ML20053A515

Affidavit of Jd Cooper Re Util Insurance Dept File on B-52 Overflights of Plant

ML20053A515
Person / Time
Site:	Big Rock Point File:Consumers Energy icon.png
Issue date:	05/18/1982
From:	Cooper J CONSUMERS ENERGY CO. (FORMERLY CONSUMERS POWER CO.)
To:
Shared Package
ML20053A496	List: ML20053A495 ML20053A501 ML20053A504 ML20053A505 ML20053A509 ML20053A512 ML20053A515
References
ISSUANCES-OLA, NUDOCS 8205260169
Download: ML20053A515 (81)

Text

....

UNITED STATES OF AMERICA NUCLEAR REGULATORY COMMISSION o

BEFORE THE ATOMIC SAFETY AND LICENSING BOARD

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In the Matter of

)

) Docket No! 50-155-OLA CONSUMERS POWER COMPANY

)

(Spent Fuel Pool

)

Modification)

(Big Rock Point Nuclear Power Plant)

)

AFFIDAVIT OF J. D. COOPER STATE OF MICHIGAN )

) SS.

COUNTY OF JACKSON )

I, J. D. Cooper, of lawful age, being first duly sworn do state as follows:

I am employed by Consumers Power Company as Director of Corporate Insurance. The Insurance Department has charge of Ccmpany insurance, including determination of proper coverage, selection of carriers and recovery of claims from carriers, and is the depository for all of Consumers Power Company's insurance records and files.

I hold a Bachelor of Science Degree in Chemistry from Muskingum College.

Prior to joining Consumers Power Company in 1968, I was employed by the Ohio Inspection Bureau, now the Insurance Services Office. At Consumers l

l Power Company, I was first employed in the Property Protection Department and l

l joined the Insurance Department on June 1,1974.

I became Director of l

Corporate Insurance on May 1, 1976.

As Director of Corporate Insurance, I direct a staff of ten and am i

responsible for placement of all property, casualty and insured benefit pro-grams, selection of insurance carriers, limits and deductibles, settlement of losses and documentation of claims.

8205260((o9

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2 Attached is a complete copy of the Consumers Power Company Insurance Department file respecting B-52 overflights of Consumers Power Company's Big Rock Point Nuclear Plant.

I have no knowledge of actuarial risk assessments having been made by any of Consumers Power Company's insurance carriers in connee. tion with B-52 overflights of Consumers Power Company's Big Rock Point Nuclear Plant.

The statements in this Affidavit are true and correct to the best of my knowledge and belief.

/

.' Cdbper

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SUBSCRIBEDANDSWgRgTO before me this i es day of May, 1982.

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%7 Notary Public in and for the County of Jackson, Michigan ETHEL V. S'/liH My Commission Expires ;n u wi-

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1 June 21, 1971 Big Rock Paint :haclear Plant U.S. Air ? orca Overflights WHBaris, Michigan Avernas Attached is a copy of Mr. Surear Stanley's response to your letter of June 3,1971 to colonel James M. Campben and Colonel Campben's lottar to you dated. lay 19, 1971.

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d as wooai.no ser..e s.rtfara, conn. ocios r.s a naaa G.co.oi Nog.e H. L $7ANLf 7 i

June 9,1971 Mr. F. C. Voss, Insurance Supervisor 4

Consumers Power Company 212 West Michigan Avenue Jackson, Michigan 49201

Dear Monty:

BIG ROCK PLANT NUCLEAR PLANT CHARLEVOIS, MICHIGAN U _ S. AIR FORCE OVERFLIGHTS Thanks for yours of June 4,1971, enclosing Mr. Campbell's conespondence with the Department of the Air Force.

I guess I wculd have to agree that the odds quoted seem reasonable, espe-cfally the "1.5 in ten billion."

l As previously indicated, we are content with the arrangements outlined and appreciate your assistance all along.

l Sincerely,

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-r A H. S. Stanley ALC r

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i An Organization of Capital Stock Insurance Companies.

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3 UI DD4 DOHliGer ni 1m e cmrea e mee wir,s.'""

'Ynto the icy water with a large explosion.

was so bri:tht-just !!ke de sun had bea~

CHA2 LEVO!X. Mich.-A B32 bomber Mrs. John Smid, Charlevoix, was driv. turned on."

carryin; nme men on a practice bombing ing near the crash s:te when she said she Oan Dreeland of Char!cvoix wa run crashed into Lake Mich::an with a saw "a !!;ht flashing."

watchi.~g television 'n his home w[! ~'

fireba!! explosion that looked "just like "It was frightenmg," she said. "We said he looked out the windo the sun had been turned on."

just didn't know what was happening. It "mought it must be a sunset."

The Coast Guard said Thursday night "There was this beautiful orange g!c-it had apparen*!y recovered a portion of In the sky," he said. "Then, a!! cf a suc one body. However, officials said today I

den, there was a tremendous fireba!!."

they were not certain the original report An Air Force spokesman said the plan had been correct.

4 was c1 a practice bombing mission ove the Bay Shore Radar Bombing Scorin The eight-engine jet was on an unarm.

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Site, !ccated on a hill overlookme me Li-3 cd, practice bombing run when it CRASH

• Petoskey t!e Traverse Bay about ei;ht miles nort SITE *p* Charlevoix crashed Thursday evenmg. Strategic Air of Charlevoix.

Command headquarters near Omaha.

t Neb., said the plane was assigned to the The plane was part of a bombscorin 99th Bomb Wing at Westover Alt. Force unit which regularly drops electroni Ease, Mass.

" bombs."

Heavy snowfall which reduced visibili.

The Bay Shore site consists of a ser:e ty to near zero Thursday night hampered of trailers which house computers fc search cperations by the U.S. Coast evaluating the accuracy of the runs.

Guard and the Air Force. However, the Coast Guard said the snow eased around i:the a::d more eebris was being cVicker Hears Crasl MICHIGAN Jackson attorney Hugh B. McViche In addition to the body of one crew.

i man, two life jackets were found in the Jr. reported hear:ng the bomber crcs svatef, along with other wrecks;e*and from his* Harbor Sprin;s cottage Thurs spilled fuel. The water temperature was day eveni::g. " heard I tand felt it, and -

reported ;c be 33 de;rees.

.ackson was 15 miles away," he said. Before h Wit: esses said the place hit the water, learned what actua!!y had happe::cd h bounced two or three times and smacked.

thought it was a sonic boem.

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June 2, 1971 4

(c4 3IG 2CCX ""M.7 !.11c'.rKt pr/Jr0

(? ar.hrmsc, Aicaigin U. S. Air Force Cverfl.ichts

e. E. c. Ctanley Assistant concral Menacer

uclear Ener J Froperty Insurance Accociation SS WWh4 00.

Eartford, Connecticut rl:102 Cea.r Sten:

24 attached latter dated yay 19, 1971 free the Dryar*--

ment of the Air Force is in reply to our :6. J. H. C=pi.cll's latter dated April 12, 1971 and indicatos:

a) the risk to the 213 noch Feint plant fr:c une of the interi:::

corridor by the Air Force is c:ctre.ely lev, and l

b) the Air Ferco intends to aove tha Baychore route to a new locaticn.

A copy of 24r. J. H. Cacpbell's reply to the Air Force la also encicced statin 6 that he has a.,rced to rem-ptica of the intoria e

training rcute en the undorctan:Hn.3 that the reuto will be relocated by the sucner of 1972 Yours very truly,

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l F. C. Voss FC7:nh Insurance Ouperriser CC JECampbell WRBoria 3larvorA

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l June 3, 1971 ca. me. -

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Directorate of Operstions Dept. of the Air Force Washindton, D. C.

20330 Col. Campbell:

Tour letter of May 19, 1971 has been addressed to 2 risk analysis of an accidant which :might involve one of ymar aircraft with our 2ig Soch reint nuclear poser plant near Cha.rlevoix, Michigan. Dased on data derived from operations *N1** to the rayshore OA91cw-level route, your analysis inlicatos, I understand, that the 14's=11h~:d of rach an accident is extremely ramte, to quote fms your letter:

"3e pr*hiitty that a 3-?2 vill stray 1'rcza the bomb run corridor and crierfly any part of an area mu:losed by a 1.5 nautical mile radius circio carrtered en the 31g Rock ibint ?lant is esiculated as ? 1 x 10*, or about one in a millina.

• !he probability that, during an operational year, any 3-52 will deviste frem the corridor, overfly a part of the three nautical sile rit mater circle centored on the plant, and crash within that circle is less than 1.5 in ten billien. ne probability that such a crash within the circle would result in damage to the plant or injury to the cuployees is, of course, much sum 11er."

On the stren6th of these sasesacents and your plans to move the route Ccusw.ers !!cver s'empany is will6-3, for its ; art, to agree to restep-tien cf the Bayshere low-nititude tralnirs route on an interin basis until the Dayshore scoring facility can be :aaved to a new location, preaucably at I2:pire, Michigan. It is our elece unders+=ti' I that you intend to seek to reroute the Zayshore 03-9 low-level route to 12rpire by the summer of 1972.

This plan to mye the rcute is important in our riev.

h nir you for providin6 us with the risk analysis stich we requested.

0,Yoursverytruly,

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gC/kw CC: Congressman Catald R. For BCC: WRBoris 1 !

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w AsHINGTON. O.C. 20H0

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1 9 !'.u '.?D Mr. James H. Campbell, President Consumers Power Company 212 W. Michigan Avenuo Jackson, Michigan 49201 Dear Mr. Campbell Reference is made to your letter of 12 April 1971.

We were grateful for the opportunity to discuss with Consumers Power representatives the Air Force proposals concerning low altitude training routes in the Bayshore area.

We fael that the 6 April 1971 conference resulted in a much better understanding of the Bayshore situation; we hope that it increased.your appreciation of the complex operations involved as well as the urgent requirement to reopen a training route in that area.

In response to your request for an analysis of the risks which would be involved in reopening the route based on the proposed new. bomb run corridor centerline, located approxi-mately 5.5 nautical miles east of the Big Rock Point Power Plant, HQ USAF has performed an analysis of several factors.

The analysis is based on Strategic Air Command experience in low altitude training operations on all low level routes dur-ing the years 1963-1970,. including the 7 January 1971 B-52 crash in Lake Michigan.

The following key facts emerged from this analysis (based on the proposed interim corridor, a 4.0 nautical mile buffer zone either side of centerline, and the number of Bayshore low altitude bon 6 runs - about 2200 - anticipated during a one-year period):

The probability that a B-52 will stray from the a.

bomb run corridor and overfly any part of an area enclosed by a 1.5 nautical mile radius circle centered on the Big Rock Point Plant is calculated as 1.2 x 10-6, or about onc in a million.

b.

The probability that, during an operational year, any B-52 will deviate from the corridor, overfly a part of the three nautical mile diameter circle centered on the plant, and crash within that circle is less than 1.5 in ten i

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~3 billion.

The probability that! such a crash within the circle would result in damage to the plant or injury tc the employees is, of course, much smaller.

The analysis indicates that the risks to the Big Rock Point Power Plant, based on resumption of training on the interim route, are extremely small.

As I am sure you appreciate, it is imperative that we provide low altitude training for our crews in order to insure that they are highly qualified at all times to accomplish their wartime mission.

The availability of a low altitude training route in the Great Lakes area is vital to this preparedness program; the use of Bayshore, for reasons briefed in detail at the 6 April conference, is the most practical method of meeting this urgent requirement.

Until we can move the Bayshore scoring facility to a new location, the interim route - which misses your plant by 5.5 miles - is the only one in this area available to us, In view of our urgent training requirement and the extremely small risk to your power plant, we plan to initiate training flights on this alternate route in the near future.

We trust our analysis will reassure you of the minimal risk to your property and personnel and provide you a basis fo,r reaching an agreement with your insurcrs.

Sincerely

\\c-k-1 Atch J' IES M. C2'?EILL, COL, USAF Risk Analysis (AF/OA Memo, Dep. Chief, Strategic Ditision 26 April 1971)

Directorate of 0perations 2

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AF/0A 26 April 1971 MDIOPANDLM FOR COLONEL CLARK

SUBJECT:

Bayshore " Temporary Route" B-52/FB-111 Risk Analysis 1.

Reference y,our request for an analysis of the proposed

" temporary. route" at the Bayshore RBS site with respect to the chance of endangering the Big Rock Point Nuclear Plant.

. Major points of relevance and calculations are provided below

. in a step by step seq:.ence.. Our understanding is that the temporary track wil.1 be located about 5.5 miles from the plant at the closest point.

Further, there will be an 8-mile corridor (4 miles on each side of the desired track) with the corridor edge tangent to a one-and-one-half mile circle about the plant.

Aircraf t will approach the corridor limits only if they are having difficulty locating the target (s) which are on or very near the center of the corridor.

If this should happen, the

" lost" aircraft will be directed back toward the center by the RBS site.

