ML20087L868
| ML20087L868 | |
| Person / Time | |
|---|---|
| Site: | Vogtle  |
| Issue date: | 08/18/1995 |
| From: | Rachel Johnson, Owyoung S External (Affiliation Not Assigned) |
| To: | |
| References | |
| CON-#395-17030 93-671-OLA-3, OLA-3, NUDOCS 9508290019 | |
| Download: ML20087L868 (26) | |
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USNRC i August 18, 1995 5 E 23 P3 :08 UNITED STATES OF AMERICA NUCLEAR REGULATORY COMMISSION OFFIC.L OF SECRETARY DOCXEllfl0 & JERVICr~
DRANCH BEFORE THE ATOMIC SAFETY AND LICENSING BOARD In the Matter of :
- Docket Nos. 50-424-OLA-3 GEORGIA POWER COMPANY, gg al. : 50-425-OLA-3
- Re: License Amendment (Vogtle Electric Generating Plant, : (Transfer to Units 1 and 1) : Southern Nuclear)
- ASLBP NO. 93-671-OLA-3 REBUTTAL TESTIMONY OF SHELDON OWYOUNG AND ROBERT A. JOHNSTON ON N
DIESEL GENERATOR AIR QUALITY STATEMENTS ADO K r 1.. g())
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1 TESTIMONY OF SEELDON OWYOUNG AND ROBERT A. ECHNSTON 2 Q: PLEASE STATE YOUR NAME AND POSITION.
3 A: (Owyoung and Johnston) Our names are Sheldon OwYoung and Robert 4 A. Johnston. We are employed by Cooper Energy Services in 5 Alameda, California.
6 Q. WHAT ARE YOUR PROFESSIONAL QUALIFICATIONS?
r 7 A. (Owyoung and Johnston) A summary of our professional 8 qualifications is attached hereto as Exhibits A and B.
9 Q. WHAT IS THE PURPOSE OF YOUR TESTIMONY?
10 A. Our testimony addresses Mr. Mosbaugh's testimony concerning (1) 11 whether water was found in the Vogtle diesel generator control 12 air system in March-April 1990 time frame, (2) the air quality '
13 reqirements applicable to the diesel control air system, (3) 14 the operation of the Vogtle diesel control air system, (4) as-15 found calibration set points recorded by plant personnel on e.
16 March 30, 1990, (5) the cause of weak air rolls which occurred 17 on the 1B and 2A diesels in 1990, (6) Georgia Power's openness 18 and honesty with the NRC concerning the Vogtle diesel 19 generators in the days following the March 20, 1990 site area 20 emergency.
l 21 Q. MR OWYOUNG, WHAT EXPERIENCE HAVE YOU HAD WITH DIESEL GENERATOR 22 PNEUMATIC CONTROL SYSTEMS SIMILAR TO THE ONE USED ON THE 23 VOGTLE DIESEL GENERATOI1S?
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1 A. (Owyoung) For the past 25 years, I have been involved with the l
2 maintenance and troubleshooting of the Cooper (formerly l l
3 Transamerica Deleval, Inc. ("TDI")) diesel generator control 4 systems similar to the ones installed at Plant Vogtle. I have i
5 also performed engineering design work on the control systems 6 of Cooper diesels used in non-nuclear applications. -
7 Q. MR. JOHNSTON, WHAT EXPERIENCE HAVE YOU HAD WITH DIESEL 8 GENERATOR ENGINE AND MECHANICAL SYSTEMS SIMILAR TO THE ONE USED :
9 ON THE VOGTLE DIESEL GENERATORS?
10 A. (Johnston) I have been a mechanical engineer, specializing in 11 installation, start-up, and field service testing of diesel 12 engines since 1980. This experience includes extensive field 13 work troubleshooting diesci engine problems as well as the 14 engine fluid and control systems.
15 16 Q. AS OF MARCH 20, 1990, WHAT SERVICES HAD YOU PERFORMED FOR ,
17 GEORGIA POWER IN CONNECTION WITH THE PLANT VOGTLE DIESEL 18 GENERATORS?
. 19 A. (Owyoung, Johnston) As representatives of the Vogtle diesel i 20 generator vendor, either one or both of us have been involved '
21 with every major maintenance overhaul of the Vogtle diesels.
22 Q. IN WHAT APPLICATIONS HAVE THE COOPER DIESELS WITH PNEUMATIC !
23 CONTROL SYSTEMS BEEN USED?
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, l 1 A. (Owyoung, Joh.1ston) They have been used in both marine and 2 land-based settings, including nuclear and non-nuclear 3 applications.
' 4 Q. IN THE MARINE ENVIRONMENTS, IS THE MOISTURE CONTENT OF THE AIR i
5 IN THE CONTROL SYSTEMS CONTROLLED IN ALL CASES?
1 6 A. (Owyoung, Johnston) No. In some marine applications there is :
7 no dryer used to control the moisture content of the control 8 air.
9 Q. HAVE YOU SEEN ANY FAILURES OR DEGRADATION IN THE CONTROL 10 SYSTEMS OF COOPER DIESEL GENERATORS AS A RESULT OF WATER OR 11 MOISTURE IN THE CONTROL AIR?
12 A. (Owyoung) No, not in any land-based applications, including i
13 diesels which have been in service for more than twenty years.
f
, 14 In one case in the marine industry, however, I have seen some
, 15 degradation of the springs in the logic elements after 12 or 13 1
16 years of service. In that case, no dryer was in serv'.ce in the
] 17 air system.
l 18 Q. ARE THERE APPLICATIONS OF THE COOPER DIESEL GENERATORS WHERE 19 AIR DRYERS ARE NOT IN SERVICE AND THERE IS NO SIGN OF 20 CORROSION?
