IR 05000498/1992030
| ML20126J290 | |
| Person / Time | |
|---|---|
| Site: | South Texas  |
| Issue date: | 12/23/1992 |
| From: | Westerman T NRC OFFICE OF INSPECTION & ENFORCEMENT (IE REGION IV) |
| To: | |
| Shared Package | |
| ML20126J278 | List: |
| References | |
| 50-498-92-30, 50-499-92-30, NUDOCS 9301060110 | |
| Download: ML20126J290 (38) | |
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{{#Wiki_filter:_ _ _ _ _ _ _ _ _ _ _ _ _ - _ _ APPENDIX U.S. NVCLEAR REGULATORY COMMISSION
REGION IV
Inspection Report: 50-498/92-30 50-499/92-30 Operating Licenses: HPF-76 NPF-B0 Licensee: Houston Lighting & Power Company P.O. Box 1700 Houston, Texas 77251 Facility Name: South Texas Project, Units 1 and t inspection At: Bay City, Texas inspection Conducted: October 13-16, November 16-20, and December 4, 1992 Inspectors: M. Runyan, Reactor Inspector C. Paulk, Reactor inspector R. Vickrey, Reactor Inspector Accompanied By: M. Holbrook, INEL Approved: - - T. F. Westerman, Chief Engineering Section
/l Date 7 7-# E Inspection Summary Areas Inspected: Reactive, announced inspection of safety-related motor-operated valve testing and surveillance, and followu Results: * The licensee's HOV program showed improvement with strong management support (paragraph 1).
- The licensee had reduced the number of Unit 1 HOVs in an overthrust condition and had acceptable justification for those remaining overthrusted except for three MOVs with SB-00 actuators (paragraph 1).
- The licensee committed to document an engineering justification for three MOVs with SB-00 actuators that were subject to stem thrusts in excess of 16,000 pounds. Both Westinghouse and Kalsi Engineering, Inc.,
have recently completed testing SB-00 type actuators and the preliminary review indicates comparable overthrust capability to SMB devices (paragraph 1).
9301060110 921231 DR ADOCK0500g8
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- The licensee had sufficient calculations and test results to permit .
justifying valve operability without relying on Westinghouse stall ' thrust values (paragraph 1), o Two observations were noted in the licensee's procedure for analyzing diagnostic test data for final acceptance. The licensee's acknowledged the observations and plan to revise their final acceptance criteria (paragraph 1), o A deficiency was identified regarding the timeliness of analyzing , diagnostic test data, but was satisfactorily addressed by the licensee during the inspection (paragraph 1).
e A review of diagnostic test data revealed that assumptions made for stem friction may not have been conservative in all cases (paragraph 1).
e The completion of Unit 2 actions to address the issues discussed in this report will be inspected during phase 2 of the Generic letter 89-10 inspections (paragraph 1).
Summary of Inspection findinast e Inspection followup Item 498;499/9230-01 was opened (paragraph 1).
e Inspection followup Item 498;499/9230-02 was opened (paragraph 1).
e Inspection followup Item 498;499/9105-02 was closed (paragraph 2.1), e Inspection followup Item 498;499/9105-03 was closed (paragraph 2.2), e Unresolved item 498;499/9206-01 was closed _(paragraph 1).
Attachments: e Attachment 1 - Persons Contacted and Exit Meeting
- Attachment 2 - South Texas Project Plan for Resolution of Westinghouse Stall Thrust Concerns, November 19, 1992 l
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DETAILS i l GENERIC LETTER (GL) 89-10 " SAFETY-RELATED MOTOR-0PERATED VALVE TE* TING AND SURVEILLANCE" (2515/109) This inspection followed up on issues developed during the original motor-operated valve (MOV) GL 89-10 inspection (50-498;499/92-06) and subsequent interim inspections documented in NRC Inspection Reports 50-498;499/92-21 ar,d 50-498;499/92-24. Areas of focus included resolution of Unresolved item 498; 499/9206-01, a final examination of issues related to three response items _ identified in the 92-06 report, and a review of diagnostic test results generated during the ongoing 1RE04 Unit I refueling outag Iwo items of concern were identified during the original MOV inspection and were documented as Unresolved Item 498;499/9206-0 The first of these issues involved the condition of approximately 50 MOVs in both units that had their torque or limit switches set such that, on closing, the total thrust applied to the valve stem exceeded the Limitorque (the actuator vendor) limit of 110 percent of the published thrust rating (with consideration of diagnosti system inaccuracies). At the time of the original inspection, limitorque had promulgated correspondence authorizing a new thrust allowable limit of-140 percent of the published thrust rating for most M0V actuators based on testing performed by Kalsi Engineering, Inc. Additionally, the licensee had received letters from Westinghouse stating that the actuators could withstand thrust greater than their published ratings. At the time of NRC Inspection Report 50-498;499/92-06, the bases for these statements and their applicability to STP were not well documented on site. Of greatest concern to the NRC were five MOVs whose maximum thrusts fell in the range of 140 to . 162 percent of the published ratin In response to the fii;t issue, the licensee undertook an effort to reduce or eliminate the number of MOVs that were in an overthrust condition which can result in a reduction in 1 ua < life (available cycles). These efforts were first focused on Unit 1, ob v: :dared a refueling outage in September 1992 (The same actions are planned ior Joit 2 during the planned spring 1993 refueling outage). By using higher-accuracy diagnostic equipment (primarily stem-mounted strain gages) and impismenting some modifications including changed switch settings, the licensee was able to reduce the number of overthrusted MOVs in Unit I to six. These six MOVs were subject to stem thrusts ranging from 116 to 144 percent. Two of the MOVs were minimally outside (141 and 144 percent) the 140 percent of the published thrust ratings authorized by Limitorqu To justify the overthrust condition the licensee had purchased the Kalsi test report and had implemented the conditions required by the test report including specified housing cover and actuator to valve bolt torque requirements for Unit 1. The 2 MOVs are within the range of thrust qualified by the Kalsi -test report (up to 162 percent for 2000 cycles). The licensee was informed that the NRC had reviewed the Kalsi test report during the _ _ .
