ML19256D202
| ML19256D202 | |
| Person / Time | |
|---|---|
| Site: | Crane  |
| Issue date: | 03/28/1968 |
| From: | Grimes B US ATOMIC ENERGY COMMISSION (AEC) |
| To: | Boyd R US ATOMIC ENERGY COMMISSION (AEC) |
| References | |
| NUDOCS 7910170699 | |
| Download: ML19256D202 (2) | |
Text
<
W M7 23*g Roger S. Boyd, Assistant Director for Reactor Projects, Division of Reactor Licensing THRU C. G. Long, Chie f, F22 #3, CL 1 Cricea, RP3 f 3, D2' MARCH 19, 196 3 E!!NG '.JITH CD:iSULTASTS ON M2'"ROPCLITAN EDISON AIRCR.iFT CRASH EFFECTS, DCCFlT NO. 50-239 On March 19, 1968 Dr. Mann, C. Long and B. Grimes cet with consul-tants on potential i= pact and fire effects of an aircraft crash at the Metropolitan Edisen Three Mile Island site. The consultants were (1) Mr. James Proctor of the Naval Ordnance Laboratorv, (2)
Mr. Irving Pinkel of Lewis Research Center, NASA (Cleveland, Ohio),
and (J) Mr. Harold Hoekstra, Chief of the Aeronautics Division, FAA.
Mr. Pinkel has an extensive background in aircraf t fire ef fects and ahowed a film of tests in which aircraf t were accelerated and crashed and fuel dispersal studies made. The distribution of the fuel is generally forward of the aircraf t and to the sides about 100 feet but the type of impact and wind will affect the distribution.
Mr.
Pinkel pointed out that when jet fuel is vaporized it can explode but that the explosion serve-more to accelerate the fire rather than give an overpressure problem. At the temperatures created by the fire (flame temperature about 2200*F) aluminum parts of the gilane can also react and contribute energy. The fires af ter a crash are generally fuel-rich (air starved).
Mr. Pinkel suggested that a desira which would cope with crash ef fects would be alternate intakes, several hundred feet apart. He also suggested that a positive pressure in the control room would be a good precaution. Shutoff of intake dampers must allow for the reaction time of the detection instrumentation. For flame detectors this is only 40 to 50 =1111 seconds but combustible cas alarms may require a few seconds to accumulate a sample. Since the fuel may
" channel" in the intake duct, detectors must be physically situated to detect tny stratification. Several points must be used with independent readouts (the electronics should not switch frem one ano ther).
P00R BRGINAL 1447 030 i
..l CFFICE >
$URNAME>
I DAfl > I
.1 Form AEC.318 Gev. W gmga.m m g_m,
~
.r e
_2-Ine deceleration ("() values vnica mient be expected for an air-craf t 1= pact were discussed and Mr. Pinkel said that 60g over about 0.1 sec. wculd be a censervative peak valua. Tais generally acreed with Mr. Proctor's infor:stion from Lockhecd.
" ' ' ~
cc' P. Morria F. Schroeder R. P. Branch Chiefs B. Gri:nes T. Engelhart Dis trib ution :
Suppl.
c-DRL Reading RPB-3 Reading 1447 031 omer,
RFB-3/NL r RPB-3./.DRL
.f.
1 1
BG. times /p<e g jCGEo'nr sunswt>l.
..w..
3/28/68 l 3 / ;.../.68, - _. -.... _ _..
.--.l-----..--...
DATr>
Fbrm AEC.318 i Rev. 9-W mcggy,y pg
,%,,g,