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21 A. (Owyoung) Yes. Clark Air Base in the Philippines, which is a l
22 high humidity environment, has four units that have commercial 23 controls and three units that have nuclear controls. The units l
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l 1 have been in operation for over ten years. For the past fcur 2 years, the air dryers have been non-operational. I serviced 3 the control systems by checking the calibration of components 4 and performing a functional test. This work was performed in 5 November and December of 1994. More components were calibrated 6 to their required set point. fhe logic elements showed signs 7 of wear, but no signs of corrosion.
8 Q. WHAT ROLE DID YOU HAVE IN THE INVESTIGATION OF THE MARCH 20, 9 1990 FAILURE OF THE PLANT VOGTLE 1A DIESEL GENERATOR?
10 A. (Owyoung) Following the March 20, 1990 site area emergency, I 11 was asked to come to Plant Vogtle to assist in the 12 investigation of the 1A diesel failure. Based on time records 1
- i. 3 I have retained, I arrived at Plant Vogtle on March 24, 1990 14 and left the site on April 3, 1990. Along with Georgia Power i
15 personnel and other technical consultants, I evaluated the root ,
16 cause of the 1A diesel failure.
17 (Johnston) I was already on-site participating in the diesel 18 overhaul activities when the event, occurred. I participated in >
i 19 the initial meetings with Georgia Power in establishing a 20 troubleshooting plan and subsequently assisted Mr. Owyoung in 21 investigating and troubleshooting the diesel control system.
22 Q. DO YOU HAVE ANY RECOLLECTION OF SEEING OR HEARING ABOUT A WATER 23 OR MOISTURE PROBLEM IN THE VOGTLE DIESEL STARTING OR CONTROL 24 AIR SYSTEMS IN MARCH OR APRIL 19907 4
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1 A. (Owyoung, Johnston) No. That would have been a noteworthy 2 event and we have no recollection of that occurring at Plant 3 Vogtle.
4 Q. MR. OWYOUNG, DO YOU RECALL AN INCIDENT IN 1991 DURING WHICH A 5 COOPER TECHNIJIAN PERFORMING A BUBBLE TEST ON A VOGTLE DIESEL 6 CONTROL AIR SYSTEM INADVERTENTLY ALLOWED WATER FROM THE BUBBLE 7 TEST EQUIPMENT TO ENTER THE DIESEL CONTROL AIR SYSTEM?
8 A. (OwYoung) Yes, I do.
9 Q. DOES THE VOGTLE DEFICIENCY CARD IDENTIFIED IN THIS , PROCEEDING 10 AS BOARD EXHIBIT 8 DOCUMENT THAT INCIDENT?
11 A. (OwYoung) Yes.
12 Q. WERE YOU PRESENT DURING THE DISASSEMBLY OF THE VOGTLE PNEUMATIC 13 SENSING LINES IN MARCH OR APRIL OF 1990? l 14 A. Yes. We were present for the disassembly of most of the diesel 15 sensing lines, including the high jacket water temperature 1 16 lines and the jacket water pressure lines.
17 Q. IF WATER FORMED IN THE PNEUMATIC CONTROL SYSTEM OF THE VOGTLE 18 DIESELS, WHERE WOULD YOU EXPECT IT 10 cPPEAR?
19 A. (Owyoung) I would expect to see ' '
in the bowl of the 1
20 control air filter in the diesel engine control panel. A copy l 21 of the specifications for that filter is identified as GPC l
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1 Exhibit II-87. I have never seen any evidence of water in that 2 filter at Vogtle.
1 3 Q. WHAT DID YOU CONCLUDE WAS THE CAUSE OF THE MARCH 20, 1990 1A ,
4 DIESEL FAILURE AT PLANT VOGTLE?
5 A. (Owyoung, Johnston) At the time that we left the Plant Vogtle 6 site on April 3, 1990, we concluded that the cause of the 7 second diesel failure on March 20, 1990 was improper -
I 8 calibration procedures used for the Calcon temperature sensors.
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9 However, we were uncertain of the failurs mechanism for the 1 10 first diesel failure on March 20, 1990. Later, after seeing 11 the report of Wyle Laboratories, dated May 22, 1990 (included 12 with Ward Exhibit E; GPC Exhibit II-63), we believed that the l 13 foreign material found in the Calcon sensors by Wyle Labs 4
14 explained the air leakage from the control air system we 15 identified during testing. The foreign material, we also 16 believed, could have contributed to the March 20 failure of the f
17 1A diesel.
i 18 Q. WHAT EXPERIENCE DO YOU HAVE WITH CALCON TEMPERATURE SENSORS?
19 A. (Owyoung) Calcon temperature sensors have been used on Cooper 20 (and before Cooper, TDI) diesels since the early 1970s. Over 21 the past 20 years, I have become intimately familiar with the 22 operation, calibration and performance history of those 23 sensors. During that time, there were numerous occasions when t
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1 I was called upon to demonstrate the calibration of those 2 sensors to the personnel of diesel owners.
3 Q. HAVE YOU EVER SEEN CORROSION OCCURRING IN A CALCON SENSOR, OR 4 OTHER DEGRADATION DUE TO WATER OR MOISTURE 7 5 A. (Owyoung) No, not in any nuclear plant application. I have 6 seen some degradation in settings where the sensors are exposed 7 to a salt air environment.
