ML20154A012
| ML20154A012 | |
| Person / Time | |
|---|---|
| Site: | Hope Creek, 05000000 |
| Issue date: | 11/13/1987 |
| From: | Ervin A Public Service Enterprise Group |
| To: | Ornstein H NRC OFFICE FOR ANALYSIS & EVALUATION OF OPERATIONAL DATA (AEOD) |
| Shared Package | |
| ML20151Y471 | List: |
| References | |
| FOIA-88-165 NUDOCS 8805130107 | |
| Download: ML20154A012 (95) | |
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O PSIEG t Public Service Electric and Gas Company P.O. Box L Hancocks Bridge, New Jersey 08038 Hope Creek Operations November 13, 1987 Mr. Hal Ornstein Office of Analysis and Evaluation of Operating Data United States Nuclear Regulatory Commission Washington, D. C. 20555 1C
Dear Mr. Ornstein,
Enclosed is the report which you requested on the General Electric findings regarding the damaged solenoids from the Hope Creek MSIV which failed to close on February 24, 1987. This event was reported in LER 87-018-00 and LER 87-018-01. i If you need further information regarding this event, please l contact ne at 609/339-5239. Respectfully,
&h Ann M. Ervin LER Coordinator Technical Department Hope Creek AME Attachment c W. H. Schell fh01lQ7GBOA15 MAXWELLOB-165 PDR The Energy People g _ - _ - -
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- SAN JOSE, CAUFORtlW 95195 ; y . p,y y l ,
MC 395 (408) 925-3580 , l*.1 O C 'm NaceyWME q May 7, 1987 Responds to: N/A GP-87-032
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P.O. Box A h Wr(.'!; ! l!I Hancocks Bridge, NJ 08038 i l'I l..! 111-j
Dear Mr. Drevnowski:
l- l Pe;N 3; ru- I . CUBJECT: HOPE CRFU PROJECT L'new l Malf. unction of Main Steam Isolation valve ' F022A l
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Earlier this year a problem was experienced with the MSIV F022A. PSE&G l forwarded the parts from the solenoids for this valve to General Electric for our investigation. Enclosed with this letter is our report regarding our findings.
- Cause of Failure The ca_use of failure appears to have been the accidental inclusion of a___
foreign material, probably a loose seal, in the solenoid cavity between l the plunger and t'he upper orifice. Consequently the plunger for the solenoid was prevented from completing its magnetic metal to metal flux j path. The plunger for the solenoid probably oscillated at full power at j r 60 to 120 cycles per second, drawing in-rush current and bringing the ! l temperature of the solenoid up to 200*F thereby carbonizing the foreign l material lodged between the plunger and its stop. Additional associated , damage was caused by this condition within the solenoid. It appears [ that this was a unique occurrence. The vendor records since 1972 only j show one other occurrence of a similar nature in the early 1970'r. , l l Corrective Action l These solenoids were modified at the Hope Creek site. However, the , 1 Automatic Valve Corporation is incorporating some corrective actions to ; ascure that shop supplied solenoids will not encounter a similar problem in the future. The quality assurance procedures to monitor and prevent . ; l these kinds of problems will be revised at Automatic Valve and submitted l- to General Electric for our approval. In addition, a functional air test and electrical current test will be added to the valve shop procedure to verify the integrity of the solenoid plunger magnetic , i circuit.
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l Mr. R. Drevnowski May 7, 1987 GP-87-032 -
, Page 2 We recommend that two actions be undertaken by PSE&G:
- 1. The spanner wrenches provided with the solenoids should be used for assembly or disassembly of the scienoids instead of l vice grips. We realize in this instance you probably were not l planning on salvaging the solenoid parts so vice grips-were used as a matter of expediency.
- 2. Inner-surfaces of the solenoid have oil residue and carbonized lubricant. We recompend that your air supply be checked for . .
possible oil inclusion.
- 3. We recommend that you continue to monitor solenoid current on a periodic basis.
We believe that the attached information adequately answers the questions regarding failure of this valve solenoid. If after reading the raport you have additional questions, please let me know. Sincerely,
$ N J. C. Larrew Project Manager Hope Creek Project JCL:ch/ attachment cc: T. Giordano R. S. Salvesen O
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, . . ) HOPE CREEK, MALFUNCTION OF MSIV F022A 1.0 DISCOVERY OF PROBLEM , In February, 1987, Hope Creek identified a problem with MSIV F022A at least two days prior to a recent plant shutdown. It was noticed that the ammeter for the solenoid valves on F022A valve was reading 300 ma (, full scale). A local reading was taken and it was found to be 400 ma. The vendor (Automatic Valve Co.) stated that the normal reading should be 210 to 250 ma. At that time the solenoid valves were tested and no problems were identified with the valve other than the high solenoid current. During plant shutdown the F022A MSIV failed to close. After plant shutdown the solenoid valves for F022A were disassembled and a foreign plunger was reported found in the solenoid which had previously malfunctioned (SV #1) . The plunger from this solenoid valve was covered with a black deposit. The valve body along with the plungers and solenoids were sent to GE for evaluations to a determine why the malfunction happened. I 1
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SUMMARY
OF FINDINGS GE has examined the plungers and , solenoids and sent them to the solenoid valve vendor for additional evaluations. Conclusions from these evaluations are as outlined below. These solenoid valves were originally supplied with DC solenoid coils but were later replaced with AC solenoids by Automatic Valve Co. The circumstances indicate that the cause of the failure was due to some foreign object being lodged in the cavity between the plunger and the upper orifice. This would cause the plunger to oscillate and to hammer with significant upward force, pulverizing the foreign object and plugging the upper orifice with the debris. This oscillation would also cause the solenoid to draw more current. It appears that the impacting of the plunger must also have dislodged and pulverized the copper shading ring which is there to prevent oscillation of the plunger. The end of the plunger was deformed from the impact with the upper orifice such that it shortened the plunger and changed its appearance. It appears that it is a standard plunger misshapen by the impacting. When the valve was I tested two days prior to shutdown this orifice was most likely , already plugged. l l It appears that this is a one of a kind occurrence since vendor records since 1972 do not show any other such occurrence. . ) 1 _ . _ _ _ _ _ _ _ . _ _ _- _ _ - - , .. . - . - _ _ _ . _ _ - , - , . , . _ _ . - _ , _ . _ _ . ,-.-.__..___._,,--r-_ ..._.y._ _ . . .
