINK RCD BUSHING BAIL AREA CAUSED BY FOREIE.H E DIRTY ) NATERIAL IN LtAiE LIL. STATE OF ALASKA FEELS THAT THE DRILLED CIL PASSAGES HERE NOT PROPERLY NACHINED-THE RENAINED LAISED AREA OR DURR AROUt4D DIL HOLE IS THE CAtGE OF THE DArtAGE. (H/V "COLUr1BI A") SOURCE: NOS: LTHER LETTER B.ZURIE ITDIl FRctt H.ZBINDEN (STATE OF ALASKA) DATED 02/29/80. 7 3 DAMAGE TO ROD BOLTS INCLUDING CRACKING. IN/V *C0ttR1BIA") SCURCE: NOS: LTHER HUNT 8 HILLIANS ( 12/29/831 TO C.SEANAN (JTHER CTHER LETTER TDI (D.NARTINIl DATED 05/24/80 8 03/19/79 FRON N.ZBINDEN ISTATE OF ALASKAl LETTER FRCH H.ZBItIDEN TO H.HUDSCN DATED 02/D2/79. Cl CRACKIPC CF C0t#IECTING RCD BOXES AND BEARItc SHELLS. FRETTIts CF LINK RCD AND LINK Rc0 PIPG AT THEIR ATTAChNENT TOGE1HER. IfGUFFICIENT CONtJECTItiG R00 BE ARING HE AR/ CONT ACT ARE A TO JCURNAL HHEREIN IT IS LESS THAr415% OF THE TOTAL BEARItG ARE A. ( 1979 SE ASON I t it/V "COLUNSI A" ) SOURCE: tlOS: LTHER hut 1T 8 HILLI Atts ( 12/29/833 TO C.SEAHAN CTHER LE TTER TO TDI (D.NARTINIl DATED 05/24/80 FRON N.ZBINDtH ISTATE OF ALASKAl
")) CRACKIPC ON CCtNECTItC RCDS USUALLY IN THE lit #t PIN ARE A BETHEEN THE LINK PIN BUSHING AND SERRATED BUSHItE. MODIFICATICtG MADE. ROD BOX HAS DISTRESS IN LINK PIN BUSHING. HIGH LOADIPC FORCES AT THE SERRATED JOINT BETHEEN HASTER CCta4ECTItG RCD AND CCtJNECTItG ROD BOX. CAUSED BY LEEVEN FIRItM SURFACE FINISHLS. C0t#1ECTItG RODS SHOULD BE P10RE RELIABLE IF EtCINE IS DERATED.
(H/V "COLUM31A") SCUDCE: NOS: tTHER SES REPORT 5123-01 DATED APRIL 1983, PG 3-16 THRU 3-19 4-4. 10 9 Cet#3ECTItC RCD SPLIT NEAR THE PISTON PIN BUSHItE. FAILURE HAS CAUSED BY A STRESS RISER THAT EXISTED AT THE GE AR CASE END OF THE RCD EYE. SCURCE: NOS: UTHER FAILURE ANALYSIS REPORT NO. 0117 DATED 11/06/78 ( FILE Nd. T-18 3 111 (DELETED 10/23/841 12 9 CONROD FAILURE DUE 10 FATICUE. 3CURCE: NOS: LTHER INTEROFFICE NCHO FRON H.SCHILLIPG t TDI) TO E.DEANE tTDIl DATED 08/21/78
p., l' t. CCHPONENT TRACKING SYSTEM PERRY NUCLEAR STATIS4 11/30/84 LIST 30A - SITE ANO INDtCTRY Cdt1BINED - BY UTILITY PfJHBER PAGE 82 EXPERIENCE ITEttS ADDED TO COtlP0tJENTS AFTER 7/1/64 ARE DATED. EXPERIENCE ITEMS REMOVED FRON COMPONENTS AFTER 7/17/84 ARE DATED. EXPERIENCE ITEPG UPDATED AFIER 7/31/84 ARE DATED. Of1ERS GRdUP COMP DESIGN QUALITY C0t1P NO CLASS DESIGN QUAL 5TY PERRY RVM RVL e ACC ACC COMP NO C3-340A < CONTINUE D. . . . . . . > <N> X X 2 44 02-340A s * (FILE NO. T-328 . (N/V COPPER VALLEY ELECTRIC /GLEt#4 ALLENI 13 3 Ce#4ECTIPC RCD
. BdX AND BOLT FAILED DUE TS BOLT AND BOX THREAD DAMAGE.