8 Q. ARE YOU FAMILIAR WITH THE CALCON LITERATURE CONCERNING THE 9 CALCON TEMPERATURE SENSORS WHICH IS IDENTIFIED IN THIS 10 PROG 2EDING AS BOARD EXHIBIT 1?
11 A. (Owyoung) Yes.
12 Q. DO YOU KNOW WHAT IS THE BASIS FOR THE BROCHURE'S RECOMMENDATION 13 THAT " CLEAN, DRY AIR" BE USED WITH THE CALCON TEMPERATURE 14 SENSORS?
15 A. (Owyoung) I have contacted the calcon sensor vendor (now Amot 16 Corporation) concerning that language and have been informed 17 that there was no specific moisture content limit intended by 18 that language. Cooper recommends only that the moisture 19 content be maintained such that no water is accumulating in the 20 control panel filter bowl.
21 With respect to particulates, the Calcon sensor vendor 22 recommends that the control air be filtered through a 10-micron 23 air filter. Cooper's recommendation for the control air system i
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l 1 is that a 5-micron filter, such as the one described in GPC 2 Exhibit II-87, be used in the system.
1 3 Q. DO YOU AGREE WITH MR. MOSBAUGH'S DESCRIPTION OF THE DIESEL l
4 GENERATOR CONTROL AIR SYSTEM ON PAGES 15-16 OF HIS RETYPED i 5 PREFILED TESTIMONY?
6 A. (Owyoung) No. Mr. Mosbaugh failed to mention that before
? starting air is admitted into the pneumatic control logic, the 8 air passes through a 5-micron air filter. This filter is 9 designed to remove most liquids and solid particles from the 10 compressed air. Also, Mr. Mosbaugh mentions that there are 1
j 11 .006 inch orifices in the pneumatic circuit, implying that such l 12 small orifices, if blocked, could have caused the March 20, a
13 1990 1A diesel failure. There are, in fact, two .006 orifices
- 14 in the pneumatic logic; one is for the Group 2 lockout timer, 15 and the other is for the shutdown reset timer. Both circuits 16 are nonfunctional in an emergency start condition. Blocking of 17 either or both of these orifices, however, could not have 18 produced the f ailure scenario which Vogtle experienced on March 19 20, 1990. Rather, blocking of both orifices (or the shutdown 30 reset timer orifice alone) would have prevented the diesel from 21 starting on a normal start signal. Blocking of the Group 2 22 lockout timer orifice alone would not have prevented the diesel 23 from starting or running.
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1 Q. ON PAGE 16, LINES 31-33, OF MR. MOSBAUGH'S RETYPED PREFILED i
j 2 TESTIMONY HE STATES, "VOGTLE DIESEL AIR SYSTEMS SERVED j 3 PNEUMATIC INSTRUMENTS AND CONTROLS OF THE TYPE COVERED BY THE i 4- ISA STANDARD (S7.3)." DO YOU HAVE ANY COMMENT ON THIS !
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5 TESTIMONY?
1 6 A. (Owyoung) Yes. The ISA Standard S7.3 does not state what type 1
7 of component, application or pneumatic system this standard l
5 8 should cover. It is left to the end-user to decide whether to q 9 adopt this standard.
j 10 Q. ON PAGE 16, LINE 34, TO PAGE 17, LINE 2 OF MR. MOSBAUGH'S 11 RETYPED PREFILED TESTIMONY HE STATES THAT THE ISA STANDARD S7.3 12 DOES NOT APPLY TO JUST NUCLEAR PLANTS "BECAUSE NO ONE WANTS
! 13 INSTRUMENT MALFUNCTIONS OR DAMAGE FROM WET OR POOR AIR QUALITY.
i i 14 THESE STANDARDS ARE ADOPTED BY ENGINEERS FOR MANY APPLICATIONS.
i 15 BECAUSE NUCLEAR ARE EVEN MORE DEMANDING THAN OTHER INDUSTRIAL 16 OR COMMERCIAL USES, IT IS EVEN MORE IMPORTANT TO MEET OR EXCEED 17 THESE STANDARDS IN NUCLEAR APPLICATIONS." DO YOU HAVE ANY
! 18 COMMENT ON THIS TESTIMONY?
l 19 A. Yes. Cooper does not specify or require air dryers for its i
j 20 commercial customers of diesel generators. But, consistent I
21 with Mr. Mosbaugh's statement, Cooper is more conservative with 22 nuclear industry applications and includes an air dryer.
23 Howaver, air dryers are not essential for reliable diesel i
24 operation in nuclear applications, but rather reflect good 25 engineering practice to prevent large slugs of water from
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1 passing from the starting air receivers to the engine due to 2 fast start requirements. ;
3 Q. PAGE 20, LINES 26-31, OF MR. MOSBAUGH'S RETYPED PREFILED 4 TESTIMONY SAYS IT MAKES NO SENSE WHY THE INSTRUMENT AIR QUALITY 5 REQUIREMENTS FOR A SAFETY SIGNIFICANT SYSTEM SUCH AS THE l 6 EMERGENCY DIESELS ARE NOT AS STRINGENT AS FOR NON-SAFETY 7 SYSTEMS, PARTICULARLY SINCE THE VOGTLE DIESEL RELIED ON AIR SO 8 EXTENSIVELY FOR BOTH PNEUMATIC CONTROLS AND AIR STARTING. DO 9 YOU HAVE A COMMENT ON THIS TESTIMONY?