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I . . 3.0 RESULTS OF EXAMINATIONS l 3.1 Visual Examinations F022A Valve The plunger from SV fl was shorter than other plungers (1.210" versus 1.275") and the spring length was also shorter (0.710" versus 0.725 to 0.790), Figure 5. The plunger showed a heavy wear pattern, Figure 6. The front and of the plunger '~ was dished to approximately 0.85" deep. The normal configuration is flat with no dish. The tail end of the plunger was coated with a dark foreign material. The plunger housing was plugged solid at the tail end, Figure 7". Some wear marks were also present on one other plunger from F022A. The third plunger was bright with no wear marks. Some oil deposits were noted on the Viton seats. F022B Valve One of the plungers had a light wear pattern while the other two were bright. There were heavy oil deposits on the Viton seat areas. There was also some dark debris on the tail and of one of the plungers. F022C Valve All three of the plungers had light wear patterns. There were heavy oil deposits on all the Viten seat areas. There was debris on the tail and of two of the plungers. F022D Valve There was moderate wear on one of the plungers. There was heavy oil deposits on most Viton seats. One of the l plungers had heavy dark debris on the tail and. l . - ..- -_ - .- - - -
e F028A Valve These solenoid valve plungers were very similar in appearance to the F022 valves except that all of the plungers were of the correct length. There was oil on the Viton seats and dark debris on the tail and of some. OTHER VISUAL OBSERVATIONS It was noted that the wiring insulation for all three solenoids of -- F022A valve was broken where the wire joined the solenoid, Figure 3. It appeared that the process of potting the coil could have caused the insulation to fracture and peel. There wa* no evidence of shorting but the wires were bare for approximately 3/4 inch. There were some of the solenoid plunger bodies which were crimped, one of which was crimped badly enough to potentially freeze the plunger. This crimping appeared to be from use of pliers to remove the tubes from the body of the valve. 3.2 CHEMICAL ANALYSIS A chemical analysis wad performed on the black debris from the solenoid valve aluminum body in the No I hole, Figure 1. The analysis showed the black deposit was composed of approximately,50% carbon and 50% metal or metal oxides. The major metals present were , iron, chrome and copper (43.9%, 14.4% and 15.5% respectively) 4
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1 l* l 3.3 SEM/EDX EXAMINATIONS scanning electron microscope (SEM) revealed a typical wear pattern for a soft material, Figure 6. EDX analyses showed the plunger material to be an iron-chrome elloy. The analyses also showed some i contaminants of aluminum, sulfur, chlorine, and calcirm present, ! l Figure 9. j Hardness measurements of the plunger gave a hardness of RB82 in the unworn area and RB75 in the worn area. This is exttlemely soft for a . l martensitic stainless steel which means that it is in the fully ; l annealed condition or it is a non hardenable grade.
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SDLEN010 PLUNCER, DARK EDS SURFACE OF PLUNCER .
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- i. CPECTROGRAPHIC ANALYSl5 LAS) SANTA CLAAA CA. 950$4
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LABORATORY P.EQUEST wo. R. Tunder MC 785 PAGE 1 OF'2 - G3neral Electric Company 175 Curtner Ave.
- Son Jose, ca. 95125 3/27/87 subject: Analtysis of Black Deris from a Metal Block; for the purpose of identification and establishing data to bo useful in establishing it's soerce (reference your rGquest dated 3/23/87).
Scope of analysis:
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- 1. Thermal exposure to determine the feasiability for infrared '
cnalysis.
- 2. Trace analysis of the Debris; for the elemental composition.
- 3. Solution analysis, using 1 pt. nitric acid to 5 parts of hydfo-chloric, and performing quantitative analysis of the soluble material; opprox. 50 percent of the sample was dissolve and the undissolved oxisted as a very fine suspension that settled with. centrifugal force. . .
- 4. Micro photographs were made of the undissolved part and compared to photographs .of graphite particles / flakes (see photo) . '
- 5. Identification of the base metal of the block.
- 6. Measurements of the the three holes and the inside "nipple
- containing a machined in-place orfice. -
- 7. Commeents:
Data:
- 1. Observaions: The sample resisted a yellow flame, having a temperature softened glass. (yellow flam).
- 2. Trace. analysis of Debris as is:
Fe Principal Cr M!nor Cu Minct Ni Trace Mn Trace i si Trace Mg Trace Al Trace Mo Trace '
- 3. Solution analysis of the dissolved Debris: .
l Dissolved portion Percent of total sample Fe 43.9) 21.9% 1 Cr 14.4% 7.2% . Cu 15.05% 7.5% Ni 1.25% 0.62% Mn 0.63% 0.3%
- 4. Micro photographs: identified the undissolved material as l graphite particle / flakes (see photo). l 1
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- 5. Identification of the base plate:
- Al Principal Cu 1.5-3,0%
Mg 0.5-1,0% Mn 0.5-1.0 - '
- 6. Measurements:
Hole: il #2 03 0.600' I.D. 0.600" 0.600' Nipple: 0.222' O.D. . 0.221' O.221'
- 7. Comments: -
- 1. The data indicates /if not conclusive that the-Debris is foeign to the base plate and not a corrosion product.
- 2. Fifty percent of the sample is soluble as indicated above with the composition given.
- 3. Fif ty percent of the sample is insoltible as indicated above and identified as graphite particle / flakes.
- 4. A trace of molybednum in the Debris may be used as o indicator of the origin of the "graphite" material.
Reference:
Disc 941 ' Spectrographic Analysis Laboratory By: #- I l 1
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4.* .1987 10:39 p, 3 f
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AUTOMATIC VALVE CORP
- l varm a unam 41144 VINCENTI 00 P. O. Sox g TEL' 1 31).4 FAX .
-74M, y 2 Gonoral Blootric Euclear Energy Systems Division San Jose, CA 95125 406 925-2190 .
Attention: Mr. Eassan thsaa ; Rana 6er In51 neering Services l' Nail Code 753 ; Inspection report of failed solenoid operator from Hope Creek follows: I
- 1. Xanifold 4088-005 contaminatal with oarbonised ceal natorial, carbonicod .
Ivbricant or carbonized air line sediment.
- 2. Carbonized material was black. Heavy concentration found at inlet of i manifold and in #1 solenoid cavity.
- 3. Solenoid 72 and #3 cavittee had small amounts of black residue.
- 4. Failed plunger top seat was peened into a bullet shape. !Arngth was reduoed i ,
to 1.212 inches from design len6th of 1.278 inches. A difference of 0.066 incima. .
- 5. Top of plunger discolored black, appears to be carbonized material mentioned in paragraph 1. ,
- 6. Bottom of plunger to specificationo - viton seat. Seal worn and erroded into a concave etape.
- 7. Plunger Guide to specifications. Tube portion deformed by 1 rise grip pliers, i
mot enough to restrict plun85:- movenant of solenoid #1.
- 8. Plunger guide inside cavity. Top eest poened into a concave bullet shapi.
Seat was indenied 0.030 inches. Exhaust port. 0.094 inches in diameter was plugged with a black carbonized and metallio residue. j
- 9. Plunger and Guide returnod to manufacturer for analysis and report.
- 10. Solenoid Exhaust Adaptor #3324-001,1/2" x 20 thread was cross thtmaded.
This is part of #1 solenoid assembly.
- 11. Solenoid lead wire insulation stripped et :coduit hub.
- 12. All other solenoids merked as #1, 2 and 3 exhibited some black residue and ,
two exhibited rvst scale. All were in good condition and they were to , j cpacifications. j
- 13. One plunger guide tube was badly deformed by vise grips - its plunger would ,
bind in an energized position. i LIw3.