Only in the case of a communications failure would the RBS site fail to order a " lost" aircraft back to the center of the corridor, and a communtcacion redundancy of three radios exists at both the RBS site and on each^ aircraft.

2.

The analysis will proceed along the following lines-Seco 1.

Scoring data from 'Bayshore low level bomb runs for the year 1970 will be examined to determine the frequency of gross errors which could recuire a redirection by the RBS site..

The data will be examined to see if'it is reasonable to expect all hircraft with good communications to be kept within the new corridor limits.

Sten 2.

Since off-track errors could be simultaneously accompanied by a co=munication breakdown which would prevent redirection of aircraft back to the center of the corridor, data on communications failure will be examined to determine a probability of co=munications outage.

Steo 3.

Data on navigation errors will ne.t be examined to determine.the probability 6f a navigation error of such a

. magnitude to cause " overflight" of a one-and-one-half mile circle about the' nuclear plant.

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Step 4.

The probability that both a communications error and a navigation overflight' error will occur on the same flight will then be computed by combining the probabil-ities of Step 2 and Step 3.

Step 5.

Data on all crashes on similar low level missions will be examined and the probability of a crash on any low level bomb run will be computed.

Step 6..

Next the probability that a ' crash will occur in any mile of :: low level bomb run will be computed.

Step 7.

The probability that any individual bomb run will end in a crash in the circle of concern will next be computed.

Step 8.

Finally, the risk of a crash in the circle sometime during the next year's cperation will be computed using an estimated number of bomb runs of 2200 at the Bayshore RBS.

3.

The analysis follows:

Step 1.

Based on 16 54 scored bomb runs at Bayshore during the period 1 January 19 70 to 31 December 1970, the circular errors scored by radar indic' ate that the average of f-track distance, that is the distance from the' desired bcmb track to the actual aircraft track, was far less than one-half mile.

(The precise figure, while it was used in the analysis, is classified because it indicates SAC's bombing accuracy.)

There were no bombing errors outside of the buffer zone, set at nine miles on the right of the track

~

and four miles to the lef t during 1970.

Only three bomb scores shcaed a circular error greater than five miles, none were beyond six-and-one-half miles.

Although actual off-track distances for these gross error bomb scores were not recorded, since both range and deflection errors are normally assumed equal, we can estimate that no

' off-track dis tances were greater than four-and-one-half miles.

Bombers are directed back toward the desired track and are given an " abort" score whenever they approach the corridor limits.

There were 13 such aborts during 19 70 at Bayshore.

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Although the smaller, four miles on both sides, corridor may i

result in a slight increase in aborts it is reasonable, based on the above data, to assume that _n_o overflights of the one-and-one-half mile circle will occur so long as bomber /RBS communications are intact.

Step 2.

During1970withatotalof5.834 sorties,we experienced 1 communication outage of the type which could d

have result'ed in a bomber being outside the buffer zone had 1

navigation also been faulty.

In general, this situation would be corrected. because if the communication outage were discovered early enough, as it most likely would be, the bomber would break off the run and not make the attack.

However, a.ssuming i

no such breakoff, the probability of a commdnication outage is computed from the above:

1

-4

=.0005556'= 5.556 x 10 j

P

=

1 1834 h

e Step 3.

In the case of a communications failure, even if the B-52 did not break off, climb and leave the area, the probability of.a navigational error of such a magnitude as to j

i cause overflight of the,one-and'-one half mile circle is small.

i Navigational errors are assumed to be normally distributed about the desired bomb crack.

Although navigational data, as such, are not recorded for Bayshore missions,~ applicable data from Operational Readiness Inspections (ORIs) are available.

On these inspections it is the usual practice to. check air-crews over unfamiliar terrain and against unfamiliar RBS sites.

(Bayshore flights have a large repeatability' factor and hence navigation should be better).

On 498 ORIs with. flight profiles' i

. similar to those at Bayshore, two flights recorded navigational errors of over four miles.

This suggests a normal distribution, N(X,o) 1

e. - (X-5 5) 2

,. with a = 1.399.

Using this

=

2 o / 2r 2o distribution to represent off-course navigation errors at i

Bayshore, the chance, P2, that an aircraft will overfly the circle, given a communication outage,.is given by:

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/1.5 N (X,c)dx P

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- P2.=

e.

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Step 4.

Thus, with the new buffer zone of four miles and j

operational procedures already estdblished, the probability l

of overflight, P3, is given by:

i P

P xP

=

3 1

2 or (5.56 x 10-4) x (2.12 x 10-3)

P

=

3

-6 1.18 x 10 1,

i That is to say that the chance of an overflight for any bomb run at Bayshore will.be about one in a million.

Sten 5.

Assuming a communication outage and a navigational I

error of such magnitude that an overflight of the one-and-one-half mile circle surrounding the power plant does in fact occur it is possible to examine the chances that on that flight a crash in the circle will occur.

Based on historical data of l

l low level crashes for flights of'eliis type, we compute first the probability.that a crash will occur while on a low level

~

bcmb run.

~

The probability of a crash, P4, is mPuted Simp y by '

l taking the ratio of the number of crashes on all low level bomb runs over several years,to the total number of bomb runs of the type being considered here..There have been six crashes l

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including the recent unfortunate accident in Lake Michigan.

There have been a total of 426,078 bomb runs giving a value of

-5 6

1.4 x 10 P

=

=

4 426,078 That is, th'ere are only about 14 chances out of one million that any low level bomb run will in fact end in a crash.

Steo 6.

The average range for this type of flight is 430 NM per low level run.

Hence the probability, P5, that a crash will occur in any given mile is P

4 3.275 x 10 P

=

5 430 Steo 7.

Assuming independence between navigation errors and probability of crash, the probability, P6,.that,.given no warning mechanism for redirection within the corridor, a crash will occur within the circle is -

i 2

-8 1.5

/2.25 - x 2 x 3.275 x 10 p

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-1.5 0

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.- (x - 5. 5) 2 -

dx dy exp 2e O

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-3 2

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1.8678 x 10 2 25 - x exp

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3.9144.

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I The integral in the above expression was evaluated by a graphical method giving the result:

i P

6 The total prob ~ ability, P7, that any aircraft will crash in the circle is given then by, P

P x

P

=

7 y

6 4

(5.556 x 10 4) x (1.225 x 10-10)

=

-14 6.68 x 10

=

This calculati~on neglects the fact that many crashes ceuld occur in the circle and not cause damage to the plant.

In addition, it is a conservative number since crews in troubic can'be expected to take some evasive action to avoid built-up areas or buildings.

Using these conservative numbers we can predict that there is less than one chance in ten trillion that any particular aircraft will crash in the circle.

~

Step 8.

Since we estimate 2200 low level runs at Bayshore using the temporary route in the next year we can compute the

. total risk:

3

-10 (6.68 x 10-14) x (2.2 x 10 )

1.47 x 10 Risk

=

3.

Summary.

i a.

Based on data for the year 1970, the Air Force can assure tihat flights with comnunications intact will not approach closer to the power plant than one-and-one-half miles.

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b.

Based on his torical communication outages and naviga-tional experience, the chance of an overflight is conservatively estimated to be about 1.18 x 10-6 or about one chance in one million.

c.

For any given Bayshore low level bomb run the chance of crash in the one-and-one-half mile circle surrounding the power plant is tauch less than one in ten trillion (.668 x 10-13),

i s.

d.

The risk for an entire year's operation should be more than about one-and-one-half in ten billion (1.47 x 10~g).

4.

Although the data base from which these calculations are made is not large, there is sufficient confidence in their accuracy to observe that even with the " temporary route" the chance for damage to the nuclear plant from SAC low level training flights is extremely low.

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RI HARD J. CAdP Operations Analyst s

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-- ATTENDEIS AT APRIL 6 YEE'"E!G 'am DCD TC DISCUSS BIG RCCK PCE!T CVEEFLIGHTS (Rm 1062-H Street @ 1:00 P.M.)

DCD AEC Lt. Col. James Creb Roger Ecyd Col. Charles Clark Erian Grimes Lt. Cdr. Charles MacVeen Darrell Eisenhut Col. Eenjanin Neff Eter Price l'r, ' - n :.. _ _ _ L /(_ O.).o. 8 6 l. e ^.) 6 e%

Joe Knotts Maj. Willia = ltcCormack Lt. Col. Michael Evans F m l - i 2 ^ " =>

Consumers Pcuer Co.

Major Cornelius Kelly Gerald J. Walke Judd L. Eacon I!EnIA Fremont C. Vcss Sumner Stanley (cx Irt 31671)

NELIA Joseph Marrone s

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April lf. 1971 h

BIG ROCK POEIT DUCL2AR PLLTr Charlevoix, Michigan Nepia File No. 94 Mr. H. S. Stanley Assistant General Manager Nuclear Energy Property Insurance Association 85 woodland St.

Hartford, Conn. 06102

Dear Stan:

Attached is a copy of Mr. J. H. Campbell's letter to Air Force Col. Charles Clark stating the altitude of Censumers Power C apany toward the preposals mnde by the Air Force at the :neeting in Wanhington on April o,1971.

We will keep you adtised of Parther developnents.

Yours ver/ truly,

,'ls, f, F. C. Voss Insurance Super'risor FCV:rdi Attach.

CC: Joseph Ma m.ne

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GeneraA Omces. 212 West Micnigen Avenue, sackson. Mecnegan 49201. Area Coao St7 788 0605 April 12, 1971 Col. Charles Clark HQ,USAF (XOOSS)

Washirgton, D. C.

20330 Colonel Clark:

I would 14'<e to express our appreciation for the briefing ycu gave our representatives, and representatives of AEC and the nuclear insurance pocls, Tuesday in Wa *4 sten concerning the Big Rock Point B-52 overflights.

As I understand the SAC proposal mama at that meeting, you would atte=pt to secure approval for two things: (1) rerouting by the su=er of 1972 of the sayshore 03-9 low-level all-weather practice bc=bing route to a location at Enpire, Michigs.n so that the planes would avoid the Big Rock Point miclear Pla=t by at least 11+ or 15 nautical dies; and (2) panddrg such relocation, use of a te=porary new route at 3ayshore which would call for the P nras to r. void Big 1

Rock Point laterally by at least 5.5 nautical =iles.

I further under-stand that you believe your equip =ent and procedures to be such that no plane flying the te=porary route could approach nEser than 1.5 nautical miles to the Plant.

The first part of your proposal appears to offer adequate protection, and is acceptable to us, on the basis of the minimm distance and m d mm lead time stated above. We are not yet able to t

respcnd with respect to the interim rerouting at Bayshore. If you will send us an analysis of the chances of one of your B-52s or 73-121s straying off course and endanger 4 the Plant, given your 4

proposed frequency of flights, the capabilities of your equiIr.ent, your procedures, and eny other relevant variables, we vill gl=dly review it and respond as quickly as we can. Please know, however, that no proposed route will be acceptable to us unless the inherent risk that a plane flying that route will strike the Plant is so negligible as to be noner!. stent for all practicable purposes. The prospect that a plane might approach the Plant as close as 1.5 nautical miles while flying the "te=porary route" does not excite enthusiass.

i Col. Charles Clark 2

April 12, 1971 You appear to be m*g a sincere effort to satisf/ our concerns and I am hopeful that we vill be able to resolve the : natter in a satisfactor/ vay at an early date. I shall expect to hear frca you 5 con.

Yours very t W,

JHC/ke CC: Hon. Gerald R. Ford BCC: HR'4all (2)

WRBoris ER'dheeler BDHilty FCVoss (2)

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JI2acen 00000ESIS POW 0r C*Tc April 7, 1971 Cggggy suescc7 B-52 Overflights at Big Rock Point INTERNAL CORRESPONDENCE CC em 4.

On Tuesday, April 6,1971, Messrs. Voss and Wane and I attended a 1:00 PM meeting at AEC Headquarters at 1717 H Street in Wa61ngton, D. C. to discuss the Big Rock Point overflights. The meeting was called at the request of the Department of Defense to pemit DOD to explain its problems and require-ments and to propose an alternate practice bombing route. In addition to our-selves, the attendees included:

DOD AEC Col. Charles Clark Roger Boyd Col. Benjamin Neff Brian tri=es Lt. Col. W. O. Bolinger Darrell Eisenhut Lt. Col. James Crabb Eber Price Lt. Col. Michael Evans, Jr.

Joe Knotts Lt. Col. T. J. Skiffington Maj. Cornelius Kelly Maj. William McComack Lt. Cdr. Charles MacVean NEPIA NELIA Sumner Stanley Joseph Marrone Correspondence to D0D concerning the meeting should be sent to:

" Col. Charles Clark HQ USAF (XOOSS)

Washington, D. C.

20330" The DCD presentation was =ade by Lt. Col. Crabb, frcm the F3S Training section at SAC Headquarters, who was introduced by Col. Clark.

