ML20073E795
| ML20073E795 | |
| Person / Time | |
|---|---|
| Site: | Hatch  |
| Issue date: | 12/08/1971 |
| From: | Rentz P, Beverly Smith GENERAL ELECTRIC CO. |
| To: | |
| Shared Package | |
| ML19304C549 | List: |
| References | |
| 383HA617, 383HA617-R, 383HA617-R00, NUDOCS 9409290212 | |
| Download: ML20073E795 (83) | |
Text
{{#Wiki_filter:. l k l Attachinent 1 38311A617 Rev. O j Evaluation of CRD Scram Characteristics Under Siinulated Earthquake Conditions i I 9409290212 940923 PDR ADOCK 05000321 P PDR t U
MSUAIC$dT poa e.E. entoms a saECTE Q.!
. G Eh ZR AL(o) ELECTRIC ^OON NUCLEAR NERGY DM510N MCSR 262 Docussent No. 383RA617 Re v ._0, TRANSMiiTAL l
F R INTERNAL USE DNLY l i PROJECT . L wh Co ec. - D 7 SD wom. yp Evaluation of CRD Scram Characteristics Under Simulated Earthquake DOCUMENT TITLE I Conditions REPLACES TYPE OF DOCUMENT DOC'J!!ENT NO.
.OR DRAWING:
ISSUED BY B..L. Smith DATE b[.C - 0 IS7l RESPONSIBLE ENGINEkR P. G. Rentz REFERENCE DOCUMENTS
. MASTER PARTS LIST NUMBER REVISION RECORD i REVISED PER (ECA, ECN, ETC.) - SHEEYS5FFECTED REVISION IDENTIFIED WITH _
COMMENTS: -- - . . . .
.-.a. ..
- - - - - - - . - DisT1TWrfim jg .f.. f RAME MAIL CODE ' COPIES NAME SAIL Cd
~~
COPIES N. J. ' Big 11eri 711 (1) H. E. Wil11ameen/ 406 (1) D. A. Vencer 155 (1)
). Vandesark. I. R. Robsa 743 (1) '
M. G . ' Dunn 711 (2) ,' (1) V. W. Pence 721 Wilmington Engrg. C09 (3) 711 (1) R. Buchanan, Jr. 406 (1) P.<G.'lentz B. L. Smith 624 (5) Moe 742 1 F. F. Smith , Jr. 711 (5) DCC 742 3 GRU 742 (1) L. 1. Liu 375 (5) S. S. Smith (1) D. L: Peterson (1) (1)
?; 2. Cooke Ji R. Frit:
135 (1) J. Jacobson 713 (1) ADD NO JDITIONAL DISTRIBUTION NED 838
Document No.gg3pa p p Rev. O CL4SS U FOR G.E. EMPLOYEES & SELECTED L47skNAL A*)DRE55!ES DISCLAIMER OF RESPONSIBILITY This document wee prepared as an account of research and develop-ment work performed by General Electric Company. It is being made available by General Electric Company without consideration in the interest of promoting the spread of technical knowledge. Neither General Electric Company nor the individual author: A. Makes any warranty or representation, expressed or implied, with respect to the accuracy, completeness, or usefulness of the information contained in this report, or that the use of any information disclosed in this report may not infringe privately owned rights ; or B. Assumes any responsibility for liability or damage which may result from the use of any information disclosed in this report. Legal Notice LN-2 11/10/70
- _ _ _ _ _ _ _ _ _ _ _ _ - - _ _ _ _ _ _ _ ._ J
D8@@ $@ oocu"e"' "o- 283"^627 aev. o GENERALOrtieraic NUCLE AR ENERGY DIVI 510N ATOMIC POWER EQUIPMENT DEPARTMENT APPLICATION 5.n Jes., celif.rni. SPECIFICATION CDRAWING , INTERNAL TYPE DOCUMENT TITLE Evaluation of CRD Scram Characteristics Under l Simulated Earthquake Conditions l REV1SIONS l O O I i I
~.
T Satth /[ & j
~" rn - 81971
*""** Id vi/7/ ..,..u, 2
1 REVISION STATUS SHEET .T/,5 so ses a-..
SELLER AL O rticiaic HCSR 262 ATOMIC POWER EQUIPMENT DEPARTMENT twoiwecmms romu Evaluation of CRD Scram Characteristics Under Simulated Earthquake Conditions i
REFERENCE:
- 1) .1970 PEP QOOO2, RCIO CRD Scram Capability with Earthquake Induced Misalignment of Core Components.
- 2) 1971 PEP Q0062, CE-12, RC-3.
$ 3) Letter to S. W. Smith from F. E. Cooke July 28,1970 (attached) . 1 4) Letter to J. Fritz from R. J. Murkowski May 12, 1970. I 5) 731EB49 Control Rod Clearance Study.
- 6) TRA-378 Earthquake Core Misalignment Test (attached).
j
1.0 INTRODUCTION
f In order to evaluate the scram characteristics of the control rod drive during an earthquake, a three phase test program was draf ted and executed. Each phase was designed to simulate one of the core conditions resulting from an earthquake ; as defined in ref. 3. The program was authorized and funded as a PEP (see ref. : 1&2). l l The testing consisted of determining CRD scram performance under the following conditions: Phase 1 - 500 pound constant friction load simulated by adding 500 pounds to the present drive line weight, Phase 2 - maximum core misalignment due to allowable drawing tolerances, and Phase 3 - additional misalignment due to earthquake, and finally with an aligned core, fuel channels bowed to a maximum of 1.5 inches. 2.0 RESULTS AND CONCLUSIONS: 2.1 Phase 1 A. At 1030 psig, vessel pressure with 500 pounds added to an aligned drive 11ne, the 90% scram increases from an expected valve of 2.5 seconds to 5.3 seconds. B. At zero vessel pressure, the 90% scram times were only increased by approxi-mately 10%. C. At vessel pressures between 800 and 925 peig, the CRD will not full insert. 2.2 Phase 2 Atmaximummisalignmentconditionsduetodrawingandinstallationtokerances,there ,4 was no significant effect on CRD performance. - 0
., ..... vat.
383HA617
= =* D;0 - 81971 co-,. . - 3 . . . 2-xxo - u, i
)
l SENERALO ELECTRIC ATOMIC power EQUI MENT DEPARTMENT MCSR 262
- twometamo romu l
l Tith. Evaluation of CRD Scram Characteristics Under Simulated Earthquake Conditions '
- 2.3 Phase 3 ,
A. Additional static misalignment to simulate a possible earthquake condition when j superimposed upon the maximum misalignment condition of Phase 2 had no significant effect on CRD performance. B. With an aligned core, the first significant degradation of scram times occurs at channel bows of 0.6". At channel bows of 0.9" through 1.5" the CRD does not ; fully insert. At .9" bow and 1030 psi vessel pressure, the CRD stopped at 07 or , 85%. At 1.5" bow and 1030 psi the CRD stopped at '42 or 17%. All scram tests l were conducted with a static bow. l C. Channel bows at 0.9" at temperatures up to 546*F and.1.5" at' ambient conditions i' ! do not produce channel yielding. D. The misalignments to simulate earthquake displacements of the core supports and the channel bowing tests produced wear on the control rod and -channels. This wear
- generated metal chips which get into the CRD and will'effect its maintenance life.
3.0 TEST PROCEDURE-( l 3.1 Phase 1 ) . Phase 1 testing was intended to simulate friction in the driveline caused by lateral l !~ loading during an earthquake. The amount of friction was set at 500 pounds per ref. ,
- 3. This friction was simulated by adding 500 pounds to a control rod blade. Square !
bars were added to two sides of the control rod as shown in Figure 1. A fuel sup-port was modified to allow these weights to pass, and a spacer was used at the top . j grid to hold the two remaining fuel bundles in proper position. l Testing consisted of running drive traces and scrams. A drive trace consists of recording drive pressures, position and time, while continuously inserting and withdrawing the CRD. The drive system was adjusted to provide a slower than normal drive insert and withdraw speed of approximately one inch per second. The scrams were performed from the fully withdrawn position with an accumulator gas precharge j of 575 psi and a final water charge of 1510 psi. The order and number of drive traces and scrams were as follows: l l Vessel Pressure (psi) Testing 23 2 drive traces, 2 scrams & 2 drive traces 1030 (cold hydro) 1 drive trace, 5 accumulator scrams, 1 drive trace, 2 vessel scrams, 1 drive trace 800 I drive trace, 2 accum scram, 1 drive trace 1 vessel scram, 1 drive trace 1 900 1 accum. scram, & 1 vessel scram ! 950 1 accum. scram, & 1 vessel scram l 925 1 accum. scram,1 vessel scram & 1 drive trace 23 1 drive trace, 2 scrams, & 1 drive trace
"*' O ev ***aova 303EA617
, . ... 0;C - 61911 ...,......,4 . . 3___ i i asu -n' l l-
G EllER AL() E LE CTRIC ATOMIC POWER EQUIPMENT DEPARTMENT MCSR 262 ENGINEERING FORM Evaluation of CRD Scram Characteristies Under Simulated Earthquake Conditions 3.2 Phase 2
]
Se second phase was intended to test the scram performance of the CRD under maximum expected core misalignment due to f abrication and installation tolerances. D e lower core plate was misaligned with respect to the CRD housing centerline. 0.136 in, as defined in 731E849 (ref.5) plus 0.030 in, hole position for a total of 0.166 in The top grid was misaligned 0.124 in, as defined in ref. 4. These dimensions were target misalignments. An optical alignment fixture was used to establish the target points and measure the actual misalignments { obtained. The accuracy of the alignment system is estimated at + .020. The direction in which the misalignment was made is shown in Fig. 2. The actual dimensions obtained are listed in Table 1. Testing was similar to phase 1 with the addition of jog traces and settle friction test. Jog traces consist of measuring driving pressures, position and time as the drive was jogged in and out one notch at a time over the full stroke. Settle friction testing consists of measuring the pressure under the drive piston as the drive settles back into each notch.
'Iesting consisted of two drive traces, one jog trace, one settle friction, two scrams and one settle friction performed with no core misalignment. Then, after the core plate and top grid had been moved to the misaligned position, this test was repeated. No testing was performed at higher vessel pressures since no effects of misalignment were observed on CRD performance at ambient conditions.
3.3 Phase 3 The final phase was divided into two tests. The first was with earthquake induced lateral core misalignments and the second was with earthquake induced channel or core bow. The amount of misalignment and bow were defined in ref. 3. The mis-alignment for part I was in addition to and in a plane 90* to the phase 2 misalign-ment. Fig. 2 defines this condition where the target displacements were "A"=.166, "B"=.042 (.166 .124=.042), "C"=.20 and "D"=.60. With this misalignment established in the core plate and top grid respectively the following tests were performed: Vessel Pressure (psi) Tests 23 (ambient) 2 drive traces,1 jog trace, I settle friction, 2 scrams & 1 settle friction 800 cold Hydro 3 accum. scrams & 2 vessel scrams 500 & 800 Hot I drive trace, 1 settle friction, 2 accum.scramsi 2 vessel scrams, I settle friction.1 drive trace Q' O
., a m .va's 383HA617 DEC - 81971 c .~ , .~ . u v 5 .~~m' EED . u.
- _ _ _ - _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . i
SENERALOitectaic ATOMIC POWER EQUIPMENT DEPARTMENT MCSR 262 EteelNEERING FORM TITLs Scram Characteristics Under Simulated Earthquake Conditions Vessel Pressure (psi) Tests
. 1030 Hot I drive trace, I settle friction, 5 accum. scrams, 2 vessel scrams, I settle friction and 1 drive trace 23 (ambient) I settle friction, 2 scrams, 2 drive traces, &
1 jog trace The 800 psi cold hydro was run in order to determine if the effects seen during ambient testing warranted hot testing. The answer was yes and hot testing commenced. Part 2 testing was performed with varying amounts of bow in the channels. The core was aligned prior to bowing. The bowing was accomplished by first articulating the center bars of the Building G fuel bundles with a ball joint. A spacer block was installed and the channels drilled to line up with tapped holes in the block (see Fig. 4, 5 and 6) . The four bundles were then held together in their proper orientation while a plate was bolted, through the channels, to the spacer blocks. A scissors jack arrangement was installed to the plate as shown in Fig. 7. This assembly was lif ted (see Fig. 8) and lowered into the 30" vessel. The scissors jack slipped onto two pins on one of the "T" bars which are welded to the inside of the vessel. The top grid was then installed using 1/2" pins to ta;te the side loads (see Fig. 9). Before the fuel assembly was lowered into place, an optical target scale was clamped to the plate. The alignment scope was used to view the scale. The scope in its mount is shown in Fig.10, and the view of the scale through the scope is shown in Fig. 11. The cross hairs of the scope were lined up on a number, then af ter jacking the plate over the amount of bow could be determined by subtracting the original number from the final. The maximum bow reached was 1.5 inches. The effects on the channels of this 1.5 inch bow can be seen in Fig.12, while Fig.13 shows an overall sketch of this set-up. In terms of testing, one new type of test was introduced in this part. The CRD was driven in using cooling water at elevated pressures rather than using the normal drive insert system. The results of this test were traces of pressure which indicate drive 11ne friction in the insert direction. To facilitate the triting of the test request and the running of the test, a basic test was defined as follows: A. Two cooling water driving traces. B. One settle friction trace. C. Two drive traces. D. Two accum. scrams (1510/575). The test sequence is shown in Table 2. Referring then to this table, the following comments are in order. First, increased vessel pressure testing started as soon as ; the effects of bowing were deemed significant, i.e. 0.9 inch bow. Second, after l 1.3 and 1.5 inch bow the jack was backed off to O bow to verify that the channels were still in the elastic range. Then, the bow was increased to 0.6 to determine if any damage had occurred due to testing. , 0
., a,enovate 353RA617
((C-blh7l c oat ou su s s t 6 ew wo. 5 NED . ue
1 GENERALOitietaic CsR 2e2 AToulC P07ER EQUIPuENT DEPARTMENT twomernmo romu
$ Ivaluation of CRD Scram Characterisitics Under Simulated Earthquake Conditions The next point is that the 0.9 inch bow hot tests were run to verify that the cold hydro tests yield results which arevery close to the hot condit i on. It should be noted that the optical scale was removed prior to going hot.