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This report has been delayed to include inspection report from samufacturer. Information hot available at this time. Ve will forward once it is recieved. It is obvious from our inspection, cpanner wrenobee provided with solenoids were act used at assembly or disassembly of solenoids, spanner wrenches must be used to prevent damange to solenoid tubs guides. This failure appears to have been caused by accidental inclueica of foreign material, probably a loose seal. This kept pluuger from completing its magnetic metal to metal fluz path, of pluL6er to guide stop. ... The plunger probably oscillated at full powar at 60 to 120 cycleo per second, drawing inrush current, bringing temperature of the solenoid up to 200* F carbonizing the foreign material lodged between the plun6er and its stop. This destructive seating pmm probably dislodged a copper abading ring - installed in the plunger stop, further preventing the mlamid plunger from eastia6' - At this point the ;Quu6er pulverized the shading ring preventing plunger seating action. This solenoid installation was modified in the field at Hope Crook. Solenoid #1 acc changed frca 125YDC to a 120V 00 cycle assembly by plant personnel. It appears that this is a one of kind occurrence. Our performance record since 1972 does not show any other cecurrences of this kind. Yo will revise our QA Procedures to monitor and prevent future problems of this kind in the future. These will be submitted to you shortly for your approval. A functional air pressure and elsetrical current test will be added to verify , j the inte51ity of the solenoid plunger ma6aetic circuit. I have attached a copy of Bope Creek's C6930-0*/0 solenoid manifold with pencil cetets, identifying the damaged adaptor, solenoid, lead wirse, copper shading rin6. plunger tube and black residuo for your refersace. Yory truly yours, AUTOMATIC YA1,TB CORPORATION t
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y o. ,< f I Subj ect: Scram Solenoid Pilot Valves and Instrument Air System A maintenance history review has been conducted for the Scram Solenoid Pilat Valves (SSPV). Several Vork Authorizations were issued during 1984 and 1985 to replace, rebuild or repair SSPVs. In most cases the valve internal parts were replaced using rebuilo kits. Some valves vere reassembled using the same parts, only after complete disassembly, inspection and cleaning using the procedure outlined in GEK 63100. The SSPVs have performed without incident during numerous Reactor Protection System (RPS) actuations during the past two years. Enclosed are the summary of aaintenance history for the SSPVs, a sample maintenance procedure and applicable pages from the vendor manual. During July 1987, leaks in the Instrument Air System vere repaired and additional isolation valves installed. Temporary air vas supplied to critical air users while the repairs were being performed. The temporary air was supplied from connectors in the Instrument Air System by temporary air hoses and tubing. Numerous air blevs vere performed and samples drawn to ensure air quality of the temporary supply. Upon completion of the work, air blows and sampling vere again conducted to ensure all foreign materials removed prior to placing each section of the system back in service. Enclosed are copies of the Design Change Package, the Vork Order used to complete the above repairs and system drawings of the Service Air System and the Instrument Air System. Additionally, three Condition Reports (86-999, 86-1009 and 87 *.00) discussing previous problems with Instrument Air System filters are enclosed. If you have any further questions, please do not hesitate to call. l 6.A b a - _ -- _ - _ _ _ - - _ - _ - -- /3/60
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MAINTENANCE HISTORY REVIEW FOR ALL CLASS 1E ASCO VALVES Excluding the MSIV applications, PNPP employs a total of 55 of the ASCO ! NP series valves. Based on thorough research of both the Work order l TWO) and Work Authorization (WA) histories for these valves, there is- ,. no evidence of any rebuilds / reworks performed, or problems with seat to i disk "sticking" or 0-ring degradation. concerning the ASCO valves used in the SSPV (Scram Solenoid Pilot Valve; HCUs) application, several histories were identified including two (2) 100% scope replacements accomplished under GE FDDRs and various , WAs. (NOTE: These ASCO valves are Model No. HVA-176-816-1; not NP series valves.) The following is a chronology of the events surrounding the SSPVs-(EP-139), and their replacement: 7/13/84 FDDR No. KL1-473 was issued to retrofit the SSPVs to the as-tested configuration per GE Environmental Qualification Report NEDC-30208, Rev 1, 9/84. The Unit i valves installed at the time were swapped with the upgraded Unit 2 valves. The required retrofit was documented on NR i GOQC-729 and the NR closure served to close the FDDR ca 11/7/87. The retrofit included change-out of the valve core disc / diaphragm assembly from Buna-N & Urethane materials to Buna-N & Viton. i 11/25/84 WA No. NTS 84-7665 was written to rework wiring in 177 HCU Scram Valve boxes, per disposition of NR #CQC-3104 and FDDR No. KL1-1125. These wiring deficiencies were earlier identified (1/30/84) in twenty (20) of the HCU panels and later NR No. CQC-3104 was revised to include all 177 '
- panels. This WA was closed on April 9, 1985.
1/25/85 WA No. NTS-85-1216 was written to remove and replace 71 of , the SSPVs in response to NR No. NTS-208. According to the 3 NR description, 71 of the 177 solenoid valves (EP-139) were ; chattering and would not seat properly. As per the l f disposition to the NR, these valves were replaced by Unit 2 l valves obtained by MTA, but due to expired shelf life, required seal replacement. The under-voltage condition
? that caused the chattering and created dust in the valves
{ was corrected by. increasing the wire size to minimize
- voltage drop under ECN 25881-33-4563.
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! 1/30/85 WA No. NTS-85-1374 was written to include the remaining l SSPVs not addressed in WA 85-1226. Therefore, all 177
- valves were replaced (and rebuilt, as required, per the WA, j NTS 85-1374). j i.
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j 1/31/85 WA No. NTS 85-1461 was written to support WA No. NTS 85-1374 and allowed for determination and retermination of solenoid valves (EP-139). ! 5/30/85 As a result of NR OPQC 1333, the solenoid valves removed by WAs 85-1226 and 85-1374 (located in warehouse) were rebuilt ' by WA NTS 85-6827. 6/3/85 WA NTS 85-6981 was written, also in response to NR OPQC-1333, to install the rebuilt scram pilot valves 4 (EP-139). NOTE: This WA only installed 164 of the 177 valves because 13 of them were rebuilt per WA NTS 85-1374. l This WA (85-6981) was field complete 7/1/85 and finally I closed 10/7/85. 6/10/85 WA NTS 85-7276 was written to rework scram pilot valves to obtain satisfactory electrical functional test results. NOTE: These valves (24) were previously rebuilt under WA NTS 85-6827. This work was field complete 6/26/86 and the ' WA closed on 7/31/85. 9/4/85 WA NTS 85-10655 was written as a result of NR HTS-810, which addressed a chattering problem on one solenoid. This work was completed on 9/12/85 and closed 9/20/85. Work included rebuild of solenoid coil, only . valve body parte were determined to be acceptable. 10/11/85 In response to NR No. NTS-926, WA No. NTS 85-12233 was ' written to rebuild two (2) SSPVs which were chattering. , Actual disposition was to rework in accordance with GE response attached to the NR. This response stated that solenoid coil was to be inspected and replaced, if necessary. The response also called for following the procedure outlined in GEK 63100, checking for deterioration of valve internals (Buna-N components) and replacing parts if required. The work was field complete on 11/15/85, and the WA finally closed on 11/16/85. l
SUMMARY
IThe only malfunctions identified via this maintenance history review
. wore instances of solenoid valve chattering (SSPVs only). Except for isolated occurrences noted above, chattering was due to undersized wiring. In all cases, valves were replaced (and rebuilt, as required)
- 3. due to overheating of coils.