In brief, SAC has in mind relocating the route to E=pire, Michigan by the st==er of 1972, but in the meantime utilizing a temporary route which would avoid the Big Rock Point Plant by 5.5 nautical mih a (6.3305 statute miles). An outline of Lt. Col. Crabb's presentation follows:

B-52 overflights at 2

bag Rock Point April 7, 1971 I.

Background

A.

The subject is the Bayshore 03-9 " oil burner."

(An " oil burner" is an all-weather low-altitude training route.)

It covers a 363-mile arc from North Bay, ter=inating on four targets in the water just north of Big Rock Point. It takes about one hour of flying ttne to cover 450 miles, but the statement was also made that the 363-mile run took about one hour.

B.

Chronology 1.

The CB-9 route has been closed since the Januar/ 7,1971 crash (later it was said that the plane that crashed was on course, making a run on the second target at an 800-foot altitude, and was about one minute away from Big Rock).

2.

Rep. Ford addressed an inquiry to DOD on Januar/ 11.

3 On January 14, an assignment was given to a group known as "CEG" to investigate alternate routes.

4 On January 15, the 03-9 route was for= ally closed.

.5 On Januar/ 29, there was a non-tactical flight check of alternate runs.

6.

A new proposal was formulated on Febre/ 9 7.

On February 24, the Pentagon was briefed on new routes.

SAC was requested to check them by flight.

8.

On March 24, there was a B-52 verification flight.

C.

SAC Requirements for OB-9 1.

It is a major route for SAC training a.

B-52s presently b.

planned as a major route for FB-111s.

2.

It is the only route which can support a 400-foot minimum capability. SAC would like to be able to drop to 200 feet.

3 It has a high-altitude supersonic corridor (over 30,000 feet).

4.

It hss multiple targeting, a.

To meet current SAC criteria, the bombers need to drop four gravity weapons within 35 miles of the initial release. This requires the aircraft to

B-52 Overflights ct 3

Big Rock Point April 7, 1971

)

=ake some turns. At Bayshore, 5 to 20 turns are employed.

b.

Each " drop" is made by interrupting a tone. Ground radar assesses the variables and scores the accuracy of the drop.

5 03-9 is one of a minimum of six training routes (although there are now twelve) used to provide target diversification. During the period June 1970 through Dece= der 1970, there were more low-level runs on Bayshore than over any other route:

2,348 runs out of 24,728 total low-level runs 4,318 releases out of 39,456 total low-level releases D.

Other Require =ents for OB-9 1.

Legal (FARS) a.

operate no closer than 500 feet.

b.

avoid airports by at least 5 nautical miles to the extent possible.

c.

avoid IFR control ::enes by 4 nautical miles.

2.

Coordinate routes with FAA, the aviation industry, and USAF.

3 Maintain 3,cco-foot lateral and 1750-foot vertical avoidance of the Big Rock Point Plant.

II.

Investigation of Alternate Bayshore Routes A.

Three alternate routes were checked (showed routes on map overlay, and showed actual tracking papers from the check flights);

alternates are limited by the capability of the radar, which is 23 miles.

1.

Route 1: lost radar contact frem a point 15 miles from the tracking site to a point 9 miles from the site. This is unacceptable by SAC standards.

2.

Route 2: lost radar contact from a point 13 =iles from the tracking site to a point 5 miles frem the site. This is unacceptable by SAC standards (was flying at 1400-lc00 feet above ground level).

3 Route 3: tracked through entire route (was flying at 500 feet abcve ground level). Acceptable.

B-52 Ovarflights at 4

Big Rock Point 3

April 7, 1971 III. SAC Procosal A.

Until B., below, can be accomplished, relocate the Bayshore 03-9 route to Route 3 mentioned above in order to increase the lateral separation from the plant to 5.5 nautical miles at the closest point (in the " race-track" and " climb-out" phases of the run, the craft will avoid the plant by 12 nautical miles).

1.

The run would still have four targets in the water and require some turning by the aircraft to hit them all. ' The targets are off the centerline, but under FAA regulations, the craft must exit the corridor at the centerline.

2.

SAC intends to fly FB-llls on the altered route. These h' ave a 200-foot minimum capability, but SAC probably needs new ground radar to properly track at 200 feet. I came away with the impression that FB-111s would be operating no lower than 400 feet, over the targets.

3.

The frequency of runs would probably not diminish.

B.

SAC would like to per=anently relocate the route to one of optimum capa-bility, as the altered route dsscribed in A. above is not entirely satis-factory to SAC.

1.

After a very fast look, SAC thinks a route at Empire, Michigan might meet its requirements. This route would avoid Big Rock Point by 14 to 15 nautical miles. Neither this route nor the temporary Bayshore route has been cleared with the Chief of l

Staff, who has the final word, i

2.

This relocation could be done by the su=mer of 1972. Land acquisition t

and FAA coordination is required. Although Lt. Col. Crabb said land acquisition was probably the critical-path item, Col. Clark admitted that tne government still owns the old Empire air defense site (which we served), and that it might be a suitable site for SAC's purposes. Col. Clark later indicated that he thought a minimum of 120-days' lead ti=e is required because of publication and other legal requirements of the FAA.

3 A gun of $245,000 had been allocated for a per.anent site at Bayshore, but a hold has been put on this item. The new Empire installation, if it materializes, would probably be semi-mobile, like the present Bayshore site. The Air Force is currently maintaining an idle staff of about 70 at the Bayshore site, and is anxious to have an expression of acceptability of the altered route.

Following the presentation, there was a discussion period. The repre-sentatives of ELIA and NEPIA both said that with the understanding that the alternate Bayshore route would'be utilized only until the route could be

i 3-52 overflights at 5

Big Rock Point April 7, 1971 relocated as indicated within about 15 =onths, SAC's proposal wou21 be accept-able to them. Roger Boyd said he could not give AEC's final answer, but he thought AEC's goal would be to find the proposal acceptable.

Mr. Voss indicated that the position of the insurance pools would take care of our increased premium problem. Mr. Walke and I stated that this would not necessarily mean Consumers Power's acceptance of the temporary alternate, however, the safety of the plant and the public being of_ primary concern. We suggested that what was needed was an analysis of the risks involved in even a 5 5-mile separation, and that it would be desirable to have a cocmunication from D0D or SAC stating that the risks involved were negligible or nonexistent, if such is the fact, and giving some technical justification.

There was some discussion of how far a bcmber could stray from course.

Lt. Col. Crabb stated that straying more than 3,500 feet would be very sloppy, and that the planes are within 3,200 feet of their course over 907, c the ti=e.

The statement was made that even greater precision could be expected within the bombing run, and that the land-water contrast on radar is very pronounced. It is a SAC operating practice for the ground station to verbally correct the course of any craft which strays more than h miles off course. This means, though, that a bomber could come within 1.5 nautical miles of Big Rock Point on the altered Bayshore route before course correction. Also, the correction depends on human action and is not automatic.

The point was also made that all planes =aking the 10w-level runs are unarmed. A D0D public relations can was present (I believe Mr. Walke has his name and address) and made two requests--first, that we give DOD a chance to see any correspondence on this matter that we initiate and that could end up in the press, and second, that any resolution of the matter be reflected in a joint press release by DOD, AEC and Consumers Power. We did not =ake any re-sponse to the first request. In response to the second, I stated that I doubted whether Consumers Power would be a party to any release in which it could not say that it had received adequate assurances fro = DOD that the risks involved in the proposed alternate route were negligible or nonexistent.

I suEgested that a preferable alternative to SAC's proposal might be to continue to refrain from runs on Bayshore pending relocation of the radar station and the bcmbing route to E=pire. This would minbize the risk to Big Rock Point and would inconvenience SAC for only a relatively short time.

(It would also provide SAC with a meaningful incentive to complete the Empire relocation.)

It may well be that D0D will, without further prodding, follow the suggestion =ade at the meeting that it should send us a risk analysis for the proposed alternate Bayshore route. I think it would be appropriate, however, to write to Col. Clark, thanking him for the briefing, asking for such an analysis, and indicating that we will com=unicate car Company's position to him after we have had an opportunity to study his response. On the basis of 4

the facts in hand, I assune we ccald also state at this time that a relocation of the OB-9 route to E=pire so as to miss the Plant by at least 11+ to 15 nauti-cal miles would be satisfactory--especially since the Company has previously indicated the acceptability of a corridor providing only 12.5 miles clearance on either side. A rough draft of such a letter is attached.

. - - ~. -

d Col. Charles Clark HQ USAF (XOOSS)

Washington, D. C.

20330 Colonel Clark:

I would like to express our appreciation for the briefing you gave our representatives, and representatives of AEC and the nuclear insurance pools, Tuesday in Washington concerning the Big Rock Point B-52 overflights.

As I understand the SAC proposal made at that =eer,ing, you would atte=pt to secure approval for two things:

(1) rerouting by the summer of 1972 of the Bayshore 03-9 low-level au-weather practice bo=bing route to a location at Empire, Michigan so that the planes would avoid the Big Rock Point Nuclear Plant by at least 11+ or 15 nautical biles; and (2) pending such relocation, use of a ta=porary new route at Bayshore which would call for the planes to avoid Big Rock Point laterally by at least 5.5 nautical

=iles.

I further understand that you believe your equipment and procedures to be such that no plane flying the te=porary recite could approcch closer than 1.5 nautical =iles to the Plant.

The first part of your proposal appears to offer adequate nrotection, and is acceptable to us, on the basis of the =ini=u= distance and =aximu=

lead time stated above. We are not yet able to respond with respect to the interi= rerouting at Bayshore. If you will send us an analysis of the chances of one of your B-52s or FB-llis straying off course and endangering the Plant, given your proposed frequency of flights, the capabilities of your equipment, your procedures, and any other relevant variables, we vill gladly review it and respond as quickly as we can. Please know, however, that no proposed route vill be acceptable to us unless the inherent risk that a plane flying that route vill strike the Plant is so negligible as to be nonexistent for all practicable purposes.

_ ~-

Col. Charlos Clark 2

.j'

. April

, 1971 a

)

You appear to have esde a sincere effort to satisfy our concerns, st what I as sure =ust be some cacrifice of ti=e, funds and training objectives.

I am hopeful that we. rill be able to resolve the matter in a satisfactory i

vay at an early date.

3 I

Yours very truly, l

James H. Campbell CC: Hon. Gerald R. Ford 1

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a Suestc7 3-52 Flights In te Vicinity YY Cf Mg bck Point INTcnNAL CORRCSPONCENCC WRBor13, Michigan Avenue 3raneter, Par =all h ri cc HPGraves, Michig:m Avenue v'FC7cas, Michi6s3 Avenue tArm1cy, Parm11 Road

.TT.h, Michic.3n Avenue AVBume, hrnall Tbod Reger Scyd of AEC-DEL callM today to invite Camu:::crs Pcvt= Cet juny to send represcutatica to an "infor=al" z:ceting h.cre the newly established 3-32 bcubi=g pract1cc runs in the Big Ecch Point arca veuld be discussed. Ec noted that representatives frca the DevwLui, of Defense-Air Fcree, AEC-Cec-pliance, AEC-Tegal, FAA, IEPIA and I22.IA vould also be in at+W mce. He meeting is schah1M for 1300 Tuesday, April 6,1971 at AEC headquarters, H-Street, Wanhtngton, DC.

Although Mr. Dcyd did not say so, I suW that the.'ir 7t:rce cannot fully comply vith the czclusica distance criterica established vith IEPIA. 2oy prt %17 vant to verk cut nev c-iteria that are acceptabic to all the parties 1:riclved. It *M appear prudent to have operations, legal c:si insurance rep.

recentation from Censucers Power Ccepany at this meeting.

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J Scheduled 3-52 Flights at Low

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Levels in the Vicinity of Big Rock Point lNTERNAL COR9CSPONOCNCC JHCa=pbell, Michigan Avenue RLEaueter, Parnall Read cc HRWall, Parnall Road RAWells, Parnall Read RM.anley, Parnall Road STCross, Michigan Avenue AVHu=e, Parnall acad CJHartman, Charlevoix Reger Boyd of AEC-DR1 called again late yesterday. He noted that the flights scheduled for March 12, 1971 had been postponed and tentatively rescheduled for Wadnesday, Ma-ch 17, 1971. The rescheduling was centingent on a =eeting to have been held late yesterday with an unna=ed congress =an.

Mr. Boyd vanted to advise us of the rescheduling, and also to elicit frc= us a state =ent en the planned flights for presentation to the unna=ed congrecstan.

He noted at this point that he had contacted a Lt. Su er of liEPIA vho had stated that the flights as described vere acceptable.

I checked with d'r. Ca pbell and as a result of this gave the folleving statement to Mr. Eo.'d:

" Consumers Power Cc pany has no objections to the 3-52 flights as specified in the telephone conversation 'cetween Ecger Boyd of AEC-CRL and Gerald Walke of cu-ecepany, that is, three flights at heights of 5CO to 2200 feet, no closer than six =iles to Big Rock point, and also provided that ITEPIA cencurs that six miles is adequa*.e distance frca a censideration of the hacards involved."