After hot testing, an attempt to return to zero bow f ailed. A galled thread on the jacking screw caused the mechanism to bind up at about 0.7 bow. The bundles were removed, disassembled and inspected at this point. The control rod and fuel support were also removed and inspected. The fuel bundles were reassembled with some new cables (see cable in Fig. 4 6 5) and reinstalled in the vessel. Testing continued as shown in Table 2. The remaining tests were performed in order to demonstrate high energy scram effects (N2 precharge Increased from 575 to 710 to 875 psig) and to determine if CRD housing deflections had any effect on scraming. One other dimensional check was made in conjunction with returning the channels to zero bow af ter the final 1.5 inch bow tests. The dimensions between the top grid and the T-bars on the vessel wall were determined under both loaded and unloaded conditions. This was to ascertain if any movement of the top grid occurred due to loading which would invalidate the amount of bow which was measured on the scale. 4.0 TEST RESULTS: 4.1 Phase 1 (CS i t '. 9 \ The primary piece of data f rom phase 1 is scram tires. At zero vessel pressure, the times to 90% stroke were between 1.725 and 1.741 sec. which is slightly slower than the 1.6 second normal; however, at 800 psi vessel pressure the drive stopped af ter 2.2 seconds at position 22. At 900 psi, the drive stopped af ter 0.6 seconds at position 26. In addition, at both vessel pressures the CRD did not move der!"; e w . fifteen second vessel scramj(accumulator
;w a(
valved out). Fig. 14 plots the results of 925, 950 and 1030 psi testing. At the normal operating pressures of 1030 psig and normal accumulator charge, the 90% scram time was approximately five seconds which is about twice the time for a normal scram. The conclusion is that if the CRD sees an additional friction load of 500 pounds, there vill be reduced speeds at normal operating pressures, and within some pressure spread less than 925 psi, full stroke vill not be achieved. The additional possibility exists that no CRD motion vill occur at these lower vessel pressures. 4.2 Phase 2 The results of phase 2 testing were that there was no detected change in CRD performance due to nyected _Labricalign_ppdJnstallation misalignment. Scram times were 1.548 sec. aligned and 1.558 misaligned. Both times were within the normal 90% scram time spread for CRD #880 (Engineering test CRD). Settle friction ranged from 40 to 45 psi aligned and 39 to 46 psi misaligned. Both ranges are normal.
"'.' 0 sv *** nova 6a J5JMAbl/
7 6
'" a * ;_;-01971 .........., . . . ,
EED . n o i
GEllER AL O rtictaic ATOMIC POWER EQUIPMENT DEPARTMENT ENGINEERING FORM E'v'aluation of CRD Scram Characteristics Under Simulated Earthquake Conditions n e drive trace data was likewise similar between aligned and misaligned. This data is presented in the attached phase 2 test data section. 4.3 Phase 3 4" During initial testing of part 1 of this phase, the data (see attached p ase 3 part 1 test data section) indicated a decrease in settle pressures of approxi-mately 5 psi. This can be and was interpreted as increased friction. Scram times and drive performance were normal. In order to determine if the increased friction would effect scram times at elevated vessel pressure, scram testing at a cold hydro of 800 psi was performed. The accumulator scram times were normal but the vessel scram times were about 15% slow. To verify this slowing, and to determine temperature effects, a hot test was performed. At 500 and 800 psi vessel pressure, accumulator and vessel scram times were normal. At 1030 psi, some slowing was observed, approximately 15% both in accumulator and vessel scram times. Fig. 15 presents the normal scram speed profile for drive 880 with the new data plotted. Settle friction and drive data at all vessel pressures tested showed normal performance. The post pressurized settle f riction indicated a decrease in
, friction of approximately 10 psi. Since the alignment did not change during the test, a wearing-in action is the most likely explanation for the reduced
- friction.
During the first part of testing, the channels were coated with blueing so the rub marks would be very evident. Fig. 16 shows a typical resultsof this te chnique. Actual metal removal could be detected but no heavy wear marks were visible. Since little or no effects on drive performance were found, it is concluded that under static conditions the lateral deplacement used in this test will have no effect on scram capability. Part 2 of this testing phase was channel bowing. As the amount of bow was increased incrementally to 1.5 inches, and primarily between 0.6 and 1.5 inch, the distance of the control rod would travel decreased. Fig.17 shows that accum. (1510/575) scram travel is a function of vessel pressure and bow. nat is as the amount of bow increased the amount of travel decreased. Also, at elevated vessel pressures the amount of travel decreased. In Figure 17, the travel is shown to be more at 1030 psi than at 800 psi vessel pressure. his effect of vessel pressure can be predicted and explained from the scram profile (see Fig. 15). De other variable, bow, was predicted as the results of the friction observed during the cooling water drive test (see Fig.18). As can be seen, the cooling water pressure and therefore the friction, increased greatly as bow increased. Once 0.9 in, bow tests were run and the stopping point, position 07 at 1030 psi was observed and the corresponding cooling pressure,' about 250 psi, was determined, then it could be anticipated that at 1.2 inch bow and 1030 psi the drive would stop near position 12. Likewise, at 1.5 inch bow and 1030 psi WD
., ***=ov"'
383RA617
. 0 1971 co-,e ...., 8 . . . . 7 E - 74e
0 SENER ALQ ELECTRIC MCSR 262 ATOWC power EQUI MENT P DEPARTMENT ENGINEERING FORM l TITLE Evaluat i on o f CRD S c ram ch n rn et e ri n t i c s Under R4mn1nted rartknnnko ennA4,4n-e 6 position 40 could be predicted. The horizontal line on Fig. ,pf'at 255 psi is the evidence of the repeatability of the stopping point. In addition to Fig.17, Fig.19 is presented to indicate the times associated with the various amounts of travel at zero and 1030 vessel pressure. Only accumulator scram data is presented on this figure. The significant fact of this data and figures is that at some point between 0.6 and 0.9" bow, drive line friction was not high enough to keep the CRD from completing its full stroke. It must be kept in mind that these scram tests at the specified channel bows were all performed at static conditions. If a seismic oscillation occurred which produced channel bows up to 1.5" and no yielding of the channels occurred at this deflection, then it is possible that if the driveline has stopped because of deflections > 0.9 inch, it will continue on in as the deflections swing back through approximately 0.6" back to zero and then t o 0.6". The channels were shown to be elastic when the jack was backed of f f rom 1. 2 in ch and 1. 5 inch bow. Note, however, that no hot tests were run at 1. 2 or 1. 5 in ch b ow. In each case, cold, the bundles moved back to within
.03 inches of the original zero. The .03 inch can be explained since each time a test was run af ter a given bow was set the bundles moved back about .03. At 1.2 and 1.5, the scope had to be reinstalled af ter cold pressure tests. Th e .0 3 was not taken into account when reinstalling the scope. Therefore, when backed off the final position is 0.03 above 0.
If yielding were to occur at 1.5 inch bow and 1030 psi, 546 0F vessel conditions s due to a lower yield strength at elevated temperatures, then the scram would not be accomplished as stated above. Under yielded fuel channel conditions of 1.5 inch deflection, a full insertion of the control rod blade would only occur if, as the blade experiences increased friction, due to bow, the fuel channels are deflected back towards zero bow by the control rod. If this deflection reduces bow to that point between 0.6 inch and 0.9 inch bow, discussed above, the blade will continue movement to full insertion. During this test, the jack mechanism did not allow any verification of this theory. During testing, it was found that settle friction results (Fig. 20) showed similar characteristics as cooling water results(Fig.18). This can best be seen in the i plot for 0.9 inch bow. Cooling pressure increased, decreased then increased to j its high of 300 psi. Settle f riction pressures, which decrease with increased I friction, decreased until the drive would not settle, then increased and decreased l to zero again as the cooling pressure changed. This correlation supports the j shape of the cooling curve. The explanation of this shape can be seen in Fig. 21. During the first half of the stroke, the loading is as shown in 21A. High friction occurs at the bottom of the fuel channels. In 21B, the roller has gone past halfway and is unloaded to some degree, thus, decreasing load and friction at the bottom. Friction .incre ases again as the roller picks up the other side in 21C and contact occurs at the middle and bottom.
"""0
., ***=ovat. 383HA617
'a = = 9 e EIC - 81371 ...,......, .. ..
xxD . u. J
1 G EN ER AL (D E LECTRIC
%/
ATO.uc PorER EQUlIMENT DEPARTMEN1 MCSR 262 ENGINEERING FORM TIT b E , Evaluation of CRD Scram Characteristics Under Simulated Earthquake Conditions l l The results of the inspection of internals are pictured in Figures 22 through 31 l with Figure 22 provided to aid in interpretation. ! l R'e ferring to Figure 21C and 22, it would be expected that wear marks would be l found on the upper and lower areas of the north and west channels as well as in the middle of the south and east ch annels . Figure 23 shows the north and west channels with wear marks at the bottom and the upper one-third. Note the wear on the north channel being close to the inside corner. Figure 24 shows the I south and east channel wear as covering the middle one-third of the length. l Again, the inner edge is worn. Note that at the conter, where the spacer l
, blocks were, a wider spot of wear occurred. Such a mark indicates some distortion of the channel shape at that location.
i Figure 25 and 26 show the corresponding wear on the control rod. Also, rub marks were found on both sides of the handle on the top of the control rod. The side which f aced the north and west channels is pictured in Figure 27. The unpredicted rubbing which was discovered upon inspection and was the cause of much friction, was between the northwest edge of the control rod and the fuel l support. The entire length of the fuel support was galled (see Figure 28). The ' resulting groove was the width of the control rod and about .06 inch deep at the top of the fuel support. The control rod was galled and torn over 90% of its length from the velocity limiter (Fig. 29) to near the top. Fig. 30 shows the resulting edge of the control rod. The material which was removed by galling and tearing was found in the CRD inner filter (see Fig. 31). Such materials in the CRD would significantly reduce seal life. An explanation of how this rubbing occurs is presently in Fig. 32. During the ! lower half of the stroke, the rollers are loaded as in A with the loading at the bottom of the channels shown in B. Note the bending of the wings which allows contact with the fuel support as in C. Above the halfvay point, the loading of the rollers is as in D. The loading in the middle is as in E, and the bottom is again as in B. The result is the same with rubbing occurring as in C. 'Ihe wear marks near the inner edge on the channels verify this explanation. The results of the high energy scrams at 1.5 inch bow were that the drive went in 4 an additional 15% for a total of 30% with 1320/710 charge, and 40% more for a total of 55% vith 1510/875 charge. These were at 800 psi with similar results at 900 and 1030 psi vessel pressure. The deflecting of the CRD housing 0.5 inches and .625 inch, in addition to the 1.5 e inch bow, had no effect on the scrams. Quick releasing the housing and hand exciting the housing had also no effect on scramming. The results of the loaded-unloaded top grid measurements are shown in Fig. 33. 'Ih e maximum dif ference was .016 inch which was not considered significant. o.
., a m ova's 383HA617 f ** ,, p- %,
- a cowTons.erre d sawo.9 IED _m
- c. . mb maw.ugus o.1 :.n . . . xamesmaa
SENERAL h ELECTRIC ATOMIC POWER EQUIPMENT DEPARTMENT MCSR 262 ENGINEERING FORM
'YaluationofCRDScramCharacteristicsUnderSimulatedEarthquakeConditions TABLE 1 E
N S W
/ ySW+
Nw+ Alingment t .02 Core Plate Top Grid Test hV ("A") SW ("C") hv ("B") Sjt ("D") 7 U T U E U M U E & E & B 2: B & M C e C X e M C mue1
- 0
- 0
- 0
- O Phase 2 Pre-test Alignment
- 0
- 0
- 0
- O 1 Initial **
Misalignment .184 .166 .053 0 .029 .042 .029 0 Pre-Test Check .184 .166 .034 0 .029 .042 .019 0 Phase 3 Part 1 .155 .166 .195 .2 .024 .042 .611 .6 Post Test Dieck .150 .166 .180 .2 .028 .042 .611 .6 Part 2 .010 0 .003 0 .008 0 .004 0 Post Test Check .078 0 .003 0 .008 0 .004 0
- Tight wire system used; actuals hTi
** .166 .124 = .042,
- r o av AP*novak8 JOJMADA/
CIC - 0 971 c o ' =~ . u , 11 ~O m EED . u.
GENERAL $ ELECTRIC ATOMIC power EQUIPMENT DEPARTMENT ENGINEERING FORM
"'E' valuation of CRD Scram Characteristics Under Simul ae t d E arthouake Conditions TABLE 2
., 'EST SEQUENCE Anount of Vessel Buic Other Bow Pressure Test Tests (PSI) 0 23 (ambient) X None
.3 23 (ambient) X None
.6 23 (ambient) X None
.9 23 (ambient) X None 1030 cold Hydro 2 accum scrams 2 vessel scrams 800 6 900 1 acetn scran 1.2 23 (ambient) Parts A,B 6 D None 800, 900 and 1030 cold Hydro 1 accum scram
.6 23 (ambient) X None
( 1.5 800 1 accum scram 2 vessel scrarrs 900 1 accum scram and 1030 1 vessel scram 23 (ambient) Part B 1 cooling trace 1 accum scram
.6 23 (ambient) X None
.9 23 (ambient) X 800 6 900) Part D 2 vessel scrams 1030 ) Ht Parts A, B and I drave trace
) D 23 X 0
23 (ambient) X None 1.5 800, 900 and 2 accum scrams 1030 cold Hydro 0) fI3, (1510/875) 1030 2 scrams (1510/575)
"'."o ,, ..... ~ , aeamu tI;_81971 m.,......, 12 ,, ,, 11 uso _ u.
r i . G E N ER AL f-) E LECTRIC ATOulC power EQUt'PMENT DEPARTMEN1 MCSR 262 f l ENGINEERING FORM l ! '$'v'a'luation of CRD Scram Characteristics Under Simulated Earthquake Conditions l i
.. TABLE 2 (cont.)
1.5 with 1030 cold Hydro 1 accum scram
.5 CRD housing (1510/575) displacement 1.5 with 1030 cold Hydro 3 scrams (1510/575) osolating CRD housing 1.5 with 2 accum scrams
.625 CRD 1 dynamic housing 1 static displacement 1.5 Part D l
l l l
" .' O
., ***a*' 383HA617
[._.] . C 1U] c o v o. . . . , _11_ . -o.17 no _ ..