GEX-63100 i ( D. Electrically reconnect the pilot valve at the. electrical box. . NOTE l Prior to returning the HCU to service follow-ing inlet or outlet scram valve maintenance, the scram valves and scram pilot valve must - be tested as a unit. Refer to Section IV, Paragraph 4-10. 5-65 SCRAM PILOT VALVE. H e scram pilot valve installed in the HCUs is a ASCO three-way redundant piloted solenoid valve (139) . Maintenance on this - valve may be accomplished during normal-reactor operation without removing the defective valve from the HCU. However, the HCU must be isolated and the scram accumulator discharged as described in Section III, Paragraphs 3-25. 5-66 After continuous operation, the scram pilot valve solenoid enclosures become hot to the touch; this is a safe operating temperature and not an indi-
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f cation of a malfunction. Excessive heating is indicated by the presence of smoke and the odor of burning coil insulation. We scram pilot valve includes ; internal components such as the Buna-N rubber discs at one end of the solenoid core assembly which are adversely affected by long term exposure to the heat ( of the normally-energi:ed solenoid coil. Cracking and deterioration of the
.Buna-N disc material can be accelerated in this environment so that small l
jpieces of the Buna-N material wedge between the core assembly and the valve
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jpilot body to prevent proper movement of the plungers. Thus, the scram pilot valves should be rebuilt periodically to assure that the Buna-N parts are not used in excess of seven years. For any one outage, HCUs should be selected l based on a checkerboard distribution of the associated CRDs. De remaining
. scram valves can be rebuilt during subsequent outages.
r i NOTE q N , ne recommended replacement maintenance cycle ' f for the scram pilot valve internal parts is
. seven years. The seven years include the shelf-life plus the in-service life. (See SIL 128
( for additional details.) ; 1 1 5-67 In general, if the voltage to the coil is correct, sluggish valve opera-tion, excessive leakage, or noise will indicate that cleaning is required. Procedures for solenoid coil replacement as well as procedures for disassembly 5-49 I
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GEX-63100 ( of the valve for gasket and diaphragm replacement are provided below. Figure 5-15 shows an exploded view of the scram pilot air valve and the parts referred to in the following paragraphs. 5-68 Coil Replacement. Solenoid chatter, or noise, indicates low voltage or leakage and can result in over heating of the solenoid coil. If solenoid chatter developes the coil should be replaced. Proceed as follows to replace the coil in either housing subassemb1'y "A" or "B". A. Ensure that the electrical power supply is turned off and remove the cover with cover screws and cover gasket attached. B. Loosen the three cover screws on the housing subassembly and remove the cover with cover screws and cover gasket attached. C. Remove the retaining clip and slip the fluxwasher and yoke containing coil and sleeve off the solenoid base subassembly. Loosen the housing subassembly as required to facilitate removal of the above parts. D. Remove the coil and replace, if required. E. Reassemble the solenoid coil, sleeves, yoke, fluxwasher and retaining clip using the exploded view in Figure 5-15 for identification and placement of parts. Tighten the cover screws evenly to ensure proper ( gasket compression, then torque the screws to 10 in.-lbs. (11.5 kg-cm). F. Install terminals at ends of coil head wires (see drawing and parts list 131CS479 for details) . l
)
The solenoid must be fully resasembled as the housing and internal parts are part of and complete the magnetic circuit. l 5-50
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s a GEK-63100 f 5-69 Valve Internal Parts Replacement. l; _ CAUTION
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Before attempting any maintenance on the scram pilot valve 139, ensure that it has been depressurized and electrically disconnected. NOTE Identify the "A" and "B" markings on the body / bonnet assembly. In reassemblying the valve it is important that the parts from side "A" are replaced on the side "A" and "B" parts on side "B". A. Remove the solenoids "A" and "B" by following the instructions under ( coil replacement, Paragraph 5-68. B. Facing the "IN" (cylinder) connection, unscrew the left side solenoid base subassembly (solenoid "A") with the housing gasket attached. Remove the gasket, core assembly and core spring. C. Remove the housing gasket on the right side (Solenoid "B") and unscrew solenoid base subassembly using a special wrench adapter 102-659 (G.E. drawing 166B8850P1) . Remove the solenoid base subassembly, adapter gasket and core. < D. Unscrew the plug nut / adapter and remove the disc spring, stem, disc , holder subassembly and gasket. E. Remove the four bolts holding the body / bonnet assembly, diaphragm spring, diaphragm assembly, diaphragn support and body gasket. F. All parts are now accessible for cleaning and replacement. l l 5-52 ! l l l
s ! GEK-63100 ( 5-70 VALVE REASSEMBLY , NOTE Replace parts using spare parts kit (G.E. SPL 283X851, Item 133 - 283X352-1, Item 23). The recommended replacement maintenance cycle for the scram pilot valve intemal parts is seven years. The seven years includes the shelf life plus the in-service life. (See SIL 128 for additional details.) A. Install the new body gasket. Insure that the lip of the diaphragm support ( faces downward into the valve body. B. Install the new diaphragm assembly, locating the bleed hole approxi-mately 45' from the outlet (exhaust) . Note that the metal stud in the center of the diaphragm assembly faces up so that the new diaphragm spring is placed over it. C. Install the body / bonnet assembly and the four bolts, tightening them in a crisscross manner, then torque the bolts to 70 to 80 in.-lb (80.7 to 92.2 kg-cm) . ! l D. Install the new disc holder subassembly and new gasket. Replace the j stem and new disc spring into the plug nut adapter assembly and screw ' the plug nut / adapter subassembly into the body bonnet assembly l (side "B"). E. Install the new adapter gasket, new core assembly, and solenoid base subassembly into the plug / nut adapter, using the wrench adapter (see above) . Note that the small end of the core assembly goes into the solenoid base subassembly first. I k 5-53
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F. . Install the new housing gasket,' housing subassembly, the yoke contain- , ing "B" coil and sleeves, fluxwasher, new retaining clip and housing
-cover, torquing the three housing subassembly cover screws to;10 in.-
i lbs. (11.5 kg-ca.) j i
- j. NOTE i
Replace solenoid "B", ensuring ! i that it goes to the side of the body / bonnet assembly marked "B". l G. For solenoid "A", install the new gasket, new core spring, and new - core assembly, ensuring that the wide end of the spring goes in first, and that the closed er.d protrudes from the top of the core. . Insert the assembly to the solenoid base subassembly, and assemble the parts into the "A" side of the bonnet. < I H. Install the new housing gasket, housing subassembly, the yoke contain-
, ing coil and slesves, spacer, new retaining clip and housing cover, d
torquing the three housing subassembly cover screws to 10 in.-lbs. (11.5 kg-cm.) i ( I. Note that "B" coil is at "B" side of body / bonnet. After reassembly, the scram pilot valve should be actuated a few times to ensure proper i
- operation .