The Department of Defense expects to put cut a press release on March 16,1971.

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suescc7 Scheduled 3-52 Flights At Lov Levels In The Vicinity of Big Rock Point lurcan a coaacsponocucc cc JHCampbell, Michigan Avenue RLHaueter, Parnall Road HR*4all, Prnall Road RA' Jells, Parnall Road RALanley, Parnall Real STCross, Michigan Avenue AVHume, Farnall Road CJHart=an, Charelevoix Roger 3cyd of AEC-DP1 called today to inform us that the Depart =ent of Defense had scheduled three 3-52 flights at lov levels (SCO - 22C0 feet) in the vicinity (no closer than o miles) of Big Rock Point between 1200 and lLCC, Friday March 12, 1971. The purpose of the flights vill be to test and establish new benbing practice tracks.

Mr. Boyd stated that the Department of Defense was going to nake a press release this afte,rnocn concerning the flights. The Department of Defense contact is a Lt C=dr Charles MacVest., Office of the Assistant to the Secreta y of Ocfense - Atetic 2 crgy. tis rce. tcr vc3 given to =0 as CC2 '545 670C.

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February 22, 1971 BIG RCE FOINT UUCT2AR FI/RT Air Force Overf11ghts Mr. B. G. Anderson Marsh and McTannan, Inc.

231 S. IaSalle St.

Chicago, Illinois 6060!+

Dear Mr. Anderson:

With the resolution of our problem of Air Force training flights in the vicinity of the Big Rock Point Nuclear plant to the satisfaction of NEFIA as indicated in the attached copy of a letter frcs Mr. H. S. Stanley, I am sending you a ccarplete file of the correspondence on the subject which you may find of interest.

Yours very truly, g:C F. C. Voss Insurance Supervisor FCV:nh Attach.

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FCVoss, National Tbwer Bui W ng

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February 22, 1971 Big Rock Point I.telear Plant Air Force Overflights i

/dIAymond WRBoris The attached letter from Mr. H. C. Stanley, Assistant General Manager of the Nuclear Ene w Property Insurance Association indicates that our efforts to eliminate Air Force training activities in the vicinity of the Big Roch plant h;ve resolved this problem to their satisfaction. Based on Mr. Stanley's assursace that NEPIA vaald rescind their insurance rate increase if the matter were satisfactorily settled, I do not anticipate any additional charge for the Big Rock plant property insurance.

I suggest that a close v. itch be kept on fature Air Force actavities to see that the seven to ei ht miles of horizontal space fras the plant is G

maintained in accordance with the assurances of Major General John C. Giraudo's letter to Congressman Gerald R. Ford dated January 29, 1971.

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February 16, 1971 Mr. F. C. Voss, Insurance Superviser Consumers Power Company 212 West Michigan Avenue Jackson, Michigan 49201 i

Dear Monty:

BIG ROCK POINT NUCLEAR PLANT CHARLEVOIX, MICHIGAN NEPIA FILE NO. 94 The continuing efforts of your Company and the results being obtained are most i

gratifying.

l Certainly we want to be reasonable in our position and this is to say that if it develops that "within the air space available and the limitations of the radar bomb scoring unit, viearance may be more in the order of seven to eight miles" and the new routes are laid out accordingly, NEPIA will not interpose any further objection.

We are in complete accord with Mr. Campbell's comments regarding comparison of domestic air traffic with B-52 bomber flights,

f Sincerely,

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H. S. Stanley l

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An Organization of Capital Stock Insurance Companies.

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.rebruary 10, 1971 EIG ROCK Por:T UUCL?R PIRIT Charlevo u, Micn16an ICFIA File.No. 54 i

Ifr. H. S. Stanley Assistant Genersl it.,nner In2 clear Energy Property Insurance Association 85 ucM1,M St.

Hartford, Connecticut 061C2

Dear Stan:

Subsequent to our letter to you of Janunzy 25, 1971, a further -m4catica vna received fr::m Cc=gress=nn Gerald R. Ford trvumritting to us a letter ou*1%4"2 the latest activitics of the Department of the Air Ibres to adjust the Bay Shore (Michi;;=n) Air Force training route. Copies of Mr. Ford's letter dated Februaz/ 3, 1971 and the letter of the fe#ar, of the Air Force dated January 29, 1971, signed by John C. Girsudo, Major General, U.S.A.F. are attached.

A copy of Mr. J. H. Campbell's reply to Mr. Ford is also attached. Ycu vill note fran Mr. C:mpbell's letter that further acticn by N-es Power Campany in this cattcr is continC:nt on '.2 PIA's reactica to the assursncos of the Department of the Air Force that they will cer^u t only high altitude training flights (above 30,0cc feet) with caly occasicnal " route check" flights by " select crava" at icw level and all flichts to maintain clearance of seven to ei6ht :: riles fran the Big Rock Point plant.

Ycurs very truly, pl s

F. C. Voss Insurance Supervisor FCV:nh Attach.

CC: JF4ampbell WRBoris

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r C0FY Februarf 9,1971 Mr. Gerald R. Ford Congress of the United States Office of the Minority Leader House of Representatives Washington, D.C.

20515 Jerry:

Thank you for your letter of February 3 relating to the sig Rock Point Nuclear Plant and the low altitude, high speed training route of the Department of the Air Force.

In the Air Force letter to you of January 29, a copy of which you sent me, General Giraudo gives notice that "it now appears that withir the air space available and the limitations of the radar bomb scoring unit, clearance nay be core in the order of seven to eight miles". The General assumes that Consumers Power Ccmpany specifies the twelve and one-half mile clearance limit where as, in fact, this request is comirg to us from NEPIA, the insurance people.

General Giraudo seems to feel that we should be content with the seven to eight mile clearance and he cites the proximity of the Charlevoix Airport as well as the alreay traffic between Pellston and Traverse City. My reply to that is very simple. Neither North Central Airlines nor traffic into the Charlevoix Airport involves anything ap-preaching the bulk and speed of a B-52 bomber.

We are sending a copy of your letter and the appendix Air Force letter to the NEPIA underwriters.

If they have no reservations about the seven to eight mile limitation - well and good. However, should they offer an objection I will =ake it a point to get in touch with you. As a matter of fact, we vill inform you of the NEFIA position.

Thank you very much Jerry for your effective. assistance in getting the Air Force to heed to our ples. We appreciate it.

Yours very truly, James H. Campbell (Signed)

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20515 February 3, 1971 Mr. James H. Canpbell President Consumers Power Company 212 West Michigan Avenue Jackson, Michigan 49201

Dear Jim,

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You will be interested, I am sure, !

the enclosed copy of a reply which I have just received fron the asartment of the Air Force further concerning the low altitude high speed training route in northern Michigan.

You will note that we are now told that-every effort is being expended to relocate the route and until such tima as a new ona is approved only the necessary route check aircraf t manned by highly qualifiad select crews will be flying low level at the Bayshora training route area. These aircraft will be specifically instructed not to overfly the Big Rock Point nuclear power plant.

l Warmest personal regards.

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Dear Mr. Ford:

This is in reply to your latest letter concerning the i

Bayshore, Michigan (Eas t) Low Altitude, High Speed Training

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Route.

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After receipt of your initial letter, the Air Force started action on January 5 to amend the route in question.

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Since then we have been working continuously to this end

y and hope to have a route adjustment ready for flight test-ing in the very near future.

In this connection, as we A

pointed out in our January 7 reply to you, amending a route * '

]j is a complex and time-consumirfg action which requires coordi-nation with all air space users involved and the Federal Aviation Administration.

t Prior to the January 7 accident, we had not stopped cur low altitude flights on the Bay Shore route, which did overfly the p'ower plaht at the end of a radar run, because we had been using it since 1963 without incident and need the route to keep our Strategic Air Command crews at maxi-

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mum operational effectiveness.

Howevar, following the crash

'j we suspended all such flights on this particular route and are now conducting only high altitude radar training flights c,

(above 30,000 feet) in the area.

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.You ill recall that in our last letter we advised you 3

that we would attempt to clear the plant by the 12 and one-

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half statute miles requested by Consumers Power Company, con-tingent upon the availability of. alternate air space.

From

,1 preliminary es timates, it now appears that within the air y

space availanle and the ' limitations of the radar bomb scoring

'i unit, clearance may be more in the order of seven to eight

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miles.

This distance provides at least as much clearance j

from the power plant as the airway traffic using airway V-193

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between Pellsten and Traverse City, Michigan.

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J noted that Charlevoix Airport, which has approximately 5180 annual cperations, is located about five miles from the pcwer j

plant.

Pleese be assured that every effort is being expended

.'I to relocate the route in question.

Until such time as a new

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one which provides che best possible clearance can be approved, only the necessary route check aircraft manned by highly qualificd " select crews" will be flying low level in the Bay-j shore training route area.

These aircraf t will be specifically

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plant.

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F7.5 January 26, 1971 BIG ROCK Ponrr m1 CLEAR FIATT Charlevoix, Michigan NEPIA File No. 94 Mr. H. S. Stanley Assistant General Manager Nuclear Energy Property Insurance Association 85 Woodland St.

Hartford, Connecticut 06102

Dear Stan:

The attached article fran the "Petoskey (Michigan)

Erening News" :nay be of interest to you. I am glad to see that the Department of Defense is coordinating with NEFIA in organ 424ng new flight remates.

Yours.very truly, t

i F. C. Voss Insurance Supervisor FC7:nh Attach.

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F O MM 17 coni, y.70 CLIPPING SHEET

, MCHDAN CODSum8fS CUPPED FROM NORTHWEST DIVit'ON OTilCE EC'l,'Of Cu m a sy O'EUY DATE OF ISSUE h

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C1 01 ut'are low level flights over a SAC radar

'"S C' plans to change Bay station at Bay Shore wSI be Sharo Radar station low level flown "to avoid overflights of j-the Big Rock Nuclear plant by

'rcut;s chdassociated s'mulated targets to avoid the Big Rock the maximum possible.

distance" according to a report plant by the mczimum possible distance without relocating the -

from SAC headquarters, radar station.' The exact.

Omaha, Netraska.

The report was released last organi:m n of U@t dstances d be new routes wul W night by a representative of the the coordinated through.

Air Eorce. Invest!2atfrJL1eam.

presently studying the crash of Department _ofpfanyfejq a B-52 bomber near the Con k __

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north of Charlevoix.

~ TOM m ~],1deg is rauta The SAC announcement is in response to requests from '

cluinges, all low 1: vel flights

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Comsumers officials asking have been suspended."

l thatthe missions be rerouted by According to statem:nts it.st SAC to avoid the Big Rock plant week from Big Rock in-l by "12% miles either sida."

' formation Creetcr Bill Wilsen, contacts abcut the Eights were The announcement also I

stated thatlowleve1Riahts over first made in ISfri r.nd then l

the aren are presently numerous times since.

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" suspended."

High level flights, the spokesman pointed out, are being continued. He said five aircraft "made a total of 11 flights over llay Shore between January 13-18." He said none of the flights were over the Big l

l Brt.k plant.

'Ihe A!r erce scurce read the v

l following statement concern M i

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FQ'N 47 eQu 7.70 CLIPPINO CHGET ConSUrners CUPPED FROM CUPPED BY N OIO DATE OF ISSUE

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CHARLEVOIX - Future low level Hights over a SAC radar "SAh plans to change Bay station at Bay Shore will be flown "to avoid overnights cf Share, Radar statica low level routasandassociated simulated the Big Rock Nuclear piant by the maximum possible -

brgets to avoid the Big Rock distance" acecrding to a report plant by the maximum possible from SAC headquarters, distance withat relocating the Omaha, Netraska.

radar station. The exact.

The report was released last crgani:ation of H!ght distances of the new routes wi!I be night by a representative of the Air F_orce. Investizattnz_ team.

coordinated through the presenuy studymg the crasa of,

Department cf_ Defer.se wi;*2 the a B,52 bomtar near the Con.*v Nuclear Energy 'Prcperty sumers Peer plant, two miles Association, the insurance north of Charlevoix.

' group which provides the proper coverage for the Big De SAC announcement is in Rock plant. Pendnt the rmte response to requests from

• changes, au low level @ts Comsumers officials asking have been suspended."

that the missicns be rerouted by Accordbg to stam last SAC to avoid the Big Rock plant week from Big Rock in-by "12% miles either side."

formation director BiH Wilson, The announcement also contsets about the Eights were stated thaticulevelcisht.n owr first clade ir "A4 and then I

the area are presently numerous tunca since.

l "stspended."

High level nights, the stvaknrmn pointed out, are being continued. He said Sve aircraft "made a total of 11 flights over Bay Shore between January 1318." He said none of the Hights were over the Big Rock plant.

