ML20137A935

Discusses Quality Revalidation Insps of Two Diesel Generators Re Discrepancies Between Insps & Design Review Quality Revalidation & Differences Between Insp Matrices & Insps Actually Performed

ML20137A935
Person / Time
Site:	Catawba
Issue date:	01/13/1986
From:	Tucker H DUKE POWER CO.
To:	Harold Denton, Youngblood B Office of Nuclear Reactor Regulation
References
NUDOCS 8601150004
Download: ML20137A935 (63)

Text

y DUKE POWER GOMi%NY P.O. Itox 33180 CllASti OTTE, N.O. 28242 HAL H. TUCKER TE LE PHON E vmmens.snewv (704) 373-4531

..m m.m,-

January 13, 1986 A

Mr. Harold R. Denton, Director Office of Nuclear' Reactor Regulation U. S. Nuclear Regulatory Commission Washington, D. C.

20555 t

Attention:

Mt.

B. J. Youngblood, Project Director PWR Project Directorate No. 4 Re:

Catawba Nuclear Station, Unit 2 Docket 50-414

Dear Mr. Denton:

'The purpose of this letter is to clarify points regarding the quality revalidstion inspections of the two diesels at Catawba Unit 2 and to answer questions raised in reference 8.

A.

Unit 2 Quality Revalidation Inspections Duke Power informed the NRC in reference 2 of its plans regarding the inspections of the Unit 2 diesel generators.

This letter contained a listing of engine parts and the intended frequency of visual and dimensional inspections as well as various NDE inspections that were planned to be performed on the parts.

Subsequent to the submission of this letter, several changes were made to the planned inspection matrix due to the resulta of the Duke Power Company review of the Owners Group Design Review / Quality Revalidation (DRQR) requirements contained in reference 1.

This review was transmitted to the NRC by reference 3.

Results of quality revalidation inspections are documented in refereaces 4 and 5 for the Catawba Unit 2 diesel generators.

The intent of this s1ction is to review these various documents, and to discuss and resolve several areas of inconsistency.

(1)

Discrepancies Between Catawba Inspections and the DRQR A thorough review of the discrepancies between the Catawba diesel engine inspections and those called for by the DRQR is contained in Attachment A.

A summary discussion of these discrepancies is as follows:

/

B601150004 860113

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Mr. Harold R. Danton, Dir:ctor January 13, 1986 Page 2 (a)

Duke has performed a detailed review of the discrepancies between the DRQR program and the Catawba program, as documented in Attachment A, and concludes that none of the discrepancies raise any technical concerns regarding the condition of the diesel engines.

However, corrections need to be made to correct some errors in our earlier submittal (references 2 through 4) and to accomplish some added inspections.

(b)

Most of the discrepancies between the DRQR program and the Catawba program are a result of the Unit 2 diesel engine inspections being patterned after the inspections performed for the 1B engine, which were submitted to the NRC in references 6 and 7.

These discrepancies primarily involve differences in detailed technical parameters such as the use of different sampling rates or use of alternate inspection methods, but do not involve differences in intent.

It should be noted that the sampling rates and inspection methods used at Catawba for follow on engines were developed based on detailed engineering evaluation and the experience achieved during the 1A inspections, and were reviewed with the NRC and its consultants in detail for the 1B engine.

In a few cases, the discrepancies involve deletion of some DROR inspections which experience with the 1A inspections had indicated to be unnecessary; again, these deletions were reviewed with the NRC for the IB program.

We have checked the Unit 2 and 1B inspections against each other, and determined that the inspections accomplished on the Unit 2 engines meet or exceed the inspections accomplished on the la engine.

(c)

The approach of patterning the 2A and 2B engine inspections on the IB program was taken for the following reasons:

- All of the Unit 1 and Unit 2 diesels are identical. The engines and generators are sequentially numbered and have the same flywheels, torsiographs and spare parts.

In addition, the diesel generators for Unit 2 are subjected to the same emergency loads as the Unit I diesels.

- Unlike the Unit i diesels, the Unit 2 diesels did not have many operating hours on them at the time of inspection.

Hence it was judged that these engines were indeed follow engines and the la inspections should be applied.

O s

Mr. Harold R. Denton, Director January 13, 1986 Page 3 (d)

Some of the discrepancies between the DRQR and Catawba inspections are the result of the zero number of hours that the 2A diesel had operated at the time of the inspections.

This made performance of DRQR inspections directed at detecting service induced degradation inappropriate.

The specific areas on 2A where inspections were not dono due to having zero hours of operation were the engineering evaluations and turbocharger inspections.

However, these areas were fully checked on diesel 2B which had 183 hours0.00212 days <br />0.0508 hours <br />3.025794e-4 weeks <br />6.96315e-5 months <br /> of operation.

(2)

Differences Between the Unit 2 Inspection Matrices and Inspections Actually Performed A detailed review of the differences between the inspection matrix submitted for the Unit 2 diesels, reference 2, and that actually accomplished is contained in Attachment 5.

A summary discussion of these differences is as follows:

(a)

A detailed review of the d.iacrepancies has been performed as described in Attachment B and shows that none of the discrepancies have a significant impact on the results of the inspections, with the exception of the main bearing inspection, as discussed in 2.c. below.

(b)

Most of the discrepancies are the result of changes made to the inspection matrix to reflect DRQR requirements.

Through oversight, f;hese changes were not introduced into matrir updates as they were made.

(c)

Several of the discrepancies involve editorial errors, in which the matrix indicated that more inspections would be performed than actually planned.

The most significant of these was for main bearings shells, where the matrix inadvertently indicated 100% inspection would be performed.

This had never been planned by Duke nor required by the DRQR or NRC.

The main bearing inspection for engine 1A was a sampling inspection, and no inspections were required for 1B (see reference 6).

This had been reviewed and agreed to by the NRC and its consultants.

Thus, it had been intended to not require these inspections for diesels 2A and 28.

However, because of the need to disassemble bearings for crankshaft oil hole inspections, sampling inspections were carried out on diesels 1B, 2A and 2B.

E l

l Mr. Harold R. Denton, Director January 13, 1986 Page 4 l

l.

l (3)

Unit 2 Inspection Matrix i

l A revised Unit 2 inspection matrix which indicates the inspections accomplished is included as Att achment B, Part 2.

B.

Responses to NRC Questions In reference 8, the NRC asked several questions regarding the inspection of the Unit 2 diesels.

The questions asked and Duke Power's responses are contained in Attachment C.

We consider the responses in Attachment C to satisfactorily resolve the NRC qfestions, subject to our making several corrections to the inspection report, reference 4, and forwarding of the failure analysis on the 2B main bearing as detailed in Attachment C.

I We trust that the information contained in this letter satisfactorily clarifies Duke Power's actions regarding the inspection of the Unit 2 diesels at Catawba.

Very truly yours, C-s. k,' ggc O

Hal B. Tucker WLHisib l

Attachment l

l

References:

(1)

TDI Diesel Generator Owners Group, Final Design Review / Quality Revalidation (DRQR) Report, forwarded to Duke by Owners Group letter of November 2, 1984.

(2)

Letter from H.

B. Tucker to H. R. Denton, April 30, 1985, forwarding Duke plans for Unit 2 diesel inspections.

(3)

Letter from H.

B. Tucker to H. R. Denton, June i

21, 1985, forwarding Duke's planned actions regarding the DRQR report.

(4)

Letter from H.

D. Tucker to H. R. Denton, October 2, 1985, forwarding the quality i

i revalidation report for the 2A diesel at Catawba.

l l

O Mr. !!arold R. Denton, Director January 13, 1986 Page 5 (5)

Letter from 11. B. Tucker to H.

R.

Denton, December 23, 1985, forwarding the quality revalidation report for the 2B diesel at Catawba.

(6)

Letter from !!.

B. Tucker to 11. R. Denton, July 6, 1984, forwarding 1B diesel inspection matrix and 1A return to service testing plans.

(7)

Letter from !!.

B. Tucker to !!. R. Denton, October 6, 1984, forwarding la inspection report.

(8)

Letter from B.

J.

Youngblood to !!.

B. Tucker, December 9, 1985, forwarding additional information requested for Unit 2 diesel generators.

cca Dr. J. Nelson Grace, Regional Administrator U. S. Nuclear Regulatory Commission Region II 101 Marietta Street, NW, Suite 2900 Atlanta, Georgia 30323 NRC Resident Inspector Catawba Nuclear Station l

l l

Attachment A Discrepancies Between the DRQR Program and Cat.1wba Unit 2 Inspections

Background

The DRQR Owners Group Program addresses Catawba Unit 1.

However, since the Unit 2 diesel engines, flywheels, and generators are identical to Unit 1, have the same torsiographs as Unit 1 and are subject to the same emergency loads as Unit 1, Duke Power Co. has considered these engines to be follow on engines to Unit 1.

Hence we have assumed that the NRC approved the IB diesel inspection program and the Owners Group DRQR inspection program for the IB diesel were applicable to the Unit 2 engines.

In addition, at the time of inspection, the 2A diesel had zero hours of operation at Catawba and the 28 diesel had 183 hours0.00212 days <br />0.0508 hours <br />3.025794e-4 weeks <br />6.96315e-5 months <br />.

These hours of operation were significantly less than those on the Unit 1 engines at the time of their inspections. This reduced number of hours required some adjustments to the DRQR program.

In particular, since the 2A turbochargers were new, no inspection was accomplished.

Further, since there were no operating hours on 2A, engineering evaluations could not be accomplished.

The following reviews the Owners Group Design Review Quality Revalidation (DRQR) requirements for following engines in comparison to the inspections performed, as documented in references 2 through 4 for the Unit 2 diesel generators. Only those 12 parts where there is a potential difference between the ORQR program and the Catawba program for following engines are discussed;fortheremainingparts(morethan100),theDRQRandCatawba programs are consistent.

1.

Part 02-305C - Main Bearing Cap Studs and Nuts DRQR Recommendation a Determine material of main bearing studs and nuts

i l

o Verify that the preload torque requirements are applied to the main bearing caps during engine installation.

l Duke Power Inspections:

o Bearing caps 4, 6 and 8 have been retorqued on Engine 2A.

o All bearing caps have been retorqued on Engine 28.

o No material tests were done on studs or nuts.

l Duke Power

Conclusions:

i The fact that stud elongation was between.051 and.056 when 10,500 psi of hydraulic pressure was applied gives satisfactory evidence that studs were of the correct material. Further, when bearing caps 4, 6, 8 were removed for crankshaft inspections, visual inspections of cap mating surfaces showed no signs of fretting assuring that the nuts were of the correct material. Hence, it is considered that Duke has satisfied the DRQR intent.

l Duke Power Action:

b y, Since none of the TDI installed studs which Duke ddtensioned showed evidence of relaxation, studs on FA which have not been torqued by Duke will be retorqued by end of first refueling outage.

2.