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I-4-l August 24-28, 1992, inspection (50-482/92-15) at the Wolf Creek Generating Station and had provided questions (both generic and site specific) to the licensee of Wolf Creek -for response regarding the Kalsi test report. The licensee was further informed that the Kalsi questions are considered by the NRC to be applicable to all sites, which are utilizing the Kalsi test report
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and that an information notice is currently in preparation to address this issue. The inspectors reviewed specific parts of the Kalsi questions with regard to Unit 2 since there are 21 MOVs presently subject to overthrust conditions. The inspectors concluded the following: The failures in SMB-000 actuators that occurred during overthrust testing due to the improper size of bolts and the potential for declutching during seismic testing do not appear to be a problem , for either unit since there are no SMB-000 actuators subject to overthrus The failure of motor pinion keys that occurred in SMB-0 actuators during overthrust testing does not appear to be a problem for either unit since there are no similiar actuators subject to overthrus The licensee has confirmed that the stem nut material used-during the Kalsi testing was standard material supplied by Limitorque and utilized at STP. for the MOV valve stems at STP a buckling
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calculation is performed to demonstrate the adequacy of stem 3 ria .. o'v 2, the actuator cover fasteners are not torqued; however,
' n m, i view (: as a long term wear issue. Additional testing has bum ampleted by Kalsi to relax the torquing requirement and the results of this testing is under review. The preliminary results indicate that torquing may-not be necessar Based or the inspectors review, there were no immediate overthrust-related operability questions identified for Unit 2 for the interim period until the planned March refueling outage. The same- -
actions taken for the overthrust conditions in Unit 1 are planned to be completed for Unit 2 at that tim Based on the above actions, the inspectors' considered the licensee-to have sufficiently addressed the concerns associated with overthrusted MOVs for - Unit 1, and based on the licensee plans to implement- the same actions for
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Unit 2 at the time of the March 1993 Unit 2 refueling-outage this portion of-Unresolved Item 498;499/9206-01 is closed. Theilicensee's completion of _ Unit 2 actions with regard to MOV overthrust is considered-to-be an Inspection - Followup Item (498;499/9230-01) .and will be reviewed during Phase 2 of the GL 89-10 inspection The second issue included in Unresolved ' Item 498;499/9206-01 was-uncertainties involved in MOV stall thrust capabilities recorded in calculations submitted .
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to the licensee by Westinghouse, the nuclear steam system sup) lier. (NSSS) vendo These stall thrust numbers were later determined to ae inappropriate , for use in MOV sizing calculations based on a NRC vendor inspection performed , at Westinghouse and documented in NRC Inspection Report 99900404/92-01. The stall thrust values were found to have been based on a testing program performed by Limitorque for Westinghouse. The NRC vendor inspection, concluded that the testing did not adequately replicate actual plant conditions and that the Westinghouse data did not provide an adequate basis for establishing operability of an M0 In response, the licensee recalculated the thrust capabilities of the Westinghouse-supplied MOVs using the standard Limitorque sizing ecuation and performed a series of in-situ stall tests at degraded voltage concition Through these efforts, the licensee eliminated its reliance on the Westinghouse stall thrust values for all MOVs except six (ISIO006A,B,C and ISI0008A,B,C). From this group of MOVs (all SB-1 actuators, limit closed, gate valves), the licensee had performed three stall tests (on ISIO006A,C and IS10008C). Each test demonstrated that the MOVs were capable of delivering thrust considerably in excess of the Westinghouse actuator stall- thrust values. The licensee was confident that when corrections are made to account for dynamic conditions (the stall tests were performed-under static conditions), sufficient thrast margins would exist to demonstrate valve operability. Additionaly, the licensee planned to document the qualification of marginal MOVs based on the in-situ testing progra The inspectors considered that the licensce's plan to resolve the stall thrust-issue was satisfactory in scope and that- the stall test results would provide' the basis that the MOVs are adequately size The inspectors' determined that the licensee had taken sufficient action to provide the basis for closure of.- the second portion of Unresolved Item 498;499/9206-0 The completion of licensee actions for Unit 2 during the refueling outage scheduled to start in-March 1993 will also be tracked as a part of inspection followup item (498; 499/9230-01) and will be reviewed during Phase 2 of the GL 89-10 inspection An additional issue related to the overthrust was identified during this inspection. The licensee had received correspondence from Westinghouse extending the thrust rating for SB-00 actuators from 14,000 to 16,000 pound To this limit, the licensee had applied the standard Limitorque additional allowance of a 10 percent increase to account for inertial effects. The inspectors determined that the licensee did not have an acceptable basis for: applying the 10 percent margin in this case. The licensee stated that three MOVs with 58-00 actuators in Unit I were in excess of the 16,000 pound limit,_ , with overshoots ranging from 3 to 5 percent. The licensee committed to document for these three MOVs a justification for continued valve operability with their current thrust settings. Both Westinghouse and Kalsi have recently tested SB actuators and the preliminary results indicate that they may be operated in the same overthrust condition as comparably-sized SMB actuator This issue will be tracked as an inspection followup item (498;499/9230-02), SB-00 Actuator Overthrust, to be reviewed during Phase 2 inspections of GL 89-1 . - - -- --. - . ._ . .