De Air Fcrce source read the following statement concerrjng U

JAN 2 51971

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I January 25, 1971 BIG ROCK POI'C NUCl2AR PLtc Charlevo u, hicnigan NEFIA File No. 914 Mr. H. S. Stanley Assistant General MaiJger Nuclear Energy Property Inmarwice Association 85 Woodland St.

Hartford, Connecticut 06102 l

Lear Stan:

l In response to our Mr. J. H. Capbell's letter dated December 16, 1970 to Ccngressman Gerald R. Ford, we have received the attached reply frcm Mr. Ford with the acccmpanying letter fra the repart:sent of, the Air Force. You will note that the Air Force letter was dated Jmsnef 7,1971, the day of the bmber crash in the training area and was obviously written before news of the loss was received.

Mr. Ferti's letter indicates that, following the bmber crash, he had vritten a secord letter to the Air Force but as of Jarmry 12, he had received no reply.

Your suggestion that we cen'tr.ct Mr. Harold Price of the Atmic Energy Ccmission to use his influence to persuade the Air Force to rercute the training run was considered by Mr. Harold Graves, Vice President a=d General Counsel of Consumers Power Ca pany and who is perscnally acquainted with Mr. Price. Mr. Graves believes that our contact through Congres= man Fcrd is the stronger of the two and felt it unwise to pursue the matter fr m both directions at this time.

We believe that the Air Force letter is as strong a emaitment as can be given, short of complete abandr =mt of the Bay Shore training run. The recent unfortunate accident will undoubt edly reinforce our position even further. According to Mr. C. J.

Hartman, superintendent of the Big Rock Point Plant, his personnel have not observed any training flights since the date of the Air Force letter.

We would appreciate your impression of the assurances provided by the repart:nent of the Air Force.

Yours very truly,

[ii F. !. Voss FCV:nh Insurance Supervisor Attach.

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Mr. James H. Campbell President Consumers Power Company 212 W. Michigan Avenue Jackson, Michigan 49201 i Dear Jim.

You'll be interested in the enclosed copy of the letter which I just received from the Department of the Air Force concerning the training route over the Big Rock Point nuclear plant.

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. I am pleased to note on the second page that the spokesman for the i Air Force indicates that "every attempt will be i::ada to exclude the Big Rock Point Nuclear plant by the requested 12-l/2 statute miles."

t Just before receiving this letter I had again written the Air Force pointing out that the loss of the Air Force B-52 in Lake Michigan took place only six miles from the Big Rock Point nuclear plant.

The Air Force hasn't had a chance to reply to that letter.

I hope that the matter can be resolved to your satisf actied and to that of the Air Force.

I trust that you will be kind enough to keep me advised of developasnes. A letter similar to this is also being sent to Fred Perry.

Warmest personal regards.

Sincerelf, l[ lc,v,'

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January 12, 1971 Honorable Gerald R. Ford Ccngress of the United States House of Representatives

'4ashington, D.C.

20515 Dear Congressam Ford A short ti=e ago Jim Carobell vrote to you concerning the matter of the Air Force practice bo=bing runs over our 31g Rock Point Nuclear Power Plant. ~ as sure you are aware that en Ali-Force bo=ber crashed seme six =iles north of the Nuclear Plant while on a bo=bing run on January 7.

For your infomation, I am attaching a reprint from the Grand Rapida Press of January 8.

Mr. Fred Perry of our office contacted Frcr.k Meyer urging serious Air Force consideration of altering these be=bing runs.

This continues to be a =atter of grave concern to us, and we vould appreciate any assistance you can give us.

i Very truly yours,

'4. R. Boris liRB/bjs Attach.

bec: Fred B. Ferry F.C. Voss

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Mr. Frank Meyer H-230 Capitol Building Washington, D. C.

20515

Dear Fran.V:

Re: Our phone conversation this ::crning in which we discussed the trar:ic loss of the Air Force B-52 in Lake Michigan only six miles frcu our 31g Roch !Atelcar Pht.

You indicated you were going to call your Air Force contact to whoca Gerry referred Jim Ct..pbell's letter of Decer.ber 16, 1970.

Thanks again for your help. We veuld appreciate knowing as socn as the Air Force takes any action.

Sincerely,

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NEPIA File No. 94 1

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Mr. H. S. Stanley

Assistant General Manager Nuclear Energy Property Insurance Association 85 iloodland St.

Hartford, Ccnnecticut 06102

Dear Stan:

As a result of our Mr. J. H. Campbell's letter 1

dated December 16, 1970 to Congressman Gerald _R. Ford we have received Ithe attached reply from Mr. Ford with the accompanying letter from the Department of the Air Force. You will note that the Air Force letter was dated January 7, 1971, the day the bomber crashed on the training

' un. It was obviously written before news of the loss was received.

r Mr. Ford's letter indicates that, following the bcaber crash, he had written a second letter to the Air Force but as of January 12, he had -

received no reply.

A copy of an article from the"Petoskey (Michigan)

News Review" of January 15, 1971 is attached which quotes Captain Leo Sanches of the bomber crash investigating team as stating that icw level flights have been postponed indefinitely and the training run i~

is presently open for high level flights only.

Your suggestien that we contact Mr. Harold Price e

I-of the Atemic Energy Cem.ission to use his influence to persuade the t

.l Air Force to reroute the training run was considered by Mr. Harold Graves, Vice President and General Counsel of Consumers Power Ccmpany 1

and who is personally acquainted with Mr. Price. Mr. Graves believes' I

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i that our contact through Con 5ressman Ford is the stronger of the two and felt it unwise to pursue the matter from both directions at this j

time.

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We believe that the Air Force letter indicates a definite concession en their part and feel that the subcequent crash l

,of the bcmber en the training run will further reinforce cur request

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!for avoidance of the Big Rock Point Plant in the future. In a recent conversatioa with the Superintendent of the Big Rock Point Plant, he I

stated that the plant personnel had not ob;erved any Air Force flights sir. e the January 7th crash.

l Any further word frem either Congressman Ford or the Department of the Air Force vill i=ediately be forvarded to you.

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BIG ROCK POII:T ?!UCIZAR FIAl;T Practice Bombing Run Between 18:30 and 19i00, January 7,1971, a 352 SAC bomber frc=

Vestover, Massachusetts crashed five to six miles north of the Big Rock Point Plant.

It is understood the plane was on a practice bombing run flying at about 360 mph with no weapone aboard. Radar contact with the plane I

was lost near Cross Village. Weather conditions were poor; a snow storm of near squall intensity was occurring at the time.

The crash did not effect plant operations. Al Sevener was the shift supervisor on duty. On hearing a loud explosion he rushed out and saw a large fire ball. Al was the first person to report the incident to the Coast Guard.

Subsequently, Al was interviewed, but at this time it is not known by whom.

Above infor=ation was obtained from Cy Hartman, Plant Superinten-dent and R. B. Sewell, General Office Bulk Power Supply.

I J. D. Cooper 1-8-71 e

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Dear Mr. Ford-

'Uc refer to your letter in behalf of Mr. Janen H.

Campbell, Procident, Consunors Pcuor Company, regarding the Daychore, Michigan (Zact) (OD-9) Lou Altitudo,IIigh Spcod Training Route, In the establinhnent of low altitudo, high speed train-ing routes, the USAF complies uith the Air Force (AP) and Federal Aviation Iv3ninistration (FAA) regulaticns.

Addi-tionally, many variabics such as freg ency of utilication, caso;of acccco, underlying geograr.hy and accbapanying air-space play dominant roles in determining the Jocation of the operationally required training routes.

The AF'has recently concluded a scrica of natien uide conferencca uith the FAA and other militarir servicec cn the sub oct of lou le'vol training routec.

With safety and mis--

J cion accomplis,hment ac pri:tc concidcrations. nany routca ucro climinated or consolidated.

It is anticipated that this type of review vill be a continuing offert on the part cf both military and civil interesta in an attenpt to gain more efficient and equitable airspaco utilization.

Dhychore, Michigan (East) (03-9) Lou Altitude, High

, Spcod Training Route is a ucll established routo ard hac been the subject o.f previous review.. Although the routes vary with the require ents of the nt!.cnien. the cost of

' relocating an instrumented route such as this in oncessive.

l the F1A has n't bcon receptivo to change on this

,In addition, o

particular route, primar13y due to the ntmber of m. mil, civil airficids in the vicinity.

Any proposed change in thin pub-lished route would require coordination uith all airspace uncrs, including Canada, and adequhto tirc granted'for chart-ing and publication.

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Tho Strategic Air Conannd, the prinary uuer of the i

~Dayahore, Michigan route, hac been notified of the Concuicrc i

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Power Company's probicra with the Huclear Enorgy Property Insuranco Association.

In this regard, uithin the capabil-I ity of the radar sito established at Bayshore, nichigan and the availability of alternato air.cpace, every attempt will be made to e::clude the Dig Rock Point Nuclear plant by the requested 12 1/2 statute miles.

The opportunity to present the views of the Air Force on this matter is appreciated.

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20515 December 21, 1970 I

Mr. James H. Campbell President Consumers Power Company 212 West Michigan Avenua 1

Jackson, Michigan 49201

Dear Jim,

Just a note to thank you for your lettar of Dace =bar 16 outlining the problem concerning the Air Force training route and the Big Rock Point

uclear plant.

I have sent a copy of your letter to the Air Force with a requast for an investigation and report. As soon as I hear I will let you know.

Warmast personal regards.

Sincere' y i

Caral I. Ford l',. C.

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December IB,1970 BIG ROCK PODT UUCLZAR PIMF Charlevoix, Mich16an NEPIA File No. %

Mr. H. S. Stanley Assistant General 14annger Juclear Energy Property Insurance Association 85 Wood 1nnd Street Hartford, Connecticut C6102

Dear Stan,

In accordance with our recent telaphone co:riersation, ve are forwarding herewith a copy of our letter to Congressman Gerald R. Ford, signed by Mr. James H. Campbell, President of Consumers Power Company, requesting Congressman Ford's assistance to discontue I

the Air Force training activities in the vicinity of the Big Rock Point Nuclear Plant.

In a recent discussion with Congressman Ford's office, it was indicated that this letter would result in 1::nnediate action.

We vili ke.eo you advised as soon as further voni is received on this cub, ject.

Yours very truly, l

FCV;es F. C. Yoss Attach.

Insurance Supervisor i

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COPY tecember 16, 1970 3onorable Gerald 2. Ford House of Hepresentatives Washingten, D. C.

20515

Dear Gerry:

Consumers Power Company is the owner and operator of s -1===

electric Cenarating plant :nsown as the 313 3cck Point !A: clear plant located near Charlevoix, Michigan. Construction of this plant b e n in May, 1960 and operations ererwnced in January,1963. Its 75,000 w of genersting capacity is an important scures of electric power to the north-west section of lower Michigan. In zuiditica, the Big Rock hint plant is an impcrtant training facility for operating crap 1=yees of other nucinar pl nts of thia Cmpany and other ecmpanies, both dc=estic and foreign.

In late 1963, Consumers.h Cmpaar became aware that the U. 3.

Air Force was conducting trMning runs of bceber-type si.6. in the immediate vicinity of the plant. It subsequently devulcped that the Air Force had estab11 abed the **0syahore, Michi3an (East) (C3-9) Iew Altitude,

• igh Opeed Trnining Route", which originates about 70 miles ncrth of the d

Big Rock Point plant and terminates at a point approximrtely over the plant.

A radar facility was censtructod at Bayshore, Michigan in July,1963 for the purpose of trackirg ai.6 in the training area.

darly in 1962 the Capacy lodged a== inint about this practice 4

with the U. 3.. Department of Defsnse thicu6h the U. S. Atmic Energy enmitsaien. We vere told that the Air Force vould be instructed by the Department of Defense not to permit airerstt to fly directly over the plant and we were further assured that the aircraft veuld be flyi.g no lower than 1,000 feet, on November 6,1970, we were advised that this Air Force training activity had just eme to the attention of the :haclear Energ Property Insurance Asacciation, the insurance group which provides the svywi.y coversgo for the Dig Rock Ibint plant. 'D2e Insurance Assor tatim expressed their extreme concern to us that the plant was subject to this hazard and requested us to make all reasonable efforts to have the Air Force activities in the vicinity of the plant disocatimsad.

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Ilonorable Gerald ho Ford 2

Master 16, 1970 p,=,.3 yi G

2:.% the time we *.vero -orking to detenmine the precise nature of the Alt force runs and arrive at s solution acceptable to Canmaars 9)ver Ccirc.acy, the U. d. Air Force and the !haclear Energ.%Ai.y In-eatce Macciation, tho (naursnee Associatica actified us that effecti?c December 9,1970, the seg,rty insurance pr-mium fer the !!ig :tock Point plant was increased fresa.',J03,000 to 2216,000 per year. This increase was ta. sed on the aquences of m nc-mat thich rould ptrate the cont = M W vessel or the turbine bui m M. Admittedly, the possibility of such an ar.cident is remote, bcn ever, the resultant consequences micht be.3 rave.