SOURCE: tJOSt OTHER ttVV BHEL JIZAtti TDI FAILURE AtJALYSIS REPORT 16 TET DATED 01/23/79 IFILE NO. T-11)
- 14) cot 44ECTIPC SOURCE: NOS:RCD CRACKS THOUGHT TO BE CAUSED BY IMPROPER BOLT TORQUE.
OTHER TE LEX FRON 12/05/83 (FILEA.BARICH NO. T-381ITDI) TO J.HOLINA (FALC0t1 SHIPPINGl TO C.NATHEHS E TCII DATED UTHER TELEX FROM IFILE NO. J.tt0LItJA (FALCON SHIPPING) To C.HATHENS (TDI) DATED 12/05/83 T-38I (M/V STAR OF TEXAS) 35 8 C0!2iECTIts RCD BOLT Fair'URES. SUURCE: NOS: ' . 01HER LE TTER IFILE NO.FROM T-10)J. A.SNITH (CIT Y OF HOMESTEAD I TO G.E.TRUSSEL L ITDI) DATED 06/14/77 EM/V CITY OF H0t1ESTEAD, FL.)
- 16) CCreJECTING FLEXIBILITY OF THE RCD BOXBOLTS 81 8 2 BOTH HAD CRACKED AND STRIPPED THREADS. FAILURE NAS CAUSED BY THE ASSET 1BLY.
SOURCE: NOS: OT HE R FAILURE ANALYSIS REPORT H5. 0115 DATED 06/13/78 I FILE MI. T-20 ) (t1/V KODIAK ELECTRIC ASST 4.5 -
- 17) Cut THE BOX#JECTING AtJD BOLIS.RCD BOLT FAILURES HAVE BEEN ATTRIBUTED T5 ' THREAD FRETTIPC BETHEEN-THE THREADS OF SOURCE: NOS:
OTHER tN/V RV-4 CHFJERSITDI FAILURE ANALYSIS REPORT NO. 0136 DATTc0 01/16/81 (FILE T-55) 28 3 Lti:,F BOTH RIGHT 3 LEFT BANK Ccta4ECTIts RODS. (10/07/75) ENGINE NO. 18'. SCURCE: PJOS: " 03HER f tCINE INCIDENCE REPORT ECITY OF HOMESTEAD, FL. ) DATED GTHE R 09/30/78 (FILE NS. T-101 LE TTER IFILE FROtt NO. T-3DIJ. A. SMITH t CITY OF H0t1LSTE AD I TO G.E.TRUSSELL ITDI ) DATED 06/14/77 ' IFVV CITY OF HG1ESTE AD, FL. )
- 19) 33 RCD BEARItc BROKEN UP THE UPPER BOLT LEFT SIDE ALSO BROKEN. ROD DAMAGED BOTTOM SIDE OF DOTH SOURCE: LB & RBtCS:LINERS AND DAttAGED VALVES IN HEADS.8 07/21/78 5 EtJGINE N3. 19.
U1HER EtCItJE INCIDENCE ItVV CITY OF HOMES?E AD, F L. I REPORT ICITY OF HOMESTEAD, FL. I DATED 09/30/78 frILE Nd. T-lot
- 70) ALL C0t#JECTitC RCD BE ARINGS SH0H CRACKS D4 BACK OF Bk ARING SHEtt. & 88 NAS FOUtJD 16 BE CRAtitED 4 RB LINERS AND DAMAGE D VALVES 174 NE ADS. 107/21/78) ENGINE N3. 19.