Part: 02-310A - Crankshaft DRQR Requirement:

ECT oil aournal holes on main bearings #4, #6, #8 Duke Power Inspections,:

o Fluorescent dye penetrant check main bearings #4, #6 and #8 oil holes.

o If any crack-like indications are found from dye penetrant 1

examination, examine oil hole by ECT and magnification techniques.

l l

I

o On Unit 2 engines no crack or crack-like indications were found by dye penetrant.

Duke Power

Conclusions:

In inspecting Unit 1 engines it was found that the fluorescent dye penetrant inspection technique was more sensitive to picking up crack-like indications than the ECT technique. All crack-like indications picked up by dye penetrant were not picked up by ECT.

Accordingly, Duke Power has used the dye penetrant inspection as the first order of inspection for the oil hales. Upon further review it is noted that the dye penetrant inspection has checked approximately the first 1.5 inches of the journal oil hole but not the remaining 1.5 inches of the oil hole required by the DRQR.

Duke Power Action:

Reinspect journals 4, 6 and 8 on 2A engine using ECT. On the 28 I

crankshaft, perform ECT inspections on the 6, 7 and 8 oil holes.

j These inspections are to be accomplished prior to fuel loading.

l l

3.

Part: 02-3108 - Main Bearing Shells l

DRQR Recommendation:

o Evaluate lower shells from main bearing 3, 4 and 7 for misalignment on follow engines l

Dy e Power Inspection:

o Crankshaft web deflection on Catawba engines are taken hot and cold o Both upper and lower bearing shells on main bearing #4, #6 and #8 l

on all Catawba follow engines have been removed for visual i

l inspections to determine wear.

In addition, thickness measurements of the bearings was accomplished.

1 3

i l

Duke Power

Conclusions:

It should be noted that Duke initially proposed, and the NRC and its consultants agreed that inspection of main bearings for 1B was not required (reference 6).

The reason main bearings #4, #6, and #8 were nevertheless inspected was to meet DRQR requirements pertaining to I

inspection of oil holes.

The DRQR recommends inspection of oil holes

1. 4, #6, and #8. Hence on follow engines, main bearings #4, #6 and #8 I

were disassembled to inspect the crank shaft oil holes; at the same time, main bearing wear was checked.

It is concluded that sampling main bearings 4, 6 and 8 gives a good indication of crankshaft i

misalignment and this meets the intent of the DRQR.

Duke Power Action:

o References 2 and 4 inspection matrix inadvertently showed a 100%

inspection of main bearing caps, base assembly, and main bearing shells. This should be modified to a 30% inspection, o Clarify reference 3 to indicate that main bearings #4, #6 and #8 were to be inspected for signs of crankshaft misalignment.

4.

Part 02-315A - Cylinder Block DRQR Recommendation: Perform a dimensional check on the area around the cylinder liner for all cylinder block liner landings.

l Duke Power Inspection:

o Diesel 1A - After removal of cylinder liners 3, 4, 5, 6 lef t and 3, 4, 5, right these liner landing areas were measured, o Diesels 18, 2A and 28 - After removal of cylinder liners 4 and 5 right, and 4 and 5 left, these cylinder liner landing areas were measured.

l l

4

Duke Power

Conclusions:

l The Duke Power inspection of removed cylinders liners has always been a sample inspection assuring that block cracking is not in evidence.

On all engines we have sampled both blocks of an engine to assure that no cracking was in evidence. The fact that block cylinder liner landing area on cylinder liners that were removed not only had l

r dimensions measured but landing area surface NDE inspections and the fact that block tops on all cylinders had surface NDE performed between cylinder liners assure that cracking is not in evidence on the l

blocks.

In addition, replica tests of the cylinder blocks showed i

satisfactory grey cast iron indicating no material deficiencies.

Detailed measurements of the landing area for the 1A diesel and the t

Unit 2 diesels were reviewed. All these diesels were built to the same proudness dimension of.003 to.0055 inches.

We have reviewed the Owners Group component review, TER #050-030 against the DRQR and find a discrepancy.

Based an results of 1A inspection the Owner's Group approved the 1A block, even though all liner landing areas were not measured. On follow engines a sample l

l inspection similar to 1A was accomplished.

Therefore, evidence l

supports that we meet the intent of the Owner's group.

In addition, we have talked with FaAA as to whether their block analysis included the Catawba blocks and their proudness.

They confirm that this block analysis took into account our proudness and that we do not have to modify this proudness.

1 l

5 f

l

i o

l Since the resul+ cf all inspections on Unit 2 blocks were satisfactory and done to the same degree as 1B blocks, it is concluded that we have met the intent of the DRQR requirements.

j Duke Power Action:

i Modify reference 3 to state sart.pling inspection.

i 5.

Part: 02-315C - Cylinder Liner DRQR Recommendation:

Determine material of spare liner. Verify liner diaensions.

1 Duke Power Inspections:

o On diesel 1A six liners were material comparitor tested. All liners had identical material comparitor readings. On follow engines no material comparitor tests were accomplished, o All cylinder liners at Catawba were v*sually inspected for signs of wear.

o Complete liner dimensions were verified for 25% of liners, and all dimensions accessible without removal of a liner were verified for the balance of liners.

Duke Power

Conclusions:

o As engine 1A material comparitor test were uniform on the six liners tested and results of visual inspections of all liners at Catawba indicate normal wear, accomplishing additional material comparitor tests on spare liners for each follow engine would be of limited benefit. Accordingly, sampling of spare liners was not done.

It is concluded that our program meet the intent of the DRQR.

6

O o We have verified liner dimensions as stated in the inspection discussed above and conclude that we are in agreement with the requirements of DRQR.

Duke Power Action:

Clarify reference 3 to indicate that material comparitor tests were accomplished on six liners from 1A and not on a spare liner.

6.

Part: 02-315E - Cylinder Head Studs DRQR Recommendation: Verify proper torque loads were applied by a review of existing documentation.

Duke Power Inspections:

o Cylinder head studs on cyline rs 3, 4, 5 and 6 left breakaway torques were measured. This confirmed that studs were installed to a nominal 1500 ft-lbs.

j o Cylinder head studs on cylinders 3, 4, 5 and 6 left were reinstalled, bottomed, backed off one turn and had 'their free

.g length verified as 14 7/8 inches plus 1/4 minus 0 inches.

I Duke Power

Conclusions:

We have verified the stud torque by removing four cylinder's worth of l

studs on each Unit 2 engine. With regard to reinstalling the studs, Owners Group letter 0GTP-98-0-46 of July 3,1985, approved a Duke l

Power Co. proposal contained in a letter from G. W. Hallman to the Owners Group of June 20, 1984. The proposal stated that if a cylinder head stud was removed, then rather than reinstalling the stud and torquing to the TDI recommended 1500 ft-lbs, that the stud would be reinstalled by bottoming the stud, backing off one turn, and adjusting the free length to 14 7/8 inches plus 1/4 minus 0 inches. We have 7

complied with the Owners Group approval letter in the Unit 2 engines.

Speifically when the quality revalidation inspection called for removing a stud to verify its torque it was reinstalled to the above modified torque requirements. Hence we concluded that we are in complete agreement with the DRQR.

Duke Power Action:

No action required.

7.

Part: 02-315F - Cylinder Head Nuts DRQR Recommendation a Perform a visual inspection of all nuts for identification markings o Perform a visual inspection of nuts for signs of forging laps o Verify proper torquing Duke Power Inspection:

o 100% of nuts were inspected for identification markings on Unit 2 engines with satisfactory results.

o 25% of nuts on Unit 2 engines were inspected for signs of forging laps and documented to be satisfactory; the other 75% were checked for laps while checking identification markings; however, this was not a documented inspection, o All nuts were retorqued to controlled procedures.

Duke Power

Conclusions:

It is considered that the intent of the DRQR has been met through the quality revalidation inspections of the Unit 2 engines.

Duke Power Action:

No action required.

8

I 1

l I

l 8.

Part: 02-340A - Connecting Rods l

l DRQR Reconsnendation: ECT Test rod box threads I

Duke Power Inspections:

o Measured breakaway torque on all capscrews.

o Serrations on the rox box were visually inspected for signs of motion and blued to check for amount of engagement on all I

connecting rods in the Unit 2 diesels. These inspections were satisfactory.

o Rod box sides were NDE surface inspected for signs of cracks with l

I satisfactory results on all connecting rods in the Unit 2 diesels.

o Connecting rod bolts were visually and magnetic particle inspected on all Unit 2 bolts with satisfactory results.

i o Torques were checked and bolt elongation measurements made on connecting rod bolts on Unit 2 at reassembly.

o ECT tests of rod box threads were accomplished on diesel 1A but was not called out for diesel 18. A 50% sample was accomplished on diesel 2B with satisfactory results.

Duke Power

Conclusions:

The ECT tests on diesel 1A were satisfactory and the hours of operation on diesel IB indicate that there were no proxisting flaws in the rod box threads.

In addition, we are not aware of any Owners group inspection results which indicate prexisting flaws in other stations. Accordingly, it is concluded that 50% sample ECT inspection on each Unit 2 engine with the other inspections outlined above meets the intent of the DRQR requirements.

Duke Power Action:

Sample inspect four rod box threads by ECT on 2A.

9

l 9.

Part: 02-345A/B/D - Intake / Fuel Tappets DRQR Recommendation:

Verify that the intake, exhaust and fuel tappets are free to rotate and that no measurable clearance exists between pin and roller.

Duke Power Inspection:

o All Catawba engines have camshaft lobes and outboard support bearings inspected for signs of wear.

Inspections of all camshafts were satisfactory.

o All Catawba follow engines have had 25% of their tappets inspected to assure that they were free to rotate, did not have excessive diametral clearance and the rollers were free to rotate.

Duke Power

Conclusions:

Based on the fact that all inspections of camshaft lobes were satisfactory on all Catawba engines, it is concluded that a sample inspection of follow unit tappets of 25% provides assurance that they are behaving satisfactorily and accomplishes the verification of the DRQR.

I Duke Power Action:

o Modify references 2 and 4 matrices to indicate inspections accomplished.

10.

Part: 02-359 - Air Start Capscrew DRQR Recommendation:

o Perform a dimensional check of hold down capscrews, o Perform a material comparitor test on the hold down capscrews, 10

[

i Duke Power Inspections:

o All capscrews had their breakaway torque measured. On Unit 2, these torques were in the range of 20 to 160 ft-lbs which were not unlike Unit I diesels where torque ranged from 35 to 105 ft-lbs.

o On diesel 1A, all capscrews were checked for proper length.

Based on satisfactory results on diesel 1A, all follow units were checked with a 25% sample to assure proper length. This check assures that the capscrew is 2 3/4 inches long and not 3 inches.

o On follow engines no material tests were accomplished.

Duke Power

Conclusion:

There have been no indications of loose air start valves or of capscrew degradation, which indicates that the capscrew lengths and l

materials are satisfactory. A sample inspection of 25% capscrew l

1engths on follow engines supports the fact that all capscrews on an engine have been properly manufactured. Material tests were not accomplished since results of other inspections were satisfactory.

