ML20136C765
| ML20136C765 | |
| Person / Time | |
|---|---|
| Site: | Wolf Creek, Purdue University |
| Issue date: | 10/31/1985 |
| From: | Koester G KANSAS GAS & ELECTRIC CO. |
| To: | Martin R NRC OFFICE OF INSPECTION & ENFORCEMENT (IE REGION IV) |
| References | |
| 85-010, 85-10, KMLNRC-85-243, NUDOCS 8511210145 | |
| Download: ML20136C765 (3) | |
Text
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KANSAS GAS AND ELECTRIC COMPANY THE ELECT 8tC COMPANY eLENN L. KOESTER vect possingsut. newcogan October 31, 1985 Mr. R.D. Martin, Regional Administrator U.S. !bclear Regulatory Comission Region IV 611 Ryan Plaza Drive, Suite 1000
[jj.i - 6 BOD Arlington, Texas 76011 KML?mC 85-243 Re:
Docket Ib. SIN 50-482 Subj: Special Report 85-010
Dear Mr. Martin:
The enclosed Special Report is submitted pJrsuant to Technical Specifications 4.8.1.1.3 and 6.9.2.
Yours very truly, lu G u Glenn L. Koester Vice President - !bclear GE:see Attachment xc: PO'Connor (2), w/a JCumins, w/a 8511210145 851031 PDR ADOCK 0500 2
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Attactunent to 10DIRC 85-243 SPECIAL REPORP 85-010
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l DTEREL GEERA'ITR "A" FAILURES On October 1,
- 1985, two failures of diesel generator (D/G)
"A" occurred.
Wis Special Report is being submitted pursuant to Technical Specifications 4.8.1.1.3 and 6.9.2.
At a proximately 0335 N,
D/G "A" was started to perform the required periodic testing in accordance with surveillance procedure STS KJ-005A, " Manual / Auto Start, Synchronization and Ioading of Emergency Diesel Generator 2 01".
The acceptance criteria for a successful start were met, but, due to mild fluctuations in engine
- speed, the decision was made to secure the engine prior to a load attenpt.
As a precautionary measure, D/G "A"
was declared inoperable.
At the time, it was postulated that the fluctuations were due to low oil level in the governor oil sunp.
The level was within the sight glass prior to engine start, but had decreased below the sight glass level when the engine was started.
1 Se operators added oil to the governor, and restarted the engine at approximately 0403 N.
The engine started satisfactorily, and no urmmm1 fluctuations were observed.
It was concluded that the addition of oil had corrected the mild engine speed fluctuations i
experienced previously, and D/G "A" was declared operable.
l At approximately 0407 N, an attenyt to parallel the engine to the bus was unsuccessful due to the output breaker tripping, apparently 1
due to reverse power.
D/G "A" was again declared inoperable.
Two nore attenpts to close the output breaker were also unsuccessful, j
and the engine was secured at approximately 0441 N.
I During subsequent troubleshooting, a mispositioned governor needle i
valve was discovered in the D/G governor.
It was found in the closed position, whereas it should have been slightly open.
This valve is located in the mechanical portion of the governor and its i
function is to vent any entrained air in the governor oil.
It is believed that this needle valve has been in the closed position since the completion of preoperational testing.
No adverse effect has been observed due to the mispositioning of this valve during testing since that time.
Since the valve is internal to the
- governor, any repositioning since that time is highly improbable.
Furthermore, the electrical portion of the governor controls engine speed during normal engine runs.
Conversations with the i
governor manufacturer, Nbodward Governor Company, concluded that the l
mispositioning of this valve should have negligible effect on l
governor operation, and should not have resulted in engine speed fluctuations to the extent that a reverse power trip of the output i
breaker would occur.
No other abnormalities in the system were identified during this troubleshooting effort.
4
- e Attachment to 10mac 85-243 Page 2 October 31, 1985 4
The governor needle valve was opened slightly, and D/G "A" was restarted at approximatley 1009 Oyr in accordance with FIS KJ-00M.
The start was successful, and the engine was
=*-=ntly run 1<= dad for sixty-two minutes, thus coupleting a valid successful test and restoring the engine to operable status at 1200 CDP.
D/G "A"
was unavailable for service for approximatley eight and one-half hours, from the time it was origin dly declared inoperable until the successful coupletion of STS KJ-00 M.
The 0335 start of D/G "A" is not considered to be a valid test or i
failure based on the criteria provided in Regulatory Gaide 1.108, i
Revision 1.
This start attengt was terminated intentionally without loading, and is an invalid failure per Regulatory Position
.l C.2.e. (4).
I i
Operations personnel had been verifying that the oil sung level was j
within the sight glass on a daily basis in the course of their 1
normal rounds.
Subsequent discussions with the nanufacturer f
resulted in recommendations that the oil level should be verified i
to be above the level of the sight glass when the engine is l
shutdown.
As a result of this reconsendation, procedure SYS KJ-121,
" Diesel Generator PE01 and IE:02 Lineup for Autonatic j
Operation",
has 1:een revised to include a verification that the i
oil level is above the level of the sight glass prior to each i
engine start.
I The 04M cyr engine start is currently considered to be a valid j
test and failure per Regulatory Guide 1.108.
This start was a q
successful start followed by an unsuccessful loading attengt, and j
therefore is considered a valid failure per Regulatory Position I
j C.2.e. (5).
Investigations are ongoing to determine the root cause t
i of the reverse power trip of the output breaker.
Should a root cause determination be made, a supplement to this report will be submitted, including a reclassification of this failure, if
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appropriate.
4 j
Including the events described in this report, there have been 4
thirteen (13) valid successful tests and eight (8) invalid failures 4
of D/G "A" since the coupletion of preoperational testing on D/G j
"A".
There have been twelve (12) valid successful tests and four (4) invalid failures of D/G "B" during this same time frame.
The I
1 second failure of D/G "A" as diarmaed in this report is the first valid failure that has occurred on either diesel unit.
t 1
Se D/G testing frequency of once per thirty-one days was not i
affected by the occurrence of the failures discussed in this report.
His is in compliance with the specifications of Regulatory Position C.2.d.(1) of Regulatory Guide 1.108 and Technical Specification Table 4.8-1 which require the test interval to be not more than thirty-one days if the number of valid failures i
in the last 100 valid tests is one or aero.
)
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