SOURCE: tJOS: OIHE R ElG11tf itCIDENCE REPORT ICITY OF HOMESTEAD, FL. ) DATED 09/3U78 (FILE NO. T-10) IM/V CITY OF HOMESTEfD, FL.8 ( 9
4"
,.w COMPONENT TRACKItG SYSTEN -PERRY NUCLEAR STATICN 11/30/84 i
PAGE 83-LIST 304 - SITE AND INDUSTRY CONRINED - BY UFILITY NUtBER EXPERIENCE IIEtG ADDED TO COMPONENTS AFTER 7/1/8'e ARE DAIED. EXPERIENCE ITEttS REtK3vf D FROM COttPONENTS AFTER - 7/17/84 ARE DATED. EXPERIENCE ITEtts UPDAIED AF TER 7/31/8<* ARE DATED. ONNERS CROUP COMP DESIGN QUALITY ~TESIGN QUALITY PERRY CONP NO CLASS RYH RVL ACC ACC CGtP NO 63-34D4 < CONTINUED.......> <N> X X q Z 02-3404
- 21) COIR 00 BOLT BENT ANgTHER FOUR NERE FOUND TO HAVE CRACKS.
SOURCE: NOS: U THER LETTER FROM S.CHAPC t TA!HAN P0HER CO. ) TO H.SANDE E LILCGI DATED 05/24/83 IFILE NO. T-469 IN/V KUG SHEPC/TAIHAN P0HERI '
- 22) Cat #4ECTItC RCD BOLT FAILURES.
SOURCE: NOS:
CIHER HEtto FRON R.DESRUMEALDC ITDI) TO J. MILLER (FALLS CITYI 03/60/81 IFILE ST-SI IN/V FALLS CITYI
- 23) CONNECTIPC ROD BOX AND BOLTING CRACKED. BOTH THE FAILURE OF THE BOLTS AND RCD BOX MAS CAUSED GtY BOLT PRELOAD BEItG 100 LOH.
SOURCE: NOS: CTHER . TDI FAILURE ANALYSIS REPORT 90128 TO TDI DATED 02/22/80 IFILE ST-12) IN/V HARINE TRANSPCRT LINES-S/L HEDITERRAtlE AN) 24I CONROD BUSHItC FAILURED AND TURNED CONROD BUSHINGS.'
. SOURCE: NOS:
t;THER CTHER TDI IFAILURE ANALYSIS DEPT) REPORT No. 0122 DATED 02/20/79 IFILE NO. T-323 TDI t F AILURE ANALYSIS DEPf 3 REPORT NO. 0118 DATED 10/26/78 EFILE NO. T-321 IN/V VARICUS LOCATICtGB 25 3 CATOSTROPHIC FAILURE OF ENGINE THAT THE ROOT CAUSE HAS THOUGHT TO BE AN IMPROPERLY TORQUED Lite RCD BOLT. SOURCE: NOS: CTHER TELEX FROM SCHNITZ lTDI) TO PRATT, HUSHER ITDI) DATED 09/82 (FILE NO. T-32 8 EM/V NAJRAN P0HER STATIONI
- 26) CRACKED CONNECTIPC ROD BOX AND BOLTS. FAILURE OF THE BOX IS DUE TO A FRETTits FATICUE STRESS RAISER IN A CYCLE LOH TENSILE STRESSED CONROD BOX. FAILURE OF THE BOLTS ARE DUE TO EITHER OR EOTH, A FRETT1tc FATIGUE STRESS RAISER OR A CUT THREAD SHARP ROOT STRESS RAISER. IN A CYCLE LOH STRESSED BOLT. BOTH THE FAILURE OF THE BOLTS AND RUD BOX HAS LIKELY CAUSED BY BOLT PRELCAD BEING 700 LOH, POSSIBLY THE RESULT OF INSUFFICIENT TIGHTENItG TORGl .