-6-The original MOV inspection (NRC Inspection Report 50-498;499/92-06) requested response to-three items, which the licensee provided in correspondence dated July 9, 1992. This report will serve as the NRC's response to the licensee's July 9, 1992, submittui and to the subsequent _ actions and additional information provided by the licensee relative to these issue In the first response item the licensee was requested to provide the methodology used to extrapolate diagnostic test results from test conditions to the calculated design basis conditions. The extrapolation methodology ,
discussed in the licensee's July 9, 1992, response was-placed in Engineering Instruction (EI) 4.05," Test Acceptance Criteria for Safety Related MOVs in GL 89-10." During a previous NRC inspection, the inspectors noted that the extrapolation procedure in El 4.05 considered only the increase in required stem thrust due to higher differential pressures, but did not address load sensitive behavior that affects the thrust value at which the torque switch actuates. The licensee revised El 4.05 to address load sensitive behavior effects as a part of their July 9,1992, response. During this inspection, the-inspectors reviewed El.4.05 and verified that the licensee had included an extrapolation methodology in this procedure and had addressed load sensitive behavior. The licensee's use of a linear (vice exponential) extrapolation-will be reviewed during future inspections. The licensee was informed that their extrapolation methodology may be subject to further refinement based on the results of licensee and industry testing initiative During this inspection, two additional observations were made regarding El 4.05. The inspectors noted that the acceptance criteria did not include a-comparison of output torque versus the actuator torque rating. Ensuring that output torque remains below actuator torque ratings is important at all times, especially when thrust ratings are extended to 140 percent, as allowed by Limitorque's Engineering Report 92-01. The licensee stated that the EI will-be revised to include a comparison of output torque to actuator-torque ratings. Additionally, El 4.05 did not include any steps to-verify that the degraded voltage calculation (based on an assumed stem friction coefficient) was consistent with the stem friction coefficient that was observed during the
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test being analyzed. The licensee acknowledged this observation and stated that a procedural check of stem friction would be included in the degraded voltage acceptance criteri In the second response item,_the-l'icensee was requested to ad' dress the licensee's long-term plan for MOVs which were left in a condition where total thrust may exceed 110 percent of the actuator. rating. In the July 9, 1992, response, the licensee initially indicated _ that they. planned on a case-by-case - basis 'to rely on either the Kalsi or. Westinghouse testing programs to justify increasing the rated output of a given actuator. During.this inspection, the licensee indicated that only the Kalsi uprating program would be used on a limited basis to increase the published thrust ratings. As_ discussed above, the-licensee has been:able-to greatly reduce its dependence on uprating programs by utilizing more precise diagnostic equi m nt and by making modifications and resetting-switche _ - - . . ..- . - , . - -
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R-7- ' l In the third response item, the_ licensee was requested to justify the apparent conflict concerning the applicability of_ torque requirements for the housing' cover and actuator base fasteners, which had been established by Kalsi as a -_ arecondition for using the higher thrust ratings, and the information provided ay the licensee based on their discussions with Limitorque and Westinghous The licensee had received correspondence from Westinghouse indicating-that the torque requirements for the housing cover were not applicable. The inspectors ' concluded that a concern no longer exists for Unit I with this issue since the licensee has now fully complied with the Kalsi torque requirements. The same actions are planned for Unit 2 during the planned up coming refueling _ outage scheduled for March 1993. Additionally, Kalsi testing has been' completed and is under review to relax or eliminate the-requirements ~in the near future.- The inspectors identified a discrepancy with the test acceptance criter_ia in Procedure OPMP05-ZE-0309, " Safety-Related (Q) M0V Diagnostic Testing," Revision 6. The acceptance criteria included proper valve stroking, a . check -
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to verify that the target thrust ranges were met, and a check-of motor current; but did not include a requirement to perform the data reduction and extrapolation steps in El 4.05 to verify that the valve would be functional under design basis conditions. The ins)ectors were concerned that no procedural-controls existed to ensure t1at MOV operability would be fully assessed prior to declaring valves operable following GL-89-10 valve-testin The licensee stated that_ it had recognized this problem and would incorporate El 4.05 into the acceptance criteria of Procedure OPMP05-ZE-0309 prior to.the ' next refueling outage on Unit 2, scheduled for Spring 1993, which corresponds to the next planned GL 89-10; testing at STP. This step wouldLensure that-the capability of each MOV would be fully assessed prior to returning it to operations control, in the interim, the-licensee committed to perform the El 4.05 evaluation for the differential pressure tests of all MOVs_ subject to-NRC Bulletin 85-03 and those M0Vs tested at greater _ than 80 percent maximum expected differential pressure (MEDP) prior'to Unit 1 startup-(Mode:2).- The-remainder of the El 4.05 evaluations were to be completed by approximately late December. The licensee stated that'it would preliminarily review prior - to startup this same subgroup of test results (the remainder-those not tested to greater than 80 percent MEDP) to identify any_ obvious operability problems and to document the results of this review. The licensee agreed-to participate in a conference call with the NRC prior to entry into Mode 2 to < discuss the results of these initiative This conference call was held on December 4,1992 - The~ licensee provided the results of applying the acceptance criteria of El 4.05 to the dynamic test data from.27 rising stem and.16 butterfly, valves, which together comprised -the _ total-number of MOVs tested at- greater than 80 percent of MEDP during the ongoing 1RE04 refueling outage. -The licensee ~ concluded that no conditions existed that:would preclude returning Unit 1 to full power-or which would imply an immediate operability problem for Unit 2. -The licensee reviewed with-the inspectors their engineering evaluation entitled, " Engineering Evaluation
- of MOV Dynamic Test Traces," that specifically addressed all of the questionable or marginal MOVs that were identified by the data review._ In each case, the licensee was able to satisfactortly explain the basis _for . , .- .
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-8-declaring the valve operable or, in one case that is discussed later, the basis for declaring a valve inoperable while maintaining system operability.-
Three dynamic diagnostic tests that were not complete at the time of th conference call were to be reviewed in a similar manner as soon as the diagnostic test data became available. Additionally, the preliminary review of test data associated with MOVs tested at less than 80 percent of HEDP had ' not been performed, but the licensee indicated that this review would be completed within 3 days. On the basis of the licensee's engineering evaluation and the issues discussed during the conference call, the inspectors concluded that the licensee would satisfactorily address all operability issues prior to startup of Unit During this inspection, the inspectors reviewed the valve sizing calculations and test results for both static and dynamic conditions for the following valves: AICVM0V0003: Regenerative Heat Exchanger to Normal Charging CICVM0V0006: Regenerative Heat Exchanger to Alternate Charging CICVMOV0023: Inside Containment Isolation for Letdown AICVM0V8377B: Centrifugal Charging Pump B Discharge Isolation CISIM0V0004C: High Head Safety Injection (HHSI) Pump Train C CISIMOV0006C: HHSI Cold Leg Isolation Train C AISIMOV0008A: HHSI Hot leg Isolation Train A B1SIMOV00088: HHSI Hot Leg Isolation Train-B BlSIMOV0019B: LHSI Hot _ Leg Isolation-Train C NIRHMOV0067A: Residual Heat Removal (RHR) Pump A Minimum Flow Additionally, the inspectors reviewed static test packages for-the following MOVs: AISIM0V0004A AISIM0V0018A NICCMOV0374 AISIMOV0039A AICSM0V0001A BICVM0V0083 BIRHMOV0060B BlSIMOV00318_ B1SIMOV0039B CISIMOV0039C
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The inspectors found' that the packages-provided for review did not contain _
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enough information to_ perform an adequate evaluation of the data. . However, the inspector, were able to utilize the licensee's computer data base to obtain the necessary information. The inspectors evaluated the assumptions used in the sizing calculation for SI-0004C. The inspectors determined-the valve factor to be approximately 0.5 as was assumed in the calculation. The stem friction coefficient was calculated to be approximately 0.17, which was greater than the ass'umed-value of 0.15.. The inspectors informed the licensee