10 A. (Owyoung) Yes. Just because a system is safety-re)ated does 11 not mean that it will require a more stringent dew point or a 12 higher quality of air. Some components such as a Woodward I
1 13 device or a pneumatic servo valve (see equipment descriptions 14 attached hereto as Exhibits C and D, respectively), would 15 require clean, dry, non-lubricated air and could be in non-16 safety-related circuits. Other components that are in a 17 safety-related circuit may only recommend, but not require, )
18 filtration, lubrication and moisture protection like the ARO 19 elements (see equipment description attached hereto as Exhibit 20 E) on the diesel logic control board.
1 21 Q. ON PAGE 24, LINES 29-31, OF MR. MOSBAUGH'S RETYPED PREFILED 22 TESTIMONY HE LISTS THREE AS-FOUND SET POINTS OF CALCON 23 TEMPERATURE SENSORS RECORDED BY PLANT VOGTLE PERSONNEL ON MARCH 34 30, 1990. DO YOU HAVE ANY COMMENTS ON THIS TESTIMONY?
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1 A. (Owyoung) Yes. Georgia Power used the site calibration 2 procedure and equipment to check the calibration of those 3 sensors. Because that same equipment and procedure were in 4 question to begin with, the as-found set points recorded on 5 March 30th are also in question.
6 Q. ON PAGE 41, LINES 17-21, OF MR. MOSBAUGH'S RETYPED PREFILED 7 TESTIMONY HE STATES " WATER IN THE STARTING AIR SYSTEM CAN CAUSE 8 A ' WEAK AIR ROLL' . THE DIESEL AIR SYSTEM SUPPLIES THE STARTING 9 AIR, SO THERE WAS A COMMON AIR SOURCE THAT WAS POTENTIALLY 10 RESPONSIBLE FOR THESE DIESEL FAILURES [ON 1-24-90 AND 1-25-90) 11 AND THE SITE AREA EMERGENCY FAILURES. " DO YOU HAVE ANY COMMENT 12 ON THIS TESTIMONY?
13 A. (Johnston) Yes. Just the presence of water in the starting air 14 system would not cause a " weak air roll." The starting air 15 passes through two strainers. From the strainer, the air goes 16 to four starting block and vent valves that allow starting air 17 to go through both sides of the engine to the starting air l i 18 valves. Pressure also passes through two on-engine filters to 19 two air distributors. The distributors then pressurize the l
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20 pilot port of the starting air valves. The valves then allow !
l 21 the air to pass to the combustion chambers of the engine.
32 If water was in the system, it would either blow by or aid 23 in pressurizing the piston in the starting air valve.
24 Inspections are performed every 18 months on the strainers and 25 filters and there have been no signs of water in the system.
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1 Also, the filter bowl has a 1/4 inch open drain tube. This 2 tube runs to the base of the engine and allows any water to 3 blow out to the engine base.
) 4 Cooper Energy Services determined that the " weak air roll" 5 was due to insufficient clearance between parts in the starting ,
6 air valves. See the 10 CFR Part 21 Report No. 154, attached j 7 hereto as Exhibit F.
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I 8 Q. ON PAGE 41, LINE 35, THROUGH PAGE 42, LINE 5, OF MR. MOSBAUGH'S 4
9 RETYPED PREFILED TESTIMONY HE STATES THAT WATER IN THE STARTING 10 AIR SYSTEM WOULD "CAUSE CORROSION AND WOULD RESTRICT AIR FLOW. l 11 CORROSION COULD CAUSE PARTS OF THE AIR START VALVES TO STICK I 12 AND BIND AND NOT PULSE THE STARTING AIR TO THE DIESEL PROPERLY, l l
] 13 CAUSING WEAK AIR ROLLS AND THE FAILURE OF THE DIESEL TO START."
i 14 DO YOU HAVE ANY COMMENTS ON THIS TESTIMONY?
j 15 A. (Johnston) Yes. Hypothetically, if water caused corrosion, the 16 engine could fail to start. Under this scenario, however, the 17 engine should continue to fail, unlike what occurred with the
, 18 Vogtle diesels in the January ,to July 1990 time frame.
l 19 Moreover, as a manufacturer, Cooper Energy Services expects the 1
20 starting air system to experience high levels of moisture in 21 the majority of its customers applications. Accordingly, 22 Cooper has designed the diesel starting and control air 23 systems' critical components to be resistant to this 24 environment. For example, the cast iron starting air valve cap 25 has been treated with a special corrosion resistant coating and 1
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1 the piston is made of stainless steel. Therefore, Mr.
2 Mosbaugh's assertion is inaccurate because the starting air 3 system will tolerate moisture if present, i
4 Q. DID YOU INSPECT THE VOGTLE DIESEL GENERATOR STARTING AIR j 5 ADMISSION VALVES IN JULY 1990?
6 A. (Johnston) Yes. Following that inspection, I made j
7 recommendations concerning the necessary repairs to restore the 4 8 clearance between the air start valve pistons and their 9 associated caps.
10 Q. WAS THAT INSPECTION PERFORMED PRIOR TO THE USE OF EMERY CLOTH 1 11 ON THE VALVE PISTONS?
12 A. (Johnston) Yes. Following my inspection, the work to restore 13 the clearances where necessary was performed. Before I left
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- 14 the site, in order to reduce the outside diameter of the 15 pistons, the pistons were placed on a lathe and emery cloth was 16 applied to the surface of the pistons to sand down the outside 17 diameter of the pistons. I understand from a review of the F
18 pertinent Plant Vogtle Maintenance Work Orders (GPC Exhs. II-19 150 A through E), some of the valve caps had their flange faces 20 lapped to improve flatness.
21 Q. DID YOU OBSERVE OR HEAR ABOUT ANY RUST OR CORROSION ON ANY OF 22 THE AIR START VALVE PARTS? .
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1 1 A. (Johnston) No. I did not observe or hear that there was any 2 corrosion or rust found on those valves.