- y =--
i ! GENERALOitectaic ! ATouic POWER EQUIPMENT DEPARTMENT l ewometniNo romu l Evaluation of CRD Scrato Characteristics Under Sinulated Earthquake Conditions i 1 i i &
%g I i
i t J ' l A - M
- 7%
1
, 4.
f 1 j g s . J w .A
- FIGURE 1 i
, t 1 J 4 oy 0 av 4. mov.u. 383HA617 b b ~ O lb7I c o , ., , ,, , , , u ,,, ,,o A
SENERALOiticraic ATOMIC power EQUIPMENT DEPARTMENT ENGleeggRING FORid I ve,L s ! Evaluatiot of CRD Scram Characteristics Under Simulated Earthquake Conditions i I i NW < l 1 l "B" Top Grid Displacement l k l ("A" Minus Top 3 Grid Misalignment) (See Table 1) i I II : i l , I i l
-> ' < "A" Lower Core '
l ,
' i ,
Plate Misalignment { (See Table 1) g i ( l Two points which , l establish CRD housing ' i centerline , I r_ -- /9 FIGURE 2 i ! I mov g o. l j ., ...... 6. 383HA617 E..C-81971 ...,......, i s .. . 14
.. . . .m t
I - SELLER AL O rticiaic ATOMIC power EQUIPMENT DEPARTMEN1 l swatustaiwo roam vivos ; Evaluation of CRD Scram Characteristics Under Strulated Earthouake Conditient l
.. "B"
% Plane of Phase 3. Part 1 Misalign: cent
/ s, g ,
SW
/ "D" "A" g Plane of Phase 2 l Misalignment l :
N D V - i "C" O ; i h ' V .. FIGURE 3 i
- f,." 0
., se*=ovato 383HA617
'""'a t n _ n g 7, . . . . .. .. . . , __n_ . - . . . n_
m D - ...
l j GENER AL h ELECTRIC AToult power EQUIPMENT DEPARTMENT ENGINEERING Fomu viv 6 s Evaluation of CRD Scran. Char act eristics l'nder simul at ed t a r t hmi.,1. r<>nd i t i ons I 7 b
- r b
l 0 i y w e e. v v y # - i; l ( .. j
,L a FIGURE 4 FIGURE 5 rIctRE 6 i
..L s . I; -
I k*ll 4'Q
's)5
~
6 a . ., - [ 1 a
'b i
A . . A FIGURE 7 FIGURE 8 ., l i :: o
.. ....... . 3g3g3337 l
- .: 0 1:71 ..,...,,37 ..3s au, - u.
l
i GENERAL ELECTRIC MCSR 262 ATOMIC POWER EQUIPMENT DEPARTMENT ENGINEERaNG ronM
- tiv L a l
Evaluation of CF1> St ran Characteristics Under Simulated Earthauake Conditions 1 . h 'l . ' : . * . * ; 'pt'.r D ' i 1
/..}.,l,. J,,d .p,g h..,g,g e .
?
j . _+ :.fg,e *.. . ; . = :, 1:.. , , _ ~ . .
- g. . .
t, >- '
. "T" BAR
. ;. ~
- q. Y
.~;:- .
.A j . :. 4 ' /'\ 4. . :.
's'
.?
s-g s FIGl'RE 9 f.*.* .. e (
.. .* 'k 4
A ' 4 l .Mlllilll!!UHilli
. ~P"5 M , er
.k}1$4A B. 2,4, ,
' ~
l 4
'me.M.',
1 d 5 FIGURE 10 ) HAIR LINE }
- FIGURE 11 ,
i ' 3 . J \ l
.sv o uo.
.. *"aova'. 383HA617 l
"* 3 a .. .. 2 7 j E::- 31071 <~'o~-",
i . -u. 1
GEN ER AL h ELECTRIC ATOMIC power EQUIPMENT DEPARTMEN1 HCSP 2b2 l ENGINEERING FORM l bEa'luation of CRD Scram Characteristics l'nder Simulated Earthouake Conditions I t j . , W7 l l Q, Y.s %,
.4 l
l an j ., l l l l l i j FIGUPI 12 l , f 1 l 1 1 i j l 1 i i
- l' O
., ** ao w a" 383HA617
'a===
f.:C - 81971 ...,o~...., 19 . ~ . le uso u.
S EN ER AL(]l ELECTRIC MCSR 262 ATOMIC POWER EQUIPMENT DEPARTMENT J ewaiwagning , ,, t l Ev viv6'aluation of CRD Scram Characteristics Under Simulated Earthquake Conditions i
~
I PUSH N PULL ( H-- ___g , o\ / == l. 0
\/
\ '
\ f11 7,
/
f v l \ 94
<g l
I FIGURE 13 l
<s i
I j "1.' 0
.......u, J5JMAbl/
seau.o [~r - 81971 ..~,.~...., 20 ,,,,,,.39 M - no
4 l l SENERALOiticiaic AToutc power EQUIPMENT DEPARTMENT l l EwsiwtEniwo rostu i viv 6 s i Evaluation of CRD Scram Characteristics Under Simulated Earthquake Conditions
,n : '-~ +
, j .l l l
20 i - l . . : o _ i. i 7 --- , sa e i i to
" l
, i i I '
!$ 15 ..
6 - s
~ 1- : s 1 e - , -
; .2. _ 4. . __ a_
i : l \.- -.,_ . . - . . . . m j \: , h ._
.._h_
i i l .. . . . . - -w VESSEL SCRAM 5
. ! I l_ . w 'I ACCUMULATOR SCRAM
; g j i i -p l .
i { T~- ~j j l 0 800 900 1000 VESSEL PRESSURE, PSIG l l l FIGURE 14
~
% v ., -
! r: r ;. - ,- s
.o i, o .
l 4 l I l
... O se c.
., ...... 6 383HA617
' * *
- r-, 21 20 9 1071
@ ,y a r
I 1 SENER ALO V ELECTRIC 1 MCSR 262 4 ATOMIC power EQUIPMENT DEPARTMENT j twoiwarnswo roam TITLE Evaluation of CRD Scram Characteristics Under Simulated Earthquake Conditions l i 5.5
- L 4 . J_} j ! 4, .. .i.. ...Q . , . I e .... .. ._.
..... . .- ,..- . . . . ... . . ... l
% ,, ._. --.4- 4 . .
.i. .
.- _ , ;. . 4 a 1-.
. i s . wr.r.m. mv. u r.o
,J J_:.._. .j AL :a 4 , , ,
7 4,. .. 4 . . #880 PROFILE . .-
- y. - -
;l
,. t -' *. *..' . . ."_
, ,. m .- , t..'. . ,. . . , '- O PRASE 3. PART 1 DATA-5.0 ,
.,,. , . _ _ . , . 4- .4.. ._ . .. .. y
,3.. . . . .j g .. - . , ._
. . . . , . , , . . -. _ . . . . . . . . , r s . .. ... . . ..
.L.. ..;_; t . _ ,-. . 4 _: . ..
. _( . .g, ..
7
.q . . , . . . . .
. _ -. . . . .t4. .
y,-.. . . . _ .
... . - . .~
.-. r .
-. . _ , . . ~ .
g
.. . - . . . ..t ,7 . . . . _ . _ . , ..., . ._
4.5 . _ . . . . _ - . . ... . . . . . . . . . . . ... . .. ._ 3.c . . . . ..
. . . .j .
{ C .. . ... + . 4 . .. . l . ._ . .. . .. . . .-
..... _~_.-. . , . . . , - .. .. . . .. . . . . . ._.
c _ ,. .- _ . 4. .. . . . ... . . . ..
~
2" 4.0 . . . . . . . . . .. g 7.,. m , . . . . - .. .. . . . . . . . .. . . . b ,, - ... . . . . . . . .
,,3 .. .-
.c . . . ..- ... . . .. . . .
, gg $yg g
3.5 . .. ..... . ., .. L C
.. .?
.4 . 4 m 4.g,. .. .4 m .-- .q. 3 . , .
0 . .. 1-t d
.9
.t 2 .. +.-* *; . . 4... . .
3, , , .. _ .- ;
..,. . 4 , - . ,
E, 30 . , ..L. . . .2 . . . . , . , . . . . , . . _ . . . . . g . e. . . . . _ , . ,- . 4
. 73
..L ,s .
y
., . 4 . .
. . .g., -
M A I U E E DR . , ; . . . .. .
. A . ,_ . ..
7,A ,._9
.7 3 , . .L'.% _
. f.4 3.,1- ... . . .
+4 4
- 4ggpyg . t, . .-
m g
.u...
.a l. . . , .
3
. _ ... L. . .
g
;: 2.5 . ... ,.. .,. ,...
7 . .
.% 3 ,,, . ... .__
q4 4,33 .4. 1 ,..
, & y..
.4
, , . . . .-.4
- 7. .. .
..4 . 43 .4 4 9.j 4 4 . ,. . . .. . . . . . . .
M + e. . .7_.,.. 4 y. ..p.
. . . , . L4 3-
- q. .p 4433
. . . 4. , .
4 . . ..
..a t. .....
+
,4_ .t4 , ,.,. 4 .
g .a .
.J a-f-j-_...l4.4.-.} y J ;
- p. . . -9 i , . 4 .-
HH-1'4
.J 4 ,
. . . L j.. 4+, -4.J .;- J.
7 a{.- .4 .4 2.0 34_ ,___ ,4 a ,g_,,,,_, , ,, ; ; ;, ,1 3 4 ,44& ,,
' J +;_ ,
' *+- -* -
- __ ,4 , ,.
t '*tp- ;;;
. 1
, t
. h... - , . -- t.17 .c , n*~a t t j ',4 .1- -
1 f,4r a . .,t ta . . __..,- . , 'N.,.g 4 - 7p .74 ,. .
. .p 9 + 3 ., .-{ , 7p -.q{..,
. . 4 e3 4...y Q _$ . 4 .. .
;a. 4 <.444 ...p _. .
.4 . . a .4. p ,j. a.; ; 4 _; .
-1p-.-"t. .. _ , ,
.. ,3 /_-(. . '
-t t - -d. .'.-. ' '
- ' ' " I'
.'.+1 * *1 -' *- * -*
7 ' ~ - ' ^ ~
' '-* -o
' *-F M
~-*
;- .._4 p._.. p....,.
.j - -
,j ; t,_}t. .} . t4 +-' j . 4 g4 -
'-. . ' .' _' ' '_"'-H'-*-
' . ' + 4 4 H'1r- e-t-t j li 1*5 0 200 400 600 800 1000 1200 FIGURE 15 VESSEL PRESSURE (PSIC) "" O
,, ...... 6 383HA617
. uan ' - '
L v o v 1971 .........., 22 .... 22 EED . u.
i j j CEllER AL O itectaic MCSR 262 ATOMIC POWER EQUIPMENT DEPARTMENT
; suciuttniwo romu i
q vivon { Evaluation of CRD Scram Characteristics Under Simulated Earthquake Conditions 1 f i 1 . ( j ,6 - l , I ) d
. FIGURE 16 j .-
1 l .- 4 j { 1 - 1 l ' 00 - I A l i i s i I
!\
{i h !
! .m - I l~ \! VESSEL PRESSURI (PSIC) as t; 2
! i NN i t.
P \\ IN l p +4=
.i -
- i --
1 i W \F I TNo i
!g 20 i i i K\ \ [ 900 g ,
; g) g
! g .;:p ! . j i\j!l 800 ( l y J!- : .
! ! iL\,M i f z 30 S i
! i I W Ii-H
, 5 i I I I b 3k b ACCUMULATOR SCRAMS l 2 1 I' i ! I M g-
- 40
..j.. , j j j. .
.g . , - ' '
; , 1
. . .i- -i I
! l ! I l l TICURE -17 i I i :
q' 48 1.z j J l , 4 l 0 .3 .6 .9 1.2 1.5 Cv,,e k BOW (INCHES) {
"l" o
., ...... 6. 383HA617
' auto L"$-8Illl co ,......, 2 3 ,, ,,, 22 t m:D -u.
d
i SENERALOiLicinic ATOMIC power EQUthMENT DEPARTMEN1- MCSR 262 ENGINEERING FOctu ( 'YvaluationofCRDScramCharacteristicsUnderSimulatedEarthauakeConditions l 600 . BOW (INCHES)
., ii:i F .l L _S - - 1. 5
. :i '
i
~ .i /! -- :l.
500
.u..
~1.
.'i '
-~7
/F ' -l I [! '
'I "2
l i ^ im i j j / g /j is : *El ! l l 6 400
'EiF:
,~
i- i 17 ~T~ y E=!i:.
- l-
- d. j
.[ l a 'il: I
/: ! / ;
h "l- -I' 1 .I I [j
.i r
" O I '
L t g 300
= fj i l
.'j '
f r= 9 y t, i >
~ t )"
^
CR BLADE STOPPED e T 'i d_ ,_ f___!j .._ _. i MOVING AT 1030 PSA E / - i I VESSEL PRESSURE y 200 g- .- j 7 , 7, , u Q ./ [ , ; e i
~~
.6
.T i ;
. L4 '
f -- , 100 --
.3 0
gl l. ~T . .t -T T F~ ~1 i i ! ( 48 40 30 20 10 00 ! POSITION l l FIGURE 18 id e w . e O 0 e, a. aeva6s 383HA617 inus. c_"v-8107f c..,......, 24 .. .. 2 3 xxD - u,
SENERALO k'ELECTRIC MCSR 262 AToutC Po*ER EQUIPMENT DEPARTMEH1 ENGINEERING FORM
- vav6s Evaluation of CRD Scram Characteristics Under Sirnulated Farthoude rnnaitinne i - 0, .3, .6 ,
.. .9 >"0" Vessel
- 1.2 Pressure !
- - 1 .5 ., l
- 00 - 100 .
r 1 i i j . =
- 02 - I ' ' '
I'I ' ' I ' ' ' 4 04 - I !
' ' ~-i 06 -
i
! , .9-103) PSI 08 -
_1__y-- L._ __ j ._.____ . +i-_u __ i I i 7
'/
f ' f N & ;- 7-
---~}
6 - I d (_ ._ 4 .! [ - - - y l-- 18 - ' l 60 I
/1.2 '- 1&HPSI
-y s l
- ~
24 p 7 / [ 40 ' 3j ; l , f[ d;l 1 4- '
-m i )f 34 j i-
/ / _
J
..g.__. -.,- .
.-s - . , :--- - - ---
36 , jf' g/ ; i 1 3B 20 ! ' -" _ i f
/M-1.5 r - 103C PSI . ! [ i .
40 -
-- ~ - - ~ -
42 10
'l #f ' '
~
44 I ' ! I
- _j;[/ ! i 46 - O l I I I '
'8 0 .5 1.0 1.5 2.0 2.5 3.0
/s h TIME (Sec. from loss of signal to Scram Pilot Valve )
=
o
= -
3 IE t: m M o .z 1 c t-C W w FIGURE 19 Ch.
"=' O NO.
,, ...... 6.
383HA617 l
~=* 23 ,, ,,. 2 4 DE - B E71 =a' - ,
suo - u. . l
.. ~ .;
SENER ALO s/ELECTRIC AToult power EQUIPMENT DEPARTMENT MCSR 262 ENGINEERING FORM TITkW Evaluation of CRD Scram Characteristics Under Simulated EarthouaVe Conditiere. 50 -I
- - - i ' i j
.3 3 0
,- x I
40 '
-H - i T
.: n :
-l l- l A >
c -! I- \i !
-)
\. _ 4
}
'l ;-MlC[ I(l 1
oO 30 1 i j \i .! UE ' { i ) I 7-w c; 20
~
. i I q: 1 i 4. - r L\ ;
fSE 10
'f[b p[
q . l
,' /J f
i
~'
0 - j -{~- 1\ l N Did flot Settle
, g. .
;, -.i j i ;
48 40 30 20 10 00 i l POSIT 10tl l FIGURE 20 \ m Contact . Relief Contact e Contact Conta Contact Contact *
- w A B "C i
FIGURE 21 ;" n ,
,, ** e a o n 's 383HA617 l DIC - B 1971 **"'*"*""' '""*
m ...
