ML20215K727
| ML20215K727 | |
| Person / Time | |
|---|---|
| Site: | Catawba  (NPF-35-A-016, NPF-35-A-16) |
| Issue date: | 10/21/1986 |
| From: | Jabbour K Office of Nuclear Reactor Regulation |
| To: | |
| Shared Package | |
| ML20215K729 | List: |
| References | |
| RTR-NUREG-1216 NUDOCS 8610280279 | |
| Download: ML20215K727 (5) | |
Text
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DUKE POWER COMPANY NORTH CAROLINA ELECTRIC MEMBERSHIP CORPORATION SALUDA RIVER ELECTRIC COOPERATIVE, INC.
DOCKET NO. 50-413 CATAWBA NUCLEAR STATION, UNIT 1 AMENDMENT TO FACILITY OPERATING LICENSE Amendment No. 16 License No. NPF-35 1.
The Nuclear Regulatory Concission (the Comission) has found that:
A.
The application for amendment to the Catawba Nuclear Station, Unit 1 (the facility) Facility Operating License No. NPF-35 filed by the Duke Power Company acting for itself, North Carolina Electric Membership Corporation and Saluda River Electric Cooperative, Inc., (licensees) dated August 6, 1986, complies with the standards and requirements of the Atomic Energy Act of 1954, as amended (the Act) and the Comission's regulations as set forth in 10 CFR Chapter I; B.
The facility will operate in conformity with the application, as amended, the provisions of the Act, and the regulations of the Connission; C.
There is reasonable assurance: (1) that the activities authorized by this amendment can be conducted without endangering the health and safety of the public, and (ii) that such activities will be conducted in compliance with the Comission's regulations set forth in 10 CFR Chapter I; D.
The issuance of this license amendment will not be inimical to the comrron defense and security or to the health and safety of the public; E.
The issuance of this amendrrent is' in accordance with 10 CFR Fart 51 of the Commission's regulations and all applicable requirements have been satisfied.
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8610280279 861021 PDR ADOCK 05000413 p
2.
Accordingly, Facility Operating License No. NPF-35 is hereby changed as follows:
A.
Change paragraph 2.C.(20) to read as follows:
Transamerica Delaval, Inc. (TDI) Diesel Generators (Section 8.3.1 55ER F4',7iUREG-1216)
Duke Power Company shall implerrent the TDI aiesel requirements as specified in Attachn.ent 1 into its maintenance and surveillance program. Attachnent I is hereby incorporated into this license.
B.
Change Attachment 1 to NPF-35 to read as follows:
Duke Power Company shall con: ply with the following requirements re-lated to the TDI diesel engines for Catawba Unit 1.
1.
Changes to the maintenance / surveillance program for the TDI diesel engines, as identified in the licensee's submittals of August I and September 11, 1986, shall be subject to the pro-visions of 10 CFR 50.59.
The frequency of the major engine overhauls referred to in the license conditions below shall be consistent with Section IV.1.
" Overhaul Frequency," in Revision 2 of Appendix II of the Design Review / Quality Revalidation Report which was transmitted by letter dated May 1,1986, from J. B. George, Owners Group, to H. R. Denton, NRC.
2.
Connecting rod assemblies shall be subjected to the following in-spections at each major engine overhaul:
(a) The surfaces of the rack teeth should be inspected for signs of fretting.
If fretting has occurred, it should be subject to an engineering evaluation for appropriate corrective action.
(b) All connecting rod bolts should be lubricated in accordance with the engine manufacturer's instructions and torqued to the specifications of the manufacturer. The lengths of the two pairs of bolts above the crankpin should be measured ultrasonically before and after tensioning.
l (c) The lengths of the two pairs'of bolts above the crankpin shculd be rerreasured ultrasonically before detensioning and disassembly of the bolts.
If bolt tension is less than 93% of the value at in-stallation, the cause should be determined, appropriate corrective action should be taken, and the interval between checks of bolt tension should be reevaluated, l
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- (d) All connecting rod bolts should be visually inspected for thread damage (e.g., galling), and the two pairs of connecting rod bolts above the crankpin should be inspected by magnetic particle testing to verify the continued absence of cracking. All washers used with the bolts should be examined visually for signs of galling or cracking, and replaced if damaged.
(e) A visual inspection should be perfonned of all external surfaces of the link rod box to verify the absence of any signs of service-induced stress.
(f) All of the bolt holes in the link rod box should be inspected for thread damage (e.g., galling) or other signs of abnormalities.