It should be noted that this same position was taken for diesel 18, and was reviewed by the NRC and NRC consultants and found to be satisfactory.

Finally, the capscrews on all Catawba engines are initially torqued a the torques rechecked during engine operation l

until the torques et 150 ft-lbs and do not change.

This assures that the bolted connection is functioning properly. Accordingly, it is concluded that the quality revalidation Inspections performed on Unit 2 meet ORQR requirements.

11 i

Duke Power Action:

o References 2 and 4 inspection matrix inadvertently showed a 100%

dimensional inspection. This should be modified to a 25%

dimensional inspection.

o Clarify reference 3 in terms of sample dimensional inspection and material inspection.

11. Part 02-360B - Intake Exhaust Valves DRQR Requirement: Determine the material of the valve and ring.

(Sample 16 valves)

D, uke Power Inspections:

All valves in the unit 2 engines were insper*1d to the following requirements.

l o Valve seats were visually and penetrant test in;pected.

l o Valves were visually and penetrant test inspected.

l Duke Power

Conclusions:

l It is considered that the above tests adequately demonstrated that the l

valves are properly functioning. Accordingly, it was considered that material tests would be of limited additional value and hence were not performed during the quality revalidation inspections of Unit 2.

Duke Power Action:

Accomplish material comparitor tests on 16 valves on both um/v d i

engines when heads are removed for other maintenance and 1/n, J llance inspections.

I i

12.

Part: 02-390G - Rocker Arm Capscrews I

ORQR Recommendation: Determine material and hardness of the capscrews (sampleoffour).

12

o All rocker arm capscrews on all Catawba engines were visually inspected for signs of distress and magnetic particle inspected for signs of flaws.

In addition, the capscrews were reinstalled to proper torques.

o Material and hardness tests were accomplished on Unit IA but not follow engines.

Duke Power

Conclusions:

The Owners Group concern with this part was fatigue failure of the type that occurred at Shoreham. Results of visual and MT inspections give sufficient certainty that fatigue is not a problem at Catawba.

Accordingly, further material tests over those done for the lead diesel (1A) were considered unnecessary during quality revalidation inspections of Unit 2.

Duke Power Action:

o Remove four capscrews from each Unit 2 engine and replace with spares during first availability and determine hardness and material on removed capscrews.

l l

13 l

Part 1 Review of Unit 2 Inspection Matrices i

The purpose of this section is to detail the deviations between the inspection matrix submitted by the April 30, 1985 letter (reference 2) and the actual Unit 2 inspections. The Unit 2 inspection matrix was submitted before the Duke response to the DRQR was submitted.

In the submittal of the response to the DRQR, several exceptions were taken with the Owners Group requirements, and several inspections listed in the matrices were dropped since there was no Owners Group requirement.

In addition, there were several editorial errors in the April 30, 1985 submittal which indicated inspecticns as being planned which were not actually planned.

These inspections had not been planned since they had not been performed for the IB engine, as agreed to during meetings with the NRC and its consultants. Several of these editorial errors, which had been incorrectly entered into a computer data base, were inadvertently carried over to the 2A inspection report (reference 4). What should have been submitted in reference 2 was the 18 matrix.

The differences between the April 30 submittal matrix and the actual Unit 2 inspection matrix which is included as Attachment 8, Part 2, are summarized as follows:

1.

Part No. 02-305A - Main Bearings Base - A 10% surface NDE inspection was included in the original Unit 2 inspection matrix but was not performed since the Owners Group did not require this inspection. A 100% visual inspection was required in the original matrix.

Consistent with the DRQR a 30% visual inspection was accompished with the main bearing caps (02-305) to look for fretting.

This exceeds the 18 inspection matrix (see Attachment A for more details on the subject).

2.

Part No. 02-305C - Main Bearing Studs and Nuts - A 100% visual inspection was included in the original Unit 2 matrix. A 30%

dimensional inspection was accomplished. This exceeds the IB inspection matrix (see Attachment A for more details on the subject).

3.

Part No. 02-310B - Main Bearing Shells - A 100% dimensional and visual inspection was included in the original matrix. The DRQR report only required a 30% inspection and, as a result, a 30% inspection was accomplished (shells 4, 6 and 8). This exceeds IB inspection matrix.

(See Attachment A for more details on this subject.)

4.

Part No. 02-315A - Cylinder Block - A 25% surface NDE inspection was included in the original matrix.

DRQR requirements indicate this inspection to be a sample basis.

In the Unit 2 inspections all cylinder block tops were subjected to liquid penetrant inspections.

This inspection exceeds the original commitment, DRQR requirements and the IB inspection matrix.

5.

Part No. 02-315E - Cylinder Head Studs - No dimensional inspections i

were called out in the original inspection matrix. A 25% dimensional l

inspection to determine if head studs were bottomed out was l

accomplished. This exceeds the IB inspection matrix (see Attachment A for more details on this subject).

6.

Part No. 02-315G - Cylinder Block Seals - No visual inspections were called out in the original inspection matrix.

A 100% inspection was done on cylinder head to block gaskets. This exceeds DRQR requirements and the 1B inspection matrix, t

2

7.

Part No. 02-341A - Pistons - No dimensional inspection was called out in the original inspection matrix. A 100% dimensional inspection of piston to crown dimensions was actually accomplished. This exceeds DRQR requirements and the IB inspection matrix.

8.

Part Nos. 02-345A & B - Intake and Fuel Tappets - A 100% visual inspection was included in the original matrix. A 25% inspection was accomplished on both Unit 2 engines for reasons discussed in Attachment A.

The Unit 2 inspection agreed with the IB inspection matrix.

9.

Part No.02-359 - Air Start Valve Capscrews - A 100% dimensional inspection was included in the original matrix. A 25% dimensional inspection was performed. This inspection was satisfactory on the 1A engine and based on the results of the 1A inspection, a 25% inspection was done on all follow engines (see Attachment A for additional discussion). This agrees with the IB inspection matrix.

10. Part No. 02-360B - Intake and Exhaust Valves - No surface NDE was called out on the original inspection matrix.

100% of the valves were liquid penetrant examined. This is consistent with DRQR requirements.

11. Part No. 02-365A - Fuel Injection Pump - No surface NDE was included in the original inspection matrix. A 100% magnetic particle inspection was accomplished on the valve blocks of the fuel pumps.

This exceeds the original ccmitment, DRQR requirements and the IB inspection matrix.

12. Part No. 02-425A - Jacket Water Pump - No inspections were included in the original inspection matrix. However, a visual inspection of the jacket water pump and a torque / dimensional inspection was performed, w

3 S

The torque measurement was required by the SER.

This exceeds DRQR requirements and the IB inspection matrix.

13.

Part No. CN-136/40 - Thermostatic Valve - A 100% visual inspection of this part was included in the original matrix. As there were no DRQR requirements for this part, this inspection was not performed and an engineering evaluation was performed instead which is in accordance with the IB inspection matrix.

14 Part No. F-068 - Intercooler - A 100% surface NDE inspection of this 1

part was included in the original inspection matrix. This inspection was not required by the DRQR. This inspection was performed and is reported under Section 3.2.4 of references 4 and 5.

This is in conformance with the IB inspection matrix.

15.

Engineering Evaluations - The original inspection matrix included several engineering evaluations to be performed. These evaluations were not accomplished on the 2A engine as there were insufficient operating hours on the engine. All original engineering evaluations were performed on the 2B engine and in addition, several additional parts were included in the engineering evaluation program. These additional parts are listed below:

Part No.

Part Name 02-315G Cylinder Block Seals and Gaskets 02-330A Flywheel 02-345C Fuel Pump Bases 02-360C Cylinder Head Bolting and Gaskets 02-365B Fuel Injection Tips 02-410A Overspeed Trip Governor 02-410D Overspeed Trip Vent Valves 02-415A Speed Regulating Governor 02-420 Lube Oil Pump 4

Part No.

Part Name 02-441B Start Air Manifold Valves, Strainers and Filters02-445 Fuel Oil Booster Pump 02-445A Fuel Oil Filters 02-445B Fuel Oil Strainers02-530 Foundation Bolts and Anchors92-689 Off engine Safety Alarm Sensor Wiring

16. The actual matrix which the Unit 2 diesels were inspected to is included as Attachment B, Part 2.

Several footnotes have been changed from those in reference 2 to be in accordance with inspections actually performed or DRQR requirements. These changes are as follows:

a.

Footnote 2 - This has been revised to reflect the Duke Power Co.

procedures for determining whether a head has a partial penetration weld repair around the fuel nozzle cavity, b.

Footnote 3 - This has been revised to delete a torsiograph test of the crankshaft as DRQR requirements do not require such a test on follow engines.

c.

Footnote 4 - This has been revised to indicate the way microstructure of the blocks is determined.

d.

Footnote 5 - This has been revised to indicate that whatever the condition of the crankshaft, the outboard support bushing will be inspected.

5

Attachment B Part 2 12/17/85 Catawtsa Uni t 2 Inspection Matrix Sample Size (percent) page 1

Part Nase Part No. Class Visual Dimen.

S.NDE V.NDE Eng. Eval. Notes Lube Oil Pressure Regulating Valve 00-420 A

1 9

G Jadet hter Standoipe,Fttngs, Gasket 00-700A B

100 1

9 Jacket Water Standpipe Valves 00-7008 B

8 Jacket hter Standpipe Supports 00-700C B

100 I

9 Jacket hter Standpipe Smitches 00-700E B

Jacket hter Standpipe Bolting Materials 00-700F B

100 8

Main Bearing Base Asseebly 02-305A A

30s

-e Main Bearing Studs and Nuts 02-305C A

-e 30*

Main Bearing Caps 02-3050 A

30*

Lube Oil Internal Headers 02-307A A

100 a

8 Lube Oil Tubing and Fittings-Internal 02-3078 A

100 Lube Oil Line Supports-Internal 02-3070 B

100 8

3 Crankshaft 02-310A A

100 100*

30+

Main Bearing Shells 02-310B A

30+

30s 100 Crankshaft Thrust Bearing Ring 02-310C A

Crankcase Asseebly 02-311A A

100 Crankcase Mounting Hardmare 02-3110 B

I 9

Cylinder Block 02-315A A

25 1005 4

1 9

Can Beartng Caps and Donels 02-315B B

Cylinder Liner 02-315C A

100 100 Cylinder Block Jacket hter Mantfold 02-3150 B

100 Cylinder Head Studs 02-315E B

25 25*

Cylinder Head Nuts 02-315F B

100 Cylinder Block Seals and Saskets 02-315G B

100*

15 9

6 Jacket hter Inlet Manifold Asseebly 02-316A B

100 Jactet mater Inlet nant*old Coupling 02-316B B

100 9

Jacket Water Otscharge Mantfold 02-317A B

100 Jacket dater Disch. Manifold Coupling 02-3170 B

100 8

B Jacket hter Disch. Manifold Supports 02-317C B

100 16 9

Flywheel 02-330A A

Flysheel Bolting 02-3308 A

100 Front Sear Case Bolting 02-3358 C

100 Connecting Rods and Bushings 02-3404 A

100 100 100 i

Connecting Rod Bearing Shells 02-3400 A

100 100 100 100 Pistons 02-341A A

100 100*

100 Piston Rings 02-3419 A

1005 Piston Pin Assembly 02-34tC A

100 Intake Tappets 02-345A A

25*

Fue! 7appets 02-3459 A

25*

Fuel Puen Bases 02-345C B

le Caeshaft Assembly 02-350A A

100 l

Caeshaft Bushing 02-3509 B

100 t

Caeshaf t 6 ears 02-350C A

100 Pueo Drive Gear 02-355A A

100 100*

12/17/85 Catawba Unit 2 Inspection Matrix Sample Size (percent) page 2

Part Maee Part No. Class Visual Disen.