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that this result was'similar to' test results reviewed ~from other licensee The -licensee also calculated this value and obtained results similar to that of the inspection team. The significance of this finding was that since the licensee did not include any load sensitive. behavior in the calculations for limit seated valves, a nonconservative stem friction coefficient could result L in an-undersized valve actuator. During review of the static test packages, the inspectors noted that a majority of.MOVs tested exhibited stem-friction L r
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.- - - - - ~ ._ . coefficients of 0.10 or less. However, stem friction coefficients for BlCVMOV0083 and NICCMOV0374, two non-Westinghouse valves', were observed in the range of 0.20 and the licensee used an assumed value of 0.20 when calculating _
the degraded voltage output. The NRC review in this area did notLidentify any valves that were undersized. The licensee stated that the stem friction coefficient of each MOV would be analyzed and that the' calculations would be adjusted as necessary. The licensee's analysis and calculations of stem friction coefficients will be reviewed as a part of the Phase 2 inspections of GL 89-1 The licensee used a combination of strain gage technology and spring pack-displacement to measure actuator torque output. Prot.edure OPMP05-ZE-309, "MOV Diagnostic Testing," contained data sheets used to record diagnostic test results. The inspectors noted that these data sheets did not include _ fields for the recording of output torque. Strain gage torque values were recorded
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in the same field as thrust values. When only spring pack displacement was measured, the displacement values were not recorded on the data sheets. The licensee stated that a revision will be made to the data sheets to provide a summary of torque output in addition to thrus During performance of dynamic testing conducted under degraded voltage conditions, AICVM0V003 failed to close under 159 gpm flow at a differential pressure of 2800 psid._The minimum required thrust that was necessary to close the valve was not achieved during the dynamic test. Further, actuator output was observed to be degrading during two dynamic tests that were conducted at lower flowrate conditions subsequent to the first test. Based on these observations, the licensee declared the M0V inoperable. Licensee actions included closing the M0V manually and tagging it out of servic Valve CICVMOV006 will perform the normal function _ for AICVMOV003. The licensee will evaluate the condition of this MOV.during' the 1RE05 refueling outag Further, the licensee evaluated Unit 2's A2CVM0V003 and determined that the valve was operable based on successful dynamic test result The static test package for AlSIMOV0004A indicated that degraded voltage output did not exceed the thrust required at control switch trip as specified-in the acceptance criteria. The licensee concluded that the MOV was operable based on a static test that indicated the stem friction coefficient was-in the 0.08 range instead of the standard assumption of 0.15. The verification that this high level of efficiency is maintained under dynamic conditions-and for the full stem lubrication interval will be reviewed during-GL 89-10 Phase _2 inspectio The inspectors witnessed the performance of a static diagnostic test of Valve AISIMOV0004A and portions of a dynamic diagnostic test at degraded voltage on Valve AICVMOV0003. In each case, the tests appeared to have been performed in accordance with the test procedure. In the case'of AISIMOV0004A, a piece of test equipment was initially installed incorrectly before being identified and corrected by the licensee. The test of AICVMOV0003 resulted-in the failure of the valve te perform a: designed, as discussed above.
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-10-In'the week preceding the final week of this inspection, a differential -
pressure test of CISIMOV0008C resulted in a burned out-motor _ The licensee: observed that the motor _ bearings of this MOV had failed and the motor wa being sent to the manufacturer for analysis. After the motor was replaced, the results of a differential pressure test indicated:that the same MOV would not have closed under its design basis condition, which suggested a possible actuator problem. lhis MOV functions as the high head safety injection hot leg isolation to Train It is normally closed with power removed._ The safety function of this MOV is to open at 13 hours into a loss-of-coolant accident to initiate hot leg injection. The licensee's test results indicated that the valve would function as designed in the open direction with ample margin. On this basis, the licensee declared the valve operable for the next fuel cycle, with the intent to address the closing function capability during the next refueling outag The licensee's plan to address previously-identified deficiencies and the testing plan for refueling outage IRE 04 was the subject of a document entitled
" South Texas Project Plan for Resolution of Westinghouse Stall Thrust *
Concerns". This document was presented to the inspectors at the beginning of this inspection and was updated at the end of the inspection. The updated version is provided as an enclosure to this repor As an overall assessment of the licensee's HOV program, the inspectors-determined that much progress had been made since the original inspection in February, 1992, and that with appropriate attention applied to the issues discussed in this report, the licensee's MOV program will be sound. Strong support from upper management was evident to ensure a quality produc FOLLOWUP (92701) (Closed) Inspection Followup Item 498. 499/9105-02: Test of Automatic Shutdown Features for Safet_y-Related Inverters' During an electrical distribution system functional inspection-(EDSFI) conducted in 1991, the team noted that the licensee did not have a periodic calibration for the automatic shutdowns on the safety-related inverters. _The-licensee initiated Station Problem Report (SPR)' 91-0252, " Testing of Elgar Class IE Inverter Automatic Shutdown Functions (EDSFI Item EDS-165)," to address this concern. The conclusion reached in the SPR was to develop test procedures and to test the inverter The inspectors reviewed Procedure OPEP07-VA-0002, Revision 1, "120 VAC-Vital Inverter (25 KVA) Performance Test." - The' inspectors found that the-performance of this procedure would verify the operation of' the automatic-
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shutdown functions. The licensee performed the procedure on the. Unit 2 inverters under Service Requests (SRs) VA-ll3896 and VA-ll3897 in September and October 1991. The Unit 1 inverters were tested under SRs VA-130303 and VA-'130304 in October 1991. The inspectors found that the undervoltage shutdown for the Unit 2 inverters was out of the specified range in the non-conservative direction and that the settings for the Unit 1 inverters were
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i-11-within allowable tolerances. The inspectors reviewed the licensee's data and concluded that the Unit 2 safety-related batteries had sufficient capacity to preclude the input voltage to the inverters from falling to the setpoin The setpoints were reset to their appropriate values for the Unit 2 inverter The inspectors also vertfled that the licensee had entered preventive maintenance tasks for the testing of the setpoints on a refueling cycle periodicity. The licensee stated that a 5-year period may be considered in the future based on the results of evaluation of accumulated test data for drift characteristic .2 (Closed) Inspection followup Item 498:499/9105-03: Inconsistency With SGDG Installation This item entailed three apparent discrepancies of equipment associated with the standby diesel generators that were observed during the EDSFI conducted in 199 A black residue was noted at the base of the Unit I fuel oil storage tan The licensee had sent a sample of the residue to a laboratory for testin The laboratory concluded that the material showed characteristics of an oxidized or burnt lubricating oil. The licensee concluded that the black material was an asphalt or tar substance that had been impregnated in a fiber board and installed under the tanks during construction. The licensee was confident that the material did not represent a leakage of fuel oil and that its presence was not a safety concer The thread engagement on vendor supplied flanges associated with the starting air system had been observed to be underengaged. The licensee initiated Work Request 06-110294 to install new 5/8-lix21/2 bolts, which after being installed resulted in proper thread engagemen A question had been raised concerning the use of stub tubes in duplex 3-dimensional instrumentation tubing supports. The licensee walked down all of the diesel generator rooms using the tubing drawings and concluded that stub tubes had been properly installed on these support The inspectors reviewed documents associated with this item, held discussions with several licensee employees, and concluded that the l1censee had acceptedly addressed the issues of this inspection followup ite .3 (Closed) Unresolved Item 498:499/9206-01: MOV Actuator Stall Thrust This item involved a number of MOVs that were left in an overthrust condition and uncertainties regarding stall thrust values supplied to the licensee by Westinghouse, the_NSSS vendor. These issues were satisfactorily resolved during this inspection and are documented in Section 1 of this repor ___ _ _ _ _ _ _ - _ _ - _ _ - - _ _ _ _ _ - _ - _ _ _ _ -__ _- _._- ___ -_._. _ -_ i ATTACHMENT 1 1 PERSONS CONTACTED 1.1 Licensee Personnel
- V. Albert, System _ Division Manager
- C. Ayala, Supervising Engineer, Licensing
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- J. Calloway, Maintenance Assessor
- M. Chakrovorty, Executive Director, Nuclear Safety Review Board !