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3 Q. WHAT WAS THE CAUSE OF THE PISTONS STICKING IN THE VALVE CAPS?
4 A. (Johnston) The manufacturing tolerance range for the clearance 5 between the air start valve pistons and their caps was .001 to 6 .003 inch. The manufacturuer had produced the parts such that 7 the clearance was at the low end of the tolerance range. In 8 addition, the air start cap is made of cast iron material and ;
9 the piston is made of stainless steel. These two materials
- 10 have different coefficients of thermal expansion which affect i
i 11 the cap to piston clearanc.e. As the temperature of the diesel 12 engine increases, there is a small reduction (approximately l 13 .00065 inch) in clearance under keep-warm or normal operating 14 temperatures. Further, the remaining clearance between the 15 pistons and their caps was consumed by creep deformation of the 16 starting air valve caps due to the loading of their cap screws.
17 Q: WHAT DO YOU BELIEVE IS THE REASON THAT WEAK AIR ROLLS OF THE 18 VOGTLE DIESEL GENERATORS WERE NOT OBSERVED PRIOR TO 1990?
19 A: The air start valve assembly is secured in the head by two 20 capscrews which load ears on the flange of the valve cap.
21 These ears are cantilevered out from the valve body and 32 clearance exists between the ears and the shroud deck of the 23 cylinder head. The capscrews are torqued to around 150 f t-lbs.
d 24 which imparts approximately 13,500 lbs. of load to each ear.
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1 The load induces some immediate small amount of distortion to 2 the valve cap, and its bore, and that distortion will 3 progressively increase over time through the mechanism of creep 4 deformation. The rate of creep is dependent upon the level of 5 stress and temperature. I believe that creep of the cap bore 6 requires years to produce measurable plastic deformation.
7 To summarize, manufacturing produced parts with 8 approximately .001 inch diametrical clearance. Capscrew 9 loading at installation further reduced that clearance by some 10 small amount. Differential expansion used up more than half of 11 the remaining clearance. The slow process of creep deformation 12 used up what was left over a period of several years to where 13 interference resulted between the cap and piston at keepwarm 14 temperature in the installed state.
15 We found some seized pistons that released as soon as the 16 retaining capscrews were loosened. Others remained seized in 17 the bore until their temperature began to cool to ambient 18 conditions. I believe that all were free to move at room 19 temperature.
20 Q. ARE EITHER OF YOU AWARE OF ANY CORROSION BEING FOUND IN THE 21 VOGTLE DIESEL STARTING OR CONTROL AIR SYSTEMS?
22 A. (Owyoung, Johnston) No. We have never heard that corrosion was 23 found in the starting or control air.
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l 1 Q. DO YOU BELIEVE THAT GEORGIA POWER CONDUCTED ITS INVESTIGATION :
2 OF THE MARCH 20, 1990 1A DIESEL FAILURE IN A PROFESSIONAL 3 MANNER? ;
4 A.- (Owyoung, Johnston) Yes. In our opinion, Georgia Power's test ;
5 program was appropriately designed to determine the root cause l 6 of the diesel failure. It was conducted in a professional, l
7 unhurried manner. During our visit to Plant Vogtle, we were
- 8 completely satisfied with the actions taken by Georgia Power.
9 Q. DID YOU HAVE OCCASION TO OBSERVE GEORGIA POWER'S INTERACTION 10 WITH THE NRC WHILE YOU WERE AT PLANT VOGTLE?
11 A. (Owyoung, Johnston) Yes, on a number of occasions. ,
12 Q. WERE THE GEORGIA POWER COMMUNICATIONS WITH THE NRC THAT YOU ;
i 13 OBSERVED OPEN AND HONEST?
14 A. (Owyoung, Johnston) Yes they were.
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1 D OwYoung/Johenoa
- Reciprocating Products Diviolon EXHisIT A
! ' 1351 Harbor Bay Parkway
- GPC Exh. II.
Alameda, CA 94502 4 541 1- 510 74s-7320
- Fax 510 74s-7400 i
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j Cooper Cameron Corporation ,
I j SHELDON OWYOUNG Supervisor, Nuclear Services and Controls j AREAS OF SPECIALIZATION l 1-
[ - Design of all diesel-generator controls and panels, including the interfacing between l engine, generator, and auxiliary equipment. Provided technical assistance in the a
operation, maintenance and problem-solving for field installation and startup.
I BACKGROUND 1
4
- j. . Industrial Design, San Francisco State College j . Controls Engineer, Imo Delaval, Inc. (1969-1981)
. Manager, Controls Engineering, Imo Delaval, Inc. (1981-1985)
.~ Manager, Project Engineering (1985-1986) i
- . Senior Controls Engineer, Imo Delaval, Inc. (1986-1988) i L . Senior Controls Engineer, Cooper Industries (1988-1990) i i- . Supervisor Nuclear Services and Controls (1990-Present)
. Professional Engineer, State of Califomia, Controls Engineering i
i 4
SELECTED PUBLICATIONS AND RECENT PROJECTS l
l United States Patent, Co-inventor l Automatic Engine Starting System j Application No. 264,9481 Filed June 21,1972
- Project Engineer for maintenance overhaul and inspection of diesel engines and controls at Gulf States (River Bend Nuclear Power Plant), Georgia Power (Vogtle i
Plant), and T.U. Electric (Comanche Peak).
suneises 1
... . . . _ . - . . - - . ~ . . - .- . - - .. . - . - . . - - - . - . - - . .