This situation ashes it i::rporative that we request your assist-ance to have the route structure of "Dayshore, P4 % = (East) (03-9)

Icw Altitude, Iligh '.ipeed Training acute revised so that it exc1r.!as by a mini= distacce of at least 12} statute miles (en a horizontal plans),

the 313 Rock Inaclast plant location situated at 45 22' N latitude and c5 12' W lon61tude.

We ahnti deeply appreciate your early assistance to

• h pressing problem, Gerry.

Merry Christmas and Happy New Year!

Cordially,

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Air :orce Irainang corridor Honorable, Gerald R. Ford Room H 230 Capitol Building Washington, D. C. 20515 L:ar Congress =an Ford:

Consumers Power Ccmpany is the owner and cperator of a nuclear electric generating plant known as the Big Rock Point Nuclear plant located near Charlevoix, Michigan. Const metion of this plant began in May, 1960 and operations com=enced in January, 1963 Its 75,000 IN of generating capacity is an important scurce of electric power to the north-west section of lower Michigan. In addition, the Big Rock Point plant is an i=portant training facility for cperating e=ployees of other nuclear plants of this Cc=pany and other cc=panies, both domestic and foreign.

In late 1963, Consu=ers Pcwer Cc=pany became aware that the U. S. Air Force was cenducting training runs of be=ber-type aircraft in the i= mediate vicinity of the plant. It subsequently developed that the Air Force had established the "Bayshore, Michigan (East) (03-9) Low Altitude, High Speed Training Ecute", which originates about 70 miles north of the Big Rock Point plant and teminates at a point approximately over the plant. A radar facility was constructed at Bayshore, Michigan in July,1963 for the purpose of tracking aircraft in the training area.

Early in 196h the Cc=pany lodged a ecmplaint abcut this practice with the U. S. Department of Defense through the U. S.

Atomic Energy Cec =ission. We were told that the Air Force wculd be instructed by the Department of Defense not to permit aircraft to fly directly over the plant and we were further assured that the aircraft j

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A w:uld be flying no lcwer than 1.000 feet.

On "cra:.ber 6,1970, we were advised that this ur Force training activity had just ec=e to the attention of the :iuclear Energy Property Insurance Association, the insurance grcup which provides the property coverage for the Big Rock Point plant. Ihe Insurance Association expressed their extreme cone'ern to us that the plant was subject to this hazard and requested us to make all reasonable efforts

+o have the Air Force activities in the vicinity of the plant disecntinued.

During the time we were working to determine the precise nature of the Air Force runs and arrive at a solution acceptable.

to Censu=ers Power Company, the U. S. Air Force and the Nuclear Energy Property Insurance Association, the Insurance Association notified us that effective Eecember 9,1970, the property insurance premium for.

the Big Rock Point plant was increased frca $108,000 to $216,000 per year. This increase was based on the consequences of an accident which would penetrate the containment vessel or the turbine building. Admittedly, the possibility of such an accident is remote, however, the resultant cen-1 sequences would be grave, i

This situation maces it aperative that we request 4

your assistance to have the route structure of "Eayshcre, Michigan (East)

I (OB-9) Lev Altitude, High Speed Training Route" revised so that it excludes Derv M tal i

by a mini =um distance of 12k statute miles on a,n ini plane, the 31g Rock ?!uclear plant location at h5 22' N latitude and 85 12' W 1cngitude.

f Ycur early attentien to this pressing problem will 1

be greatly appreciated.

l Yours very truly, I

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BIG FOCK POIET NUCIZAR PLAET Practice Bombing Runs For a nu=ler of years practice bething runs have been made in the vicinity of Big Rock Point Nuclear Plant.

I The Air Force has si=ulated targets in Lake Michigan. The closest to Big Rock is 4.75 miles in a northerly direction. The established corridor for these flights is 8 miles wide with Big Rock Point near the center of the corridor.

An average of ten flights per day are conducted which includes ten lov level runs per =onth.

Icv level runs are made frc 500 feet to 1,900 feet. Minimum weather conditions for a lov level run include a ceiling of 3,000 feet and five mile visibility. High level runs are made above 1,920 feet.

No flights are made during severe thunder storms or when the air is extremely turbulent. Not all of the flights are directly over the station.

'a'e under-stand the plant is a good vicual and radar reference point because of its uniqpe shape and the reflectance of the sphere for radar.

Air craft include 352 eight engine bo=bers and Royal Canadian Air Force planes. All are subsonic.

History In late 1963 and on into 1964 the Atomic Energy Cc= mission investi-gated these over flights. The plant was not involved in this investigation and has no record of the results.

It is understood the AEC satisfied them-selves that there were no proble=s of plant safety involved.

The first official inquiry by insurance interests was a letter to

!.b. R. L. Haueter from Euclear Energy Liability Insurance Association dated June 17,' 1970, (copy of all correspondence is attached) cerely requesting infor=ction on this subject.

Mr. Haueter responded en August 10, 1970 giving some details of the flights. On October E6,1770, NELIA reqpested additional information of Mr. Haueter. Response was mede en November 23, 1970.

On Hovember 2, 1970, Nuclear Energy Property Insurance Association reqyested cur insurance broker, Marsh & McLennan, to make an effort to have these flights halted.

A copy or this letter was transmitted to Mr. F. C.

Vcss with a cover letter dated Noveuber h,1970.

It should be pointed out that up to this time only informatien had been requested. This was the first official recuest to have the flights halted.

On November 9,1970, Property Protection received a telephone request from the Grand Rapids office of Factory Insurance Association representing NEFIA for information regarding these flights.

Reqyested infor=ation was trans-mitted by telephone on November 10. 1970.

On December 11, 1970, Property Protection received a telephone request for additional information again frca the Grand Rapids office. The writer con-tacted Mr. R. 3. Sewell, Bulk Power Supply cad Mr. F. C. Voss, Insurance Sup-ervisor.

It was agreed that the three of us would work clcsely in bringing this to a speedy conclusion.

Mr. Sewell advised he has been supplied with the procedure to follow in requesting our site to be excluded frem the area invol-ved in these exercises.

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At 4: 55 P:4 en December 11,19"O, fir. Voss advised the writer i

December 9,1970, cur our brol.er has been inforced effective Wednesday,

! roperty damage insurance rates for Big Fock had dcubled an 16, 1970, IiEFIA vculd centact the laction was taken by Vednesday, December P

I C directly to have these flights halted.

AE In garlier discussions with Bulk Power Supply and the interest of was the concensus that it would be in the bestl ing the AEC, Censumers Power Company to handle tnis matter without invo vtter of public department, io since such involvement would undoubtedly become a =a I

J. D. Cooper Decetber 14, 1970 9

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/>dd December 11, 1970 BIG ROCK POL 7f NUCLEG PIA 7f Mr. B. G. Anderson Assistant Vice President Marsh & McLennan, Inc.

231 S. LaSalle Street Chicago, T11tnais 60604

Dear Mr. Anderson:

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In connection with the overflights of the Big Rcck Point Nuclear Plant, we are sending copies of several letters and a description of the Eayshore, Michigan Air Force Trat,*rg Ecute. We believe that this vill couplete your files up to +2e present time.

The activities of three Departments of Consume.~. Pcwer Company which have been working independently on this matter are being coordinated through Mr. J. D. Cooper of the Property P:otection i

Department, Mr. R. B. Sewell of the Electric P:tduction-Nuclear Department and myself. It would be appreciated that future correspond-ence on this subject be directed tc the attention of +2e three persens noted above.

Yours very traly, I

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Mr. F. C. Voss Insurance Supervisor Consumers Power Company 212 West Michigan Avenue Jackson, Michigan 49201 BIG ROCK POINT NUCLEAR PLANT Dear Mont Thank you for your letter of November 30 and enclosur relative to the bombing runs made by the Air Force over the Big Rock Point Nuclear Plant.

To complete our file and advise us with the extent of interest displayed by NELIA, we would appreciate receiving a copy of the October 20, 1970 letter.

Very t '

curs on G. Anderson Assistant Vice President I

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Mr. H. S. Stanlay Assistant General. Manager Nuclear Energy Property Insurance Association 85 Moodland Street Bartford, Ccanecticut 06102 BIG RCCK POI'.FF NUCLEAR PLAUT CHAL*' VOIX, MICHIGAN I

N3?IA FILE NO. 94 l

Dear Stan Y::;ur inquiry of Decarter 4 regarding the practice bcebing runs being :made over the Big Rock Point Nuclear Plant was most ti:mely as wo were in the course of writing you.

We enclose a copy of Censu:nors Power Conmany letter to NULIA dated November 23 res-pending to their inquiries following their recon inspectica of the plant.

Unfortunately, it appears that no ccaciusions or action is in progress.

Stan, this problem has been known to us for many years and we, too, have requested that these bombing runs be discentinued.

It appears that our efforts, as well as those of Censu:ners Power Cc:m>any, have been to no avail as I believe Consumers Power Company has been unsuccessful with their negotiations with the local U.S. Air Force staff officer.

It -euld, therefore, appear that your correspcodence to Mr. Price, Director of Regulation of the Atomic Energy Cnmmission, I

would be in order and any success that you may have in stopping there runs, I am sure, would be appreciated by all.

So that we may keep Ccusu:n_ers Pcwor Cc:npany advised of pjeur) act;.ca) we wodl{appreciata receiving r

copies of Stur%orrpsoondenegp Ms subject.

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,a sovember 30, 1970 BIG ROCK PODT NUCIZAR FIMf Mr. B. G. Anderson Assistant Vice President Marsh 8e McLennan, Inc.

231 S. fa a11e Street c

Chicago, T114rnia M

Dear Mr. Anderson:

Attached you will find a letter from our Nuclear Production Depart:nent to the Nuclear Enargy Liability Insurance Association regarding the bombing runs made by the Air Force over the Big Rock Point Declear Plant. The original inquirf, of course, was from EPIA; ve do not know bov ELIA vas brought into the situ-ation nor do ve have a copy of the October 26, 1970 letter.

This is just to bring your records up to date.

Yours verf trul;r,

-A ES F. C. Yoss Attach.

Insurance Supervisor

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RAL=. ley, Par:udl ner.d FC7cs:, r:*ien:1 *cver November 6, 19',D

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Big Rock Point Nuclear Plant 0.U Prcperty Insurrace WHBoris', Michigan Avenue In accordance with our telephone conversation of this date ve are forvarding ecpies of letters fran Mr. John Seabury of Marsh & McLennan, Inc.

and Mr. H. Sunner Stanley of the Nuclear Energy Property Insurance Association expressing their concern about the reported practice of the U. S. Air Force +4 make dativ practice br=ahing runs over the Big Rock Point Nuclear Plant. Since the N.E.P.I.A.organisatica is the only source of nuclear prcperty insurance and their analysis of the exposures deternines the premium which we pay, it is in the interest of the Ccczpany to take whatever action is necessary +4 eliminate the nazard or provide assurance that the haza:t1 does not exist.

Your help in this atter vill be appreciated.

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CON Mr. F. C. Voss Insurance Superviscr Consumers Pcwer Ccmpany 212 West Michigan Avenue Jackson, Michigan 49201

Dear Monty:

BIG ROCK POINT NUCLEAR PLANT CHARLEVOIX, MICHIGAN NEPIA COVERAGE We are.ncw encicsing two copies of a self-explanatory letter which Bciton Anderson recently received frcm H. S.

Stanley, assistant general manager of the Nuclear Energy Prcperty Insurance Asscciation.

I would agree with Mr. Stanley that this appears to

,be a most disturbing situation and I believe that prcmpt action should be takan.

Whether the best apprcach is directly to the ccmmandant of the 1ccal air force base near Charlevcix, through the Secretary of the Air Force, cr through the Atomic Energy Ccmmission, I would be inclined to leave it up to your tcp management.

We will, hcwever, appreciate hearing ~from ycu after you have had the oppcrtunity of reviewing this situation with Bcb Hauter and the others in your organization responsible for the safe operation of your nuclear plants.

Yours very truly

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November 2,1970 Mr. Bolton Anderson, Assistant Vice President Marsh & McLennan, Inc.

231 South LaSalle Street Chicago, Illinois 60604

Dear Bolton:

CONSUMERS POWER COMPANY CHARLEVOIX, MICHIGAN NEPIA FILE NO. 94 Because of the unusual nature of the situation at this risk where daily practice bombing runs are being made over the plant, we sought guidance from our Association Adviscry Committee in connection with it.

They expressed something akin to horror that the plant is being subjected to this unnecessary exposure and instructed us to make all reasonable effort to have the practice discontinued.