.- ~
SENERALOitictaic P' C ' AToulC POWER EQUIPMENT DEPARTMEN1 twoiwstmiwo romu vi,6s Evaluation of CRD Scram Characteristics Under Simulateci f art haua'r e Condi t inir Sides Which Had Wear N N E w'
+ .
s ! y 5 e,_ y -.p ', .
.- *s
~ ' t .
s y_-
#C l i
, i S , .- .
- wi .g g
t ' 9. - 1'g&
.s
'y M
?
, . *ia W'**, _ ,
_- s j FIGURE 22 ' M
-y j
.; N . W l '. FIGURE 23 M .' O
., ***aeva6e 383RA617
'""" 27 26 C 0 - 0 1971 ... ......, , , , , .
no u. c-- . - --- ----. . - - - - , , - , , - - , - - - , . - -
SELLER AL O rticiaic ATOMIC POWER EQUIPMENT DEPARTMEN1 4 ENGINEERING FORM
'E'daluation of CRD Scram Characteristics l'nder Sirnulated Earthauake Conditions
~.*,.
S i FIGURE 24 l l 1 i l l
"'." 0
.. ...... 6.
383RA617
'""" **' 28 27
- 013~1 c..,......, ,,,,,,,
EED - ne
GENER AL $ ELECTRIC Atouac power EQUIPMENT DEPARTMEN1 ' Ewoiwetmiwo romu Yv'aluationofCRDScramCharacteristicsUnderSimulatedEarthouakeConditions M tl
?
, -s, N1
?
e 4.* d s .* .
A s
.. . b* g
." I'
\
~~
Mi .I l W l 14 b
- f <, (*
i sh 3 ,47- - ~ , 'A .. 3
- 1. b
/
\
'l:..
' / j $M l
d' 1 l j FIGURE 25 "l' o l .. ...... 6 383nA617
- . - . .. ..-e
- a .. . . . ..,
29 2B l mzo u. ]
c e 1
~
I SENERAL ELECTRIC MCSR 262 AToult POTER EQUIPMENT DEPARTMENT l gwoiwetmiwo romu TtTLE Evaluation of CRD Scram Characteristics Under Simulated Earthauake Conditions i
- ...l .
tei- S W.
* . * /c .. -
t e g, s - . . . j
, ;p -- ...g,
% E 1 ,, . -
i g ;.,; ,=* I
aL._i:- &$$_-mi .
l i l I l ! l i 1 l . e ' 5
'^ '
i , ..-- ma - . n - - e:. W, , <-S Ar.In g ,
- ~
. , , . ;. a;: , ,, ~ 'M.' 4,
.. n
.pe .
- E i r % d. -]c '4
~
[' d' '- ' e FICURE 26 .~ i 1 I i a
=
- .s.o. 0 l e, ara =ovace 383HA617 I
es wso n-a o j L;i" L U m.. , e e coat om sas et 30 sa wo.24 E - Tao 4 k
SENER AL O rtic'aic ! ATOMIC POWER EQUIPMENT DEPARTMENT MCSR 262 ENGINEERING FORW "Ev'aluationofCRDScramCharacteristicsUnderSimulatedEarthauakeConditions
- - . .9. mr v %.- . _ , ia ' .
l . '
. cj
,, ..%f; l 5?]'2]:
"Trh- l
- f.
. l
~
. ,W 4
i i i i i ' l 4 fi-W SIDE FIGURE 27 l y, . - - 3.~.. -
? e; .v' ..
.y.
E . -
,'s'E' .; y 'r . 4'
~
. . re .
' t'
/ S* u
,C ,
, j.. .t ,%
.Vf , S .y _ . . ' t,
? '-
e i g.
'ed.. l
-(, [** % 6 FIGURE 28
"'T 0 or **Paowa's 36JhAbli DFC 31"j _
eon,. .-,,, 31 ,,, ,, 30 MED -u.
4
; GENERAL ELECTRIC i
*MCSF 26
- ATOMIC PO*ER EQUIPMENT DEPARTMEN1 i ENGINEERING FORM
- v iv o, j Evaluation of CRD Seran Characteristics Under Simulated Earthquake Conditions I
P l I . i 'l I i i ' T-b d*t ,s ' F . t 4 U i d l \ \ l l l l l l 1 l i j FIGURE 29
~
', 4 -.
l 4 l I l Ds O . 0
., ... ovace 383HA617 DC-0?'; .. , . .., 3 2 .. ,. 1L 3GlD -u.
i
! GENER AL h ELECTRIC AToult PO*ER EQUIPMENT DEPARTMENI ENGINEEmiNG romu l 1 v ,$s Evaluation of CFD Scrr- rh , r., c t e r i c. t i c e t'nder Sirulat ed rarthouake Conditierr
'N - ',
. , c ::i U ~.
p l 1 l .n-
~
.. . . 1 - FM ,. '
- e 4 +'o M '
. . y -m
- c.id,e
~
.,.'g .: . .. .
l 2 .,
- t. ,a .g
,(.
L er -. h
- x. . . - - , - .- _
~* ;g - i,
- f. ,3.<
. +-,
l
^-
.: ..g_ :
' . ' + - yq
.,-v.. ?; 1. ;_ - .
1 l
.: .y ., ~ ;
4
\
, FIGURE 30 hD. o
.. ....o..us 383HA617
...weo - ,
L.,u .. ..... . c o ~ , o ~ .. . . , 33 .--o.32 RED _ ,,, L . ._ _
G E N E R A L () E LE CT RIC ATOMIC power E QUIPMENT DEPARTMEN1 ENGINEERING FORM ' ,,,6. Evaluation of CRD Scrae Characteristics l'nder Siriil at ed T art h-unh Cc~'i t i ne c
- 2. .-
.g.*tM
-;$D g ;. -
s. ty. y .r .y
, 4. . .
. ../
'IN l
FIGUPE 31 1 l WD. O ev ....o .6. 383HA617 D ,E.[ O g.. .i 34 co~, ....., .-~o. 33 NED _ v..
SENERALOrtietaic Atomic POWER EQUIPMENT DEPARTMENT MCSR 262 ENGINEERING FOAM
. v'aluation of CRD Scram Characteristics Under Simulated Earthquake Conditions
( r ; C 3 e a w , t a v J A
^ n ' B L
v v
-3 ( j )
< r , , r r , r m C ': w J J 'w ) t > e > I i, h , t m
; e ;
i i n D ,
--5Y 3 E- 1 ;
v Contact ,i ' r r , i
! ) l L_ ; e a r , r- ,
t- i t ; E C )
, , FIGURE 32 r r l
t g a L_ J
- ' .- o
.. ....a 383u6n l
" " ' 35 3' DEC - 81971 * * - ' - - = ' ---
suo - u.
SELLER AL $ ELECTRIC MCSR 262 ATOMIC POWER EQUlPMENT DEPARTMENT twoiwetaiwo ro=M
. '"EYa}uationofCRDScramCharacteristicsUnderSimulatedEarthquakeConditions NE SE a
ilW SW i LOADED UNLOADED "X-SE 6.725 6.734 SW 7.208 7.192 NE 6.494 6. 488 in! 7.004 6.999 FIGURE 33
"" o
., ***ao"
383RA617
""* 36 M
==~' -a, .....
DEC - 81971 axo - u.
I I l i SENER AL $ ELECTRIC ATouiC power EQUIPMENT DEPARTMENT MCSR 262 f ENGtNEERING FORM
- Evaluation of CRD Scram Characteristics Under Simulated Earthquake Conditions
~.
I PHASE 1 TEST DATA l i l l l l t i I
- . o
., ...... 6. 383HA617
'"""* co .~.-==, 37 . 36 i- DEC - 8197f ggy - 74e
, , I! ' I it
;l! I ll!
3C, O _ fu{f _ d _
% j g. l Y ;0 y r To 5 l}l 4 ' $y 7 w & -
_ 0 4 [ . S 1* , E 7 o . S _ S ~ s.
/
N A S M T mse '
*"s o o p g
'$!=
_ h f 9 2 t. - N I C I R A M R M 2 2 2
. 2 r, 4
E 5 ,
~
9
- C
,- E H
T R o eemae o y 8 E E 1 E mo W 7 3 T A D P M 4 R S
/( e vem w r
n _
$ T S so s g t cr e o Vo o 0 0~ o
's.vt 22 fC g>t o 7
o 0 0 o ot 6 0 1 5 s _ T S g 6 1 m 9 o o 0 3 7 S 9 9 2 e E i s I / f 1 _ U p Q E 0 0 0 0 8 3 5 o 81 S 5/ 20 R T S yN
- 5 f. EMi I 5
1 2 2 2 1 1 2 2 2 2 9 / 2 2 E 5 6o o T o o 0 o ~ o - 23.32( 0 5 7 5 5 o o 5 2 /o 5 m 9 s M t"
- }
dg 4 1 5 5 5 7
/ t 9 9 e fo 9 7 7
5 e y - t 0 0 6 o 0 o 0 o 5 o 0 0 5 00 0 50 0 g g p 2~
- ' N3d dp 3 1 5 2
5 2 4 9 o 5 (c 6 63 9 9 9 9 5 9 6 7 5 7 0 9 9 8 8 8 2 2 8 4 c 2 o So / e 6 7 0 0 6 0 2 o o 65 2 n 2 2 4 7
?C 9 oO g.8 9 2
/ 2 7 9 3 3 5 S 6 (o V fo 7 /< 1 1
3 4 8 7 7 9 9 2 / 5 5 5/ Jr g&M OEEG $~ . .
/ / / -
/.
0 V / G 1 0 1 3 6 o r 9 2 o 1 9 V 4 3 a 8 4 _ 6 5 g 82$ 1 1 9 2 T R 3 7 7 1 1 3 I
/ I 0 6 r 4 2 n 7 w$ 5$m -
/ / / l
[ l 2 2 S 3 . s S 0 1 4 9 0 0 4 / 2 4 5 22 w 3 4 o 1 0 2
)
b I 5 "k 2 E8- 0 1 2 7 2 4 7 q 9 1
% 6 1 1 8
l 6 4 2 /, 9 7 3 7 d h 5YE $ sr.< /, ( T
. 1 / S V 5 5 S 6 4 f. 9 1 / / i.
W 0 o 77 tz ST 7 x . 2 6 8s e 30 8 0 E8 E 5a 2 S s a 7 1 7 2 2 1 7 i 3 s 5r o
- 1 / /
0 R &h5TE[g 9 0 to 91 s. 9 o 2 1 S i /
. /,
0 9 0 8 3 4 1 l. 3 a 2 3 3 3 2 2 . 3 /. /. 7 W 8 2 0 0 0 9 4 5 7 o O 0 lo / 6 5 9 a E 0 _5 ge 4 5 2 7 9 / 6t 7 1 V / 5 o 3 7 9 6 s 3 3Was"E.. y, 8 3 3 f, 5 5 6 9 9 4 V # S /. 4 2 3 s m M 3 . . - . . - . - / / 0 0 7 7 2 0 V o 9 3 9 o 0 6 o 5 0 0 9 5 s
/
L 9 M b 8 Edc s 7 0 0 /1 1 2 3 3 0 9 5 2 6 3 5 2 2 2 1 A E 2 2 2 2 2 2 2 4 3 2 2 2 4 2 5 2 2 lS
? T S QE 5*E E 3e 9 .
_ 1 7 Y S 2 o 6 o 2 9 1 lo lo z 7 7 0 2 8 2 o 6 4 4 1 n T S t EE5Bs. 2 o 2 o 1 o/ /o of 0 8 9 / t i / 7 7 _. / s T E Eo 6 7 7 9 9 l I 1 l 1 2 1 1 / t / G 3 1 B 4 4 _. 2 2 2. 14 4 4 4 I* 43 44 3 2 3l 1 42 1 3 3 9 2 I b C tgggEE5Br eB> 5 7 7 5 5 S 4 4 4 S S 5 5 S 5 S 5 $ i
/
S 5 5 S 7 7 S o 2 1 B 8
/
4 3 4 3s 3 B 62 3 e, t K G TEE wW* 5b 53e 4 2 7 2 4 7 45 4 W 4 M S 4 5 S 4 4 S s S S S f I 7 3 3 2 I 1
$ S S S S 5 S 1 i A/
N ) Q E e f1 t G i L L t i i iI 6 L as fs L h 9% I S i E N P 6 Is3u C i
#g[% % r t s 9 cs @
s _ f A 7 L E ( S S ETi5< i l 3
% W *M 9 5
'L *.. 8 B 2 e v.
s 'f % fu % M% 0 Y Va % ] 9 E E D P R o 0 0 o 0 0 o 0 0 0 0 0 0 0 0 0 0 0 5 5 2 2 5 5 3 3 3 3 3 3 3 2 R 0 0 0 3o 3 0 03 3 O M GN GR~ wsSo. 2 2 E I L eB> 2
/ / / j / / /0 8 8 8 9 9 7 9 9 9
_ L V I O T R O I
/ l 3 /' 6 /p 7 S 9 o
/ 2 3 / 5 (o 7 8 9 /o / i /
T D C 8!m I 4 / / / 1 2 w23!v / _ /. E T D9 *h*'1 4
* ,M(
~:
( s
~
~
s DATE /9 a o
=
D h D E DE
~ ~ ~
D Q hk $ D ~ B[gg 3 D D O D $ q VESSEL PRES $URE(PSIG) g o gg k N k h 5 STEAM SPACE TEMP. (*F) 9 l { j h N i
- h kN h M - VESSEL BOTTOM TEMP.(8 F )
N 4 M k 4 k k ) M h h u-PROBE TEMP.(oF) 4 5
$ k h k kg h k k h h N HCU SUPPLY PRESS. UP #y h g g o o % o e o o q, o k ,
P11/PR AP(psi) W g-h W % 4 % % W 4 4 4 L W 4 PRESSURE UNDER PISTON g QD $ $ % y g g { g y g -* ORIVING UP-P13/PR AP(psi) 2 k-i
* * $ * * * *
- t
- D
- PRESSURE OVER PISTON d
l $ k o D D Q *g 1 *$ g $ $ D ORIVING UP-P12/PR AP (psi)
}
I > %. >> > > > s > s y > > 40. 39 as if (W)
$ s y% 5. Q R Q Q { D w % SPEE0 0 RIVING UP(in/sec)
% % % u h h 12 b M h M ** b b HCU SUPPLY PRESS. DOWN
$ g Q $ e Q $ g Q Q Q E $ % 5 -Pit'PR AP(psi) s :o N I 2 I I A Q k b h k $
k% k
._, PRESSURE 0VER PISTON Q e % o o % o o e N g % { g ORIVING 00WN-P12/PR AP (psi) y [ U U N y I l* D $ y ? D o g D _
~
PRESSURE UNDER PISTON h O g W O o o g g o + c g o ORIVING 00WN-P13/PR AP (psi) 3y
% -4 N N N 5 ' 5 S 5 > N- .s > > > s ~
SPEED ORIVING DOWN .D > s E. 4 L s n 4 h W k (in./sec) at Je-B## 4 % '% N M 4 4 % % M N / g -> N g 'IM 5 4 9* w w 5 9 9 % % S 9 ORIVE UP FLOW 4dfg f ,* O j * * .% ~ J ? .' . . . . D ORIVE DOWN (GPM) w : , '% L A s b s
; % A 4 * '*. FLOW (GPM) 5
^W"% M"#~ A g e>s Q % u % % Q v % % % % ,
yl h b $ $ $ o k $ $ % O Y OM W 5 s s s Du 4u , u u u o u u e < ,- < , - - - . W 4 4 4 s i. Q- 4 % % C t % g ;;;; Q 6 c % S 0 0 0 4 0 0 o o o g of,va awo y
,s a h N-<
!!G C - 323 m
2-
^
nE b,! 9
% 4 s
a g e .. s t. w ~o wn f
-cm O X, .