. OwYonag/Johnstoa Cooper-aessemer EXHIBIT B
- Reciprocating Products DM0 ion EPC Enk. II. ;
1351 Harbor Bay Parkwey i Alameda. CA 94502-6541 ,
510 748 7320 Fax 510 748-7400 Cooper Cameron Corporation ,
ROBERT A. JOHNSTON i 16008 Channel Street .
San Lorenzo, CA 94580 i (510)276 0510 AREAS OF SPECIALIZATION Installation, start-up and field acceptance testing of diesel and dual fuel engines. Field failure analysis and rework / repair. Trouble shooting of engine problems, controls, fluid !
systems. Special tooling and test fixture design. Engineering support for Nuclear Standby Diesel Generator Maintenance.
i a
EMPLOYMENT HISTORY ;
e
. B.S., Mechanical Engineering, Kansas State University (1979) l
. Service Engineer, Transamerica Delaval, Inc. (1980-1984)
. Service Engineering Supervisor, Transamerica Delaval, Inc. (1984-1985) j
. Project Engineer, Cooper industries (1985-1989) l
. Supervisor, Product Design and Development, Cooper Industries (1989 - 1992)
. Senior Engineer, Cooper industries (1992 - Present) l ,
i
(
SELECTED REPORTS AND RECENT PROJECTS i " Field Test Recort for Manitowoc Public Utilities. Transamerica Delaval Enaines SN 83011/12". Transamenca Delaval, Inc. Technical Report, September 27,1985.
" Field Tes' Reoort for East Bav Municioal Utility District. Transamerica Delaval Enaines SW 8200u5". Transamerica 3elaval, Inc. Technical Report, August 30,1986.
- Static Strain Gauce Measurerrent of R-4 Cvlinder Head Stud Preload to Test Hvdraulic Prestresser". Transamenca Delaval, Inc. Technical Report HE-01-1986.
Nuclear Refueling, Project Engineer for Diesel Engines - GPC's Plant Vogtle (1989,
- -1990,1992,1993); GSU's River Bend Station (1988); T.U. Electric's Comanche Peak (1992,1993,1994).
AUGUST 1994
OwYcung/hhnston i EXI!! BIT C !
GPC Exh. II.
W55MM
' l SECTION 2 INSTALLATION f :
J INTRODUCTION See outline drawing, Figure 2-1, for.
Receiving, storage, and installation instructions for 1. Overall dimensions:
the actuator are covered in this section. See outline 2. Installation dimensions:
drawing. Figure 21. 3. Pneumatic pressure fitting sizes: '
- 4. Output shaft dimensions. I RECEIVING The actuator should be installed with the surface l above the 2-inch thread in direct contact with a !
The actuator is calibrated at the factory. Additional mounting surface. No other surface on the actuator '
cleaning or calibration is not necessary before can be used as a mounting surface. When threading installation or operation. The actuator weighs about the actuator into a 2-12 mounting hole use 271 1
25 pounds. Loctite to assure positive installation. l
' If purchased from the factory with a specified I STORAGE mounting base or mounting configuration the adapter will be installed with Loctite at the factory. ;
The actuator may be stored as received from the factory for a penod of time before installation. The The actuator may De installed in any position.
actuator should be left in its protective box until ready for installation. P<otect the actuator f rom high l l
humidity or other corrosive atmospheres during PNEUMATIC SUPPL Y prolonged storage.
Proper filtration of the pneumatic supply is extremely '
important. A 10-micron nominal,25-micron absolute,
)
external filter must be installed in the supply to the !
actuator within one meter of the supply port. It is '
The engine, turbine, or other type of necessary to keep the immediate area and equipment prime mover should be equipped with clean and f ree of dirt and contaminants while working an overspeed (overte,tgerature, or over- on and connecting the pneumatic lines.
pressure, where applicable) shutdown j device (s), that operates totally Indepen- Dry instrument air is required. Use a Balston A912A-DX dent of the prime mover centrol device (s)
(1/4 inch pipe threads) or a Balston A915A-DX (1/2 inch pr ect aga ns ay r amag p pipe threads) or equivalent in the pneumatic supply line prime mover with possible personalinjury to provide clean, dry air.
or loss of life should the mechanical-hydraulic governor (s), or electric con. Pneumatic pressure to the actuator must be between 150 trol (s), the actuator (s), fuel control (s), and 80 psig and pressure must be regulated to e5L the driving mechanism (s), the linkage (s), (The output power will decrease in proportion to the or the controlled device (s) fail. pneumatic pressure.) The pneumatic supply must provide a rninimum of 2 standard cubic feet per minute INSTALLATION steady state, is standard cubic feet per minute during maximum transient with 100 psi supply pressure.
Be careful when installing the actuator. Do not damage the output shaft. Abuse of the actuator can The Woodward Govemor Company recommends the use {
damage seats or installation surfaces, and change of a pressure switch to be sure that correct air supply {
the cahbration of the unit. Protect the air connections pressure is established before start up Lnd maintained with plastic shipping caps when the actuator is not continually during operation.
connected to the normal piping. '
l 2
l l
OwYoung/Johnstoa l EXIIIBIT D PNEUMATICSERVOVALVES -
Component selection ne accuracy of any pneumade servo )
The design and constniction of pneu- system depends on the characteristics s l
matic servovalves has followed the of the servovalve and electronic con- \ !
concepts of their hydraulic predece- trols, the actuator quality, and the ri- )
. sors. Some pneumatic servovalves on gidity of the rnass/ actuator interface. j the market today are basically hydrau- To obtain non-compliant or st#pneu- .