S.NDE V.NDE Eng. Eval. Notes idler 6 ear Assembly 02-355B A

100 100*

Air Start Valve 02-359 A

100 25e Cylinder Head 02-360A B

100 100 100 100 2

Intake and Exhaust Yalves 02-3608 9

100 100 100e Cylinder Head Bolting and Gaskets 02-360C B

In 9

Valve Springs 02-360D B

100 1

Subcover Assembly 02-362A B

100 100 Fuel injection Pump 02-365A B

100 100s FuelInjectionTips 02-365B B

le 9

Fuel Injection Tubing 02-365C B

100 100 6

Fue! Injection Tubing Supports 02-3650 9

100 8

Fuel Pump Linkage 02-371A/B A 100 Intake Maoifolds02-375 9

100 Exhaust Manifolds 02-380A B

100 Eshaust Manifold Bolting 02-3808 B

100 9

Crankcase Covers 64skets and Bolting 02-386B C

100 Intake and Intermediate Rocker Are Assee 02-390A B

100 Exhaust Rocker Are Asseebly 02-3900 0

100 Intake and Exhaust Pushrods 02-390C B

100 100 Connector Pushrods 02-3900 B

100 100 Rocker Are Bushings 02-390E B

100 Rocker Are Bolting 02-3906 B

100 100 Overspeed Trip 6avernor 02-410A A

Ie 9

-Overspeed Trip and Accessory Drive 02-410B A

100 Overspeed Trip Couplings 02-410C A

100 Overspeed Trip Vent Valves 02-4100 A

Is 9

Speed Regulating Governor Drive 02-411A A

100 Governor Drive Couplings 02-4119 A

100 Governor Linkage 02-413A A

100 Fuel Pues linkage-Auto Shutdoen Cylinder 02-4138 9

100 le 9

Speed Regulating Governor 02-415A A

Governor Booster Servosotor 02-4158 9

100 Governor Heat Exchanger Assembly 02-415C A

100 Lube Oil Pump 02-420 A

Is 9

Jacket mater Puep 02-425A A

100*

100e Intercooler Piping-Coupling, Bolt,6skts 02-4369 A

100 Turbo Cooling Water Pape and Fittings 02-437A B

100 3

Turbo Cooling Water Supports 02-4370 A

100 B

Start Air Manifold Pipe, Tubing & Fttags 02-441A A

100 i

Start Air Manifold-Valves, Filters 02-44tB A

Is i

Start Air Manifold Pipe Supports 02-441C A

100 i

Start Air Distributor Tubing 02-442B A

100 6

In 5

Fuel Oil Booster Pump 02-445 A

Fuel Oil Filters 02-445A B

In 9

Fuel Oil Strainers 02-445B B

In 9

12/17/85 Catawba Unit 2 Inspection Matrix Sample Size (percent) page 3

Part Nase Part No. Class Visual Disen.

S.NDE f.NDE Eng. Eval. Notes Fuel Injection Paping 02-450B A

100 8

Fue! Oil Piping Supports 02-4500 A

100 8

Fuel Oil Filter Mounting Hardware 02-a55C A

100 0

External Lube Oil Lines 02-465A A

100 8

External Lute Oil Line Supports 02-4658 A

100 8

External Lube Gil Valves 02-465C A

I 9

Turbocharger Lube Oil Piping 02-467A B

100 8

Turbocharger Lube Oil Piping Supports 32-467B B

100 8

Turbocharger Bracket 02-475A B

100 Turbocharger Bracket Bolting 02-4750 B

B 7

Control Panel Cabinet 02-500A A

I 9

Control Air Accueulator 02-500F A

I 9

Control Air Systes Valves 02-5008 A

I 9

Control Air Systes Pressure Switches 02-500H B

I 9

Control Systes Relays 02-500J A

I 9

Control Systes Solenoid Valves 02-500K A

I 9

Control Air Systee Piping, Tubing, Fttng 02-500M B

100 0

Control Panel Wiring 02-500N A

9 Lune Oil Susp Task 02-540A B

100 8

Lube Oil Susp Tank Bolting 02-5409 9

100 0

Lube Oil Susp Tank Mounting Hardmare 02-540C B

100 8

Foundation Bolts and Anchr.rs02-550 B

In 9

!cstrueentation Thereocoup;es 02-6300 B

9 Engine 6 Auxiliary Module Wiring Conduit 02-6884 A

100 8

Engine 6 Auxiliary Module Wiring 02-688B A

I 9

Engine L Auxiliary Module Wiring Boxes 02-688C A

I 9

Off Engine Saftey Alare Sensors-Wiring 02-689 B

In 9

Engine Alare Sensors02-690 A

9 Off Engine Saftey Alare Sensors-Switches 02-69tA B

1 9

Engine Shutdown Tubing and Fittings 02-695A B

100 B

Engine Shutdown Valves, Regs, n Orifice 02-6959 A

4 Engine Shutdoen Trip Switches 02-695C A

I 9

Fuel Oil Duple Strainer 02-825D 4

I 9

Turbocharger Thrust Bearing tube Systes CFR C

100 I

~

Intake Air Filter CN-106 B

Intake Air Silencer CN-107 B

4 Before and After Lube Oil Fuep CN-109 A

I i

Full Flou Lube Oil Filter CN-!!O A

I Lube Oil Heat Exchanger CN-ll!

B I

Generator Shaft and Bearings CN-119A A

I 8

Jacket Water Heat Exchanger CN-120 B

I Oil Prelube Filter CN-122 A

1 i

Lube Oil Keepnarn Strainer CN-l31 A

9 Thereostatic Valve CN-136/40 0

-e It i

latercooler F-068 A

100 100

12/17/85 Catawba Unit 2 Inspection Matrix

=--------

Sample Size (percent) page 4

Part Neee Part No. Class Visual Disen.

S.NDE V.NDE Eng. Eval. Notes Turbocharger FF-022/3 A

100 100 100 10 Lube Oil Full Pressure Strainer SE-025 A

t 9

!!in 19 Init 1.

Intake and exhaust valve springs have prcper color code.

s2.

Ultrasonic wall thickness seasureeent of fire deck, ECT and visual evasination of fuel no::le area to determine if the head has been partial penetration weld repaired.

e3.

Crankshaft neb deflections and thrust clearances to be eensured with the diesel hot and cold.

e4.

Microstructure of the block will be detereined by replication technique.

e5.

Caeshaf t bearings mill be inspected onl/ if the cae lobes show abnormal wear. Outboard support bushing will be inspected regardlass of caeshaft conditions.

6.

ECT inspections will be done of both ends of high pressure injectionlines.

7.

Turbocharger bracket botting mill be replaced if necessary, 8.

Walkdoun inspection to verify as-built condition.

9.

Engineering validation of part to determine if there are any significant unresolved saintenance or operational probless associated with the part.

10. Teardown and inspection of new or rebuilt turbochargers which have accueulated less than 50 hours5.787037e-4 days <br />0.0139 hours <br />8.267196e-5 weeks <br />1.9025e-5 months <br /> of operation sill not be perforsed.

e Represents enanges between initial Unit 2 inspection procedure subettted Aprtl 10, 1985 and the final t:6 2 insoec+ ion procedures.

l l

l

Attachment C Responses to NRC Question of Reference 8 Reference 8 forwarded an enclosure, "Information Request Concerning TDI EDGS at Catawba Unit 2", for review and response. The purpose of this attachment is to respond to the reference 8 enclosure.

For convenience, the NRC query is stated first followed by our response.

(1) How many hours have been accumulated to date on each engine (2A and 28)

(a) prior to DRQR inspections:

Response: Total hours of operation at Catawba was 0 hours0 days <br />0 hours <br />0 weeks <br />0 months <br /> for unit 2A and 183.2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> for unit 28 prior to inspection.

(b) total to date?

Response: As of December 12, 1985, unit 2A had 142 hours0.00164 days <br />0.0394 hours <br />2.347884e-4 weeks <br />5.4031e-5 months <br /> and unit 2B had 187 hours0.00216 days <br />0.0519 hours <br />3.091931e-4 weeks <br />7.11535e-5 months <br /> of operation.

Please break down operating hours according to engine load.

Hours on Hours on Load Diesel 2A Diesel 28 0

- IMW 43.0 54.1 IMW - 2MW 0

4.1 2MW - 3MW 1.2 0

3MW - 4MW 62.7 47.2 4MW - SMW 0

3.9 5MW - greater 35.2 77.8 Total 142.1 187.1 (2) Submit computer listing of all Owners Group recommendations pertaining to Quality Revalidation inspections and component modifications and status and schedule for implementation. Any items which Duke is not planning to implement should be clearly identified and justification provided.

Response

o All items where Duke differs with DRQR recommendations pertaining t7 quality revalidation inspections are outlined in Attachment A to this letter. All other DRQR recommendations have been met in the performance of quality revalidation inspections of both Unit 2 diesel generators.

o Component modifications, status and schedule are outlined in Attachment D.

(3) Submit inspection report for engine 2B

Response

Reference 5 submitted the 2B inspection report.

(4) Check and verify the crankshaft torsional systems, including flywheels and generators, are identical between the Unit I and Unit 2 engines.

Response

It is believed that all TDI diesel generators at Catawba are identical based on the following:

4.1 Serial Numbers 4.1.1 Engines - The diesel engine serial numbers are consecutive and are as follows:

18: 75017 - 2761 1A: 75018 - 2762 2A: 75019 - 2763 28: 75020 - 2764 4.1.2 Generators - The generator serial numbers are consecutive and are as follows:

1A: 17503519 2A: 17503520 18: 71503521 28: 17503522 The generators were manufactured by Parson Peebles/ Electric Products. All generators have the same rating both electrically and from a rotating inertia standpoint.

4.2 Flywheel According to the technical manual the flywheels on all four engines are built to Delaval drawing 101505 and are listed as part No.02-330.

4.3 Torsiograph According to the technical manual, torsiographs for all four engines are similar. The torsiograph from the manual is included as Appendix 1.