SOURCE: NOS: CTHER LETTER FROM R. ASAZAS44 GTDIl TO J.HACAULEY IMARINE TRAtiSPORT LINESI DATED 04/17/80 IFILE NO. T-283 CTHER TDI E FAILURE ANALYSIS DEPT B REPORT NO.128 DATED 02/22/80 (FILE 3C8. T-zal EM/V SEALIFT NEDITERRANEANI j
- 27) CONROD BUSHING FAILURE DUE TO LOSS OF LUBE CIL PRESSURE AT 110% LOAD. REC 0ft1ENDATI0tG-REDESIGN LUBE CIL SYSTEM FOR BETTER CONIROLS, ADD AN AL ARN SYSTEN ANO ADO IttPROVED LUBE CIL CENTRIFUGING SYSTEM.
SOURCE: NOS: CTHER IM/V CLEVELANDI TDI (FAILURE ANALYSIS DEPT) REPORT NO. 0114 DATED 06/D7/78 (FILE NO. T-331 28 5 MASTER ROD BOX CRACKS RESULTED IN BEARING SHELL CRACKING. SOURCE: NOS:
- CTHER REPORT BY CEORGE G. SHARP, INC. "0VERVIEN OF REPORTS, ANALYSIS AND REC 0tttENDATIctG RENAIN PROPULSION EtMINES M/V COLUtBI A" BY 07/26/83.
CCNPG4ENT TRACKING SYSTEM PERRY NUCLEAR STATION 11/3D/84 PAGE 84 LIST 3DA - SITE AND It4DUSTRY COMBINED - BY UTILITY NUtBER EXPERIEPEE ITEttS ADDED TO C0t1PONENTS AFTER 7/1/84 ARE DATED. [XPERIEtJCE ITEtG REHOVED FROM COMP 0tJENTS AFTER 7/17/84 ARE DATED. [' DTERIENCE ITEtG UPDATED AFTER 7/31/84 ARE DATED. ' CHNERS CROUP COMP DESIGN QUALITY DESIGN QUALITY PERRY CONP NO CLASS RVM RVL ACC ACC cot 1P NO C3-3404 (CONTINUED.......> (N> X X Q Z D2-3404 tH/V COLLASI A) 213 CRACKS IN CON ROD BOLTS AtJD BOX. CAUSE, BOLTHAS CRACKED AND THE THREADS FRET AGAINST THE BOX - BOLT CRACK 1tG - BOLTS MUST. BE TIGHT ENOUGH10 PREVENT NOVEMENT. SOURCE: NOS: UTHER TDI FAILURE At3ALYSIS REPORT TO C.E. TRUSSELL ITDIB FROM HAROLD V. SCHILLING ITD1B DS/07/82 iIILE NO. T-54) I P.H.L. I 33 3 CRACKS IN CON RCD BOLTS AND CON ROD BOX. CAUSED BY LOOSE CON RCD BOLTS. SOURCE: 903: OTHER TDI FAILURE ANALYSIS REPORT NO. 0144 DATED D4/29/82 ITILE NO. T-58) } (MEDAN-Stk1ATRA-INDONESIA)
- 31) C0tNECTING RCD BOLTS - BEARItG AND ROD BOX CRACKS - PROBABLE CAUSE IS LOH . TORQUING VALVES.