LEAKAGE & FRICTION tmI'A gg - ff=g o -+ ' SEAL LEAKAGE TEST PAR. 7.0 g?
- - ~
LEAK POINT TOTAL = APPLfE0 l PRESSURE P.O. PORT COLLET sPUo vtSSEL PORTS Pss uUmm wuwm uvum uvum uvum g
$PEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL N k SPEC. ACTUAL SFIC. ACTUAL ExitwoEo reo AT P.O. god M.A. O 2550
$25 uss go 6 75e* ,200 . iso
/f30 >
ri 60 970 m g O ///O ins O ss? 2mo RETnACTEo 2oo AT P.u. 800 7ss 170s (-) E
- vtsstt PORTS + P.u. PORT nott: Pluo Cootmo WATER ORiriCE OURino LE An Test O f4
. to m
LEAKAGE & FRICTION DATA pgS T Terr (10-t- 7 o ) 3 g SEAL LEAKAGE TEST PAR. 7.0 LEAK POINT TOTAL h t-APPLIED PRESSURE P.O. PORT COLLET SPUo VES$EL PORTS LEAKAGE ; 5' z i INDEX q TUBE go P5tc MUwen ML/ wen ML/ wet MUNIN MUwm 3
- F ACTUAL $PEC. ACTUAL $PEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC.
" ^- O 255' ,/po ii3e /@7( rse- go . iso 3ps ;
EXTEleDEo 200 AT P.O. 100 O
/ ypS ;
RETMACTED 2o0 AT P.U. [h 75. 55 >T.5 /gy5 m o 357 29 2.so
- Vt$$EL PORTS + P.U. PORT NOTt: PLUG CootmG WATER ORIFICE DURifeG LE An TEST 4 a g
~ ~ "
8 wo . O
- i s
; a n w
x , i J O f, CO 4 oc J -d 1 "O O o N
.D
l ! i i l f l SENER AL $ ELECTRIC Atomic power EQUIPMENT DEPARTMENT MCSR 262 l i EwoiwEERING FORM Evaluation of CRD Scram Characteristics Under Simulated Earthquake Conditions l l ! s PHASE 2 TE5T DATA ( l 1 1 I 1
"" 0 l
.. . .. 6 383n617 )
. .= Nr .--..@
DEC - 81971 .... ... ... m - u.
i l I
'g - !
i CUMULATIVE o o SCRAM (#) -t 8yp I N
~ '
N N ~ VESSEL 5j{ l D PRESSURE (PSIG) gg 3$ I, 7 Ei '~ p h, h b Y D h h h @ W
. STEAM SPACE q, W W W TEMPERATURE (CF) A X
D D h @ * % M N % Q VESSEL TEMPERATURE BOTTOM'F) ( D @ D e PROBE Mq
% W M TEMPERATUREF(8 ) M M k , START OF MOTION SCRAM D g 9 K SIG. LOSS TO 00 48 (sec) *
[ b . 5% STROKE SCRAM $1G. @ g $ g LOSS TO 00 45(sec) O [
= 10% STROKE SCRAM SIG. m N h k k LOSS TO 00 43(sec) 8 g y
, g 20% STROKE SCRAM SIG. - I l g g g LOSS TO PU 38 (sec) 5 R b 50% STROKE SCRAM SIG.
y]
~
y ,A LOSS TO 00 24 (sec) q g 9 -
" 90% STROME SCRAM SIG
@g
. . k.% .
LOSS TO 00-05 (sec) m g n l b '?4 b b BUFFER TIME isec) 2 E
@ fj 7q g
" h-0003 TO 00 GG $ i, g
i P DSTR0KE {p } g I hh b N P0/PR t l' 3 A g Q = 3p M10 STROKE M c3 D q RS (PSI) g m c
- VESSEL #ATER " N CONOUCTIVITY-(MEG 0HM) M M W a , {
h, @ E a a m b4 2 W g bii m m n
$% @ M N
$i t 5 4 8 '
i F ll ! O - 320 @h $(maN 1 L {%
, s e s
- h. .
, s . . . n m.. .. ... oi n L m 9 MM T. [
/ o c_. l 1 l .
~
g[ E j:; s 34- g# Aym g . Rg Q pxNgx . ya oy % gNTx mgg t4@- % g ~ a. l:o D
.. o$mu ONO D
g L A o 0 p g#" 2n!? - U 6 e
._ E T
C 5 6 t Mt y= C. - lG A A N I A 3 U
- T K M
/ M
. O A L . o g T LE M C 0 s E E 6 e . is P 1 4 r G C p 5 A E . P 5 K s P
- A - E n M.
L A O O L E u O. 3 ;;1 zh U u P S T T C O p g C I F M s 1 1 0.<>E E 2 R N A o . O I RT O r t
,g q'3m7
. P L NL . G N
/
o r nNiMhrh ~ Rgo v E S M C 8' 1 U m i S E 5 6 O E P 1 5 O o g = V $ C t is o < ; C;r c, - 4~ i p
- c a N L R 4 o
A o T W z Mo bp - U T C A g O E R O. P N u e
- T IN D
U I M
/
/
T r N b.s. O P P S L M C 8 9 s E T p a bW a% A 0 K E 3 1 1 8 o . L P M T A 7 A E S 1 A E t u 1 A I R it s
- bd sb
- D
. L L P r
8 T p e ss N R A 0 G A R N. ba P L 0 M is A 3 N. s O A U 2, 1 R s P bd Au I ~ w T T /, U p O. T S C D 0 N ~ C I E T T E L N W A
/
E C [ 3 O I P w Aa As R T F E G L O C
/
L M C I F I R C I R w ha oa - & o 5 E A K E P s s 2 0 7 1 O R F T g = Aau sN A E is G A E T A E L p
. e bu s4 L W N K
A L L A G L O 2 N. s ba s4 E A U M C - L E S T T C A O O uo O. P a bu sp R N o sp O 1 c m bp - P 1 U G U u- ._ O. M P C E A 8 5 L P = bp P 7 g S N : E T is p e bp sp bN un o n I N a L A 0 0 N. a bp bn U 0 0 O. P T C A 2 2 a h- s-D E I ig z bp AN Ah s. p L . t . . P P p O. P U. P n o C E Ng Q c A C PMi s T E P T A T A
- r. S p s b- b-S 0 0
2 0 9 2 U. P a bM sp
. s T a kp sp
- R E D E D E T P O L E S S 5s R Ug 5i e b- A-e XE C L EEp ~ EB D U D N E A R E s s V R ba NT I T X T E t v P s bd a s% - E R e do goI E 3 9ai D C ga.- '4 V . i;'*d :P
4,
-g trN
- g
- i
- r T "I 4-@
- o> _
4 ;dm Ng h7 m " jsm A$ Q i\ 3w{Q*$Nk e$mm m T.* wo .M g*O o> %' ** d
~ -
L A O - =k 6* E
'L G A A IM U
T C A g / [O W N I L. N5.N- . T M M W OA / . L T E M C 0 0 6 g L E 61 4 E . s i P 4 2 G C p S A E . P 5 M s IN - A E N M. L L I A p E W
/ O. D )arI. 3 S
U T j 0 7 C I L W P
,* Ec-a(n-T R N C
A J F Rt 3 0 O P t m O G 7 1
/ 1wd+ N ' i$
L E L M C N 0 6 0
%2 qh ~ aD(1b 1 S
E 8 7 U 1 S P 5 6 O . z E S 1 5 O D t V C E is o s%r y~ T p C . 4 A N L R 4I A o n T C U go O T E R M. O r l
%- hp A /
P T N I D U P IN M
/ T s
U P.
& Ab b%
O L P S M C. 8 9 E M & A& bp> 8 T A 0 K E P 31 1 K D L T 7 A S 1 A E L. A g 2 ah bu A E E U 8 I R is p D L P N R. A L 0 L G P A R T 3 IN U ga hs P N s A O A O 8 M. 5 Ah I U / R i s P 8 A i T p
- s S T 3 6 U N O.
C IR E T T E L N N I C A / D E C l 0 3 O I T P $ 8 Ab h% F E G L O C L M C 0 5 I F T R C IR M hh b%
& A O E K A
E P S 5 6 2 0 7 1 R E F T ig s U hw hs G p A E L T A W E L N
. U hh ba K L L 2 W I A
E L A A U g p G N O C O l' Aw b.h L E S T T C A O IL O P M AW Ah R IN O O C P M
/
L . G U M S- bN O. P M C E A 8 5 L P T Sp A3 P M
. 1
.t S ,
E T s p U h3 h-O N 8 N lI M 3.- hn l. A g O. E no A-U T o 00 P C A g j #.
=o h c, .
D E I L ig .
. T .
T AD bo P P A s p C O. P U. P R O C E P S Msp Ng I i 0 7 U A- be E P S T A 0 T A 0 P. U. E A0 Do . o _ P S-0 2 0 2 c
- b. -
s T R E M h- bN O D E D E T P L R E S 5U t E AN bp XE L S 5 s' EB D U D N E C A R E s s EEp V PR 8 A- b'- INT T X E T E R E v 8 An bA = g oIp J On, '- 8 o;- yx T8 c. W
g 4 DATE k ,5 w g mm N N P h ~ VESSEL PRESSURE (psis) h M N N M gc k
- 5% M g g STEAM SPACE TEMPERATURE F (O ) 'ld 4 g ? [ -
VESSEL BOTTOM TEMPERATURE 0 E= N 1 F) b h 6 D { w PROBE TEMPERATURE ('F) bh N
- HCU SUPPLY PRESSURE UP - N Q h PIL PR AP(psi)
.Q r y,
% q PRESSURE UNDER PISTON O h @Q '*
ORIVING UP-P!3/PR AP(psi) g r l % 8 g " PRESSURE 0VER PISTON D bg 6 0 RIVING UP-P12/PR AP (psi) M
\ 3) .
h W i 8 8 A A k m g = SPEED ORIVING UP (m/sec) D D b HCU SUPPLY PRESSURE DOWN 4 g -Pil/PR AP(psi) N b )Q N N PRESSURE OVER PISTON g ORIVING 00WN ol2'PR AP(psi) $ C t O PRESSURE UNDER PISTON ]~ $- 6 N Dg U@g C ORIVING 00WN-PlVPR AP(psi) 3 o kk hA _ SPEED ORIVING 00WN N \ l g g " (M 'SeC)
\
- W W W ORIVE UP FLOW a
A, i n L g = ORIVE 00WN iGPM) y FLOW (GPM) g j
\ * * ' T STALL UP FLOW 3 U
> - \ > -
c; STALL 00WN GPM) g h 4 u \W h FLOWGPM) g l 4 R 15 * ' b $g b $s v% , . S 28 93 nm 3 v 5 4
- - 1
-w -i N M O ~ 330 1 1
, m A. . k, g i m% 5 s 5 -
h 6 o= #s Sh m, .. .o4 hN D 'j 5 UE O - l k V u m ut u' Ne_
i , SENERALOitectaic l Atomic power EQUIPMENT DEPARTMENT MCSR 262 twoiwarmiwo romu I viv 6 s l Evaluation of CRD Scram Characteristics Under Simulated Earthquake Conditions i 6 U t PHASE 3 PART 1 TEST DATA ; i 1 ase 0 wo. 3 j
., ***a*va's 383HA617 T~C-01971 * *~ ' *~ - ' " L * ~ ~ #
m - u. l
u l k u~ E b C D' N "" U 5 kI5$ _____ b hA Wh - - [CR M f) c) e d 8ap h P b' h h o o $
$ $ N ~ VESSEL hgg{
j c $' c o o O h PRESSURE (PSIG)
@ g 3 Q E E 5 {6, 5s sh h& E Q G 05 3
{u,W ~ 02 h s1 88 3 A R 'k s "E 3{b E
$ $ D $D bd dD h g A hN hN h e n 4 4
*
- D D
. STEAM SPACE o 3 O h, % d $
- TEMPERATURE (O F ) h y$h J J D D h 6 A E o g b o e 4 4 hh $k h VESSEL TEMPERATU 80TTOM,F) 3 3 O d O D 1
, % % % 0 0 RE (
}
l 3 5 5.E E y c h bg b g D o % h Q 5 h 5 C % ( ^' B D e 4 -4
' ' N O O
. PR08C TEMPERATURE ('F) a<
4y 4 h b b b k k k b ';C k b k g bg Wi i Q k hi D Q Q h N >, m o ky y I ~ START OF MOTION SCRAM SIG LOSS T0 00 48(sec)
- b b b b 5 b b h h to q 8 3 hk b, d b $ cd-+ 4 @ $
h h L N N Q j k 5*, STROK E SCRAM SIG. LOSS TO 00 45 tsec) [ b k h hi k b N bo b h b 1 iu 5 b
= 10', $TROKE-SCRAM SIG. = M o O g d y $ 0 0 k' $ N O @, @ d $ LOSS T0 00 431sec) 8
=
Ri p m 2 m
. . . . . 3 . , .
- b. A D
$ D}D k%$ S D
g N 5 4 h. 4 A m k $ 22 b8 k h h b 20'. STROKE-SCRAM SIG' LOSS TO PU 3a (seci 5 r e - w a o s (g
- - 3 3 3 h
M g ':-b. 50*, STROKE SCRAM SIG. fg h gg laa t's _ hk yy 3
~
y Q q LOSS TO 00 24 tsec) N Nh.k, $i bb k ' k k- 90*. STROKE-SCRAM SIG N a \ i m $ p LOSS TO 0405 Isec) , b iM b b bb b $ b'u h k h b _ BUFFER TIME tsec) I
$ fg b1 0 a b N h 4 N 0043 TO OGGG
; ~ ~ ~
$ 4 3 Q
. O Q O } @
A O b , ko, 3 N e, D N o D
% = PU/PR
'\ g MIDSTROKE IPSI)
A b h A A 4' D o N 9 N D ' ' P0/PR O- C 4 4 m, S o D N O 0: 'g p M10 STROKE 4 J) > 3 O @ O 0 O, b\ D rj @ CS O O (PSI) y 5 $ Y1 $hf 5 M f 5 'A /) d.d.. C. H A R.6 G U h Wrd tors M t i k(5 Ji cesio (
%. ~ y ; ,,
r o g y a m n 3 a 40 N
<t
=
=
29 5 A :t h E
'E t %
g in x g %~ L N H p l -- a : m y o - - n < , e n - . .. _ n 2 a
. L 19 99 E g g D ' O $'.
l l l
' m '+ !
o m to
%o o I,$P u, C '# Y d ?