i
- 5-71 DIRECTIONAL CONTROL YALVES. In the event of operational failure of a directional control valve (120,121,122 or 123), the HCU should be isolated i as described in Section III, paragraph 3-24, and the directional control valve l
, removed and replaced with a spare. Following removal, the defective valve may j be repaired or replaced as required. The following paragraphs contain pro- , cedures for directional control valve removal and replacement and servicing l instructions for directional control valves. l
! 5-72 Removal And Replacement. With the HCU isolated as described in Sec- .
l tion III, paragraph 3-24, proceed as follows to remove and replace a defective l , directional control valve. s i A. Disconnect the directional control valve wiring at the connector in l the wiring trough transponder circuit board. ; 1 i i i l l( l
- I 5-54 a
,,s . l CLASS 1E SOLENOID VALVES (ASCO NP SERIES) EXCLUDING THE MSIV APPLICATIONS, PNPP EMPLOYS A TOTAL OF 55 0F THE SUBJECT VALVES. OF THIS 55, 37 ARE EITHER LOCATED IN HILD ENVIRONMENTS OR HAVE NO DESIGN BASIS EVENT SAFETY FUNCTION AND ARE VERIFIED NOT TO FAIL IN A MANNER DETRIMENTAL TO OTHER SAFETY SYSTEMS, ie, ARE CLASSIFIED AS "A3" (NUREG 0588 APPENDIX E, PARA.2.C.) EXCLUDING THESE 37 LEAVES A TOTAL OF 18 VITH DESIGN BASIS EVENT SAFETY FUNCTIONS FOR VHICH THEY ARE CURRENTLY OUALIFIED. OF THIS 18 THERE ARE A TOTAL OF 5 VHICH ARE OF NORMALLY-ENERGIZED CONFIGURATION. TECH. SPEC REQUIREMENTS REQUIRE THAT THESE 5 BE CYCLED PER THE APPLICABLE SVI'S AT FREQUENCIES OF 92 DAYS (QUARTERLY) OR LESS. , BASED ON MAINTENANCE HISTORIES REVIEV, THE SVI'S HAVE BEEN PERFORMED PROPERLY, I AS SCHEDULED. NONE OF THE VORK HISTORIES SHOV ANY PROBLEMS VITH THE OPERABILITY . ' I 0F THESE SOLEN 0ID VALVES VITH RESPECT TO SEAT / DISC "STICKING". j l r
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l l DRAFT Il 87 ROOT CAUSE ANALYSIS EXECUTIVE
SUMMARY
This document describes the evaluations performed to deter-mine the cause of events on October 29 and November 3,1987 when Perry I Main Steam Isolation Valves (MSIVs) failed to fast close on command. The most probable root cause, based on data current-ly available, is failure of an Automatic Switch Company (ASCO) Model 8323 3-way dual solenoid valve. The primary suspected cause is hardening and dimpling of the EPDM rubber disc seat material and other EPDM seals, causing the disc holder assembly to wedge in place when the solenoid was de-energized. Several mechanisms have been proposed that might lead to EPDM degradation, the most probable 6cf which is a local high te.mperature environment. ,.
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The document is organ: zedpc4he foir section. Section 1 describes the most probabl- roof cause, /and the basis for its selection as such. Sectio: 2 gives an overview of how the root cause analysis team reached its conclusions, Sectica 3 describes potential component failure modes t, hat could fead,to MSIV failure to close, and finally, Sr.: tion 4 describes specific failures within the Asco Model 832: valve that,could lead to the observed conditions, and discusses environmental conditions that could lead to the failure. 6 e
4 1-1 SECTION 1 MOST PROBABLE ROOT CAUSE The most probable root cause of the observed MSIV failure to close is failure of the Automatic Signal Company (ASCO) Model 8323 3-way dual solenoid valve to shift from the energized to de-energi:ed position. Within the component, the Ethylene Propylene Diene Monomer (EPDM) rubber disc seat material was found to be deformed. A "dimple" (see figure 1 and 2) was found in the EPDM seat material on the disc holder. This is also indicative of a general hardening and degradation of the rubber seals withir the valve. If the dis: holder sticks to the orifice the MS:V will nc: c1:se. Delayed closure is consistent with de-energi:ing of the solenoid, f ollcwed by sticking of the dis: holder to the orifice for s:me period of time, when the dis: he'. der breaks icess and allows the air pressure to reliev-through the crifice. Once the air pressure is relieved, the MSIV will close, railure of this ccmp:nent is the enly failure that is censistent witn the cbscrved failure. No other single ccmponent tailure will result in a delayed MSIV closure. The EPDM degradatica is most probably caused by exceedine the temperature limits cf the EPDM material. EPDM was choser it-this application because of its radiation resistance from en equiprentquajificaticactandpoint. It is qualified to a temper ature cf 140 F. Ferry has experienced bulk dr'pell and steam tunnel temperatures which have approached tech spec limits during much of the startup test program. Additionally, steam leaks hate occurred in the vicinity cf the affected MSIV solenoids. While no data e::is ts to actually confirm that the local temperatures have exceeded the capability of the EPDM rubber, a good correla-tion exists between the location of steam leaks and the af fected valves. Several other mechanisms have been postulated for the EPDM degradation, and sufficient data does not currently exist to absolutely prove or disprove any hypothesis. It is true, howev-er, that the temperatures near the valves have been close to the maximum allowable for EPDM material, and this is the most likely cause, 9
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2-1 SECTION 2 ANALYSIS TECHNIQUES AND OVERV EW Following the failure of the B21-F022"B" and "D" Main Steam Isolation valves, a multi-discipline team was convened with the charter to determine the most likely cause of the problem. This activity would be useful prior to actuator disassembly and inspection. The team consisted of senior engineers from the CEI mechanical and electric engineering, and CEI technical depart-msnts, as well as the architect engineer (Gilbert) and NSSS supplier (General Electric). , problems an; lysis preceeded using standard Kepner-Tregoe (KT) problem Analysis techniques. The initial thrust of the team was to determine which equipment failures would cause the failure of a MSIV to close in the delayed manner cbserved. An initial brainstorming session was held to determine potential component failure which might cause the cbserved behavior. These potential failures were then compared with known facts and design condi-tiens, using "is/is-nct" techniques to rate the pcstulated failures as te probability. 3:enty four (24) potential failures were initially postulat-ed as to ecmponent . failures. Cf these, 19 were rated as unlike-ly, one (1) as pctential, and four (4) as . 7bable causes. All five of the potential and highly likely candidates involved either the ASCO Model 8323 3-way Dual Solenoid valve, or the air supply to these components. Specific work items and inspection steps were thus incorporated in other site action plans to address these compenents in detail. Section 3 of this report documents each of the 24 original component failures. It is organized in order of highest to l lowest probability. Each potential cause is described, discussed and conclusions drawn with regard to root component failure. 1 i l l l l 1 1 l l
2-2 Following disassembly of the actuator air packs and diagnos-tic tests on the air supply system, it was determined that the most likely failure mode was, in fact, the ASCO Model 8323 3-way dual solenoid valve. The suspected cause was dimpling of the EPDM rubber disc seat material, causing the disc holder assembly to wedge in place when the solenoid was de-energized. The team was again convinced, this time to evaluate the environmental and design conditions which might be responsible for the observed component failure. Analysis techniques similar to these utili:cd in the corp: nen: evaluation were used :: screen the pctential cause:
- Absoluto determinaticn of the root cause is dif ficult, . hcwever ,
the most likely ecnditions leading to the failure was local high terperatures leading to E7DM degradatien. Analysis results art given in Se:tien 4, again describing ca:h of the nine (9) postulated rett cause ccnditions and discussion of the evidence to confirm or deny the postulated condition as root cause. l i 1
DRAFT SECTION 3 C . .