Please help us in this connection and advise as promptly as possible.

s

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/ H. S. Stanley ALC An Organization of Capital Stock Insurance Companies.

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COnSlim3T5 power Company G.neral C" ices 212 West M.ca.gsn Aveawe. Jacuson, Mecn'gan 49201. Area Coce 517 780-0550 Novector 23, 1970 lt. Austin p. Xcenen, Juclear _tgineer naclear Liability Insurance Assocf stion 85 Jcha Street Fev York, New York 1c038 Des Mr. Zoenen:

As requested by you-letter of October 26, 1970 I submit the following infornation:

Questicn: "Are all flights at cruising speeds?"

Ansver:

Yes, all flights are at ersising speeds.

Question: 'Are all flights *irectly over the staticn?"

Ansver:

The established corridor fcr these flights is eight uiles vide, vith the 313 Rcck point Finnt near the center. 3c data is available that allovs date._.in-ation of the precise percentage of sircraft that pass directly over the station buil:11ngs. Ctser-vations by =y staff perscnnel indicate that the flights generally pass vell clesr of the vertical airspace above the plant buildings. ':"ney can re-call several flights that appear to have passed directly over the building in the past several years, but this is not a c ~ n occurrence.

Qxestion: "Are flights conducted in all weather conditienst" Ansver:

Flights are not conducted during severe ++'t

• ste m_s or when the air is entrencly turbulent. In additics, flights conducted during periods of li=1ted P.sibil-ity must be at an altitude equal to or greater than 1920 feet above Lake itichigan elevation. Flights may only be conducted between 500 feet and 1920 feet altitudes if the ceiling is at least 30C0 feet and the visibility is at least five miles.

2

fr. Austin P. Icenen tiov moor 23, 1373 Flease allow ne to correct a niennderaca i*cd trauJ-nitted ty rf letter of Augast 10, 1970. In v.his letter, I stated approximately ten lov level runs per day are concue ec that rsn6e in altitudas frcm SCO to 1900 feet. Actua117, caly facut ten runs per -on.h -re conducted between 500 and 19CO fact, vith the r--' Ni* of the runs ce.tacted at a ni-6w of 1920 feet.

The targets are actually points in La.ka Michigan ranging in northerly direction fram the Plant. The nearest target point to the plant is 4.75 r.i ks.

This low level t=hing run is ec.trollad by the yederal Aviation Agency. Airersft are tot allowed to enter this ran unlass their crews are at fall abrt and their systems are functioning properly, Aircraft spacing is a

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of fifteen ninutes between aircraft.

'y. tis ran 12 published and private aircraft are alerted to stay clear of the area.

If I can be of farther assistance, please advise.

Tcurs very truly, R33/bba Robert L. Haucter

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cWuclear Energy L*iacinty lasurance Assoc *iacon The Aetni Casualty and Surety Cornpany Phone: (212) 227-5342 Conunentai Casuaity Company 85 John Street, New York,.N. Y.10038 The Continental insurance Company Employers-Cornmercial Union Companies

' Josepil Marrone rireman's runa insurance Corrpany Genera! Manager Hartford Accident and indemnity Company Secretary Treasurer insurance Company of North America i

Royal-c:obe Insurance Companies The Travelers indemnity Company October 26, 1970 Mr. Robert L. Haueter Electric Production Superintendent-Nuclear Consumers Power Company 212 W. Michigan Avenue Jackson, Michigan 49201

Dear Mr. Haueter:

Af ter discussing the overflights of the Big Rock Point Nuclear Station with the Engineering Committee, questions arose which require more in-formation than provided in your letter of August 10,1970'.

We would appreciate the ansvers to the following few questions:

1.

Are the flights at cruising speeds?

2.

Are all the flights directly over the station?

3.

Are flights conducted in all weather conditions?

Thanking you in advance for your consideration, I am Very truly yours, l( ~

g Austin V. Koenen Staff Nucicar Engineer 8

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tion con:cening tha practica teritu ritaa ovm-the ntg itock Mint 1 :cher G'.ation. 1.: have cont:vited Colen 1 Davic, C=r:anding 0.Ticer, i

Dated 1.aant $, ht C:3, thited Gtctcc Air Force, tt:d ha previacd the follettina infor::ction:

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reforcnce. T:u tercet in c psirri in Icha :".chice.n.

1 Thiu t;;pc cf cve.rfidst tras initicily inIcstigf;cd by the Atc.ic L:crtir C : :icaica, C.r_Oliance D1W.cica in late 1%3 cnd ca;ely 19 85 O c Plant :1n3 not irwolv:d in t'icca inv.;cticcticna col 1:03 no record of the rect:ltr.

1.*c imdratmri tha /= ccatcetci t*13 D'.parh cat of Defcuco en1 catic. icd th0:'.mivca t:nb there st=c no prebit.c of F1cnb cerfchy inv31vol.

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If I ccn be of ib:r;i.cr c cictence, phasa t'.ivice.

Yctt:0 very truly,

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IiUCGar !D8igy.i8jility insurance Associtation

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The Aetas Cas sity sad So,ety Cs asay 85 John Street, Now YerA. N.Y.10033 Phone: 012)227-5342 caa'.aea'** c...o, ca,.p. y e

The Contieeatsi iase,sace Compnay imployers-Commercial Vaica ca.aoeases Joseph Marrorte p..

.a. r ad in..,.aee campiar o

c..<.1 u.a.s.,

w.,iv,d Accident sad fademaity Comptay e

William Hicks s ecret e,y.tre...,e,

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Roys!.olobe lass,aace Companies,

73 7,..ei.,. eademaie company r

June 17, 1970 Mr. Robert L. Haueter Electric Production Superintendent-Nuclear Consumers Power Ccepany 212 West Michigan Avenue Jackson, Michigan 49201 Consumers Powcr Company

Dear Mr. Haueter:

During a recent NELIA inspection of the Big Rock Point Nuclear Station it was pointed out that frequent " practice bcmbing runs" are conducted over this station.

The nature of the overfli;; hts and their frequency should be clarified.

Perhaps, your staff could investigate to determine the seriousness of this situation.

If I may be of assistance, please contact me.

Very truly yours, (l.li. Eve:.~

h, he AVK:GC Austin V. Keenen ec: Mr. James.'!cVey Nuclear Engineer 1

e An Organization of Capital Stock Insurance Companies

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LOW AthiWii, HIGH SPKD Tim:NG i'.OURS (OP. EU..NC.;

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Cseries of the most ;encrai Ir.tarest n;1 ts ;.t::shed in Ccstumers Power ?;ews as s; ace permits. Tiames wiil te wght:e!d usan re;uest.

l C;en Line queries also will be taken over the te e; hat:e ca a specia: recordir.g device.

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1. Fold up tcttom section. 2. Fo d dora tais tcp section. 3. Fo!d and seal end flaps to Icck envale;e.

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The purtose et Wis is to exeress ny otinion concerninithe use of l

Big Rock Point Nuclear Plant as a practice tarrtet for "very lev level' bor.bing runs by the U. S. Air Force. Planes pass directly over the

" Ball'.' someti es six times per day at someti-es ear shatterin; e

1 closeness. I think it is vreng to use 1 - W e P

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practice because of the horrible consecuences of radio activity i

release if one of these elsnes crashed into the 51*-* - N n pmh should be stoeced and tressbe should be broucht to bear -

• ha Federal Government until it is stotted -- consultinx Conn ess if ne c e S S *L**Y.

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C 1:. lP P l*N G SHECT p c t-CUD 8ED F2C u The Grand Papida Press

,S C0gg!jge,[g cuppg gy,, J. . Tecad.d.

E0'.707 Ccmpany u

3Ai! CF iS5UE

1. 7 S'

8,'S Cliy Granu Rapids

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The Grand Rapids Preu&mTORIAL C

D n

CAGEi r

WEDNESDAY, FEBRUARY 3,1971 Get OwWith h a

When environmentalists, the Ford, responding to protests, in-Consumers Power Co. the Atomic tervened repeatedly, the last time Energy Commission. Rep. Gerald in 19~0 when the Nuc! car Property R. Ford and Sea. Philip A. Hart's 8"##"C' ^88 d80 " E"E

1. ^

insurance rate review for the Big staff see eye to eye on the need for' Rock facility because of the hazard acuon, then action ought to result. of B52 overflights. By coincidence, Rep. Ford is demanding a full-in a letter dated Jan. 7, the day of scale congressional investigation of the crash, Col. Kenneth Dill, legis-lative liaison officer for the Air _

the crash of a B52 bomber in Lake Force, advised Ford, " SAC has '

Stichigan on Jan. s.

been notified of the Consumers Earlier Rep. Ford had been as.

Power Co. problem with the Nu -

sured by the Strategic Air Com. clear Insurance Association and mand that it was altering its prac. has promised to reroute the planes _

tice route over Shchigan-a route at least 12.5 miles away from the 3 which uses the Big Rock nucicar plant."

p.mer plant as a low level check-The Air Force said its planes had '

pomt on bombing runs.

been flying a mile west of the nig,

The furor over SAC overfli;; hts Rock plant at an altitude of 1,600'.

fect.

of the nuclear plant began in 1964 when both Consumers Power Co.,

"Perhaps we need to think about operators of the Big Rock plant, specific rules concerning aircraft and the Atomic Energy Commis. on practice runs in the vicinity of sion advised the Air Force and its nuclear plants," said Stiles Brown-SAC command of the hazard in-lee, consultant to Sen. Hart, chair,

volved in low-altitude practice runs man of the Senate Commerce sub-over Big Rock.

committee on energy, natural re-sources and the environment.

..g; g, Vice President Romney Wheeler of Consumers And that could be the precise out-Power was quoted in an interview come of the investigation being,

in the New York Times, "we have triggered by Ford in response to a repeatedly made unsuccessful at-plea for an end to a very dangerous tempts to get the Air Force to re-practice. That plea came from route the bomber flights, bd it took Chairman Peter W. Steketee of the this crash to get them to stop."

West Stichigan Environmental Action CouncH.

In its house organ Consumer Power News, i:.e :ttility complained SAC's decision to move the prac-in November,1967: " SAC continues tice runs 121 miles from Big Rock l to use Big Rock as a checkpoint on is in.idequate. At the speed which '

low c!titude bombing practice runs, B52s fly, any slight deviation, or and at times it appears the plancs any control failure, could be dis-may be very close to the plant..." astrous.

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=m I;yJIM IIERMAN winds in the Charlevoix harbor

{

Cll AlltENOlX - llich winds a

were set at 23 knots by a nur: day halted an attempt by IN CVOS CVCO*d'.p,QG7 /)

member of the Woodbine crew.

j e.

y 3

the US Coast Guard cutter The crewman pointed out that For Wrechage of Big Bomfaer ace nun 7u' To*fi7ewTd!!ee*

I rec e of Al orce B 52 bombcr that crashed into I.ake and its direction. nursday, 1

Michigan,11 miles nor thwest of wten efforts were called off, the i

here, eight days ago.

Since that time, the plane's crash,membersof a l$ member, wrecka;c location pin. wint.s were out of the west-l was nine member crew from Investigating team began pointed by the salvage crew norn. west. They remained the i

ne winds were estimated by Westover, Mass., reportedly on arriving at Bay Shore, the Wednesday.

sana at last report.

j a Coast Guard sykesman at a bomb scoring mission over a headquarters during the ne cameras will be used to ne Coast Guard member i

"up to 30 knots."

radar station located at Bay scarch.

reach down to the 225 to 240 foot said that one of the jobs

[

An al1+ut. search began last Shore, have been pronounced Captain Leo Sanchez, depths where the plane is assigned the crew upon arrival nursday night following the dead by their home base spokesman for the tenm, told located and record pictures for at the wreckage site is to put 6:30 p.m. cxplosion ot the air-commander.

theNews-Reviewnursdaythat further study, out buoys. Ile said he didn't i

craft.

Friday, the day following the they called off trip to the site for ne attempt to reach the site know the reason for such a r

s

.. ~

' ' ' salvage work by the private and continue the use of the tv D 4y3 W A.N y$ [.r, N@.

.,j firm of Oceans Systems, Inc., apparatus will continue procedure.

ac-Wednesday, in a similar lg3jdg

( ' ended u-ith no new informauon. cording to Sanchez, attempt to take pictures of the y(h.vn.fM51'h.of S More on Q

"It wouldn't have done any "Today, there were no sunken wreckage, winds grew building % good to ese the equipment with results, se they'll try agam to 40 knots so that identification 3

3 pp deveIopmen1

.: f na in

~ the weather conditions," he tomorrow," he said.

could not be made.

p hf' Petoskey area. Plan said.