In adcition, the bolt holes subject to tM highest stresses (e.g., the pair immediately above the crankrin) should be examined with an appropriate nondestructive method to verify the continued absence of cracking. Any indications should be recorded for engineering evaluation and appropriate corrective action.
3.
(a) Cylinder blocks shall be inspected for " ligament" cracks,
" stud-to-stud" cracks and " stud-to-end" cracks as defined in a report by Failure Analysis Associates, Inc. (FaAA) entitled
" Design Review of TD1 R-4 and RV-4 Series Emergency Diesel Generator Cylinder Blocks" (FaAA report no. FaAA-84-9-11.1) and dated December 1984.
(Note that the FaAA report specifies additional inspections to be performed for blocks with "known" or " assumed" ligament cracks.) The inspection intervals (i.e.,
frequency) shall not exceed the intervals calculated using the cuaulative damage index model in the subject FaAA report. In addition, inspection methods shall be consistent with or equivalent to those identified in the subject FaAA report.
(b)
In addition to inspections specified in'the aforementioned FaAA l
report, blocks with "known" or " assumed" ligament cracks (as defined in the FaAA report) should be inspected at each refueling outage to determine whether or not cracks have initiated on the top surface, which was exposed because of the removal of two or more cylinder heads. This process should be repeated over several refueling outages until the entire block has been inspected.
Liquid penetrant testing or a similarly sensitive nondestructive testing technique should be used to detect cracking, and eddy current testing should be used as appropriate to determine the depth of any cracks discovered.
(c)
If inspection reveals cracks in the cylinder blocks between stud holes of adjacent cylinders (" stud-to-stud" cracks) or " stud-to-end cracks, this cor.dition shall be reported promptly to the NRC staff and the affected engine shall be considered inoperable.
The engine shall not be restored to " operable status" until the proposed disposition and/or corrective actions have been approved by the NRC staff.
4-4 The following air-roll test shall b_e_ performed as specified below, except when the ilant is already in an Action Statement of Technical SDecification 3/4.8.1, " Electric Power Systems, A.C. Sources":
The engines shall be rolled over with the airstart system and with the cylinder stopcocks open before each planned start, unless that start occurs within 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> of a shutdown. The engines shall also be rolled over with the airstart system and with the cylinder stopcocks open after 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br />, but no more than 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br />, after engine shutdown and then rolled over once again approximately 24 hcurs after each shutdown. (If an engine is removed from service for any reason other than the rolling-over procedure before expiration of the 8-hour or 24-hour periods noted above, that engine need not be rolled over while it is out of service. The licensee shall air-roll the engine over with the stopcocks open at the time it is returned to service.) The origin of any water detected in the cylinder must be determined, and any cylinder head that leaks because of a crack shall be replaced.
The above-air roll test may be discontinued following the first re-fueling outage subject to the following conditions:
(a) All cylinder heads are Group III heads (i.e., cast af ter September 1980).
(b) Quality revalidation inspections, as identified in the Design Review / Quality Revalidation report, have been completed for all cylinder heads.
(c) Group III heads continue to demonstrate leak-free performance.
This should be confirmed with TDI before air-roll tests are discontinued.
5.
Periodic inspections of the turbochargers shall include the following:
(a) The turbocharger thrust bearings should be visually inspected for excessive wear after 40 nonprelubed starts since the previous visual inspection.
(b) Turbocharger rotor axial clearance should be measured at each refueling outage to verify compliance with TDI/Elliott specifications.
In addition, thrust bearing measurements should be compared with measurements taken previously to determine a need for further inspection or corrective action.
(c) Spectrographic and ferrographic engine oil analysis shall be performed quarterly to provide early evidence of bearing degradation.
Particular attention should be paid to copper level and particulate size, which could signify thrust bearing degradation.
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- (d) The nozzle ring components and inlet guide vanes shculd be visually inspected at each refueling outage for missing parts or parts show-ing distress on a one-turbocharger-per-refueling-outage basis.
In addition, these inspections should be performed for all turbochargers at each turbocharger overhaul (i.e., at approximately 5-year intervals).
If any missing parts or distress is noted, the entire ring assembly should be replaced and the subject turbocharger should be reinspected at the next refueling outage.
3.
This license an.endment is effective as of its date of issuance.
FOR THE NUCLEAR REGULATORY COMMISSION
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Kahtan Jabbour, Project Manager PWR Project Directorate No. 4 Division of PWR Licensing-A Date of Issuance: October 21, 1986 l
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