SOURCE: POS: DIHER LETTER TO TDI FRCH TGf4 0F JONESBOROMAYOR J.P. GitBERS D6/10/77 (FILE No. T-55 3 410Ht4 OF JG3ESBORO) 32 ) Etc. S/N 79D02 EXPLODED. NO. 3 CYL. CetNECTION ROD DAMAGED. ATTRIBUTED TO t1ULTIPLE HE AD CASKE1S. , SCORCE: NOS: OTHER RATHA ELECTRICITY CO. 8 SUBURBS, SAUDI, CO. LTD., SAUDI ARABIA DATED 07/12/81. NO ADDRESSEE OR TRANSMITTAL LET T ER AVAILABLE. NO. 3 CEN. I TILE P40. T-57 3 tRATHA, SAUDI ARABIA) 33 3 TOP 5 ItJCHES NAS DISCOLORED DUE TO HEAT. SETSCREH SUFFERED FATIGUE FAILURE AT LINE OF SHEAR BETHEEN BUSHItC AND C0rd ROD. SOURCE: POS: OTHER 1ELEX FRCH SCHIMTZ t TDIl TO R. PRATTtTDI) DATED 10/21/82 I FILE tid. T-49 9 IRAFHA/ SAUDI ARABIAI j 34 3 BROK'E N Ct1tM00 BOLTS AND BOX, MASTER RCD AND CONROD SHELLS DAMAGED - EVIDUJCE SUPPORTS LOM t 1CRQUE - LOH BOLT TORCE HAS CAUSED BY ItG1 ALLItGBOLT NASHER BACKHARDS. j SOURCE: NOS: 1 OTHER TDI FAILURE ANALYSIS REPORT FROM HAROLD SCHILLING ITDI) TO ED DEAt4E D8/23/77 3 IFILE NO. T-56I iTULIA, TEXASI !' 35 3 COPJNECTItC RCD BCS AND BOLT FAILURE. COtt-RODBOX HAS CAUSED BY IPCUFFICIENT RIGIDITY OF COlIR00 ASSUBLY. SOURCE: t 03: OT HE R TDI FAILURE ANALYSIS REPORT FROM ltAROLD SCHILLING (TDI) TO ED DEANE (FILE No.T-563 D6/14/77 i ANAttAX) 361 BROKEN CON RCD BOLTS. CAUSED BY BOLTS PCT TORQUED UP 10 CORRECT VALVE.
; SOURCE: NOS:
DIHER REPORT " INVESTIGATION OF CON RCD BE ARING FAILURES MEDAN -TITI KtNItC* BY ROBERT CRAY ITILE NO. T-4 9 3 I TITI KtN1tC/INDut4ESI A S l 4
- a
CG1PCHENF TRACKING SYSTEN PERRY NUCLEAR STATICH 11/30/84 PAGE 85 LIST 304 - SITE AND It DUSTRY CcMBINED - BY UTILITY HUMBER EXPERIENCE ITEtG ADDED TO CCHPCNEteTS AFTER 7/1/84 ARE DATED. - EXPERIEtJCE ITEtG RENOVED FRCH CurtPCtJENTS AFIER 7/17/84 ARE DATED. EXPERIENCE ITEIG UPDATED AFTER 7/31/84 ARE DATED. OfiERS GROUP COMP DESIGN QUALITY DESIGN QUALITY PERRY COMP NO CLASS RVH RVL ACC ACC COMP Nd G3-34DA (CONTINUE D . . . . . . . ) . <N> X X Q Z ' 02-340A 37 9 CCN RCD LINK RCD BCXES BRCKEN AND CCN RcDS HAVE BECCHE UNUSABLE BECAUSE OF FRETTItE. SOURCE: NOSr 4THER REPORT " INVESTIGATION OF CON RCD BEARItG FAILURES MEDAte -TITE KUNItG" BY ROBERT GRAY tFILE NO. T-493 iTITI KL93ING/INUQJESIAI 38 5 VARICUS REPORTS OF OUT OF ROUNO RODS, NEH CQ4 ROD BUSHIPES, ETC. SOURCE: NOS: ETHER CHRCHOLOGICAL StAttARY OF GLENCOE EVENTS - 4 PAGES - DATED D2/2D/80. EPG. S/N 72052 S FILE tc. T-57 3
- 39) LOGITUDINAL SPLIT Alors THE GIL HOLE INITIATED IN FATIGUE FRCH THE RODEVEBcRE IN DSR-46 ENG INE IN GLEt44 ALLEN ALASKA, CPERATED BY COPPER VALLEY ELECTRICAL ASSOCI ATICt4 EADDED 07/18/848 SCURCE: NOS:
CTHER FAA REPORT No. 84-3-13 " DESIGN REVIEN OF C0telECTIto RODS OF TSI INLINE DSR-48 EHERG-EPEY DIESEL GENERATORS " JUNE 1984. FAILURE ANALYSIS REPORT-DELAVAL ENGIt4E 8 COMPRE-5504 DIVISION-f0R GLEt 4 ALLEN. ALASKA, NOVEt1BER 6, 1978
- 40) REPLACED 86 AND SID CO#4ECTING RCDS HITH HEN CCN RODS DUE.TO EXCESSIVE FRETTitC AT BEARIts FIT. 4D5/17/778 f tGINE NO.18. 4ADDED D8/24/84)
SOURCE: NOS: TITHE R EtGINE INCIDENCE REPORT ICITY OF HQ1ESTEAD , FL. ) DATED 09/30/78 (FILE NO. T-1DI IM/V CITY OF HOMESTE AD, FL. ) T.