4.4 Licensing Requirements 4.4.1 Engineered Safeguards Loading According to the Final Safety Analysis Report for Catawba Nuclear Station, Unit 1 and Unit 2, Table 8.3.1-1, the engineering safeguards loading is identical 2

between Units 1 and 2 and is 6347 Hp (TRAIN A - LOCA),

7018.57 Hp (TRAIN A - LOOP), 5684.03 Hp (TRAIN B -

LOCA),6383.39 Hp (TRAIN B - LOOP).

4.4.2 Surveillance Requirements According to the " Proof and Review" Technical Specifications for Catawba Nuclear Station, Unit 1 and

' Unit 2, paragraph 3.4.8.1, the surveillance requirements are identical between Units 1 and 2.

4.5 Maintenance 4.5.1 Spare Parts - spare parts are interchangeable between all engines.

4.5.2 Maintenance / Operational Proceedings - all maintenance and operational procedures are the same for all four station engines.

Based on the above facts which indicated that all diesel / generators are sequentially numbered, have the same ratings, the same torsiographs, the same technical manual, the same spare parts list, the same emergency loads and the same maintenance and operational procedures we consider the engines to be identical.

(5) Provide full details of circumstances of recent main bearing failure of Unit 2B engine, including:

(a) Description of inspections performed to determine extent of damage and the results of the inspections.

(b) Failure cause evaluation and assessment; please include FaAA report.

(c) Results of oil analyses performed prior to the failure. Are results consistent with conclusions drawn regarding cause of failure?

(d) Describe actions taken in response to TDI Part 21 notification regarding loose crankshaft oil-way plugs. Have all oil-way plugs been verified to be in place in the Unit 2B engine? Were the oil-way plugs checked following the main bearing failure?

Response: The above information will be separately transmitted when Duke Power Company failure analysis is completed.

(6) Verify that each of the actions below have been completed for both Unit 2 engines in accordance with the Owners Group recommendations.

(These represent a small subset of all Owners Group recommendations; however, the staff was unable to confirm that these actions have been completed based on available information.

Except as noted below, no exceptions had been taken to these actions by Duke in it's letter dated June 21,1985.) For items not implemented, appropriate justification should be provided.

3

(a) Air Start Valve Capscrews (1)

Implement SIM-360 Response: SIM-360 recommended that the air start valve capscrews be torqued to 150 ft-lbs. This was accomplished on all the Unit 2 engines.

(2) Torque check of all capscrews (hot and cold)

Response: All Unit 2 airstart capscrews are torqued to 150 ft-lbs cold and then checked during engine operation until all capscrews retain the 150 ft-lbs torque.

(3) Dimensional inspection of all capscrews Response: The letter forwarding Duke's planned inspections of the Unit 2 engines incorrectly listed this inspection frequency as 100%. The Duke procedure used to inspect the Unit 2 diesels inspected 25% of these parts.

This error is documented in Attachments A and B, Part No.02-359.

It is considered that the inspection frequency which demonstrated that the capscrews were 2 3/4 inch length and not 3 inches adequately assures that each engine was assembled with the correct capscrews.

(b) Electric Cables (1) Replacement of 14 AWG wire with wire qualified to IEEE-383-1974.

Response: SIM-361 calls for the replacement of wiring to an improved quality and for the inspection of certain sliding block terminals. The wiring replacement has been accomplished on all Catawba engines and Duke has a procedure in place to check the terminals. This is fully discussed in Section 3.1.10 of the Unit 2 inspection reports, references 4 and 5.

(c) Connecting Rods (1) Measure con rod bow (all Con rods) against Owners Group acceptance criteria.

Response: This was not included as a quality revalidation inspection by the Owners Group and accordingly, was not accomplished on the Unit 2 engines at Catawba. This issue was raised as a design review question in the DRQR report and the effect of rod bow and the maximum tolerable bow and buckling strength of the rod was determined as design related questions.

(2) Material and Hardness Check (Sample basis) 4

Response: This was not a follow engine requirement per the DRQR report and hence was not performed.

(3) Verify that con rod bolt elongations were measured to be consistent with TDI torquing recommendations (all bolts).

Response: There were no acceptance standard imposed by the Owners Group in the DRQR report regarding connecting rod bolt deflection. The connecting rod bolts were torqued on reassembly to 1750 ft-lbs per TDI recommended procedures. Supplemental elongation requirements have been invoked by Duke Power Company.

The requirements involve use of a Raymond extensiometer to measure elongation of the connecting rod bolts. These measurements are taken for engineering evaluation to assure that a torque of 1750 ft-lbs, nominal elongation for the 12-inch bolt is.020 inches and the 20-inch bolts is.036 inches. These elongation readings have been accomplished on all connecting rod bolts on all engines at Catawba.

(4) Verify that acceptance criteria of zero was applied to link

+

rod to link pin clearance measurement.

Response: The problem experienced on some TDI Engines was that the link rod dowel was too long providing a clearance between the link rod and link rod pin when the link rod capscrews were torqued. On the first firing cycle the link rod dowel was mushroomed relaxing the preload on the cap screws.

Subsequent firing cycles fatigued the capscrews.

In the DRQR report, the Owners Group imposed a clearance requirement of zero between the link rod and link pin when the bolts attaching these parts are torqued to 1050 ft-lbs. As this clearance is measured by attempting to place a feeler gauge between the parts, it is physically impossible to measure zero clearance. Some acceptance criteria has to be specified.

Duke Power Company has used the following inspections to verify that this phenomena is not occurring.

o On all link rod capscrews, torque was measured during disassembly. These torques were in the range of 750 to 1110 ft-lbs indicating that preload had not been lost on any capscrews.

o All link rod dowels were visually inspected for signs of distress such as bottoming out or mushrooming. All visual inspections were satisfactory and the link rod dowels were reused.

o As a final check, the Duke procedura requires that a.0015 inch feeler gauge cannot be placed between the link rod and pin when the capscrews are torqued to 1050 ft-lbs. All link 3

rods meet this criteria.

5

Hence in view of the inspections conducted on the Unit 2 engines we concluded that the link rod to pin clearance is zero and we are in accordance with the Phase 2 DRQR recommendations. We have talked to L. Swanger at FaAA and informed him of the inspections accomplished on the Unit 2 engines.

He has indicated that these inspections will show whether or not we have zero clearance.

(d) Con Rod Bearings (1) Dimensional inspection of all shells.

Response: Dimensional inspections for thickness were performed on all Unit 2 engines, with satisfactory results, but this was not reported in the 2A inspection reports due to an oversight.

This will be included in the errata issued for this report.

(e) Crankshafts (1) Verify that material certification reports for EDG 2A and 2B crankshafts have been reviewed for adequacy.

Response: We have checked the material certifications for the Unit 2 crankshafts and found them to be adequate.

This was accomplished as an engineering evaluation but was not reported in reference 4.

An errata to this report will be issued.

(2) Check and verify that torsional systems, including generators and flywheels, are identical between Catawba Unit 1 and Unit 2 engines.

Response

See item 4 above.

(f) Engine Block (1) Verify that both the right and left bank blocks of both Unit 2 engines were checked for acceptable microstructure.

Res)onse: Microstructure was determined by replication on both rig 1t and left banks for both Unit 2 engines. Results indicated that the microstructure was typical of grey cast iron material which was acceptable.

(2) Do block and liner dimensions meet the latest criteria specified by TDI and the Owners Group (including the 21/2 mil limit on liner " proudness")?

Response: Block and liner dimensions do not meet latest TDI recommendations. The DRQR presents no recommendations on what our dimensions should be. The intent of the DRQR inspections was to establish what vintage engines Catawba had in terms of TDI block liner dimensions. Both engines 2A and 28 have proudness in the TOI specified range of.003 to.0055 inches.

6

(g) Cylinder Heads (1) LP (and/or MT) and UT inspection of all cylinder heads pursuant to Owners Group recommendations Response: All cylinder heads on Catawba Unit 2 have been LP inspected to detect crack like indications and UT inspected to determine fire deck thickness and found acceptable.

(h) Cylinder Head Studs (1) All cylinder head studs checked for proper torque (2) Verify that torque procedures reflect Owners Group letter dated July 3, 1984 (see DRQR report for Unit 1)

Response: See Attachment A, Part 02-315E.

(3) Material and hardness check (sample basis).

Response: The DRQR did not call out any material or hardness checks for follow engines. Hence, this inspection was not done.

(1) Engine Base and Bearing Caps (1) Have engine bases been verified to be normal class 40 grey iron and free of Widmanstaeten graphite microstructure?

(This item may not be an Owners Group reconnendation.

However, the staff notes that there has been at least one engine base nut procket failure at the Anamax Mine due to reduced strength caused by non-ferrour impurities in the engine base casting.)

Response: This inspection was not required by the Owners Group program as outlined int he DRQR report and therefore was not accomplished. However, Duke Power Company will take replicas of the base.

(2) LP saddle #5 (one engine).

Response: This inspection was incorrectly committed to in the letter outlining the planned inspections of the Unit 2 engines (see Attachment B, Part No. 02-305A). The Owners Group program does not require any further surface NDE inspections of the main bearing bases for follow engines and hence this inspection was not accomplished as a quality revalidation inspection. However, in the pursuit determining the cause of failure of main bearing

1. 7 in the 28 engine, LP inspections of main bearing base on #6,

1. 7 and #8 will be accomplished.

(3) Verify that all, bearing cap studs have received torque and/or elongation measurement.

7

4 5

Response: The main bearing caps which are lifted for inspection are reinstalled using a hydraulic tensioning device.

In the course of reassembly, the extension of the studs and the hydraulic pressure of the tensioning device are recordea. All r

main bearing caps lifted at Catawba were reinstalled in TDI recommended extension of. 051 to.056 inches.

In the course of quality revalidation inspections, main bearings #4, #6 and #8 were lifted for inspection and retorqued to the above criteria (see Attachment A, Part 02-305C).

(j) Jacket Water Pump 2

(1) Hardness and material check (2) Visually inspect shaft and wear ring for galling wear or scoring (3) LP gear teeth and transition area Response: There were no Owners Group requirements for any inspections of the Jacket Water Pump for follow engines.

L However, to meet SER requirements, torque measurements of impeller and spline nuts were accomplished.

In addition, visual inspections of the coupling and spline were accomplished. Also spline end play was checked. These inspections are detailed in Section 3.1.12 of the Unit 2 inspection reports, references 4 and 5.

(k) Piston Skirts (1) LP of ribs near wrist pin and on rib at intersection of wrist pin boss.

Response: These inspections were accomplished by magnetic particle test rather than LP due to piston casting roughness.

This equivalent to the LP test. These tests were accomplished on all Unit 2 AE pistons and found to be satisfactory.

(1) Turbocharger

^

(1)

Implement all Owners Group recommended modifications (e.g.,

drip and full-flow prelubrication systems) and operating procedures relating thereto.

i Response: All engines at Catawba have the prelube drip system incorporated.

In addition, all engines at Catawba have had their preiube system modified to increase oil flow to the turbochargers and rocker arms prior to starting the engine. The modification consists of providing a two-inch branch connection from the engine 6-inch line. A solenoid valve is placed in this branch.