4J d i 5 g e ag e < e 1" Y
.nn1 s ;;--
'k u N
o b$ - fI :- I(g . $Y- - N I g - a e- < ,: : 8 :
#f u% h, .
h -)j ~ ~ ____ . ]) e
, * - L ' - ;
L o .. 8 l e b s o e nn uom , 6q e%. i WOB150ln dV g 'h h % q h Ql q q g Ed/Od ,g qq
= 'C D C ' '
M08150!n Bd/nd l y Q g DD00 01 (0-00 l38513hli H33300
~
km . f p g
$hd
, y' q k '
I u - - ~ ~ - (38515000 01 $507 DIS WVB35 3h0815 406
-" ,, b 9 k 8 m
N
)D
-- l N tN tR N' S
( N - . h D (3asi t2 00 01 SS01 _ l qs$h k
' DIS hv835 3M0815 %05 v g y
.g. 4 _.
-,fh * $ $ C toast gt nd 01 $507 ()
L g g g @,, w g
' DIS MYH35 3W0815 %0Z g .
. p . k. 4 . .
d 8 ()as) gt 00 01 S$01
] g dj q
$ Di$MVB353M0815%01
=
g q h h C T N (M) St40 01 $507 h $ Q {
- h. m.- h.y @
%Q ' DIS MVB35-3N0H15 %S ,
N q g h a (2as) D00 01 SS01 DIS '
'% VC V (Nl 9 y MYH35 N0110n 3018Y15 y ] { q w n -
N = t,, -g O g A% Q B > g (3,13Hn1YH3dn31 300Hd o D M tt - D 6 N k b (J,) 3801VH3dN31 C C O D k {C( Q N01100 73SS3 A h $ - - D (3,) 3Mn1VH3dW31 C C O O O g n (( Qk s g D 33Vd5 MV315 E
- ll 3.u o
w E 'A @C 4tE_ h a 'ls
= _, n s m -
v _ E
,E E (DISd)3W ASS 38d
'13SS3A
~gq $ $ $ t t.
c g c N N a ~ gy8 m , +,
'$ o eg p o m MV835 ,
~ D 3Al1Vinnn3 -
Q N N 3s T . .; _ I
'"6 s ay
, j ', ' gjg s
-* '"8""' 4E su me. 6f *) l r'
fAs$$1]tCNED o400
.2.00 TABLE LEAKAGE 8, FRICTION DATA TITLE EffRTH Orinns core M ISSRJIGN MEJJ Y TEST REQUEST / ~3Y8 ~A DRIVEllDDEL E A/fr S/N #RAo DATE _2 -/2. -7/ L pge rec 7- vic. t suxn i g Q SETTLE FRICTION ;
? tb jy a W N w P AR. 8.2.1 aE }
-5 a. s i s o i
$ $ *i O z E d d E.
. 40 P51D MIN. W/10 g h k' '
W a psig M AX, VARI ANCE 8 m
- g E a- E o e d a d *
~$
5 E I sii ko N
> y { o T
vEssjt psis
" W o = -I c f h & H $ 5 500 50 SFO
= g I [-
# 47 44 4E 49 50 i f " # 47 46 46 XO 54 !
< a
= d a g E *o a a r ~- .
dB #9
< i w ]
$ 5 a i i 44 46 43 4.6
- a i 42 4G 42 AA AS NV i z %
6 a s o $n $. < -m 49 9 5 4 M E i * & C 44 44 44 48 :
$ g = E E * $ -8 ! E a 44 41 44 4A #9
= $ m w - 1
- g e 5
, . W x 44 4E 44 4B Nr !
*
- 4 2. 41 44 46 g u
$- E $ !'. E ,
34 N F' !
< $ 7 $ ~j' 32 43 4N 4 'T 4 $3 #f f
J N g , fW o kl g f g c E a A2 4.3 42 A6 41 42 42 46 ef 4f 2 3 8 3 41 42 42 40 NY ! N
- d d.
g 2 24 4R 42 41 4B vt 4 L. AL 42 AS Ng y I 22 E
-I, 8 40 4S 42 47 #7 0 o s '
3 O o c. 18 AO /-1 1 49 49 4' 7 E N N N 40 41 47 4M NF 05 , 14 40 A %. 4R 48 4't pg, 4/) 4R 4E 47 ## h 'E g r d 4 d 2 lg "" , 12 10 do 4E 4 2. 47 N/ R R i n Al 42 42 sB nd w 41 4E 44 47 #f [r 4/ 4A 44 47- #f si a
!g Ig .jy S
[
- f ,*,
os 02 41 43 42 46 49
=~ .,
no C> e o4 an sA xo 50
;; ..; . 3 m t suwwm
- u ,a e A, e.. .. ys .ye
f , r L E>R>oIT P 13G4- o > 4>"-
~ g
{ I
- I
- )
e*
.- qtQog, rq gW 3 C$~> n Q,i- i eG-C- ' m%
ogE mDP mn NeQ .m sa$ L A
, , m 0a*
U
* , T tM E C u g,a, hL J LG N A /
A A MI L T K / m O A L . T LE C 0 g M E 0 6 6 E . is 4 C 1 P 4 2 G p . S A E . P 5 M S IN A E N M. L L W O l
,..E" eo A
S T U E C t
/
L M P
,x 6p*n*
T C rt 3 R N A R 0 _ O t O 7 _ P M 1
/
/ G 0 _
L L . N 6 E S M C 8 IL 0 1 E 7 M S P 5 7 6 O z - E 5 O D. g . V $ C E T is p o n? =" s C . 4_ A N - L R 4I n A T U T E R M. O. z g g %g Z - C . N A P _ h_ $ T N D U I W U. 3 Ns 3
/ T P -
P S g
)
l - o L P hg Q( P S M C 8 9 E N~ 8 T A 0 K E P 31 1 D . L T 7 A S 1 M A E I 1 A it 2 N~ &u bg b - A . E L E L P 8 RI sp D R L P . T . ; bp d N A L G A R 3 N !" N% Nw - P A M g A - O U t R s i P IM. 8 k~ Na bg b - I T T U p T S C D N D. C I E T T E N A E 0 3 O I P M ~ %u b- D R L L M C t [ T F E O
/
L . r C M kn hp $ G t I
, C M C 0 5 n R 8 A E 5 0 o T 5- $
E K P S 6 2 7 1 R F ig Na G A E T s p A E L A T E L N R 5a h- d K L w L 2 A L A A U G e O N. M C kn b- D . E E T n C t O. 5 L S T R N C A o o P M a b-O C - P W
/ G M Nu h )o d
. L . U O.
P M C E P A 8 5 7 L P % kn bp D M ig E T s p M b Qn b- D o n I N M Qu b- D L N. A U O. E Nn b-D T P C A E k* b- D D E I L g is I
. T .
Z h ' k= b- D P C . k-R U k9 N p U. P O. ENg A . P P O PWs i 0 1 C G E P T A T A P. S p U N9 AP
$ 0 0 U.
0 2 0 2 P E N A9 b4 $ s T n E Nu hw $ E D E D E T o P LR E Ug S $i E &w hu 8 XE L S Ss EB D U D N C A E s EEp V PR E Nn hg N E R s , INT T T t '
- 8 Nw 5G N X
E E R v
* - ~' O 9,G72r3 ,
, m gd
-,('." a .A' 4O ? a- 4D _
1 '
- - = &,
o 6 I M M P 4 9 4 G9 G J A @h% @F% ? n c:, I e 9 ! 8 0 ATE
. s e? e s .::
- d
- ~ c m$m%
~ _
D 0 5 =m W g8 M h 0$ 4 H M ~ VESSEL PRESSURE (psis) hmO M - b 7D 5
~h$ D hD $ h 4 b o m c D o bo 4 -
~
D 0 STEAM SPACE TEMPERATUREF (O )
% G 3 3 $ $ h D $ b "
k kj g VESSEL BOTTOW TEMPERATURE 9 4 o o e D o i oF) h 6 & 5 5 5 'l E 5 5 4 4
% @ D S h % o W W O D
. PROBE TEMPERATURE ('F) 1 8
g N% N M g g
- Mcu SUPPLY PRESSURE UP #
d d S 3 0 $od k PILPR AP(psi) - g yg a g g g g g $ g b PRESSURE UNDER PISTON g(y, 4 bg o o o n ~ ORIVING UP-Pil'PR AP(psi) g , { g PRESSURE OVER PISTON ;t, N 4 N 4 b 1 b ** DRIVING UP-P12/PR AP (psi)
- N I
9 Q "lJa% g A
$ g d a b i r
'O & m kb 85
==
$ @68 $ 8 8 SPEED ORivlNG UP(in/sec) i g b h h h h k h h 6 M M b h A HCU SUPPLY PRESSURE DOWN 1 W J) Q Wi D D E -Pil. PR AP(psi) '
W i D h M h M A Mh h k PRESSURE OVER PISTON N g)g A
$ gg = ORIVING 00WN-P12'PR AP(psi) #' 5
- Q c ,o e Q e 3 3 e o PRESSURE UNDER PISTON h Ug q W f Q g q J b g % C DRivlNG 00WN-P13'PR AP(psi) g g b
h h N A M bM h b s Ji $ M _" SPEED ORIVING 00WN N O'3 M 30,% d On sec) O o. A O Ce g 9 % A V . A 9 S * 't* DRIVE UP FLOW -* h* ' Mbh N ;;
? b +g b 4 %ra, is , ,
g i i
, ORIVE DOWN FLOW IGPM)
'GPM)
$g
> \4 N \N 9' b ?
STALL UP FLOW U
\ > T 1 . -r ? 3 .N># > r;; 3 h
s N N b .A A\ A J4 > h ' STALL OCWN FLOW (GPM) (CPM) .s 6 6 5 3 5s 5 A l M w N D w NAN g wLa s TIME D D Q D %c0 s %o g
% b$ m b
tm e - : n-
!m 4* g 9
- M
= sa L OSi 'ca s is es .,o i.oi 5 ya e .
U m ESE Rn ..
#'r n-r?Com P :si E>- *pm 3hh gI b4b55AtN1 g o@ d: M%i p ogM= g1 ms ghD =" L C% D 4-L A g
( 0
=_M ;R2ox U 6 n
*L G A A E
N I M T C A g 2
/
e s s
/
t s 9 2~ .M ~ T K / e OA L . o T LE M C 0 g E P 6 1 4 e r E G C is p
$ A E .
P 5 N M S A E N N. L A p L M 1 4 g S U T g o E C I L 8 O. P a , g>F<
. . E' r I'm*-[n T C 3 r
F 3 8 R N A / I R 0 O I O 7 P M 1
/
/ G 0 L L . N 6 E
S M C
- 8 U 0 1
E 7 S E P S 5 7 6 5 O O D g . V C E T is p o <ONc I-t C A 4 IN
- 1 L
A 0 T R M. n U T 0 C E R m C Q . O. N A /e U P T N D U I M . = P / T P I L S O P S M C. 8 9 E T M = A 0 K E P 3 1 8 1 D L T A 1 K E A g A 7 E
$ A E
I L L. 8 I R i s p D
. L L P T N
R A ) G P A R. N e L 3N O P A U [( o N I R g t s A P . s g o I T U p T S T T C / D 0 N O. C E M 3 O P I T E L f A I / E C l I w R L M I T F E O L F C w G C M C 0 s 1 R I R
& A 0 O E K E
P 5 6 2 7 1 R F g e G A E T is A E L T A E L N p
. e K W A L A
L A U 0 G N L O 2 N. s E E T O 2 J C O IL L S T R N C A O O P u O C P MI J C m C O. Ml P E A 5
- U_
t P = P M
. 7 ig E
T s p = s O N N h h I L N A = U O. T P D C A [ [N = E I g = L . P P ip O. U.
. T R
C . E Ng = A . P P O PWs p i 0 C 1 E P T A T A P. $ s S 0 0 U. 0 2 0 2 P a a S T . R E O L R D D E P E sS U8 e XE E T L sSs 5 MB U D N E C A R E S S EEp V PR e MT T T E E s X E R W 0 y9g#Ea
)
c
- I g1 %P ?5 m-
4 i J GENER AL $ ELECTRIC Atomic power EQUIPuENT DEPARTuENT MCSR 262 j twoiwetniwo romu ' viv6 Evaluation of CRD Scram Characteristics Under Simulated Earthquake Conditiens 1 1 . 1.' 1 F PHASE 3 PART 2
, TEST DATA :
i k i t
";' 0
,, .......u.
383HA617 [7,C - 8 INI e o , o. . .e , _D_ . wo $_3 m . ..
N %- N g TA y
-. . - - % og CUMULATIVE N b 4A W p
- O N b 4 '
SCRAW (#) Qo d o a y s ,s GU~ C 4 m;; NN N N N o oh.og &}$N h h e Sa N g3 W W g,j t (,).) W (9 W L4 M W
,,, VESSEL 5 g i
%x{oa o$Lu PRESSURE (PstG) ga 'il
$ h E b h k b bb '
k " g n a * "- w r R $ E u $ m e TIME j
)DkQ d w w e e- t.b. w b d d b b k,b,b '*'o . STEAM SPACE oo * -o e + + % % % e o'% 4 % c <n TEMPERATURE (of) g o b oo o % h- e A d o S bM h w e
- VESSEL BOTTOM
% e o'*
- M %'% % % M't % 'M N c o TEMPERATURE ('F) 4 O
d D b D b b D b D D Mq M= k l t- % C\ o ., PROBE
*o -o x N % M % to @S '^'+h %'m Q '4 '% %
b- \TEMPERATU RE ('F) 4 4 hN k k h tb Ghh4 M O hh h bk h 3b START OF MOTION SCRAM M % g h e %
%O m SIG LOSS T0 00 48(sect E D g g gb b
is 4 79 i.u b N 6 E b N Q g 8 y % g g ga % $ug g $ 9
~ 5% STROKE SCRAM SIG.