l I I
.f -
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n . q j i ~ p / M g [ 39 ' w .u__w - m COMPONENT DESIGN REVIEW , TASK DESCRIPTION , l-(' CONNECTING R00 Classification A PART NO. 03-340A Completion 3/20/84 l ' l PRIMARY FUNCTION: Jne connecting rod transmits engine firing forces from the pistons and piston pins through the rods to the crankshaf t such that the reciprocating motion of the pistons induces rotation and output torque of3 the ' crankshaft. .
~
s FUNCTI0hAL ATTRIBUTES:
- 1. The connecting rod must have sufficient column buckling strength and fatigue resistance to withstand cylinder firing forces and inertfal loads.
l 2. In the RV engine design, the three oscillating bearings two (2) wrist *
- pin bearings and one (1) link pin bearing and the rotating crank pin l . .. bearing all require support from t.he connecting rod. 1.1 the R-45 design, a singl'e wrist and crank pin bearing are supported. The flexure of the rod must be such that bearings are not unacceptably distorted. 5 i 3. Passages within the rod must provide cooling and lubricating oil to the bearings and pistons. ,
4 Stress levels, both mean and alternating, must fall within the endur-ance limits for the material utilized.
- 5. In the RV design, the two bolted joints (link rod to link pin and master rod to link rod box) must maintain sufficient contact pressure. The R-48 design likewise requires sufficient clamping forces on the crank pin bearing cap.
- 6. The rod cap bolts must support the necessary preload withou't yielding, I
fracture or unacceptable thread distortion. , L l l B-1 s i , L
I l
- 5
- 7. The wrist pin (or rod-eye) bushing must acceptably support the gas pressure and inertia forces transmitted by the pistons during the unique nuclear standby required starting cycle and normal operation.
SPECIFIED STANDARDS: None EVALUATION:
- 1. Determine the service histories of the connecting rods. In particu-lar, evaluate the two V-style connecting rods (the 1 7/8-inch bolt '
diameter connecting rod and the 1 1/2-inch bolt diameter rod) and the R-48 style connecting rod. ~
- 2. Incorporate firing load profile data for the crankshaft analysis and
~
the results of the 13-inch diameter rod bearing analyses to produce a connecting rod static load profile, with the addition of inertia loads l for a complete time-load map.
- 3. Evaluate the significance of possible rod bow as it affects bearing centerline angular misalignment.
- 4. Review and report on failure of connecting rod at Copper Valley Electric, Glenn Allen, Alaska.
- 5. Conduct journal orbit analysis of the wrist pin bearing.
- 6. Using examples of fractured rods to focus the area of investigation,
- develop finite element models of the 17/e-inch bolt diameter V-type
! rod, to define deformation and the possibility of crack initiation and propagation.
- 7. Evaluate tie necessary' preload and acceptable design requirements (yielding, thread distortion) of the rod cap bolts for the R-48 and RV designs.
- 8. Evaluate the loading, fabrication and installation requirements of the wrist pin (or rod-eye) bushing for acceptable nuclear standby service.
l 9. Perform a metallurgical examination of fractured connecting rods in
. FaAA possession.
- 10. Complete final report.
l i . l l B-2 L
a-f REVIEW TDI ANALYSIS:
- 1. Review any TOI stress analyses or strain gage testing of connecting rods.
INFORMATION REQUIRED:
- 1. Connecting rod, wrist pin bearing and cap bolt drawings.
P. Engine operating parameters (i.e., speed, firing pressure time history, etc.).
- 3. Coinponent physical parameters (piston weight, connecting rod recipro-
! cating and rotating weights, etc.). 4.. TDI specified rod cap bolt torques and installation procedures.
