ML20198E453
| ML20198E453 | |
| Person / Time | |
|---|---|
| Site: | Wolf Creek  |
| Issue date: | 05/12/1986 |
| From: | Koester G KANSAS GAS & ELECTRIC CO. |
| To: | Martin R NRC OFFICE OF INSPECTION & ENFORCEMENT (IE REGION IV) |
| References | |
| 86-002, 86-2, KMLNRC-86-089, KMLNRC-86-89, NUDOCS 8605280013 | |
| Download: ML20198E453 (2) | |
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KANSAS GAS AND ELECTRIC COMPANY THEi ELEC7FhC CtMANY GLENN L ROESTER w<t*et& DENT Nucdae May 12, 1986 Mr. R. D. Martin, Regional Administrator 0 $$b U.S. Nuclear Regulatory Camtission Region IV g g g gg g
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KMLNRC 86-089 E
Re:
Docket No. STN 50-482 Subj:
Special Report 86-002
Dear Mr. Martin:
'Ihe enclosed Special Report is subnitted pursuant to Technical Specifications 3. 8.1.1 arxl 6. 9. 2.
Yours very truly, O
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Glenn L. Koester Vice President - Nuclear GLK:see cc: PO'Connor (2)
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7 SPECIAL REPORT 86-002 DIESEL GENERATOR *8" INVALID FAILURE On April 12, 1986, an invalid failure of Emergency Diesel Generator (D/G)
"B" occurred during the performance of surveillance procedure STS KJ-001B,
" Integrated Diesel Generator and Safeguards Actuation Test - Train "B".
This Special Report is being submitted pursuant to Technical Specifications 3.8.1.1 and 6.9.2.
At 1229 CST, in accordance with STS KJ-001B, an automatic start and load of D/G "B" was initiated by simulating an undervoltage condition on safety related bus NB02, a Safety Injection Signal, and a Containment Spray Actuation Signal. The engine started and loaded satisfactorily, and these signals were reset at 1343 CST.
At 1450 CST, D/G "B" was unloaded because of mild load fluctuations. Suspecting a governor malfunction, the operators secured the engine at 1503 CST, declared it inoperable, and initiated troubleshooting efforts.
During initial troubleshooting, personnel first inspected the governor and found no indications of a malfunction.
Subsequently it was discovered that a UPR (unit parallel) relay was malfunctioning, which was causing substantial load fluctuations in response to speed adjustments. The function of this relay is to provide for a smooth engine load response.
Since this relay was not functioning properly, loading fluctuations had occurred. The relay was replaced, and the engine was restored to operable status at 0018 CST on April 13, 1986.
The engine had been unavailable for service for approximately eight hours.
The remainder of STS KJ-001B was then completed satisfactorily with no further diesel engine related problems encountered.
The 1450 CST test terminated prior to completion is not considered to be a valid test or failure per Regulatory Position C.2.e.(2) of Regulatory Guide 1.108, Revision 1, as this failure can definitely be attributed to malfunction of equipment that is not operative in the emergency operating mode.
As of May 9,1986, there have been twenty-one (21) valid successful tests performed on D/G "B" since the completion of preoperational testing on D/G "B".
D/G "B" has experienced seven (7) invalid failures and zero valid failures.
During this same time frame, there have been twenty-two (22) valid successful tests on D/G "A".
D/G "A" has nine (9) invalid failures and one valid failure (Special Report 85-010).
The invalid failure discussed in this report had no effect on the diesel generator testing frequency of once per thirty-one days. This is in conformance with the schedule presented in Regulatory Position C.2.d.(1) of Regulatory Guide 1.108 and with Technical Specification Table 4.8-1, which require the testing interval to be not more than thirty-one days if the number of valid failures in the last 100 valid tests is one or zero.
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