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, r 3-1 [ g u Potential cause j Failure of the Part #4 ASCO Model 8323 3-way Dual Solentif Valve Discussion Failure of the ASCO Model 8323 3-way dual solenoid valve tc shift from the energized to de-energized position could cauca the delayed closure event e:<perienced by Perry. This failure ecde has happened in the past due to vericut reascns as evidenced hy II Notices $5-17 and 85-57, and INP? SE2. 37-33.
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cc.clusien. This fa. lure made is the most likely candidste f: roc: componen: failure of the prcblem. The post-disassembly inspection has found dimpling of the EPCM rubber disc seat material. This could cause the dis: holder assembly to wedge ir pla:e when the scienoid is de-energi:cd. This would in turn not allcw air pressure to relieve thrcu;h the
=3 air per:, and preclude ::S:V closure.
1 l I l l l l l l 1 l l l l l l s
J, s 3-2 aw:- Potential Cause
; P hi L Instrument Air System Quality (oils, moisture, particulates)
Discussion This potential cause has been experienced at other plants. This is evidenced by IE Inf ormation Notices No. 86-57 and 85-17. . In the likelihood that poor instrument air quality, such as; moisture, particulate, and/or oils been present, the possi-bility of failure related to several Mainsteam Isolatic:
' al/e ::rr:nents wculd be highly likely.
The main concerns wculd resolve around the Au:cmati: 3 witch Company (ASC:: solenoid valves. Since the seal and discs internal to these valves are Ethylene prepylene, any intrusien of oil into the instrument air system could cause degradatien. Degrada:1c: cf the seals and discs would, in th;s case be caused by hydrocarbon contamination that would distort them and could result in sticking of the valves. Although at Perry this is unlikely because of our "oil f ree air system" . Disassembly and inspection of the ASCO NPS323-20E dual solencid valve. frcm M S I '.' F022D did not reveal any hydrccarbon substance which could have been borne frem the instrument air Additionally, a sample of the instrument air sh:wed no sig.m cf hyd:ccarben contamination. The possible intrusion of wat'er or moisture into the air 1 system could cause residue to form en the ASCO valve inter-nals and cause sticking cf the valves ever a period of time. The meisture may collect during outage periods and becc.c residue during plant operation when the ambient temperaturec are higher. Particulate intrusien greater than the 40 micron allowables would be a major concern since they could plate out on the solenoid valve core and/or base sub-assembly resulting in slow operation cf the solencif valve. The disassembly and inspection of the ASCO NP8323-20E dual solenoid valve revealed no traces of mois-ture or particulate contamination. The concerns addressed above also apply to the C. A. Norgren Shuttle Valves; however, the solenoid valves are much more susceptible to instrument air quality. Conclusion ; N 1 This item was initially considered to be a high potential, but following analysis of air samples, this item wa< change 3 to low probability. ( , ,a
3-3 - . -. potential Cause t k Obstructions / Foreign Materials in Air Lines / Accumulators I bk Discussion This potential cause has been experienced at other plants as evidenced by IE Information Notice 86-57 and 85-17. Ob-structions/ Foreign Materials in the air lines /accumulaters is a likely cause since it would permit valve failures c: experienced. The obstructions may permit periedic operation of the valves and depending en the instrument air cycling
- uld temp;raril/ bze:me disicd ed. This could result i-the same characteris:ics discusscd in the write-up cr. ::-
Air Quality". . Cenclusion This item was initially considered to have a high potential as root comp nent failure. Inspections of the air lines and accumulat::s fcund no defe : that could cause the cbserved puse is operaticnal pattern, however, ce this po entia.' un13ely to be a root ccmpene..: failure.
I ur- 87 34 ! f 0 Potential Cause r l One or both of the pilot solenoid valves i. m com v _~ w e. MSIVs failed to de-couple (mechanical action) upon de-energization. Discussion Electrical control circuits identify positive de-energitation of the respective pilot solenoids. This is verified via the indicating light and any meters as showr per elementary diagrams per B-208-013 H011 and H036. The testing secuence and visual verification has identified that the sciencids have been de-energized, although the valves faa. ed :: cpen or delayed opening. If either solenoids fails to de-couple- then the valves will .not . operate. .No methed e:<ists to remotely determine whether one er both of the solencids for a particular valve failed to de-couple. The mis-operation (erratic) closure or deferred closure may possibly be attributed to this occurrence. As,such it may be a highly susceptible cause. Further evaluation identi-fied that each cf the pilct solenoids were sealed wich Bisco LOCA Seal at the ccndui; entry point. This design change irplemented per ':CF S_M18 is the cnly change initiated recently. The degradation and/cr migra-ica cf fcreig. matter could also be a cause to prevent de-coupling of th-solenoids. Conclusion This item was initially classified as a high potential, and ccndition of the Bisco LOCA seal was evaluated upon solenoid j disassembly. Since no interference with the valve cperation was noted, this cause has been eliminated f rom considera-- tion.
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3 ~5 ta. I Potential Cause { Solenoid valve exhaust port blocked. . [ L ; Discussion Blockage of the exhaust port could occur through internal or external contamination. The port is open to the ambient. Particles may fall below the disc preventing shifting of the solenoid valve frcm its normally energized to norma'.ly . de-energized position. Subsequent actuaticn could blow he blockage cut of the valve allowing normal operation thereaf-ter. This is considered a potential cause for the Pe r r-delayed MS:*/ clcsure e::perience. Conclusion This was initially considered to be a potential cause fer P the Perry delayed MSIV closure experience. Inspeccion fer blockage was performed, and on one solenoid a piece of tape was discc/ered to be biccking one port. Subsequent testing determined that thic blockage was insufficient te precludi MS I*.' ac tua t ion .