lic servovalves that have been slightly manc performance, the servovalve must l modified for pneumatic service. Oth- possess certain qualities - the most ,
I crs are designed and tailored specifi- important of which is bandwidth or ' ' -
cally for pneumaue applications, Fig- frequency response. Tests have shown :
ure 3. A pnmary discrence between that servovalves with a frequency re- fg. 4. Singb-rane, 270', pneumatie totary I these two approaches is price; the erst- sponse of greater than 12 Hz at 90' actuatorhar very bw sternalltktion, dedr- I wlule hydraulic valve has been beefed phase lag are required to attain non- era f fK h. A of forgue and combhas w#h ;
up to contain 3000-pst hydraulic sys- compliant systems. As the frequency high-bandwidth pneumark serverake, tem pressures, while the pure pneu- response increases, accuracy and stiff. mountad at upperright, to stop w#hh W o/
made servovalve has been designed to ness improve. commarded pos#ba.
handle only the 200-psi maximum The maximum flow of the servovalve Actuator considerations pressure that it will see. should be configured to the maximum Actuator cha13cteristics can have an 5tiocity requirement, but not any greata effect o n system performance. A rule of l This is necessary to utilize the maxi. thumb for servopr.eumatic actuators is mum electronic loop gain of the control that breakaway fncuen should be 5%
system without position overshoot or or less of sy stem pressure, and runmng undershoot. friction should be about the same as Other important servovalve qualities breakaway friction. In other words, are threshold and hysteresis. Gener- minimizmg friction improves ao:uracy ally, the smaller the value of threshold Some actuators are designed spectfi-and hysteresis in a servovalve, the more cally for pneumatic servo control sys-precise is the position set point of the tems. The rotary actuator shown in system. Other system factors that efrect Figure 4 is built to very close tolerances set point accuracy are the actuator fric- to assure consistent running friction, I tion, the number and size of compliant and the vane seal uses a low friction Fg. J. The prVAL model5F utdrar can. members - such as ficxible tubing - matenal to provide 'ow breakaway fric-structen and materaritaiktsd to the pneu- between the control ports of the ser- tion. When coupled to a pneumatic marr anrronment itir perfomance s opth vovalve and the load, and any backlash servovalve with frequency response of mired for compress &kIndis. in the system's linkages. 200 Hz at 90' phase lag, the combina-tion is capable of %' positional accu-racy from a maximum rotationalspeed Considefations for pneumatic servo applications of ** /Sec-
- 1. Use the highest pressure source available - without exceeding 250 psi for safety reasons. Of course, you should not exceed the rating of any individual C "
component.
- 2. Use clean, dry, non-lubricated air. System filtration should be 25 pm or ant Pneumaue servo systems is avail- ,
better, with a coalescing filter to minimize oil vapor content. able and is statung to be applied in l a e ment
- 3. Locate the actuator and servovalve as close together as possible to minimize d I se flexible tubing only when absolutely nemny been the first to embrace this technol-
- 5. Size the servovalve for the minimum flow required to achieve the maximum oEY are Packaging, tesung, and eb actuator velocity required. tronics assembly equipment. In addi-
- 6. For unloaded positioning systems, size for the minimum actuator area - tion, the special-effects and animated-l to minimize the contained compressible volume. character segments of the entedn-
- 6. For loaded systems, size for the maximum actuator area (within the ment industry (the subject of the fluid constraints of econornics) to maximize the force available to control the mass / Power on vacation article in this issue) velocity relationships. has ken using puumatic sem for more than five years.
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General Element Specifications and Information
'4 The function of Aro Pneumatic Logic Elements are iden. Pages 18 thru 27 describe the design and operation of lified by a symbol on the element covers. These sym- the logic elements. Most of the logic elements have bois and the terminology used in this catalog conform common parts. such as identical castings, diaphragms, to A.N.S.I. B93.38 - 1976 and N.F.P.A. T3.28.9 - 1973 gaskets, and poppets. The diaphragms, actuators, pop.
method of diagramming moving part logic control. pets are the only moving parts. These parts move each Elements are also marked with the lettered port other but are not mechanically connected. There are no designations on the cover and the element base. sliding seals. Snap-action is created pneumatically by the size relationship of the poppet seat to the diaphragm area.
Specifications TEMPERATURE Operating Temperature . . . . . 32' to 160*F (O' to 71 *C)
AIR SUPPLY PREPARATION Recommended Filtration. . . . . Air used in an APLC Control System should be filtered
, with a 40 micron filter or better. Additional filter screens in the base of elements with orifices (timing functions and amplifiers) prevent large particles from entering the element.
Recommended Lubrication . . APLC elements do not require lubrication. Lubrication is not recommended for circuits which include timing functions or ampitfiers.
- Moisture ........ .. . . . . . All metal parts are electroless nickel plated to resist the corrosive of facts of moisture and many chemicals.
4 For maximum repeatability of timing and sensing functions a dry air supply is recommended.
Operating Pressure . . . . . . 30 to 150 PSIG (2 to 10 bar)
Shif ting Pressure . . . . . . . . . Snap-acting elements (And, Not. inhibitor, S/R - Mem, Delay, and Pulse) shift when the pressure at the pilot exceeds 70% of the supply. They return when the pilot pressure is less than 40% (Inhibitor 5%) of the supply.
l All snap-acting elements can be used with timing func.
' tions. Non snap-acting elements (Or - Flip Flop) have a shift point of 30 PSIG or less. (see Engineering Manual 6914 for details).
Flow Capacity Range . .