LOSS TO DO 45(sec) h
- k. 5a Eh4 A h h h d b Es b '
M $J b b ,, 10% STROKE SCRAM SIG. = N
$, 'S W b (' "M g LOSS TO 00 43 (sec) 8
.' A g tD b yy b g .t., g 4 g Dt g g 20% STROKE SCRAM SIG. h
'k o N$ D m N $ g 9 $c 4kk 4 N LOSS TO PU 38 (sec) 5 N h( NN hO 6o 'm I:0' A 50% STROKE SCRAM SIG.
N hkm l s o g '*g
.h h
m m ~- j 9 m o q;- g g tb h-h-LOSS TO 00 24 isec) 90% STROV.E SCRAM SlG,
- allg , c O e 4b ? Gdt L A 4 Q $
h gf tu 6 b b b hb I BUFFER TWE tsec) 2 N h *D *O o 8 I I 4 4 I I I I
'9 N4 00-03 TO 00-GG C
- O % 1 e (PS )
4a b fw u > > b 43 ki k N M ~ P0/PR i b Ti Ek$ $ @ D D B 7f 8lAp w % p$ g" @ ,\ P MIDSTROK p
, o 1 ( t .i < 4 h '
A i VESSEL WATER $ $ og {, Q
$ @ g qi }s Qbl%
ja ;a@
'k $e, % "o $ g* CONOUCTIVITY-MEG 0HM)
- ss -
a99 oc = o o o b .o o o g %
* '4 h h
- 4 b o kg 4 N~+++m* k 3 $ m Q e e a " "
9 esaDa x = - s - > N g a EEE$g o ,i k ! s d e s m D N *Q o o a-z "% m' = m hh v 3 ES " a h s es d1T 3 z L.8 % 9 E S 2. g[,g 0 - [~,3 , o t&
- I_
l c.a
-t y g W W L u y N O .0 k b N $ "D A
% % >~ D -. -
)* O -4
- CUMULATIVE SCRAW (8) Qjd
- c. < A 4
y u
% b b w W W N k6 T0 k
- gg 4, jh b, W 9 g k *ol og
~ VESSEL PRESSURE (PSIG)
!h
; g r r-M Q h D Di E D' D D D
- D E @ E N s 'I w
% % % N m s w J kg k TlWE 1
o % e; W D D N b % % N *v. W 5 g u e., g w o D I I 4D b4 +b hc '*,h g..a -o e e* '* e . STEAM SPACE o Q
$ o m a .a .o TEMPERATURE (CF)
'q t:.
D t.n p g w w e. *% 4 D 4h I *h % % o d w e " g
-:. % o .a 4 % 4 ,a * '* VESSEL TEMPERATU BOTTOW,F)
% RE i m
$II
'C % I P RATURE('F) N n n N 9 r . . . . . . . .
4 C; D ' 4 I 5 C t k 1 h .c. - .
~ START 0F MOTION SCRAM M* %
i N (* N
% W -4 N 'b b' % e $ 0 o I '-
SIG LOSS T0 00 48 (sec) D 't W y b Ly $ j . . . M u y M os g b 4 $ . 5% STROKE SCRAM SIG. D A 8 n& D s h $ $ u *I b h g 6 (n ~ LOSS T0 00 45(sec) I 2 h yo $
$ ky $% *D3G (.h D .
o h 'M N
$* Mh %
I
~
I D o Q
= 10% STROKE SCRAM SIG.
LOSS T0 00-43 (sec) 8 h y m
- m C-c D Lk u$ EI
- N N h u u g-c.
D
% M o == -4 s 20*. STROKE SCRAW SIG.
LOSS TO PU 38 Isec) ( E 4
- - N . 3 N 1
$D $ $. % }9 'gm g g : 50*. STROKE SCRAM SIC.
'" *b 6 N k w ,, LOSS TO 00 24 isec)
~
('u N. N Ni. N N - . -
. . . N w n N 4 % % @ D 4 % g -4 4 W u o. -~ 90% STR0v.E SCRAM SIG Y% b b kl g%Og o 5
- t. LOSS TO 00 05 Isec)
@% N- a'$ U In Q --- . . . . - - - - - a n
h 2 5 b w h k
- BUFFER TIME isec)
; E '
k 8 u 00-03 TO 00 GG l A o o
~
WDST OKE p p N h'o k $ kg k' q o a
'lw s 4 b e
'A to D
7 P0/PR gp VIDSTROKE 4 m i
\ ' O Olh . .
IPSI)
,, o E
sj gg 4 D o 4 N D % o * '(g jo
- g. 4 4 h' W g '$
= g j$-
o
$4o D
&o g VESSEL WATER CONDUCTIVITYmMEGCHM)
N U
>>> > +>>99s s s i3e e 6 v-~ .N%ssh% w g c ch x = ;
a i
. . m a n d js ss,%4 =
jj yq d. o A e8@cbggg'(%(!! ? 3 , it 4t M l?3,ii p ie !! - 4 - c ! g a 09 4 9 % s s% gwiSw(t yeeN s e ua. s s am o m + ' tt,a C - 3..:. 1 - u ,wess . O ld
l
*y o -
4 g.q . B B71 353s % , ev e . w se .. ., sg A h 8 6% 6 66 4 4 @ h . ? 0 9 o "c o o J ,I o P
.:(s ! "
i g!
! 8 ,$ +R +>4 R R 2.2. 8 2 1 8
" 3 M 8 x- >
- es e e
' W E 5 g W o. e c. e
- . &. &. c. e b &. & W
- 9 S r (MHOD3nFA11A11000N03 9 % S Q $ o S S
- D k
D 52 331yg 13SS3 A - 9 $ t t 5 4 3 y M S 5 g g - OH1$0lnd \' 6 ts 8d/0d te r i 7 d b k h# O (ISdl dV E Uf O o
< =
g 3M0H150lW Bd/Ad N 3
$k k h 4 @y h a D000 01 E0-00 , 3 O
D g g (38513nli H33308 <g $ (3 asis 000 015501 dis WYd35 3M0815 ' 06
~ 6 YD W k M k o "
h"
- 9N N' s . . . . _ .
c m6 m% ~ m m , 4 D' c'& s. s i D8516Z00 01 S501 ..! M UM Q Y V ' 2'* SL j Q *k k
, g 015RVB353M0815%05
~-
s k ~ ~9 ~9 ~ B'
~ ~ ~
W~ v3
~ o. .
Q g pas) 2t nd O15507 k % S! C 3 @ 3 % # " h f ( ' DIS Mv83S 3M0H15 %02
? M 4 ? Y CN *: - 4 *D@ h ,
UD Q N. l i$ q D y% W gQ R y g =- co O Q>q. Q Des) D 00 015S01 t.p h "8
@ k g ' Dis MV835 3M0H15 %01 m Lp y y w 9
s t , { M pas)St40 01 S$01
{7 e- D D 7 h '$
'M
? h ? $ k T
$ % E C Q Q b Dis MVH35 3NOW15 %S .
'? g g R 0 --
g , pas)D00 015501 Dl3 M M N "m # 6 m n es J N D 4 g y MYBOS N0110n 3018Y15
~
9 7 $ 7 @ N 9 5 qy y $ s} g g .- o e M u tv > % g g D ( >g m- t:; Go)38n1YB3dW31 380Hd o c.s
.N,, 4 4 V R $ R Sg 4 g en N.
p Q (J o) 38n1V83dW31 9 e u m $ gO g g )am e $
, s cm g; M01108 '13SS3 A g 3 g y N N 0,. W Go)3Hn1YH3dW31 o. e. .m m m Vi m v es n
{ g g gh .y y Tg $ g g g $
" g
\S 33 yds MY315 G
3Mf1 <- S g k u .e a s u m m e .r e m e m m. -
)-y5 E (DISd)3HnSS3Ud
'3553^
g g a w 3 e e a a a a ~ e e
, y 4 o
$ mw w" bb (I) MYBOS
~
* 'q w 2' m T 0
*t'- 4 be 3A11V10Mn3 M v n
(* W o-to to n g 3 :r-N 3- e l
T'! o y a M.C-8 M 3sa ss y , - f 4 ~ p d w re v e :-cr, s 7 5 *
'gk
- Nh 1L 5 N e \b h T h
* $B 4EE % . . . e, e = s gg sge se.$'$ERN4 u g 4,
.. w
* ** 3%2 1 2 3 2 ?
R m I M 8 s t s 3 3 si3
*
- 4 t m@ e i t <, $ 4 6 4 4 4 4 4
' E 5 D D h h L.oNx4 hhhhvwh%%%%
% sN %% %% 4N N < % s t:; e P Of/ . k k 1a.
h k h ,
k 1 Y kk ,, S $
C1
&n'its & Y 4 s E ~~o ~/ w 1 1 A 1.
08150ind\7 e- - d/Od ', WOH150ln Bd/nd [ o EE Q 0000 01 E0 00 m 5
^8 'u E
y g o (usi 3hli 833308 u - -. i (35)S000 01 S507
' DIS NYB35-3W0815 %06 8* *M 0 k
bb $ k S m 'QYkhk o w o e- o h N N '
% -- -l.- N. s N w - :. 6 '% -i- )
(nst tZOO 01 SS01 *t- t d
- O' o t 9 M g' tn li
' DIS hv835 3N0815 %05 t M w Q:. ?
5 ri N. % N [ g $t [ N
- A d s ins) BC-nd 01 S507 ,
T r g ks Q "evZ % % i w k C.
'01S MYB35 3N0815 %02 -
% M 9 9 % ,
Q , 1 I " N M h 4
- 1$ % 8 (as1 EtC0 015507 N R '8
$ cS O E I 4
L x "r ' DIS MYW35 3M0815 %01 e E. D $. % 9 f*? N. k. % . . E$
. h 9 D. $ 5 .
1 I (#s)St00 015$07 G $ g5 c M @Q $ ED $ 3 E D + m 9
'JtS MYH35 3W0HIS %G T N b ex ? N q M N t ? ?
3w QO J. g 3 (ns) St00 01 SS07 ' DIS RYB35 N0110W 3018V15
, g $'- Q g 3 g 4 g
gg 4. [y g g -( $ g 2:; s ' 5 5 % y , 7 i D = t:; 0,)38niv83dn31 r e- o. e,. o 4E os s 4 0- 0-. % oc h g 3808d *
% 4 4 sg
- D '4 to e 4 9 4 g y 4 o o 4, u (3,) 3Hniv83dW31 c, 6 d- Os e 0., 0- o o cr- % de W tP oo N M0110013SS3 A ,,,,, < 4 4 'e ',9 g g % g y w 4 9 4 c v k
$ Go)3Hniv83dn31
- c- c ,, tr o , e o, 4
, o o % % w ec %
6 e 33va$nv315 a o o o o o 9 a y o w w o o u N
)
~
h E anu - kh @ $ $ $4 Y '$ * $ E 5 $ c .g EE
- e u$t s t e e rh m e e t m.
(DISd) 3 HIES 3Wd o o o u o o o o o C o O D *
$ k &gM k w
5:' s 8 h
~I3II3^ N & S h! $ k hh 3^ti n3
~
g, g @ Q y$%m @$$ g gg$
l . . 41 .*wwsseo dtdtJ44 s l 4* *W * . 'T 4 N 1 4 g% % )4 k .r.g8 O fej q 4'T,, * - 4 g , h) S 4 1 E h $E QQ D $ \k
.h o
a b
\
g*
~!
e BS 12 23 233 3 222 B(dkkk$ . m a s e a
$444tett
% % % w % w w wM $w $ $w
% s<s4 < x x x. s N N r
e e J9WN O'f/ s Q~ k Ih ~ is &s -~i La s 3s i % :
"g 9 9aFW3/d 2rv % q%
' %'% % g%
\%
i W (ISd) i. I ; 3M0HIS0ln d \. g
~
Hd/Od (ISd1 dV *
$ 3x08150ln Bd/nd a DD00 01(0-00 l g Q ~
j g g ()as13hl183ddna
. Das)S000 015507 U bY M w 4 4 b' * "
D o %* k 4 I
' DIS MY835-3M0815 %06 N N N Dk % N N ;
()asi tZOO 01 $507
' DIS MVB35 3MOH15 %DS W
g Q * % $ I g O, pas) st-nd 01 $507 Dis nVH35 3M0815 %C2 k Rq
% e.
d @ b b y g . w M g g4 Q4 b N
- M d 8 s, ()*si tt-00 01 $$07 g + i y(
- Vis MV835 3M0W15 401 e
g y $. ?. k' Q 'O - i M % (ses)StOO DI S$07 m f4 N M Q N 9 I g 'OlS RY835 3M081S *.S g Q % @ % $ 5 h ,4 e-
- Q ] $
h a ()as)atC0 015507 015 o ** b h gy NYH35 WO110n 3018Y15
^
%$k Q kQ '
s W M W. = (3,13801VW3dn31 se % % oo o. & % o,, % %
> 1:;g 380Hd
% o .m 4 o q s3 -%. % w w g
(3,) 38n1YH3dn31 w oo % 4 on w % to ae w % k N0110813553 A 4
- 4 % 9 4 9 % % 4 4 4
}W (Jo) 3801VW3dn31 , % . g g., % % o, %%%
30Vd5 nV315 o . 4 % o w o w w w 4 gQ E 3nti , NDk$k 4 hbk
- 5. _, g w u t t K t t t t t t .t 4 4 g g o 4 g og
) lE w
(DISd)3snSS38d
'3553^
4eeeeRtiRER R
.r._,,r.c._ 3 i.n., m. .,
g ,y 5p h 3: ca D (#I nVWOS
- q 4 5 % y SS s,
n N g' 3Aliv7nnna y o s3 % % ,, p 313 H %n i 4 / e.57 y ,p eec e. . m 5t
TEST' REMARK 5' 5HEET 'PAnt I ** _
= .
ffRTHOW4M f dME , PROJECT _ M/5A'/MMF A'"/~ ' $P EClflCATION NO. $PEC.$EC110N NO. TR N01 #-87M-E SUPPLEMENT NO. 'S TEST LOCATION 8d' , , EQUIPMENT 1/N FBBO , MODiflCAT10N$: (80L/N6 W A TER QRIt// N G WESTS FURPOSE: To DE YEA' M rLIE P 3/G- REO~ll if S D 76 Mot /E CRD
. i
- D'5 #
REuARKS: , h"# POS 46R 4B 3G 2 4' 521 02_ lM 79 7A 00 BC 84 8 ~2- l Od I -ffE45 i y 7A 7A e ci 80 et 90 c. 0 ; I
- 9 t/ BC 92. 14 94 9^2 0,3 16 F6 89 fo OJ '
S. 97 ff ' I 75 7f es" B c; kB pc c. 6 ' 2- 73 7f B T~ 9R 8,7 /V2 0. 6 I 75 ?R ll?-. // 7 sta MO 0. 9 . . I
- 2. 2X 79 12 0 /3D /46 3/d 0.9 i
'/
I 75 74 76~ 74 7f Jh5 6. 6 oker 2 74 71 79 '7'1 76 /d b,6 Mf ! l 74 74 8O h 80 13 e o:t 'Yenti
)
2 io 76 . 7A - 57
/
en Lw o,c $nar - to D-3raun bbb ~b1b7! m. m._ _m, _ _ ,!1 TE8[0PERATOR *2ZOME L(- DATE f/I"7/
- APPROVED DATE
_ _ l
2 TABLE LEAKAGE & FRICTION DATA g TITLE L~A$TN 4b,tygL=' Ctwe~ m)<ui c om ew r-' TEST REQUEST 'b 78 ~ 5 DRIVE ldODEL EN 6 - $/N F80 DATE 6 7/ 1 l P AR. 8.2.1 P AR. 3.2.1 P AR. 8.2.1 \ c00LIW6 WATEE MI VI U6 YEfTJ 40 P51D MIN. W/10 40 PSID MIN. W/10 40 P51D MIN. W/10 psig MAX. VARI ANCE psig MAX. VARIANCE psig M AX. V ARI ANCE C oc)/ W 6- 1"E G T %L oniq YW N /, L S%nm t con J)lS Pt 11 C E Mt A) ~ < 0 j g VESSEL psit
,9 ,9 VESS,Ehesit , 9 p3 if 'T C 15/ f51 /6 M * 'I '9 ; * #$ EffbWDED H psi 4 f3 / fS/ f$l fp b.O O.0 reoor u.]