The branch goes to the rocker arm oil headers. Off these headers are 3/4 inch lines going to each turbocharger. The solenoid l

valve is opened from the engine control panel between 2 and 5 minutes prior to engine starting. This allows the before and i

8

-,aer,,--.-

after pump to circulate oil to the rocker arms and turbochargers.

The valve stays open until the engine has reached 95% speed at which time it automatically closes.

(2) Verify compliance with Elliot 10 micron filter recommendations Response: Tie full flow lube oil filter usef. hen the diesel is operating and the before and after lube oil filter used when the engine is shutdown are 10 micron filters on all Catawba diesels.

All oil going to the turbochargers passes through these filters.

Hence we are in compliance with the Elliott recommendation.

In addition, the DRQR indicates that the Catawba diesels are in compliance.

(3) Visual inspection of thrust bearing and nozzle ring.

(4) Determine and clearances (float measurement).

(5) Verify' proper number of bolts installed turbine inlet casing.

(6) Check proper torque on turbine inlet casing bolt::.

(7)

Perform LP on stationery nozzle ring.

Response: All of the above inspections were accomplished on the 2B turbochargers which has 183 hours0.00212 days <br />0.0508 hours <br />3.025794e-4 weeks <br />6.96315e-5 months <br />.

The original turbochargers supplied with engine 2A were removed and used on Unit 1.

New turbochargers were received from Elliot to replace them. As the 2A turbochargers were new from Elliot, our quality revalidation procedures were not invoked on this engine.

(Pursuantto questions 4 through 7, Elliott LP inspected the stationary nozzle rings on both 2A turbochargers (7). We have not measured turbocharger float (4) on 2A to establish a base line. However, our current plans call for monitoring the effect of prelube modifications to all Catawba engines on diesel 1A. These planc call for tearing down the 1A turbochargers at the first refueling outage to determine how well the modified prelube system is limiting wear on the turbocharger bearings.

Based on this information, teardowns of other Catawba turbochargers will be scheduled in the maintenance and surveillance program.

Finally with regard to 5 and 6 this was accomplished on reinstallation of the turbochargers on 2A.

(8)

Verify that SIM 300 was implemented and perform LP on the welds retaining the core plug (hub nut).

In addition, verify that the nut is staked.

Response: We have checked the TDI generated Nuclear Checklist and find that SIM 300 is not mentioned nor do we have a copy.

TDI is transmitting a copy to Duke Power Company. We will review SIM 300 after receipt.

9

(m) Rocker Arm Capscrews (1) Material and Hardness Check (sample)

Response: This was not originally accomplished during quality revalidation inspection but will be accomplished (see Attachment A,Part02-390G).

(2) Visually inspect drive studs and verify tightness.

Res )onse:

On Unit 2 engines all drive studs were inspected for tig1tness with satisfactory results.

(3) Verify all capscrews properly preloaded to 365 ft-lbs.

Response: On Unit 2 engines, reassembly procedures call for torquing all rocker arm capscrews to 365 plus 18, minus 0 ft-lbs.

This was accomplished on all Unit 2 engines.

(n) High Pressure Fuel Lines (1) Check that all fuel line supports called for by TDI drawings have been installed as specified.

Response: These checks were accomplished during the fuel oil piping system special inspection (Procedure MP/0/A/1000/55) and were satisfactory.

J 10

Instruction Manual APPENDIX l TORSIONAL STRESS AND CRITICAL SPEEDS

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Attachment D Catawba Diesel - Owners Group DRQR Modification Recomendations The attached computer listing sumarizes DRQR modifications which pertain to the Catawba Unit 2 engines. This computer listing originally appeared in reference 3.

It has been updated for current Unit 2 status.

d STATUS CCDE I.EggtfD Status Code i

Duke Power has accomplished this itse through quality revalidation testing, design modification or preventive maintenance schedulee.

2 Duke Power will accomplish this itse by the end of the first refueling outage.

3 Duke Power aseends the Owners Group recommendation.

4 Duke Power is reviewing the Owners Group recommendation.

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

CN-106 DRQR Sequence 1

Part Name INTAKE AIR FILTER Class B

Ouners Oroup Recomendation Consents Resp.6roup Disposition Status None Part No.

CN-107 DRQR Sequence 2

Part Name INTAKE AIR SILENCER Class Ouners group Recosendation Coseents Resp.Broup Disposition Status None Part No.

CN-121 DRGR Sequence 3

Part Name FLEX CONNECTIONS Claes C

Geners troup Recossadation Consents Resp.6roup Disposition Status None Part No.

F-068 DRQR Sequence 4

Part Name INTERCOOLER Class B

Ooners Broup Recosendation Coseents Resp.6roup Disposition Status

1. AS PER SIM 365

1. Done on all units

1. Maint

1. In compliance 1

Part No.

MP/022/3 DRQR Sequence 5

Part Name TURBOCHARGER Class A

Ouners Group Recosendation Coseents Resp.Broup Disposition Status

1. INST. FULL FL0ld PRELbSE SYSTEM

1. Done on all units

1. Maint

1. In canaliance 1

2. RETAIN DRIP LUBE SYSTEM

2. Done on all units

2. Maint

2. In casoltance Part No.

02-CFR DRQR Sequence 6

Part Name TURBO THRUST BRNG DRIP LUBE SYSTEM Class B

Ouners Group Recoeeadation Caseents Resp.6roup C!sposition Status i

1. ADD Th0 sAY SUPPORTS

1. Done

1. Design L. In ccesliance 1

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.02-375 DRQR Sequence 7

Part Name INTAKE MANIFOLD AND PIPING (LG BOR)

Class B

Ouners Group Recosendation Coenents Resp.6roup Disposition Status None Part No.

02-380A DRQR Sequence S

Part Name EXHAUST MANIFOLD: MANIFOLD Class B

Ouners Group Recessadation Coasents Resp.6roup Disposition Status

1. REPLACE SLIP JTS WITH FLAN 6ES

1. Under review

1. Design

1. Under review 4

2. REPLACE FLANGE BOLTING

2. Done

2. Design

2. In ccagliance t

Part No.

02-380B DRQR Sequence 9

Part Name EXHAUST MANIFOLD: GASKETS AND BOLTS Class B

Ouners Group Recoesadation Consents Resp.6roup Disposition Status None Part No.

02-475A/D DRQR Sequence 10 Part Name TURBO BRACKET: BOLTS AND GASKETS Class B

Ouners Group Recoesndation Consents Resp. Group Disposition Status None Part No.

02-475B DRQR Sequence 11 Part Name AIR BUTTERFLY VALVE ASSEMBLY Class A

Geners Group Roccasadation Consents Resp. Group Disposition Status

1. INSTALL GREASE FITTINGS /SIM322

1. Done

1. Maint

1. In ccesliance Part No.

CN-109 DRQR Sequence 12 t

Part Name BEFORE AND AFTER LUBE DIL PUMP I

Class A

Geners Group Recosendation Consents Resp.6roup Diseasition Status None i

l

t Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

CN-110 DRQR Sequence 13 Part Name FULL FLOW LUBE OIL FILTER Class A

Ouners Group Recosendation Caseents Resp.6roup Disposition Status Ncne Part No.

CN-111 DRQR Sequence 14 Part Name LUBE DIL HEAT EXCHANGER Class B

Owners Broup Recosendation Coenents Resp.Sroup Disposition Status None Part No.

CN-122 DRQR Sequence 15 Part Name OIL PRELUBE FILTER Class A

Ouners Group Recomendation Caseents Reso.Broup Disposition Status None Part No.

CN-131 DRQR Sequence 16 Part Name LUBE OIL KEEPWARM STRAINER Class A

Owners Group Recosendation Coenents Resp.6roup Disposition Status None

)

Part No.

SE-025 DRQR Sequence 17 Part Name LUBE DIL FULL PRESSURE STRAINER l

Class A

1 Owners Group Recosendation Caseents Resp.6roup Disposition Status j

None Part No.

OC-420 DRGR Sequence is l

Part Name LUBE OIL PRESSURE REGULATING VALVE Class A

Geners Group Recomendation Coenents Resp.6roup Disposition Status None i

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-307A DRQR Sequence 19 Part Name LUBE OIL INTERNAL HEADERE Class A

Omers Group Recomendation Coseents Resp.6roup Disposition Status

1. MODIFY SUPPD9TS/DR/QR 02-307D

1. Done

1. Design

1. In compliance 1

Part No.

02-307B DRGR Sequence 20 Part Name LUBE DIL FITTING 8-INTERNAL: TUBING Class A

Omers troup Recossadation Coseents Resp.Braup Disposition Status None Part No.

02-307D DRGR Sequence 21 Part Name LUBE OIL FITTINGS-INTERNAL: SUPPORTS Class B

Omers Group Recosendation Coesents Resp.6roup Disposition Status

1. REPLACE 1/4' BOLTS WITH 3/8'

1. Done

1. Design

1. In ccepliance 1

2. TORQUE / LOCK BOLTS

2. Done

2. Design

2. In cceplaince 1

3. ENSURE FIT OF UBOLT TO P!PE

3. Done

3. Design

3. In compliance i

Part No.02-420 DRQR Sequence 22 Part Name LUBE DIL PUMPS Class A

Omers Broup Recosendation Coenents Resp.6roup Disposition Status None l

l Part No.

02-465A DRQR Saguence 23 j Part Name EXTERNAL LUBE DIL LINES 1

Class A

Omers Broup Recosendation Coenents Resp.6roup Disposition 3tatus

1. ADD 2 DRESSER COUPLINGS 1.

1. Design

1. Will cosply by 1st ot,tage

2. ENSURE COUPLING REASSEMBLY UK

2. Dane

2. Maint

2. In cospliance i

Part No.

02-465E..

DRQR Sequence 24 Part Name EXTERNOL; LUBE DIL LINE SUPPORTS Class A

Om ers Group Recosendation Coseents Resp.6roup Disposition Status

1. REINf0RCE 3/B' UBOLT ON 2'llhE, 1.

1. Design

1. Will comply by end ist catage

2. ADD 3D REST. CN 1.5' L.O. LINE 2.

2. Design

2. nill comply by end 1st autage.

Cataseba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-465C DRQR Secuence 25 Part Name LUBE DIL LINES-EXTERNAL: VALVES Class A

Omers Group Reccesedation Coenents Resp.6roup Disposition Status None Part No.

02-467A DRQR Sequence 26 Part Name TURBOCHARSER L.O.

PIPING Class B

Om ers Group Reccesadation Coenents Resp. Group Disposition Status

1. ADD 2 SUPPORTS

1. Done

1. Design

1. In compliance 1

Part No.

02-467B DRQR Sequence 27 Part Name TURBO LUBE DIL PIPING SUPPORTS Class B

Ouners Group Recossadation Coenents Resp. Group Disposition Status

1. ADD 3D RESTRAINT -L.O.LINE 1.

1. Design

1. Will cceply by end 1st outage 2 Part No.

02-540A DRQR Sequence 28 Part Name LUBE DIL SUMP TANK Class B

Owners Group Recoesndation Coenents Resp.6roup Disposition Status None Part No.