- F. Comeaux,' Consulting Engineer
- H Coppinger,-Mechanical Maintenance Manager
- D. Denver, General Manager, Nuclear Assurance -
- A. Harrison, Supervising Engineer, Nuclear Licensing
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- Harvis, Supervising Engineer
- Humble, Plant Programs Manager
- J. Johnson, Supervisor, Nuclear Assurance
- T. Jordan, General Manager, Nuclear Engineering
- M. Kanovos, Supervising Engineer
- R. Kersey, Consulting Enginee.r
- M. McBurnett, Manager, IPS
- M. McGehearty, Staff Engineer
- M. Pacy, Department Manager, Design Engineering
- G. _ Parkey,-- Plant Manager
*U. Patil, Supervising Engineer *S. Phillips, Licensing Engineer *R. Rohkugler, Director, Quality Assurance *S. Rosen, Vice President, Nuclear Engineering *C, Rowland, Consulting Engineer * Schinzel, Supervising Engineer *D. Wohleber, Director, EMS &A-1.2 NRC Personnel *J. Tapia, Senior Resident inspector *T. Westerman, Section Chief, Division of Reactor Safety In addition to the personnel listed above,-the inspectors contacted other personnel during this inspectio ' * Denotes personnel that attended the exit meeti_n EXIT MEETING ,
An exit meeting was_ conducted on November 20, 1992. .During this meeting, the ,
. inspectors _ reviewed the scope and findings on the inspection. The licensee-did not identify as proprietary'any information' provided to or- reviewed by the inspector _
A subsequent conference call was conducted on December 4,1992, with Mr. Pacy, and other members of the STP Staf . .
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SOUTH TEXAS PROJECT
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PLAN FOR RESOLUTION OF
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NOVEMBER.19,1992 . REVISED FROM SEPTFAtBER 3,1992 -
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SOUTH TEXAS PROJECT-
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PLAN FOR RESOLUTION OF-
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WESTINGHOUSE STALL THRUST CONCERNS
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SOUTII TEXAS PROJECT ELECTRIC GENERATING STATION STALI TIIRUST AT DEGRADED VOLTAGE . PLAN OF ACTION ,
- Calculate degraded voltage for 118 Westinghouse supplied MOV . The calcuhtted degraded voltage values are well above 80 percent assumed in the original calculations, Safety injection Accumulator discharge-valves A1SIMOVLO39A, B1SIMOV0039B, CISIMOV0039C, and A2SIMOV0039A actual degraded voltage is less than 80 percent, however, all of the above-valv-mtail thrust is higher than minimum required thrust. Furthermore, these MOVs are normally open and are closed against zero differential pressure, ,
therefore, in engineering judgment the MOVs will perform their designed functio , Calculate stall thrust using standard industry equation and stem coefficient of friction equal to 0.15 and 0.2 . For the 80 MOVs which have been tested at least once and STP has the valve - detail information available. The stall thrust calculated using degraded voltage _ from item 1 above is higher than minimum required thrust valu _ For MOVs A1SIMOV0006A, CISIMOV0006C, and A2SIMOV0006A the calculated stall thrust is marginally lower than minimum required thrust in close direction. These valves are normally open and will develop _ adequate thrust during closing, but may fail to open second time. These valves are not required to reope For MOVs A1SIMOV008A and A2SIMOV008A the calculated stall thrust is marginally lower than the minimum required thrust in close direction. These
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valves are normally closed and are required to open. In: engineering ' judgement these valves will perform their designed safety function.-
. For the remaining 38 MOVs calculate the stall thrust at degraded voltage from Item 1 before issuing the Westinghouse calculation' for STP us Unit 1: September 15,1992 Unit 2: February 2,1992-
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_ _ . _ _ . _. . SOUTil TEXAS PROJECT ELECTRIC GENERATING STATION STALI TIIRUST AT DEGRADED VOLTAGE PLAN OF ACTION Perform operability review for the MOVs from item 2 above, which indicate that the minimum required thrust value exceeds the calculated stall-thrust value at the degraded voltage conditio . For the 80 MOVs which have initial baseline test complete Complete (Ref. SPR 920371)
. For the remaining 38 MOVs.