. Element flow capacities are 9.3 to 16.2 SCFM (4.4 to ses alt 7.6 dm8/s) Cv .14 to .28 depending on the specific ele-Y _,
- ment and flow path. (See Engineering Manual for cm as
- IDENTIFICATION i
Symbols. . . . . . . . . . . . . . . . . . .Each element is identified with a symbol based on the National Standard for diagramming moving part logic 9
control (attached method).
Portidentification . . .. . . . . Letter designations, cast in the cover and base of each element correspond to the input and output designa-tion furnished in this catalog.
Mounting . . ....... .. . Elements have 5/8" (15.9 mm) bolt extensions. All mounting hardware and seals are provided with each element.
Test Ports . . . . . . . . . . . . .Many elements are equipped with 1/8" NFT ports which connect to the "c" port (output) of the element.
These ports may be used with 1/8" fittings as optional output ports or as test ports by inserting one of the ANTICIPATED LIFE Element Life . . . . . . .. . Years of experience have proven these elements to be extremely durable, operating many millions of cycles and years of service without failure. Should service be required individual parts and repair kits are available for most elements (see parts lists and service instruc.
' tion manual, Form 4588).
17
. . -1
.4 OwYonag/Johnston EXillBIT F
'.. GPC Exh.' II-r:
- - ENERGY SEMCES GROUP Jgy, ..--
4 July 19, 1990
~
Director of Nuclear Reactor Regulations ,
U.$a Nuclear Regulatorv Commission ;
. . Mail Station P1-137 Washington, DC 20555 1 l
REPORT #154 }
i
Dear Sir,
4 In accordance with the requirements of Title 10, Chapter 1, .
i~ Code of Federal Regulations, Part 21, Energy Services Group, '
a Division of COOPER INDUSTRIES, hereby notifies the Commis-sion of a potential defect in a component'of a DSR or DSRV Standby Diesel Generator System. There exists a potential ;
problem with the Starting Air Admission Valve, a safety j related component in the starting air system. '[
i COOPER INDUSTRIES supplied DSR and DSRV engines and/or spare ,
. parts with this potential defect to the following sites:
UTILITY SITE SERIAL NO. MODEL ,
LILCO Shoreham 74010-12 DSR-48 ,
SERI Grand Gul1 74033-36 DSRV-16-4 GULF STATES River Bend 74039-40 DSR-48 CP&L Shearon Harris 74046-49 DSRV-16-4 DUKE Catawba 75017-20 DSRV-16-4 50 CAL ED San Onofre 75041-42 DSRV-20-4 CEI Perry 75051-54 DSRV-?.6-4
! TVA B311efonte 75080-83 DSRV-16-4 WPPS WFPSS I 77084-85 DSRV-16-4
) TUSI Comanche Peak 76001-04 DSRV-16-4 ,
i GEORGIA PR Vogtle ,
76021-24 DSRV-16-4 CONSUMERS PR Midland 77001-04 DSRV-12-4 TVA Hartsville 77024-35 DSRV-16-4 SMUD Rancho Seco 81015-16 DSR-48 i
i ENTERPRISE ENGNE SERvlCES i 14490 Catahna Street i
' P O Bom 1837 San LAancro, CA 94577
, (415) 614 7400 Fas (415) 614 7209
- i. AJAx* +COBERRA*
- COOPER BE!SEk*ga * . ENTERPRISE'* EN TROrnC* + PENN'* SUPERIOR * + TExCENTRIC* PRODUCTS !
i
I l
l US Nuclear Regulatory Commission !
Report #154 7/19/90 Page 2 1
i Georgia Power at Vogtle has recently reported four (4) inter- I mittent failures to start the 2B diesel generator. In all but the last failure to start, subsequent start attempts were successful. I It has been determined that the cause of the failure to start was the air start piston sticking in the air start valve cap.
Sticking in the piston cap can cause the air valve to stick in either the closed or open position.
A valve stuck in the closed position will result in a " dead" cylinder. This will have a slight negative impact on engine start time, but the increase in starting time will not be significant and in almost all cases not noticeable. Multiple closed valves on an engine can result in a very slow engine start or failure to start.
A valve stuck in the open position would most likely result in a very slow engine start or failure to start. If this were to occur on an operating engine, the engine would lose the output of the affected cylinder until normal vibrations freed the piston sufficiently for the valve to close. This could impair the engines ability to carry rated load if the valve did not reseat.
Our investigation continues to establish a course of correc-tive action. Examination of components suggests a combina-tion of root cause conditions, i.e., a close tolerance design fit between the piston and cap and the affect of coefficients of expansion f or dif f erent materials of construction in these components. This condition may be exacerbated by possible bore distortion occurring when the cap is tightened to the valve body and cylinder head.
Sticking valves may be identified by first increasing the engine temperatures to the maximum operating temperature by running it at full load for approximately a one-hour period.
The valve is then manually cycled by applying a 60 psi pilot signal to the pilot input at the subcover. The valve should audibly open upon application of the pilot signal. It should audibly snap closed when the pilot signal is removed.
Our final recommendation for corrective action will be pub-lished no later than July 31, 1990.
ENERGY SERVICES GROUP E
i U.S. Nuclear Regulatory Commission Report #154 7/19/90 Page 3 A copy of this letter will be forwarded to all of the affected sites referenced in Paragraph 2 of this letter as indicated by the carbon copy list, Our evaluation of this matter was concluded on July 18, 1990.
Sincerely, n ..
. . Y GALE Bruce C. Guntrum Manager, Quality Assurance BCG:ej ces see attached 4
a f
i i
t ENERGY SERVICES GROUP l _ _ _ . _ _ .