Sanchez told the News-Sanchez revised statements

[

M[J Nk/j(,

[(

@^

student snowmobile Sanchez was referring to a tv neview Wednesday that the made to the News-Review course here. Prep page. yl ' system that is used by the Woodbine, out of Grand IIaven

{:d (g9.s lips for handyman,~

salvage company to seen the and being used by the salvage present status of simulated -

g Wednesday concerning the 93 o

77wrg4

....Wp.~.,

editorial. opinion page, y underwater crea for bits of company, would not leave the bomb runs over the Bay Shore A $. 2.d

,.g N, sports, ghost M.(4-story, f

• wreckage that are too small to Omrlevoixharborff winds were d2,$^~%,~f.

j W' latest on north oil wells.

register on sonar. He equip-reported our 30 knots.

Wednesday, he said that runs area.

,.d ov. T.;i,x m t ment has been used since the Last night, at 11:30 p.m., would be " called off for '

1 m'~ a ennee p.ta. i,,.v AAlch 4077n awhile,5*,

_. ~_

i nursday, he changed that to C.g include ordy low level runs.

"no site (Bay Shore)is open Continued from Page 1 now for hig,h altitude flights,"

he said, n ursday, Sanchez agreed y

By high, he set 30,000 feet, that this is "certainly cause for

' then added that the same tomb concern."

The esptain, from Wurtsmith scoring system with the Bay AFB,, Oscoda, said that the ;

• Shore radar station is being used for training purposes at study of whether or not to re-that level.

route the runs will be conducted "no low-IcVel flights are by SAC Ileadquarters, Omaha,

' discentinued indefinitely *" he

'Netraska. lie said that the said.

present team investigating the low could be estimated as crash vill not be involved in the

. about 800 feet, the apparent study.

altitude of the B42 wt.en it "Otha statements made exploded.

Wednesday concerning the-Consumers Power situation will "The Air Force is now be taken into consideration by studying the possibil!ty of the SAC personnel," Sanchez rerouting low level flights," he said.

said.

Ile stated that he could not Sanchez indicated that the g ve an estimate of how many.

a study is "m relation" to' flights are presently being statements made by Big Rock made at high altitudes.

Nuclear Plant information ne discontinuance of low center director Bill Wilson to Dights has made a difference the News-Review Wednesday.

though.

Wilson said at that time that Consumers Power had con-

' "His has cut down the traffic tacted the Air Force in the past considerably," Sanchez said.

' about the low level flights. IIe ne investigating team is said his company has been

. under the direction of Colonel aware of the overflights since Robert N. Saye, from McCoy 1963.

AFB, Orlando, Fla.

Wilson said that Constuners ne teams o@cE b W would prefer that the flights be j

cha igedin the future. lie stated

" I'** " "'

that a corridor,12 miles either data from the salvage com-of the nuclear plant, would be pany s findings and any other acceptable.

source.

The obvious question is "nere could be 1,000 dif-whether the plant, which ferent reasons, maybe more,"

generates radiation in its main Sanchez said Wednesday.. '

shell, could withstand the im-pact of a B-52.

4 See B42 page 15 l

s i

/

,/

THE DETROrr NEWS CCDSum0fS f(a

~ ~ ~ - ~

POWar Company s

$fE OF ISSUE _ _ /. -I.".E.

. __ CITY r. pl yi g,.e e.e ~ w.

py su M n y a.

b diOoke,e(oOoo!@C By ALLEN Pl!!LLIPS bleak shoreline for any other "I was remarking to myself posed facility at Midland.

dome and several truck trail.

a... si.er sren" wreckage.

that it was very low." said Such a crash, the study con.

ers housmg scphatacated elec.

CHARLEVO!X - All that Air F o r e e investigators.Stephia, an experienced pri.

cludei would sts;I not be ab e tron 4c equipment used to de.

has been recovered of the

' ate P'let. "It was 300 to 400 to penetrate the thick steel termme the accuracy of the from the Strategic Air Com-feet abme the water."

and reinforced concrete struc. pract:ce bombme runs.

giant Air Fr,rce S 5:D that crsshad into Lake h!.chgan mand (SAC) y a s t e r d ay He said the plane touchel tures containmg the nuclear Capt. James Brabiis, of De.

pear here are several jagg.d showed newsmen what little the m er like a skipping material and main aponratus. tachment 6. said the tramm:t matal fragments, othe* dedris was p ! u e k a d from the ic7' stone. tivere were two small The same apphes to Bac Rxk, method used is not classif;ed, and some equipment belong. waters after the b o m b e r explosians, the plane bounced Consumers ecgmeers believe. a ! t h o u ait the eowirment is, ir g to the ntne crewmen who e r a s h ed about 5:30 p.m.;.tpward and then blew apart.

"We checked this today with and is relatively simple.

were kiltei Thursday..

alt van one hell of an explo. cur engineeririt staff and they An apersachina b o m b e r But mi!itary efforts tobi Arions the saivsged reste. sion. It sent up a ba!! of flame eay there is no reason Bia beams a tane signal which is out what caused Pe crash of rial were tow collapsed tvbber. at least lNQ Icet," he said.

neck would not held intact broi6en when a lever aboard the eight.wgme L,mber are life rafts, a crewman's flight But Stephan, like most resi-even if it was hit by a bia air.

the craft is pullede Bay Shore hist bernnica The first mem.

suit and a pair of flame-black. dents here, is used to seeing plane. ' a spokesman saii "It then uses standard bombmz bers of an accidera 'nvestina-ened naygen lx,ttles. Invest

• Air Force bombers flyms low.

• *

• desyned, la withstand tab les and cemputes the point time it was built.,able at the a,nyth,ing imacn at mLc!t the tor.e ended to de.

tion board t,egra arriving in gators had no public com.

There are an average of 10 this snowy takeside townlast ments to = hat caused the such thchts o er the Char!e.

tg r m i n e accuracy Brabbs night.

crash.

voix ares every day because The b o m b e r overfliahts id.

A spokestaan sard some will

% the community is a pnme were a matter of cencern here Bcmber crews assigned to a BtJT ONE EYNITNESS.

several months ago to the Chadevoix practice run spend view the crash site, about six Norman Stephan, 50, who op \\,samulated bombing target.,

nilen from Charlevsix, from company which insures the everal days s t u d y i o a the overlookm. trailer park on a bluff. \\

erstes s 0NE THING that caught plant A Consumers Power problem and piantiine their

/

the Cusst Guard cutter Sun.

g !. i t I e Traver:e Stephan's eye was the air.

study then indicated that the simulated * ' mbing. Once in

/

dsw wbich has kept a lonely vig'.! at the seene.

Bay. said he saw the plane hit craft's route -in a line with bombers fly at a minimum cf the air ever..hing is done as

[

7

, Chrs will be sent to the and erpfcde.

the Consumers Power Co.'s I,M0 feet, and se! dom in tur.

it modd be in combat. with

/

P.y Shore radar a t a tien.

Stephan had been c!carirq Big Rock Pomt nuc! ear power bu!ent weather, the escepcion of an a e t u a i /

/

s Ch tracked the bomber as his driveway of snow when he plant. Several persons inter.

The Air Force had no offi-drep.

iban a sin uited t,ombing said he saw the t,omber com. viewed said it as cotftmon for cial comment on the precise 4

/

rtm. f.fe:nsh le, 13 airmen ing from the corth at low a!ti. the giant aircraft to pass !cw namre et the tratrint mis.

ESTDfATES of tha rumber v ri!! ccIlmie to search the tude.

over the generating station.

sions, other than they are of such flights over Chartevoix "I ta:kad with Cons amers a s :I a n ed to simulate an each month vary from 300 to

+

Power when these f Ii a h t s appreach at low leve! - pre.

400. A ningle plane usurJly started m 155J." said Charle. sumably as they would fly in makes s e y e r al bomb runs, voix Mayor Wihm Focht. a real attack to avoid radar and the siget of the huge air.

man," and they don't seem detection - for a bomb dros. craf t is taken for tranted.

. You don t hear them com.

concerned. But t o d my !*ve Bombers converge on Char.

mg until they start to pull um given a let of thought to what le v oi x on t w o operational might have happened if it h:t plans: " Ice Age " flights over right over the woods by my the plant, the city or a school, eastern C:nada, and s ou th place, said a resident a'tng across t h e Straits of Mack, the bomb pract.ce line. "It I dan.t want to be unduly alarmed. Crashes 1:ke th.s can inm e ** Ski M" from the rea!!y scares the heil out cf occur anytime. Thans God the west. The e r a a h plane was you when they turn up the en.

from Westover Air Force Base sinas to pu!!ns.*t.

plane was unarmed. ~

in Massachuietts, and tcok the Charievois Cityh! a n a te-While the shattered B 2 -

eastern Canada corridor.

Tom Ha-nan a e ce o t e4 the like a e o r e s cf sister ships a r a sb fn/i.t-icaile,. "".imy.

c t

=nach have flown over here in AT BAY SHORE, lo miles cities h::N t :07c2:e PJtih l

the last seven years without from Charlevotx, is Detach. '.ovat.8%:i;n, ht a day thsn we l

mishap - carried no bombs, ment 4, cf the Eva:uation ' &tJ we exierted s

.*i the possibil;t of a erash into Group. It occupies a small

(

the nuclear pfant has not beed, compound, with a round radar 'tilte' th!s rdd hup" * " "

time, ee-+r fate.'

Wed.

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A spokesman for the utility said that shortly after the Big i

i Rock Pouit plant becac cp.

erational the Air Force vea asked to avoid passes directly over it.

chance the force of such a ;l Wie there is some siis!t I

crash might destroy the plant.

and cause a radiation tenir, company officials don't thmk this would happen.

C0lNCIDENTAl.I.Y. C o n. he'#

sumers Power recently or.

dered an analysis of ;what might happen J an aircraft the size of a e o m m e r e i al jumha jet were to fail on the company's new atomic power plant at Pa:isades north of l

' Senson liarboc and the pro-l l

JAN 1 1 1371

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8 JAC'KSON CITIZEN PATRIOT Sunday, March J4,'1971 ?

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Doubts Halt A@lant BomberLRd.viis y

s 4

Command' bombers carry hydrogen

'!he point is, the B52 test flights had the rpliabihty of the Bay Shore ground radar guiding signah and whether they,.;

- beed directed over the Big Rock plant might not have bres, seacl:by this hogg' -

By ROBERT A. II0VING cua rear w.in isi.

64...as bombs on some training flights cver from a ground based radar station a day called off three low-level

• B52 The big worry among Consumers Pow-few miles. away at Bay Shore on Little "We have no plar.s for r stacing the - h WASil!NGTON - The Air Force Frl-

Michigan, ers.

bomber test thghts over the Consumers er Co. officials and many congressmen is Traverse Day.

l

. test flights over the Big Rock Point plant

')

n css it s consta" until we are certain abot.t the (apW43' 3

' Power Co. Big Rock Point nuclear power what might happen if an Air Force plant because of suspected unreliability

" bird".carrymg a hydrogen bomb should

,d p r i

nes of the llay $horp radar station,! y, 9

. of a shore radar facility six miles happen to crash into the fissiou-type radar is about as effective as shouting at.

Air Force spokesman said.

c' 3

, nuclear generatmg plant that Consumers the Sleeping Bear Dunes and wai'mg for.

"Wh*n we figure' out h 9 far the sta-l I

the echo by ear.

tion's rad.ir reaches out la i.or 1x.ad-h t

away.

"We couldn't take the chance of one'of has had in operation since 10:13 near.

Air QJficials said unreliable in the air, we will know whi ye letve to

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our birds crashing into that big nuclear Charlevoix in northern Michigan.

A t o m i c scientists in Washington (

radar u,Forcegnals from the Bay Shore ground do."

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thmg and releasing all kinds of radioac-station might have been respcnsible for.

The Air Force spokesman :.ald 'that the A

declined to speculate upon the conse.

tive hell," an Air Force spokesman 9

e the Jan. 7 crash of the B52 test bomber situation is so critical "that be may have

'3 quences if one of those " birdsshould 7 f

said.

a i

The Air Force early this year suspend-happen. to be,carrymg a fusion-type,

to move our grotm4 radar fo aaother F.

in Lake Michigan.

million dollar Camsum,e5 Power nuclear There is no known scientific analysis.-

1hus, a three-flight bomber test had ;

location."

?'?,

l ed B '2 training flights over the muld-hydrogen bomb.

1 generating plant near Charlevoix after on the consequences of a fusion nuclear been set up for Friday or. the same flight That decision wit! tw rna e' only after.

of the B52 " birds" crashed into device smashing into a nuclear fission path over the Big Rock Point generating conferences with AEC 'o fk i d.." he 4

L said.

A

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Lake Michigan a few miles from the -

plant, quch a.i the Big Rock Point fa-plant.

"Meanwhile," he added,' "v.n".' ant to one The test flights were called off when As the Air Force spokesman said,."lt

, Air Force and Atomic Energy Commis-stay as far away front ' the pag Rock y

cility.

plant while on a practice run.

I That particular plane was unarmed.

sion officials' expressed concern about plant as we can."

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But it is known that some Strategic Air-could be sheer hell."

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