Unit 1: October 15,1992 Unit 2: Februar,, 15,1992 Perform evaluation to upgrade the MOVs to assure that stall thrust at degraded voltage condition is higher than the minimum required thrust or there is a need to improve the margin between stall thrust and the minimum required thrus . Install strain gages on the valve stems to allow direct measurement of thrust values and improve the accuracy of the measuremen There is a large amount of inaccuracy associated with Open vs. Close issue, strain gaging the MOVs will allow STP to directly measure the thrust in close direction. Hence, the large amount of inaccuracy will not have to be included in the evaluatio During 1RE04,33 out of 59 Westinghouse MOVs in Unit 1 are scheduled for strain gage installatio . Dynamic test at degraded voltage condition will be performed on selected MOV This test is expected to show valve operability in the design basis condition. If maximum expected dynamic pressure (MEDP) can not be obtained in this test, an extrapolation methodology (Ref. EI-4.05) will be used to evaluate valve operabilit . A stall test at degraded voltage condition will be performed on approximately 14 selected Westinghouse MOVs to determine stall thrust in static condition. These tests are expected to support the stall thrust calculated using standard industry equation as well as verify the accuracy and applicability of Westinghouse supplied value .._. _. - . . _ . _. _ . _ _ _.--- _ . _ . _ - _ - _ _ _ .. . . ~ . . _ _ __
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. SOUTII TEXAS PROJECT ELECTRIC GENERATING STATIO STALL-TIIRUST AT DEGRADED. VOLTAGE -
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PLAN OF AC'ITON: ,
~ During testing or test result review, if it is determined that the actuator for the given MOV is not adequate to perform the design function, a station problem report (SPR) '
or a non conforming service request shall be initiated in accordance with plant-procedures and if required the evaluation of the MOV in the other Unit shall be ' conducted to assure operability of that MOV or appropriate corrective action-be - take i <
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SOUTil TEXAS PROJECT Et,ECTRIC GENERATING STATION OVERTilRUSTED ACTUATORS / USE OF UP-RATING PROGRAM PLAN OF ACTION The actuators which were left in overthrusting condition are scheduled in 1RE04 for disassembly, inspection, reset, and retest as applicable. Similarly, the Unit 2 MOVs left in overthrusting condition will be disassembled, inspected, reset, and retested as , applicable during 2RE03. For both Units the overthrust condition is evaluated and conditionally released for operation (Ref. RFA-920233, and RFA 920234). In the future outages the actuators will not be left in over thrusting condition. If an overthrust is indicated by the as found or the as left test, an immediate evaluation will be performed to resolve the condition, reset and retest the MO . If any overthrust condition can not be corrected by reset and retest a consideration will given to improve margin, reduce calculational conservatism, replace the actuator, or perform operability evaluation and document thejustification for short period until a proper corrective action can be take . Westinghouse actuator up-rating program will be used on a limited basis until the NRC concerns are resolved by Westinghouse. Applicability of. Westinghouse up-rating program will be determined for each type of actuator. This review may include the information collected on STP specific valves from all the testing conducted up to the time of evaluatio . Kalsi Engineering actuator up-rating program applicability will be evaluated on each actuator type basis. At present the Kalsi Engineering up-rating program is not used for operability justification, however, this program may be used in future. In the August,1992 MOV Users Group meeting in Boston, Massachusetts it was announced that housing cover bolt torquing requirement will be relaxed by Kalsi and only bolt tightness check will be required. Upon publication of this revised criteria, a use o this program will be considered.
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. SOUTH TEXAS PROJECI' 1RE04 SCOPE MOV LIST SEPTEMBER 3,1992