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i t 1 mm r p 3-6 Potential Cause DRAk{ k I Failure of the Part #3 Norgren Model B0004A 2-way shuctly valve. Discussien The 2-way shuttle valve works in conjunction with the Part
#1 4-way shuttle valve to open and close the MSIV. The 4-way shuttle valve provides the primary logicThe for potential pressur-ination and venting of the actuator cylinder.
failure mcde description is the sa.mc as that for the 4-way shuttle valve operation. The 2-way shuttle valve cannot by itself ope n e r ma in :t_1.- the~ actuator' in the open position unless the 4-way valva is , energized er stuck ir. the energized positien. Conclusion The delayed clesure cvent experienced at Perry is unlikely to ha re beer caused by the 2-way valve failure, since it requires dual mede failure.
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i 3-7 e--- ~ ~ ~ ' Potential Cause 1 : ~. Vrt: L . Hydraulic Speed Control Failure i ' 'g; '.;, I l Discussion The hydraulic cylinder function is to slow the closing speed of the MSIV to specification limits under a wide variation of applied forces. The cicsing speed of the MSIV is accomplished through adjustment of the Monatrol needle ficw control valves Parts
=6 ar.d =7 has shown in the drawing 13560-01-4 hydraulic flow logic sche.a:ic.
Should either or both flow control valve (s) become totally biccked and also all other fluid leak paths (e.g. ring gaps in pisten) m : ion would be prevented. Such a situation is unlikel'y because:
- l. The amount of contamination would need to be so large tha: it would not disappear after one cycle.
- 2. The hydraulic fluid was installed under clean controlli-
, . conditions. The system is closed and pressurized, prevonting' contamin).Eion ffem external sources'.
- 3. Such a failure mech nism is not supported by historict.1
. experience. _ ,
NOTE: The flow control valves are designed to provide a ilcw path even at the maximum choked condition, Conclusion Unlikely to be occurring. w
I 3-8 E __ Potential Cause MSIV internal binding. jg Discussion Poppet binding against the upper body ribs due to poppet rotation is very unlikely due to poppet concentricity and long length of rib engagement. Binding of the stem against the packing gland edge is considered extremely unlikely by the valve manufacturer. Potential for the lantern ring to cock and bind to the stem is a possibility with inadequate packing compression but is also considered unlikely. The packin; compression used in the reassembled valves is ss :' ma ed :o be adequate :c preven lantern ring movement. canc'usien
~
The low probability of bindin'g and lack of reported industry cases, is inconsistent with the multiple valve failures or the time facter seen in the free up of some valves. This is unlikely tc be occurring. 8
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Y( , p ; 3-9 'l h l i 4 Potential Cause l l Swagelok fittings improper installation /assemhy/ Aes:.og j i Discussion Excessive fitting leakage would not cause an irregular operation of the valve. This type of leakage would induce a l constant operational characteristic i .e. slow rate of change. 1 l Likt. wise if leakace exists accumulator would close valve in I case of leakage en A.SCO pilot control valve tubing. I Conclusion
.likely to be Occurring .
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3-10 M+rEry e potential Cause l> N gN' h Failure of the Part d5 ASCO Model 8320 3-way solenci ' uc ! Discussion The model 8320 3-way solenoid valve is used to slowly stroke the NSIV (close MSIV when energized). When the solenoid valve is energized (opened) pneumatic pressure is routed to the Part 52 3-way air valve. This causes the 3-way air valve to vent the rod side of the aciaatar through a fle centrol :1fice, while blocking the inlet air frem air valve Part di. The gradual loss of pressure from beneath tht pisten alicws the actuater spring; te sicwly close the M3:*.* (up to 60 seconds). The pctential failure medes cf the valve are:
- a. Stuck cpen (faj1ure te clcse when de-energized'
- b. Stuck closed (failure to'open when energized)
- c. Stuck partially opened .
- d. Catastrcphic failure of valve bcdy The effects of these failure nodas are as follows:
*^
- a. A' stuck open' valve prevents recpening'of'the MSIV.
- b. A stuck closee valve prevents operation. cf the E.~3.-
in the slow closure ecde. This is the normal 4 (nontest')'s. ode of the~viivs an'd does not'affe'ct the' normal closure functions of the other subccmponents.
- c. A partially cpened valve will tenf to close the MSIV; however more slowly than the normal fully I cpened conaition. This affect can be visualized in l the drawing 13560-01-H schcmatic. The 3-way l solenoid valve, partially opened, would bleed inlet air from the system exhausting it. Additionally it '
could pressurize the 3-way air valve resulting in further exhausting of both inlet and air pressure.
- d. A catastrophic failure of the valve body would result in loss of pneumatic pressure restilting in MSIV closure.
None of the above failure modes support the delayed close.re event at Perry. 1 Conclusion ' Unlikely to be occurring. . l l
l 1 3-11 f '- Potential Cause ! Valve packing tco tight. Discussion Grafoil packing has replaced earlier asbestos packing on 7 of 8 MSIVs. While it is likely that the grafoil packing has greater breakaway friction due to increased compression of ~ the softer material, the circumstances of the events showing quick closure after initial release make this scmewhat unlikely as the cause. Ccnclusion
/ . ,, ,
Ee:ause cther valves with grafoil packing and equal packin:
- mpressien requirement showed no effect during fas: or sicw speed testing and the lack of industry experience of cn MSI7 being held up due 'to p'acking, this cause must be' considers'.
unlikely.
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3-12 I Potential cause L_
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l Failure of the ::orgren Model F0013A 4-way shuttle valve. Discussion The 4-way shuttle valve is energized by the part #4 3-way dual solenoid valve. Upon energization it routes pneumatic pressure to the rod (bottom) side of the actuator cylinder The piston and vents the blind (top) side of the piston. resulting pressure differential across the pisten forces the red up, cpening the MSIV. 3-way dual sciencid valve when de-energized, vent-The (de-energi:es) the 4-way shuctie valve, venting the. rcd cids and ' pressurizing the' blind side' in conjunction with the The resulting. pressure - differential a:rcss the pistor springs forces the MJIV closed. The Part d3 2-way air valve is provided in the circuit' to eliminate a single rode failure of the 4-way valve. The failurc mcde of interest concerns failure of the NII'/ to close when the 3-way dual solencid valvevalve is ce-energized. stick, leg of the 4-way the Shculd the pressure pressure is still vent =d bf the part #3 2-way valve. If the exhaust leg sticks upcn de-energi::ar.icn of the valve, thea
, , springs alone are. capable of..p. losing'.the MSIVs although at
~
i slower rate. If either leg partially sticks, the inlet pressure ir cxhausted, prcrcoting closure of the MSIV. Conclusion The only failure of the 4-way valve which can result in delayed closure of the MSIVs as er.perienced at Ferry is sticking of the pressure leg with a concurrent failure of This is unlikely as it is as the Part #3 2-way air valve. double mcde failure - recuiring failure of two separate subcomponents. Thus this is unlikely to be occurring. l 1 I I i 1
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__I E . Potential Cause
. E Corrosion within solenoid enclosure.