. 5. TDI failure history of DSR-48 and DSRV connecting rods. -
- 6. Bushing and connecting rod material specifications.
J B-3
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# PAGE 89 # LIST 30A - SITE AND INCUSTRY CONSINED - SY UTILITY NUteER EXPERIENCE ITittS ADDtD TO COMPCt4NTS AFTER 7/I/e 4 ARE DATED.
EXPERIEtJCE IgENS RLt1CVED FRO 1 cot 1PCNENTS AFTER 7/IT/84 ARE DATED. , EXPERIENCE ITEtts UPDATED AFTER 7/31/84 ARE DATED. EMERS CRduP CONP DESIGN QUALITY DESIGN QUALITY PERRY CD1P PC CLASS RvH RVL ACC ACC COMP NO C3-34DS <CONTIt AJE D . . . . . . . > <N> X X X Z 02-3408 18 9 CCta RCD SEARIFC SHEU FAILURES CAUSED BY RAPID BFARItG NEAR FRON INADEQUATE OIL FILTRATIdH Ate fact 4-RIGID BEARING HOUSING FRCit LOCK BOLTS.
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ETHER TDI FAILURE ANALYSIS REPCRT N6. OI440ATED 04/29/82 IFILE to. T-585 * . S t1E D AN-SLPtATR A-ItscCNESI A I 198 FAILED CCPNECTID4 RCD BEARINGS. SOURCE: NOS: - WIHE R LE TTERFLORIDA) ICITY Of hdHESTEAD, G.E. TRUSSELL t TDI) FRcit JUHHSitITH SCITY OF HCNESTEADI 06/I4/77 (FILE 8 T-55 3 2DI VARICUS REPCRTS OF BEARIPG SHELL FAILURES AND REPLACENENTS. SCUPCE: NOS:
- CTHER CHRCPCLCGICAL SLAT 1ARY OF GLErdCCE EVENTS - 4 PAGES - DATED 02/2D/80 EPC. S/N 72052.
I FILE PC. T-57 3 219 LLSE SIL PLUG CN CVL. No. I NAS TCRN OFF FRCHSIDE OF BUSHItG. EADDED 08/20/843 SO'7RCE : NOS: SThER TDI CUSTONER SERVICE REPORT SY C. CUHEHAND DATED 8/29/82 IFILE NO. T-498 4RAFHA/ SAUDI ARA 8IAI 22 9 FAILURE-CCNRAD BE ARIPC SHELLS THAT TURTLED DURIPC TEST STAPO BRE AK-IN RtAG. CAUSED BY BCHED HCB81rG OF THE RCD At4D BOX TEETH. LACK OF SHELL CRUSH COULD BE A SEcot10ARY CAUSE. RECONNENDA- s TICtG-INC9E ASE CRtEH CN THE BEARING SHELL. MCt3S. ARBCR At4D It3GERSLL HILL PARIS HAVE BEEN CCR-RECTED AND NCH CIVE STRAIGHT TEETH ALIGittENT. INCRE ASE TORyOE ON CONRUD BOLTS. (ADDED D8/21/84) SCURCE: NOS: CTHER TDI (FAILURE APIALYSIS DEPT) NO.13I DATED 07/II/8D E FILE NO. T-29) lit /V TAINANI
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( COMPOJENT TRACKItG SYSTEtt PERRY NUCLEAR STATION II/3D/84 PAGE 14 LIST 3DA - SITE AND INDUSTRY CQ1BINED - BY LJTILITY NUttlER EWERIENCE ITE PG ADDED TO CCHPC*.1NTS AFTE R 7/1/84 ARE DATED. EXPE RIE NCE ITEtG ret:3VED FROtt C0tfPOt4ENTS AF TE R 7/I7/84 ARE DATED. EXPERIENCE ITEtG UPDAILD AF TER 7/31/84 ARE DATED. Of4ERS CRCUP COMP DESIGN QUALITY DESTCH QUALITY PERRY COMP to CLASS RVH RVL ACC ACC CmtP No HP-CIF (CD4T INUE D. . . . . . . > <N> X X 0 Z HPD22/3 CTHER TETTERI FROM R.E.L ANE ttECGI TO G.E.TRUSSELL ITDIl DATED 08/Dh/79 ITILE PC. T-tit /V 15CG FORTHHIND I 2D 5 TURBOCHARGER