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1' 09/0?/97 1 1RE04 CUTACE VALVf5 fitt DVACl1 WEPORI DVAC?O VALVE VAtVE VALVE VALVE N $Y$ NtNBER $UPPLIER ffPE IUNCil0N 1 Af DIAfMOV0019 $DC M LL $10P 10 (UR IELO PHP 10 $/G 10 2 Af A1AfMOV0048 ROC M tt $ TOP to AUX FEED FMP 10 $/G 1A 3 AT B1ATMOVOO65 ROC M LL 510P 10 AUX f t[0 PHP 10 S/G 10 4 Af C1ATMOV0085 ROC M LL $1DP 10 AUX fE(D PMP 10 5/G 1C 5 AF DIAFMOV0143 ROC M LL $10P $ M510 IUR f EED PMP , 6 Af D1AfIV7526 VAL 1EK GLODE D TUR FEED PMP 10 S/G 10 7 CC A1CCMov00$2 HILLt MC STLY D E00lP HDR 10 CCV "A" 8 CC A1CCMov0059 HILLS MC sfLY 1010 RCFC COOL Colt 11A 9 CC A1CCMOV0070 HILLS HC BfLY 10 fRM RCIC COOL C0ll 11A 10 CC C1CCMOV0129 HILLS MC OfLY ll FROM RHR NT EX 18 11 CC B1CCMov0132 HILLS MC BftY D EQUIP HOR 10 CCV "B" 12'CC* B1CCMOV013T HILLS MC STLY 1010 RCFC COOL Coll 118 13 CC C1CCMOV0147 Hilt $ MC BftY !O f RM RCIC COOL C0ll 118 14 CC 31CCMov0148 HILLS MC aftY 10 fRM RCIC COOL Colt 110 15 CC B1CCMOV0149 HILLS MC BTLY 10 IRH RCFC COOL C0ll 118 16 CC C1CCMOV0192 hilts MC BftY BORON EVAP 10 CCV *C" 17 CC CICCMOV0197 N1LLS MC OfLY 10 10 RCfC COOL C0!L 11C 18 LC C1CCMov0199 HILLS HC BILY lo 10 RCfC COOL Coll 11C 19 CC A1CCMov0208 HILLS MC BfLY ll TRH RCFC COOL COIL 11C 20 CC C1CCMOV0209 Hitts MC BFLY 10 fRM RCFC COOL Colt 11C 21 CC A1CCMOVn291 HILLS MC OftY 10 CCV 10 RCP COOLERS 22 CC C1CCMOV0312 HILLS MC ~EftY CCu "C" 10 EQUl> HOR 23 CC 51CCMOV0314 HILLS MC BILY CCV "B" 10 EQUIP HDR 24 CC A1CCMOV0316 HILLS MC BILY CCV "A" 10 EQUIP HDR 25 CC 81CCMov0318 Mitts MC BfLY 10 CCW 10 BCP COOLER $ 26 CC NICCMov0339 ANCHOR D CATE 1A RCP THERM BARRIER 1$0L 27 CC N1CCMOV0356 ANCHOR D GATE 10 RCP THERM BARRIER 150L 28 CC N1CCMov0374 ANCH0dl 0 -GATE 1B RCP THERM SARRIER l$0L 29 CC N1CCMOV0390 ANCHOR D CAIE iC RCP THERM BARRIER 150L 30 CC CICCMov0392 ANCHOR D CATE CCW TO RC DRN TANK HT EX 31 CC B1CCMOV0403 HILLS MC 8 FLY ll RCP COOLER $ TO CCV 32 CC CICCMOV0404 HILLS MC BILY 10 RCP Cot)LERS to CCV 33 CC A1CCMov0542 HILLS HC BILY ll RCP COOLER $ TO CCW 34 CC A1CCMOV0642 MILLS MC BfLY B CCW HT EX 1A 35 CS A1CsMOV0001A WEST EMD CATE 10 CS PUMP 1A 10 SPRAY 36 Cs 81CsMOV00018 VEST EMD GATE 10 CS PUMP 18 TO $ PRAY 37 CS C1C$MOV0001C VEsf EMD GATE 10 CS PUMP IC 10 SPRAY 38 CV AICVMOV0003 WEST EMD GATE REGEN HT EX TO RC CHG 39 CV C1CVH0V0006 . tt$1 EMD GATE REGEN HT EX TO RC ALT CNG 40 CV C1CYMOV0014 KEROTE$i GLODE REGEN HT EX 10 CVCS LCIDN 41 CV C1CVMOV0023 West EMD GATE 11 REGEN Hi EX TO LEtDN 42 CV B1CVMov0024- WE$1 EMD GATE 10 REGEN HT EX 10 LE1DN 43 CV A1CYMOV0025 Vest EMD~ GATE 10 CV CHG TO REGEN H1 EX 44 CV B1CVMOV0033A KER0 TEST CLOUE RCP SEAL INJECil0N 45 CV stCVMOV00338 KER0 TEST CLOBE RCP $EAL INJECT 10N 46 CV 51CVMOV0033C KER0TEsi~ GLOBE RCP $EAL INJECTION 47 CV B1CVMOV00330' EEROTE51 GLOBE RCP SEAL INJECTION 48 CV A1CVHOV0082 KER0 TEST GLOCE RC EXCES3 LEIDN TO HT EX 49 CV 81CVMOV0083 KEROTEST CLOBE RC EXCE$$ LETDN 10 Hi EX 50 CV N1CVHCV0227 WEST EMD GLOBE EX HT LEfDOWN HTEX DISCHA 51. CV A1CVICV0465 WEST EMD CATE RC LETDN 10 REGEN HT EX
$2 CV CICVLCV0468 WEST EMO CATE RC LETON 10 REGEN HT EX f3 CV CICYMOV8348 WEST EHO GLOBE D CC PUMP DISCHARGE 54 CV A1CVMOV8377a - West EMO - CATE D CC PUMP DISCHARGE 55 fP C1FPMOV0756 ANCHOR D CA1E 10 MEAB 10 CONT FIRE PR01 56 RC A1RCHOV0001A 90S1 EMO CA1E BLOCK VALVE PRES $URlZER 57 RC s1RCMov00018 West EMO CATE et0Cr VALVE PRES $URIZER 58 RN AIRHMOV0060A utsi EMO CATE 5 RHR PUMP 1A 59 RN- elRHM0v00600 WEST EMD GATE $ RHR PUMP 18
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* . .IILE DVAC11 REPORT DVAC20 09/02/92 2 1 RED 4 CU1 ACE VALVES VALVE VALVE VALVE . . VALVE NO, SYS RMBER $UPPLIER liPE IUNCil0W 60 RH C1RkMOV0060C West EMD CATE $ RHE PUMP 1C 61 RM 81RHMOV0061A WEST EMD CATE $ RHR PUMP 1A 62 RM C1RHMOV00618 WEST EMD GATE $ RHR PUMP 18 63 RH A1RHMOV0061C WElf EMD CATE $ RHR PUMP 1C 64 RN A1RHMOV00664 West EMD Gait D RHR PHP A 10 CVCS LEIDW 65 RH 81RHMOV00668 WEST EW7 GATE D RHR Pt4P 810 EVCS LEIDW 66 RH W1RHMOV0067A WEST EMD GRTE RHR PUNP MINI FLOW LINE -
67 RH NIRNMOV00678 West EMD CATE RHR PLMP MIN 1 FLEW LikE 68 RH N1RHMOV0067C WEtt EMD CATE RHR PtMP MINI *lLOW LlWE 69 $1 A151MOV0001A West EMD CATE D RV$110 LH/NHS1 14 7D SI 81SIMOV00018 WEST EMD GATE D RWS110 LH/HMSI 18 71 $1 C15]MOV0001C WEST EMD CATE D RVST TO LH/HH11 1C 72 $1 A151MOV0004A VEST EMD GATE 10 MH51 "A" 10 RCs, LOOP 1 73 $1 B1SINOV00048 WEST EMD GA1E 10 MHSt *8" 10 RCS LOOP 2 74 $1 CISIMOV0004C WEST EMD CATE 10 MH$l "C" 10 RCS LOOP 3 75 $1 AlstMOV0006A WEST EMD CATE D HHSI PUMP 10 RCS LOOP 1 76 st 81SitoV00068 West EMD GATE D HH$1 PUMP 10 RCS LOOP 2 77 51 C1SIMOV0006C WEST EMD GATE D HMSI PUMP 10 RCS LOOP 3 78 51 A1SIMOV0008A WEST EMD GATE D HMSI PHP 10 RCS Hof LEG 79 $1 D1$1M0Y00088 WEST EMD GATE D HMSI PHP TO RCS HOT LEG 80 $1 CislMOV0008C WEST EMD CATE D HHSI PHP 10 RCS HOT LEG 81 51 A15IMOV0016A WEST EMD CATE 10 EMERGY SUMP 10 LHS1 A 82 SI $15tMOV00168 WEST E8C CATE 10 EMERGY SUMP 10 LH$18 83 51 C1SIMOV0016C WEST Ele GATE 10 EMERGY SUMP 10 LHS! C 84 $1 A1SIMOV0018A West Etc GATE 10 LHSI TO RHR Hi (X 85 51 B1SIMOVOO188 WEST EMD GATE 10 LH$l 10 RHR HT EX 86 $1 C151Mov0018C WEST EMD CATE 10 LHSI 10 RHR HT EX 87 51 A15tMOV0019A WEST EMD' CATE D LMS! 10 RCS HOT LEG 1 - 88 St B15tMOV00198 WEST EMD CATE D LHSI 10 RCS HOT LEG 2 89 51 A1SIMOV0031A WEST EMD CATE D LH/HHS1 S!$ RHR TO RCS 90 $1 B1$1MOV00318 WEST EMD CATE D LH/HHSI SIS RHR TO RCS 91 St C151MOV0031C WEST EMD CATE D LH/HHS1 SIS RHR 10 RCS 92 51 A151Mov0039A WEST EMD CATE D ACCUM DISCHARCE TO RCS-93 si B1SIMov00390 WEST Em GATE D ACCLM DISCHARCE TO RCS 94 $1 CISIMOV0039C WEST EMD CATE D ACCUM DISCHARGE 10 RCS