Discussion The "B" coil housing in the F028 MSIV dual solenoid valve-was found to contain moisture and corrosion. Corrosion within the solenoid coil housing cannot affect the valve internals as the valve body is procected from external contamination thrcugh body gasket seals in the vicinity of the coil. The subject coil .("B" side) is the lower coil such that any corresion products escapin'g the.coi.1 enclosur.e would fall down away from the solenoid- valve ^ bcdy
. Additionally, corrosion products were 'notofound within 'the . 'e
- valve bcdy.
Conclusion - ' - + 2 ' ' s . Very unlikely to affect performance, s , , .
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MATERIAL PART NAME yyy y g g_ l gggyg l?:0IES: . A, C: TIT CROUID SCREV AND SUBSTITtr*E T1lE F01.LOJING 1, It' S01Er01D ASSE:0LY AS CATA N/176-816-1 COIL - REMARK To 1:5/Go 1 ic W 99 257-1G 115/60 _ _ I AB CATA HV 176-816-2 1C m* 2 57- 2 51115 / 50 co1L - . . 1 I Hoq$_INc/CO:.'DUIT ASSE1!BLY 1
'1K n'-17 2-444 -6 C i i H HOUSING 1 j ! G7-168-736-6 STEEL 1
}"-33-103-1 X AltmINt'!1 00!!DUIT CONNECTION 1;I
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Rt2por t ab i e Even t Number 10555 Fac>1ity : PERRY Date Notified : 11/03/07 Un;t : 1 Time rktified : 14:00 R e g i or, : 3 Date of Evnot 11/03<27 Vendor : GE.GE Time of Eveni 11:57 Operations Offtcer : Ron Young C 1 a c's i f i c a t i on : 10 CFR 50. 'O NRC thtified Uy : llENRY KELLY C a t egior y 1 : Rad Relearn : No Category 2 : Cause : LtNDE R INVEG11GATION Ca tt gar y 3 : Component : t131 V s Category 4 : WITH UNIT AT C O *.'. P O W E R , WHILE STROKING MDIVn IN PREP AR ATION F OR A FUL L NSIV ISOLATION STARTUP TECT, ? MGIVs FOR THE "D" MAIN STEAM LINE (MSL) FAILED TiiE ClROKE 1IME FOR CLDEURE. THE VALVEC SHOULD CLOSE IN 3 TO L GECONDS. ON THE FIRST ATTEMPT, ThE INOOARD MSIV REGUIRED 10 GECONDO TO STROhE CLUGED; W! EN ETRDKED A EECOND TIF.C, THE INOOARD VALVE CLOEED IN 3 EECONDS. THE 5tJITCH FOR STROKING CLOSE Tl!E OUTODARD MSIV REMAINFO IN THE CLO5E PO3ITION FOR 2 MINUTES AND 4'1 DECONUD, DUT THE OUTBOARD VALVE FAILED TO CLOCE. WilEN Tl:E 3 WITCH WAG PLACED IN THE AUTC POSITION AND THEN REiURNED TO TiiE CLO5E PDCIIION, lite OUTDCARD VALVE OTROKED ELD 5ED IN J.4 EECC'DS. LINCL lHE DIFFICULTY WITH MSIV CLOSURE WITilIN A PREGCR IE'ED T IME !!AS EN RECURRENT (:W E FVENT 41051E, 10/30/87), 1DGETHER WITH A FEW OTHER PPODLEMC, THE NRE REGION 3 ECFICE ORDERED THE LICENEEF TO CCMMENCE A CONTROLLED G/D, WHIDt GEGAN AT 1737 "ni. OPERATORS WILL FROCEED TO 1HF EOLD C D MODE, t; 'RE MOIV' CAN DE INSPECTED AND PROVIDED W1TH MAINTENANCE A3 REGUIRED. TliC REGION OFFICE WILL Al SD DIFPATCH AN AUOMENTED INDPEETION TEM (AIT) TO ThF FLANT 51TF FO-FURTHEP INVESTIGATION ^. UNIT IS PREGENTLY AT 68% POWER AND DECGEACING. NRC
.51DLNT I N .;P E C T C t MS I t IEm: M F D . ( NP!FIED RODO, DANIELLON )
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Repor table Event Number 10560 Faci 1ity
- PERRY Date Notified : 11/03/07 Unit : 1 Time Notified : 21:20 Region : 3 Date of Event : 11/03/87 Vendor : GE,EE Time of Event : 10:00 Operatians Officor : Ron Young C1assification : 10 CFR 50.72 NRC Notified Dy . ALLEN OKORN Category 1 : ESF Actuetion Rad Release : No Category 2 : SCRAM Cauce : UNDER I N V E E,l I G A T I O N Categor y 3 :
Corap on en t : Category 4 : WITH REACTOR AT ADOUT 23% POWER WHILE A CONTROLLED UNIT P/D WAS IN PROGRESS l (SEE EVENT tt 10555 ) , OPERATOR 5 WERE FOLLOWING THE CONTROL ROD "PULL SHEEf" ) (UCED FOR RUD WITliDRAWAL/INGERTION) TO CElERMINE THE UEDUENL'E FOR CONTROL. ROD j INSERTION WHEN REACTOR POWER DECREASED E8ELOW THE LOW POWER SETPOINT (i.e., ! POWER ETPOINI DEL.OW WHIC!! THE CONTROL ROD SEDUENCE AND CONFIGURATION MUST EE CONSISTENT WITH TI,E REQUIREMENTS OF THE RCD PATTERN CONTROLLER). SINCE THE CONTROL RCD E QUENCE AND CONFIEURATION WERE D1FFERENT FROM Th05E REOUIRED BY THE ROD PATTERN CON 1 ROLLER WITH REACTOR POWER DELOW TllE LOW POWER SETPOINT, ROD E. LOCKS WERE RECEIVED AND OPERAlORS COULO NOT CONTINUC INSERTINU CCNTROL RODC. THEREFORE, OPER ATORS MAN'MLLY SCRAMMED Tt!E REACTOR TO COMPLETE THE 3/D. LICENSEF SUCPECTS lHAT THE REACTOR POWER DROPPED EEL OW THE LOW POWER SETPDINT WHEN RECIRC PUMPS WERE SHIFTED FROM FAST TO SLOW SPEED AS PART OF THE NCRMAL C/D PROCEDURE. THE LOW POWER SETPOINT VARIES DETWEEN EO% AND 35%, AND IS CASED ON TURBINE FIRST STAGE PRESSURE. UNIT IS STABLE IN THE HOT S/D. LICENSE INVESTIGATING HOW F OL LOWING THL PULL Et!EET ALLOWED A CONTROL SEQUENCE AND CONFIGURATION THAT RESULTED IN ROD BLOCKS. NRC RESIDENT WAC INFORMED. (NOTIFIED RZDO, HARRISON) I l l I 4 1 - --- - - --_ _ . _ _ _}}