02-5408 DRGR Sequence 29 Part Name LUBE DIL SUMP TANK MISC. FITTINGS Class B

Omers Group Reccesadation Coenents Resp.6rcup Disposition Status None i

Part No.

02-540C DRGR Sequence 30 Part Name LUBE DIL SUMP TANK MOUNTING HRDWRE Class B

l Om ers Group Recosendation Coseents Ress.6roup Disposition Status None i

l

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-540D DRQR Sequence 31 Part Name LUBE OIL SUMP TANK HEATER Class Omers Orms Recossadation Coenents Resp.6roup Disposition Status Nont Part No.02-305 DRQR Sequence 32 Part Name MAIN BEARING: BASE, STUDS AND NUTS Class A

Om ers group Recosendation Coseents Resp.Broup Disposition Status None Part No.

02-310A DRQR Sequence 33 Part Name CRANKSHAFT Class A

Om ers Group Recomendation Coseents Resp.Sroup Disposition Status None Part No.

02-310B DRQR Sequence 34 Part Name MAIN BEARING SHELLS Class A

Om ers Group Recosendation Coseents Resp.aroup Disposition Status None Part No.

02-310C DRQR Sequence 35 Part Name CRANKSHAFT THRUST BEARING RINGS Class A

Geners Group Recomendation Coseents Resp.6 coup Disposition Status None Part No.

02-311A DRGR Sequence 36 Part Name CRANKCASE ASSEMBLY Class A

Geners Grous Recosendation Coseents Resp.6roup Disposition Status

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No -

02-311D DRGR Sequence 37 Part Name CRANKCASE MOUNTING HARDWARE Class A

Omers Group Recosendation Coenents Resp.6roup Disposition Status

~

~

None-Part No.

02-386B DRGR Sequence 38 Part Name CRANKCASE COVERS AND GASKETS Class C

Omers Group Recosendation Caesents Resp.Broup Disposition Status None Part No.

02-315A DRQR Sequence 39 Part Name CYLINDER BLOCK Class A

Ouners Group Recosendation Coseents Resp. Group Disposition Status None Part No.

02-315C DRQR Sequence 40 Part Name CYLINDER LINERS Class A

Deners Grous Recosendation Coseents Resp. Stoup Disposition Status i

None Part No.

02-315D DRGR Sequence 41 Part Name JACKET WATER MANIFOLD AND PIPING Class B

Owners Group Reccesadation Coseents Resp.6roup Disposition Status None Part No.

02-315E DRQR Sequence 42 Part Name CYLINDER HEAD STUDS Class B

Ouners Broup Recosendation Coseents Resp.6 coup Disposition Status None

e Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-315F DRQR Sequence 43 Part Name CYLINDER HEAD NUTS Class B

Ouners Group Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-3156 DRQR Sequence 44 Part Name CYL HEAD GA8KETS Class B

Deners Broup Recosendation Cassents Resp.Broup Disposition Status None Part No.

02-385B DRQR Sequence 45 Part Name CYL BLOCK COVERS GASKETS AND BOLTS Class C

Geners Group Recosendation Coenents Resp.6roup Disposition Status None Part No.02-359 DRQR Sequence 46 Part Name AIR START VALVE Class A

Ouners Group Recosendation Consents Resp.Broup Olsposition Status Ncne Part No.

02-441A DRQR Sequence 47 Part Name START AIR MANIFOLD PIPING Class B

Ouners Group Recomendation Coseents Ress.6roup Disposition Status

1. MODIFY SUPPORTS TO ST!FFEN 1.

1. Design

1. Will cessly by 1st outage Part No.

02-4418 DRQR Sequence 48 Part Name START AIR MANIFOLD: VALVES, FILTERS Class A

OunersGrousRecosendation Coseents Resp.6roup Disposition Status None

r 4

s Catawba'Dieselm-Owners Group DRQR Final Report Sumtsary of Modification Recommendations

' ' Par t. No.

02-441C DRQR 5equence 49

'- Parts Name START AIR MANIFOLD PIPE SUPPORTS Class B

Ouners Group Recoesadation "oenents Resp. Group Disposition Status

1. MODIFY SUFPORIS 75 STIFFEN 1.

1. Design

1. Modify by end of 1st outage 2

Part No.

02-442A DRQR Sequence 50 Part Name START AIR DISTRIBUTOR ASSEMBLY Class A

Ouners Ortap Recosendation Coseents Resp.8 coup Disposition Status None Part No.

02-340A.

DRQR Sequence 51 Part Name CONNECTING RODS AND BUSHINGS Class A

Ouners Broup Recosendation Caseents Resp. Group Disposition Status None i

Part No.

02-340B DRQR Sequence 52 Part Name CONNECTING ROD BEARING SHELLS Class A

.Guners Group Recosendation Casseets Resp. Group Disposition Status

%&ne 4

tPart No.

02-341A DRQR Sequence 53 Part Name PISTONS Class A

Geners Group Recosendation Coseents Resp.6roup Disposition Status Mcne Part No.

02-341B DRQR Sequence 54 Part Name PISTON RINGS Class A

Owners Group Recosendation Coseents Resp.6roup Disposition Status None

Catawta Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-341C DRQR Sequence 55 Part Name PISTON PING Class A

Omers Group Recosendation Consents Resp.6roup Disposition Status

l. INSTALL NEW SNAP RINGS 1.

1. Maint

1. Will not accomplish 3

Part No.

02-345A DRQR Sequence 56 Part Name INTAKE AND EXHAUST TAPPETS Class A

Ouners Group Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-345B DRQR Sequence 57 Part Name FUEL TAPPETS Class A

Osners Group Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-345C 9RQR Sequence 58 Part Name FUEL PUMP BASE ASSEMBLY Class B

Owners Broup Recomendation Coenents Resp.6roup Disposition Status None Part No.

02-350A DRQR Sequence 59 Part Name CAMSHAFT ASSEMBLY Class A

Owners Group Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-305B DRQR Sequence 60 Part Name CAMSHAFT BEARING Class A

l

(

Omners Group Recosendation Coenents Resp.6roup Disposition Status None l

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-350C DRQR Sequence 61 Part Name CAMSHAFT GEAR TRAIN ASSEMB.

Class A

g.

Geners Group Recosendation Coseents Resp. Group Disposition Status

1. IWCREASE TORQUE ON BOLTS 1.

1. Maint

1. Will accoop. if gear removed 3 Part No.

02-390A/B DRQR Sequence 62 Part Name ROCKER ARMS Class B

Ouners Group Recomendation Consents Resp.Broup Disposition Status None Part No.

02-390C/D DRGR Sequence 63 Part Name PUSHRODS Class B

Omers Broup Recossadation Consents Resp. Group Disposition Status

'..m e Part No.

02-390E DRQR Sequence 64 Part Name ROCKER ARM BUSHINGS Class B

Om ers Broup Recosendation Coenents Resp.6roup Disposition Status None Part No.

02-390G DRQR Sequence 65 Part Name ROCKER ARM BOLTING Class B

Omers Group Recosendation Coenents Resp.6roup Disposition Status None Part No.

02-335B DRQR Sequence 66 Part Name FRONT GEAR CASE GASKETS AND BOLTING Class A

Omers Group Recosendation Coseents Resp. Group Disposition Status I

None

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-330A DRQR Sequence 67 Part Name FLYWHEEL Class A

Ouners Group Recomendation Caesents Resp. Group Disposition Status None Part No.

02-330B DRGR Sequence 68 Part Name FLYWHEEL BOLTING Class A

Owners Group Recosendation Coeaents Resp. Group Disposition Status None Part No.

02-688A DRGR Sequence 69,

Part Name ENGINE / AUX WIRING / CONDUIT / SUPPORTS Class A

Owners Group Recosendation Comments Resp.6roup Disposition Status

1. LINE WLKDWN TO REP COND SUPPT 1.

1. Design

1. Will do by 1st outage 2

Part No.

02-630D DRQR Sequence 70 Part Name PYROMETER THERMOCOUPLES Class B

Ouners Group Recomendation Coenents Resp.6roup Disposition Status None Part No.

02-688B DRQR Sequence 71 Part Name ENG./ AUX MODULE WIRING Class A

Owners Group Recosendatica Consents Resp.6roup Disposition Statas i

1. AE PER S&W QUALIF. REPORT 1.

1. Design

1. Will be done by 1st outage l

Part No.

02-688C DRQR Sequence 72 Part Name ENG/ AUX WIRING:BOXEB AND TERMIN.

C1 ass Owners Brcup Recosendation Comments Resp.6rcup Disposition Status None l

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.02-689 DRGR Sequence 73 Part Name OFF ENG BAFTEY ALARM WIRING Class B

Ouners Group Recossadation Coseents Resp. Group Disposition Status None Part No.02-690 DRQR Sequence 74 Part Name ON ENGINE ALARM SENSORS Class B

Osners 6r wp Recosendation Coseents Resp.Broup Disposition Status None Part No.

02-691A DRQR Sequence 75 Part Name OFF ENGINE ALARM SENSORS Class B

Owners Group Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-410A DRQR Sequence 76 Part Name OVERSPEED TRIP GOVERNOR Class A

Osners Group Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-410B DRQR Sequence 77 Part Name OVERSPEED TRIP AND ACCESSORY DRIVE Class A

Osners Group Recosendation Coseents Resp. Group Disposition Status hone Part No.

02-410C DRQR Sequence 78 Part Name OVERSPEED TRIP FLEXIBLE COUPLING Clast A

Ouners Group Recosendation Coseents Resp.6roup Disposition Statas

1. REPLACE COUP.h ACCOMP.SIM 363

1. Sie 363 done

1. Design

1. Will not reolace couclings

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-410D DRQR Sequence 79 Part Name OVERSPEED TRIP: VENT VALVE Class A

Omers Group Recosendation Coenents Resp.6 rout, Disposition Status None Part No.

02-411A DRQR Sequence 80 Part Name GOVERNOR DRIVE GEAR AND SHAFT Class A

Omners Brmp Recosendation Consents Resp.6roup Disposition Status None Part No.

02-411B DRQR Sequence 81 Part Name GOVERNOR DRIVE COUPLING Class A

Owners Group Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-413A-DRQR Sequence 82 Part Name GOVERNOR: LINKAGE Class A

Osners Group Recosendation Caseents Resp.6roup Disposition Status

1. INST LOCK HAR0liARE AS NEEDED 1.

1. Design

1. No need to date Part No.

02-415A DRQR Sequence 83 Part Name SPEED REGULATING GOVERNOR Class A

Owners Broup Recosendation Caesents Resp.6roup Disposition Status None Part No.