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Outago MOV's To Tect 1RE04 08/28/92 Page 1 STATIC DP ' CNT MOV- AF LI SG AL DVAC STALL DVAC DP FLOW PNT SP COMMENTS 1 D1AFMOV0019 X X X X X X OC,EDP,AF CALC, VAL INSP 2 A1AFMOV0048 X X X X X X . OC,EDP,AF CALC, VAL INSP 3 B1AFMOV0065 X X X X X X OC,EDP,AF CALC, VAL INSP 4 C1AFMOV0085 X X X X X X OC,EDP 5 D1AFMOV0143 X X X X X OC,AF CALC, SEAT LEAK 6 D1AFFV_7526 X X X OC,OT 7 A1CCMOV0052 X X X X X BL 8' A1CCMOV0059 X X X X X BL 9 A1CCHOV0070 X X X X X BL 10 C1CCMOV0129 X X X i PMT FLANGE LEAK 11 B1CCMOV0132 X X' X X X BL 12 B1CCMOV0137 X X X X X BL 13 C1CCMOV0147 X- X X OT 14 B1CCMOV0148 X X X OT 15 B1CCMOV0149 X X X X X BL 16 C1CCMOV0192 X X X X X BL 17 C1CCMOV0197- X X PMT SEAT LEAK- ,
18- CICCMOV0199 X X X X X BL,LLRT PROB,HNDWHL
'19 A1CCMOV0208 X X X LLRT PROB
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X E O S B A R E A R E G G ? N M K E W F A O E G K L N R A B A E E L E E E E D F E R R R R L G I I N A S V I I L A O T C O W W W W I L L N B M O F E H E S S S S E M R, L, L, L, L, , T V M , L L L L C L L L M L L L I O L L L L L L B B B P B B B L C B B B B B B B B B B O P X X X X X X X X X X X X X S X X X X X X T N 3 P W O L X F P X X X X X X X D X X X X X X X X
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X E O S B A R E A R E G G ? N M K E W F A G O E N R K L A B A L E E E E E E E R R R R L G D F N A S V I I I I L A O T C O W W W W I L L N B M O F E H E S S S S E M R, L, L, L, L V M ,
, , T L L L L L L L L C L L L M L L L I O L L B B B O B B B P B B B L C B B B B B B B P X X X X X X X X X X X X X S X X X X X X T
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C A e PV X g DD a "1 P C IL TL AA TT X SS
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V V V V V V V V O O O O O O O O V O O O O O O O O O O O M M M M M M M M M M M M M M M O M M M M C C C C C S S S V M C C C C C C C C C C C C C C V C C C C C C C C C C C C C C C 1 1 1 1 1 1 1 1 1 1 e O 1 1 1 1 1 1 1 1 1 C B C A A A B C A g M C A C B A B N N N N a t T 0 1 2 3 4 5 6 7' 8 u N 0 1 2 3 4 5 6 7 8
9 2 3 3 3 3 3 3 3 3 3 O C 2 2 2 2 2 2 2 2 _
__ . _. __ _ _ _ _ f . . Outage MOV's To Test 1RE04 08/28/92 Page 3 STATIC DP AF LI SG AL DVAC STALL DVAC DP FLOW PNT SP COMMENTS CNT MOV X X X X X X X X 3 X LIVE LOAD, BODY-BONNET,OT 39 C1CVMOV0006 X . X X X OT,0C 40 C1CVMOV0014 X X X X BL, LIVE LOAD 41 C1CVMOV0023 X X X X X BL,HI AMP-42 B1CVMOV0024 X X X X X X 3 X BL, PACKING LEAK 43 A1CVMOV0025 X X X X OC,OT,EDP
.44 B1CVMOV0033A X X X OC,OT 45 B1CVMOV0033B--
X X X OC,OT,EDP
' 46 B1CVMOV0033C X X X OC,OT 47 B1CVMOVOO33D X-X X OC 48 A1CVMOV0082 X X X X OC,EDP ,
49' B1CVMOV0083 X X- X X X X BL, STEM BINDING 50- NICVHCV0227- X b 't ' X X X X- X O X LL,OT,INSP VALVE 51 A1CVLCV0465 X X X X O X LL,OT,INSP VALVE i 52 C1CVLCV0468 X X X X X 3 X BL, PACK LEAK,WHY 3 POINTS' 53 CICVMOV8348 X X X X X BL DP, PACK LEAK 54' A1CVMOV8377B , X X BL, BODY-BONNET , 55 C1FPMOV0756 X X X X X X<= X< X LIVE LOAD 56 A1RCMOV0001A X-X X X< X< X OT, LIVE LOAD 57 B1RCMOV0001B X X
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08/28/92 Page 4 Outage MOV's To Test-1RE04 , STATIC DP AF LI SG AL DVAC STALL DVAC DP FLOW PNT SP COMMENTS ] <
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CNT MOV : X OC,OT 58 A1RHMOV0060A X X X X OT : - 59 B1RHMOV0060B X-
X X OC, COMP HOS, BODY-BONNET 60- C1RHMOV0060C X X X . . X X X OC, BODY-BONNET i 61 B1RHMOV0061A X X X X OC 62 C1RHMOV0061B X X X OC . i 63 A1RHMOV0061C X X X X BL 6'4- AIRHMOV0066A X X
X X X BL 65 BIRHMOV0066B X X X X X BL LS WIRE 66 N1RHMOV0067A X X t X X BL LS WIRE, PACK ADJ 67 N1RHMOV0067B X X X X X BL LS WIRE X' X
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68- N1RHMOV0067C X X X BL 69 A1SIMOV0001A X X X i X X X BL 70 B1SIMOV0001B X X l' X BL - 71 C1SIMOV0001C X X X X
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X OC , 72 A1SIMOV0004A X' X X X X X X OC 7 B1SIMOV0004B. X X
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X X X X OC,OT 74' C1SIMOV0004C X X X X X' X X X X X OC,OT,EDP, LIVE LOAD 75 A1SIMOV0006A X-- X X X
'X X OC,EDP, PACK LEAK 76 B1SIMOV0006B' X', X X X -
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