CRACKED. F AILURE DUE TO HISALICif1ENT OF THE EXHAtET STACK. SCJRCE: PCS: tLTHE R LE TTER FRCH R.DESRUME AUX E TDI) 10 L.t1AG34 IHCLMES BROTHERS Et41EPPRISES INC. ) DATED 01/16/8D I FILE NO. T-2 3 ( H/V USCG CUT T E R NOR THHIND ) 211 TURBOCHARGER CAsitC BADLY DAMAGED DUE 10 INTEtct HE AT NECESSITA11tC A REPL ACEMENT CF CASIfc. C USE HAS ItGT SOJdCE: ALLATION OF 3/4 AND 3/8 NPT SOCKET HE AD PLUCS IN TURBOCHARGER DURItC AN OVERHLUL. PCS: LTHER
' LE TTER FRCM C.L.HUNSO4 t HSLHES BROTHERS ENTERPRISES, INC. ) TO NR. STALS I TDI)
DA1ED 12/11/79 IFILE PC. T-23 (M/V USCG CUITER PCRTHHIt43)
- 22) IDELETED 08/10/841 223 3 F AILUREPOS:
SctMCE: ON BLdHER SIDE OF TURBOCHARGED DUE TO SO1E PIECES OF THE BROKEN EXHAUST VALVE CUIDE CTHER F AILURE REPORT DATED D6/17/84 ( FILE NO. T-49 ). lHAIL/ SAUDI ARABIAI 235 (DELETED 08/1D/84) 241 TURBOCHARCER TEET BROKEN BY DELAVAL SERVICE REPRESENTATIVE. SnUPCE: tCS: CTHER iRAFHA/ SAUDI1E LEX FRCH SCHttITZ ITDI) 10 R. PRA17tlDI) DATED ID/5D/82 (FILE td. T-4 9 3 ARABIA) 25 3 DA*1 AGED TURBOCHARGER ROTCR 4 CIAPHRACH - DAMAGED BY VALVE SPRItC t AILURE. SOURCE: PCS: OTHER TE LEX FRmi SCHt111Z (TDII TO R. FRATTITDI R DATED D6/14/85 (FILE PC. T-29) (RASICH ELEC1RIC/ SAUDI ARARIAR
DUIm POWER COMPANY P. O. B O X 3 318 9 " " " GENERAL OFFICES a fs'.4 o$ 422 SOUTH CHURCH STREET CHARLOTTE. N. C. 2S242 i November 14, 1984 0GTP-528-0-325
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1 Ms. Linda Routzahn r. Cleveland Electric Illuminating !. c - MNkb N Perry Nuclear Station ; -
~
l P.O. Box 97 i . Perry, OH 44031 U--~ > J "' ~~ Re: TDI Diesel Generator Owners Group _ TER 99-024, Component # MP-022/3 # File No: MTS-4086
Dear Ms. Routzahn:
- 4 There have been reported cases where the core plug (hubnut) in the center of the turbocharger nozzle ring worked loose and damaged the turbocharger.
Service Information Memo (SIM) # 300 (part A) was issued. Liquid Penetrant (LP) Examination at the Shoreham Nuclear Power Station found that these welds
.had cracked, therefore, the following inspection has been recommended by th.e Owners Group. Verify that SIM #300 was implemented and perform an L.P.
= Inspection of the welds retaining the nut.
Also in addition to the weld inspection, verify if the nut is staked. If you have any questions, please do not hesitate to contact ' Gary Ghika at (704)373-4098. d.MAQ. C. L. Ray, Jr. Technical Program Director TOI Diesel Generator Owners Group CLR/GDG/ yds cc: 'J. Kammeyer R. Bonsall
.V. Saleta M.- Curry A.. P. Cobb, Jr. G. Ghika Job Book 8 p -r r- - - -
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