02-415B DRQR Sequence 84 Part Name GOVERNOR BOOSTER SERVOMOTOR Class B

Osners F oup Recomendation Coseents Resp.6roup Disposition Status None

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-415C DRQR Sequence 85 Part Name GOVERNOR HEAT EXCHANGER ASSEMBLY Class A

Ouners Group Recomendation Coenents Resp.6roup Disposition Status None Part No.

02-695A DRQR Sequence 86 Part Name ENGINE SHUTDOWN TUBING AND FITTINGS Class B

Owners Group Recomendation Coseents Resp.6roup Disposition Status

1. ADD SUFPORTS TO CONDUIT 1.

1. Design

1. Will do by 1st outage 2

Part No.

02-695B DRQR Sequence 87 Part Name ENGINE SHUTDOWN-VALVES, REGULATORS Class A

Ouners Group Recosendation Coogents Resp.6 coup Disposition Status None Part No.

02-695C DRQR Sequence 98 Part Name ENGINE GHUTDOWN TRIP SWITCHES Class A

Deners Group Recomendation toesents Resp.Broup Disposition Status None Part No.

CN-102 DRQR Sequence 89 Part Name JACKET WATER STDBY HEATER PUMP Class C

Owners Group Recomendation Coseents Resp. Group Disposition Status None Part No.

CN-120 DRQR Sequence 90 Part Name JACKET WATER HEAT EXCHANGER Class B

Owners Group Recomendation Coceents Resp.6roup Disposition Status None

Catawba Diesels-Ownstra Group DRQR Final Report Summary of Modification Recomriendations Part No.

CN-128 DRQR Sequence 91 Part Name JACKET WATER HEATER Class Geners Group Rec uandation Consents Resp.6roup Disposition Status None Part No.

CN-136/AC DRQR Sequence 92 Part Name THERMOSTATIC VALVE Class B

Ouners Group Recomendation Coseents Resp.6roup Disposition Status None Part Nc.

OO-700A DRQR Sequence 93 Part Name JACKET WATER STDP: PIPE / FITTINGS Class B

Owners Group Recosendation Coseents Rest.Broup Disposition Status

1. INSTALL JACK.WTR. VENT LINES

1. Done

1. Maint

1. In ccapitance 1

Part No.

00-7008 DRGR Sequence 94 Part Name JACKET WATER STANDPIPE: VALVES Class B

Quners Group Recosendation Coseents Resp. Group Disposition Status None Part No.

OO-700C DRQR Sequence 95 Part Name JACKET WATER STANDPIPE: SUPPORTS Class B

Owners Group Recomendation Coenents Resp.6roup Disposition Status None Part No.

OO-700E DRQR Sequence 96 l

Part Name JACKET WATER STANDPIPE: SWITCHES Class B

Owners Group Recosendation Coseents Resp.6rcup Disposition Status None I

w

Catautsa Diesels-Owners Group DRQR Final Report h==ary of Modification Recommendations Part No.

00-700F DRQR Sequence 97 Part Name JACKET WATER STANDPIPES BOLTING Class A

Geners Group Recosendation Coenents Resp.6roup Disposition Status None Part No.

02-316A DRQR Sequence 98 Part Name JACKET WATER MANIFOLD ASSEMBLY Class B

Ouners Group Recomendation Coseents Resp.6roup Disposition Status None Part No.

02-317A DRQR Sequence 99 Part Name JACKET WATER MANIFOLDS PIPING Class B

Ouners Group Recosendation Coenents Resp.6roup Disposition States

1. INSTALL DRESSER ELBOW / COUPLING 1.

1. Design

1. Under revien 4

2. REINFORCE SUPPORTS 2.

2. Design

2. Under review 4

Part No.

02-425A DRQR Sequence 100 Part Name JACKET WATER PUMP Class A

Daners Group Recosendation Consents Resp.6toup Disposition Status None l

Part No.

02-437A DRQR Sequence 101 Part Name TURBO WATER PIPING PIPE / FITTINGS Class B

Owners Group Recosendation Coseents Resp. Group Disposition Status l

None Part No.

02-360A DRQR Sequence 102 i

l Part Name CYLINDER HEAD l

Class A

Omers Group Recosendation Coseents Resp.6roup Disposition Status None

9 Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-3609 DRQR Sequence 103 Part Name INTAKE AND EXHAUST VALVES Class B

Omers Group Recosendation Coseerts Resp.6roup Disposition Status None Part No.

02-360C DRG~t Sequence 104 Part Name CYL HEAD BOLTIN3 AND GASKETS Class B

Om ers Group Recomendation Coseents Resp.6roup Disposition Status None Part No.

02-360D DRQR Sequence 105 Part Name VALVE SPRINGS Class A

Omers Group Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-362A DRQR Sequence 106,

Part Name SUBCOVER ASSEMBLY Class B

Omers Group Recosendation Coenents Resp.6roup Disposition Status None Part No.

02-365A DRQR Sequence 107 Part Name FUEL INJECTION PUMP Class A

Geners Group Reconcedation Coseents Resp.6roup Disposition Status l

None i

i i

Part No.

02-365B DRQR Sequence 108 i Part Name FUEL INJECTION TIPS Class A

Omers Group Recosendation Comments Resp.Greg Disposition Status None

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-365C DRQR Sequence 109 Part Name FUEL INJECTION TUBING Class B

Ouners Group Recomendation Coenents Resp.Broup Disposition Status None Part No.

02-365D DRGR Sequence 110 Part Name FUEL INJ TUBING: SUPPORTS Class B

Ouners Group Recossadation Coasents Resp. Group Otsposition Status None Part No.

02-371A/B DRQR Sequence 111 Part Name FUEL FUMP CCNTROL SHAFT Class A

Ouners Group Recosendation Coenents Resp.Broup Disposition Status None Fart No.

02-4138 DRGR Sequence 112 Part Name FUEL PUMP LINKAGE-AUTO SHUTDOWN Class B

Ouners Group Recoecedation Casse6s Resp.Broup Disposition Status None Part No.02-445 DRQR Sequence 113 l Part Name FUEL DIL BOOSTER PUMP l

I Class A

Quners Group Recosendation

• oseents Resp. Stoup Otsposition Status None Part Nc.

02-450B DRQR Sequence 114 Part Name FUEL DIL HEADER PIPING AND TUBING Class A

Ouners Broup Recosendation Coseents Resp.6roup Disposition Status j

1. REPLACE THREAD 0LET WITH TEE 1.

1. Design

1. Will incorporate by 1st outage :

e o

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-450D DRQR Sequence 115 Part Name FUEL 0IL HEADER SUPPORTS Class A

Omers Oroup Recomendation Coenents Resp.Oroup Disposition Status

1. ADD SUPPORTS /RESTRIANTS 1.

1. asign

1. Will comply by 1st outage 2

Part No.

02-455A DRQR Sequence 116 Part Name FUEL DIL FILTERS Class B

Ousers troop Recosendation Caseents Resp.8roup Disposition Status None Part No.

02-455B DRQR Sequence 117 Part Name FUEL DIL STRAINERS Class B

Omers Group Recessadation Coenents Resp.Broup Disposition Status

1. INSTALL VENT PETC0CKS 1.

1. Design

1. Will coeply by 1st outage 2

2. ENSURE FROPER BOLT TORGUE

2. Reassembly complies

2. Maint

2. In compliance 1

Part No.

02-455C DRGR Sequence 118 Part Name FUEL DIL FILTER MOUNTING HARDWARE Class A

Omers Or mp Recessadati m Cossets Resp.6roup Disposition Status None r

Part No.

02-825D DRGR Sequence 119 Part Name FUEL OIL DUPLEX STRAINER Class 1

1 Osners Group Receasedetton Consents Resp.6roup Disposition Status l

None Part No.

CN-115 DRQR Sequence 120 Part Name BATTERY CHARGER Class A

Omers Broup Recosendation Consents Resp.6roup Disposition Status None t

~.

,_.-,_n._,

. ~. - - - -.

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-500A DRQR Sequence 121 Part Name CONTROL PANEL ASSEMBLY Class A

Omers Group Recoesadation Coenents Resp. Group Disposition Status None Part No.

02-500F DRGR Sequence 122 Part Name CONTROL PANEL ACCUMULATOR Class A

Omers group Recessadation Coseents Resp.6roup Disposition Status None Part No.

02-500G DRQR Sequence 123 Part Name CONTROL PANEL VALVES Class A

Ossers troup Recessadation Coseents Resp. Group Olsposition Status None Part No.

02-500H DRGR Sequence 124 Part Name CONTROL PANEL PRESSURE SWITCHES Class B

C a ers Grou; Recoesadation Coseents Resp.6roup Disposition Status None Part No.

02-500J DRQR Sequence 125 Part Name CONTROL PANEL RELAYS Class A

Om ers Group Recomendation Coenents Resp.6roup Disposition Status None Part No.

02-500K DRQR Sequence 126 Part Name CONTROL PANEL SOLENOID VALVES Class A

De ers Group Recosendation Coseents Resp. Group Disposition Status

~

None

.. 9 A

Catawba Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-500M DRGR Sequence 127 Part Name CONTROL PANEL PIPING, TUBING, FITTING Class Ouners Group Recosendation Coenents Resp.6roup Disposition Status None Part No.

02-500N DRQR Sequence 128 Part Name CONTROL PANEL TERMINAL BOARDS Class Omers Group Recomendation Coseents Resp.6roup Disposition Status None Part No.02-550 DRGR Sequence 129 Part Name FOUNDATION BOLTS AND ANCHORS Class B

Omers Group Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-385A DRQR Sequence 130 Part Name CRANKCASE RELIEF VALVE Class Owners Broup Recosendation Coseents Resp. Group Disposition Status None Part No.

02-355A DRQR Sequence 131 Part Name CRANKSHAFT PUMP DRIVE GEAR Class A

Owners Group Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-355B DRQR Sequence 132 Part Name IDLER GEAR ASSEMBLY Class A

Owners Group Recosendation Coseents Resp.6roup Disposition Status None i

,. o a.

Catawha Diesels-Owners Group DRQR Final Report Summary of Modification Recommendations Part No.

02-387A DRQR Sequence 133 Part Name CRANKCASE VACUUM FAN Class Owners Scoup Recosendation Coseents Resp.6roup Disposition Status None Part No.

02-500C DRQR Sequence 134 Part Name CIRCUIT BREAKERS AND CONTACT BLOCKS Class Omers Broup Recosendation Coenents Resp.Broup Disposition Status None Part No.

02-525C DRGR Sequence 135 Part Name BARRING DEVICE AIR FILTER Class Owners Group Recosendation Coseents Resp.6roup Disposition Status None 4

Part No.

02-835A DRQR Sequence 136 Part Name AIR DRYERS AND MOISTURE TRAPS Class Duners Broup Recomendation Coseents Resp.Broup Disposition Status None Part No.

CN-112 DRQR Sequence 137 Part Name STARTING AIR STORAGE TANK Class owners Group Recosentation Coseents Resp.6roup Dispcsition 3tatus None Part No.

DRQR Sequence 138 Part Name Class Owners Group Recosendation Comeents Resp. Group Disposition Status

.