G 74 1A 1d M 78 48 9.L 79 %0 ?g 02 % *5 *) 8 7'l 0 78 '7 s 4s 74 7/ 46 fo 7P 7 'z tl % '3 %3 SO ff ) 44 95' 97 /ob 7f (O 44 93 92 SS qi 35 T4 ;57 0 ff 42 /// /4C Ils 7f V3 42 F3 11 g2 93 %L 99 f( ff
- 1.50 14 0 aw 15 V4 AD 86 16' t1 92 q'l %9 ff 102 3B ff6' /629I 98 95 38 72 7/ 79 //o T EI 96 foi /lO 12 0
_ 36 19 [ 226 326 /to leo 35 19 7L fo s Its % 'I %& I!L 34 19f 3%f 3to Ito joS 34 ll0 toS 10'7 IIG Q' 6 T6 l20 l2 V 32 ) 7 -]_ ,2pg' '91c ItO lc5 32 l.20 lif 1/4 115 Q5 q$ n '20 130 30 ffS* 2/6 310 /IO lio 30 ll1 Il lil lie Qt4 S6 150 / 2 6' 2B 190l2to .30 0 //0 J/o R I.2f I.20 Il9 Il 2 96 9C IWI30 300 jp5 ,, p gs pjg ,,( ,9q ggy qq qg 790 j'30 26 l9A y 10
/*6 gl i17 IW 24 '2/0 306 13e J05 for 24 /10 lo 6 Il% Q (o 22 *) '1 A'" D6f"' 3 30 105 Me 21 lo 3 98 JOI 10 2. 45 %4 II( I i.f 20
.1of Josf 340 9.t @ 20 if 9I $s 99 s6 %L I00 10 f 18 150 ooo 3(,o 9e at is if ?/ et 90 36 9? ff 10 6 4rl f(S 74 % 16 1& T3 t 'l- %f. <;t O 4Y IOO 16 210 190 14 Det tf8 sos /so 9// 14 '11 90 93 g, ql q7 12D I20 12 24f als' STS 1.ss /50 12 13 0 //f loy 11.5 C % 'l ICO I VO_
/45 49 Ci'l 2.00 I90 10 340 A2D /75 /4R 10 13 6 lY0 IL O 08 380 A8f .t is .too 08 ?!.6 FL s o 202. 2 I 'l %9 %9 2 *$ 230 06 4/S .440 Mo 330 06 2 'I.f 236 230 2 50 99 %S. 255 250 04 440 M30 J 75 24 0 64 2 fs 26o &&5 265 4'i 99 2.Ff 2 70 02 4 70 4Ad 34S 2 f6 52 AfC 370 tbn 2L5 41 <? 1 99 Sl0 00 - -
1 65 Mn 80 46 T" I rl c3 3 T 3 w A i. n DEC - 81971 . .. s te .., . s 9
TABLE LEAKAGE & FRICTION DATA TITLE EMPygov,gge Msm/cayfgx/7 TEST REQUEST /9 O 7hibI DRIVE WODEL U6 S/h b8O ___ DATE k' M- I/ rnev 4-2-7 SETTLE FRICTION SE SETTLE FRICTION SETTLE FRICTION
~. P AR. 8.2.1 , P AR. 8.2.1 P AR. t.2.1 I
40 PSID MIN. W/10 dl 40 P5ID MlH. W/10 40 P51D MIN. W/10 psig MAX. VARIANCE ,, psis M AX. V ARI ANCE P5 psig M AX. V ARI ANCE DA YE VEMEL pg To $7Egggo,9 g,7. y j(*gV[S 69 g,y g o,9 g,9 7 Ue s V' ** "' E3 c H 23 }} Q p3 Q f} gb y p3 fp3n Di g,9 48 47 47 49 91 47 48 41 47 4f 52 50 96
- 47 AS 47 4t 4R 4e M 47 42 .53 u qc u 46 47 de C 2R Al *$~d Yf 47 53 U 46 42 4h 44 4B St ?l$r Al, l 41 47 52 Vb Hb
" 47 43 V6 3T 46 40 46 44 +8 .29 44 k 38 46 47 4A ao 4/> /
4'1 _V 3 38 30 44 36 4b N7 44 19 44 4t, A7 29 El . '14 34 4L Ak 41 's*A* 44 4A .24 23 16 4b 32 44 4(o 47 11 4N 4L 23 l9 /C tl5 30 46 4 (, 77 "L% 4f 46 Jo /T 12 4(, 2B 4C 41, 47 t 41 46 21 19 19 Hb 26 4f- 4-6 4'7 17 of 4/, Al 2o /6 fpi la 45 46 57 %:ll 4C 44 D3 29 23 - 46 44 46 37 33 30 46 22 44 44' 4l 16 .. 41 B +4 4K 47 s 2- bi' 45 35 90 46 - 18 ++ +C 44 sc 44 Af 39 yy C % 16 44 of 44 37 4A K 4.2 50 50 43 14 44 4C 44 al Eb 4$ 30 40 37 43 12 iE 44 44 W 43 44 1 10 9 42. 10 * +4 .3 7 , 41 M, - - - 41 08 44 4r 14 ') '34 1h 44 06 dd 'f4 17 ) '15 /h 44 - os 44 44 i'. ) lR s. 44 - l 02 42 43 WsT OR 1 2% 'fI V Y *Lin f " 4 4'] 00 AL .&7 - . . . g 333a %n DEC - 81371 3,, e. s .., u .m w
j .. l i
%AN
~
$ n., m b N N W N u M V p u p u fq h u M ha N N VESSEL PRESSURE (psis) h V gr g
~
g u a W aw
\ r. rs e e D h b b h b
*
- w
* +
g ?
- e 4 t '
p y$* A* * *
- STEAM SPACE TEMPERATURE F (8 )
Q M h h ' t. f,
- e
' d DD ! N @
A h b
@ O M
- h -
VESSEL BOTTOM TEMPERATURE q %D 3 8' j A, 3*g (0F) b n g o P= D> b b h 11.e ne g #o e
- o. PROBE TEMPERATURE (*F) W .
o ht b ' 4 b w* b U h n La
^{h) D o%I g o3 " pa g NJ g od g Q* $ NJ HCU SUPPLY PRESSURE UP A , $ D
- PilePR AP(psi) y s d. w %
- Ei PRESSURE UNDER PISTON 4 1 Ez % f Qg ~
DRIVING UP-P!3/PR AP(psi) Q g
* '. * #s ? .9 E* D g $j * %
g g h, PRESSURE 0VER PISTON Wo k k o - D $,4, g ;t e g g o ** ORIVING UP-P12/PR AP (psi) 1 . 9 A y % 4 M 4 4 4 % r e k % 5 o P g to D G , 4 m as t 0 N N = SPEED ORlVING UP(in/sec) g m g b ** M$ L uw h wg b g b gl' D hf\J NJ h b N8 Yo N %=o isfIa$ h g h h $ 5 HCU SUPPLY PRESSURE DCWN
-Pil/PR AP(pse)
~ M T 1.g b gp ,,
g u u 4 49 QN y N N PRESSURE OVER PISTON \8
- o
$$ $ '*, g M m oI I N dj g g $ h = DRIVING 00WN-P12'PR AP (psi) $ g g s -
d g it s AN N
- N N I'a O N[% p M
- L'\
"' C PRESSURE UNDER PISTON h i
h, DRIVING 00WN-Pil/PR AP(pss) g g
-1 e - A C f,
- e. , a u ~ o w es~ s
'g w -
9 ; w 2 w W % ':; % % % 4 % ORIVE UP FLOW li + [ bd [(, L "( y I s - e t a i
+-
4(d'4,b O *
@ M A $ 'l h DRIVE 00WN FLOW (GPM)
IGPM) g
- w ~ d d g 9 . o }Dg STALL UP FLOW
- ol s o ? 19 s
3
% ir- s W
- 0, 5' % v, h .
STALL DOWN FLOW (GPM)
#GPM) a g g
h 55( k , TIME a . . 92 ?. G o * $ eoe se eao'wb ro99 ewwo e9 3g o e f , . aC L T g
~
$ D g s c
% 4 " o M b E 9 1
3 { ! ll k 25 s k' A 9 . E
^
f" e
%N tn i )
- a' 19 W"* *' ?^
g ,, y O eye,
5 e m W 6 Y ? % % %' no - s A d 4 - 8 J
- u 8
da m M w e4 N r,
- JATE s g m$ m ;d
- 2 og N N N D 2R.
W J W N u ho [ W [ N w
~ VESSEL PRESSURE (psis) gr g
- - . g n y $ $ $ e
$ w STEAM SPACE TEMPERATURE F (0 )'5
==
^ @ -4 -O T $ h B D = VESSEL BOTTOM TEMPERAYURE $
% j 4 A O @ @ r go y Fri hh ga e
- h" " e h PROBE TEMPERATURE ('F) O
$1 " d 4 9 ! hr-v.
g to N 4" N N N j'o' N N NM N y bN HCU SUPPLY PRESSURE UP y 1 g 3 Q e,7 e Q 'if $o 3 mo d P,u$C g PilePR AP(psi) Qg L g g g g0S N M (
- PRESSURE UNDER PISTON -
s Me j .%
,.9
** e on y 2,z @ g[
{ ~ ORIVING UP-P13/PR AP(psi) E R -- p*a 9mA O :.c cN D 4 hM oC o ag Lip lll: N '9* g
- PRESSURE OVER PISTON ,
g g oh o'o o 6* 'g g
'o DRIVING UP-P12/PR AP (psi) q ,
8M y - =; a N
= $~ = SPEED ORIVING UP(in/sec)
Na N mm to A N ***N b y D Sj d Q N $ U $ Nih m N u se HCU SUPPLY PRESSURE 00TN l 2 0 C,71 % ]o g
~
5 -Pll'PR AP(psi) , N NdP9 NN N cimN N W Q bu PRESSURE OVER PISTON O
$ $M $ $$ $ U o U$ 5 W 0,Y 4 % = OR VING 00WN-Pil'PR AP(psi) w [cw ,o $g % 's PRESSURE UNDER PISTON h ~8 m i
{ o a g :w A A o% o4 *
- o k^q.4 =gD g$
$ 8:: ORivlNG 00WN-P13/PR AP(psi) >; ,
c
-4 -
.c q % 'k g 4 ,,,,
SPEED ORIVING 00WN hw wQ h]G w w w w
$'d
=
h} w %
- hlu $
g %' g W ORIVE UP FLOW [ 6.* *
- C' N* % .,
6, h b s N
.;; ORIVE 00WN GPM) g
,6 w N N va ,o , -e 6,, N E .,. i N "* FLOW (GPM) 5 '
g
':'- \N t w STALL UP F LOW 3 4 i y a o* ,
;,6 STALL 00WN (GPW) w g w j ;,, o b c A FLOW (GPM)
,g
$C M
U M (o h N k s y TlWE $ s , w o o o o o
' ;= ,.
Q 4 'a 4 4 4 S* * * ( k* O ' t I S
- u m ~g N i w M t t ! 8 ';- .
4 'l j. 4 - o,, .. o-.-4 { u g l Li'W M C S E - o :k \L6L 8 - hu
LEAKAGE & FRh.elON DATA o -.4 SEAL LEAK AGE TEST PAR. 7.0 72 4 70 N E APPLIED LEAK POINT TOTAt 0) = l LEAKAGE g P.O. PORT COLLET SPUD VESSEL PORTS INDEX TUBE psig Ml/ MIN ML/ MIN Ml/ MIN ML/ MIN ML/ WIN % SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL
%sg gP b Y C' 'cS EXTENDED 200 AT P. O. pg N. A. o 2650 C/ 70 H38 jjp 758' 300 m /670 1 $
g)O o $" g
] RETRACTED 200 AT P.U.
Dd 758 O 1705 18 9 567 .7/5 mo /03 5 C
-vtSSEL PORTS P.U. PORT NOTE: PLUG COOUNG WATER OmFICE DURtNG LEAK TEST C00UNG ORIFICE LEAM AGE WL/wlN *
"r-l 30 ove APPUED $8 P. U. RETRACTED, 1060/1703 ML/ MIN SPEC.
j A5 SEAL LEAK AGE TEST PAR. 7.0 Y I APPLIED LEAK POINT TOTAL U NIDEX P.O. PORT COLLET SPUD VESSEL PORTS LEAKAGE k ML, WIN MLWIN MLMIN ML/ MIN 2 C 5 TUBE psig ML/ MIN [ SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL % 3 % { goo gg60 //i/O ///00 O EXIENDED 200 AT P. O. N. A. O 2650 1138 758' 4160 75do C REIRACTED 200 AT P.U. floo 758 pO 1705 Jyr/g 189 O 567 y/o NO ,75fo g R1
+vt$5EL POPT3 P.U. PORT NOTE: PLUG COOUNG WATER OmFICE OURING LEAK TEST COOUNG ORIFICE LEAKAGE ML/ MIN d
. l 30 ove APPLIED # P. U. RETRACTED, 1060/1703 ML, WIN SPEC. l 73
- a SEAL LE AK AGE TEST P AR. 7.0 g Q APPLIED LE AK POINT TOTAL A E '
- 0. PORT CO M WD WM PORM N INDEX TUBE psig ML/ MIN ML/ MIN ML/ MIN ML, WIN MLNIN y
I M" .-4
@pp SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL SPEC. ACTUAL N EXTENDED 200 AT P. O. 2OO N. A. O 2650 ggg H38 740 758' l50 m Ig i O y 4 ty RETRACTED 200 AT P.U. g,,O O 758 O 1705 l800 18 9 O 567 20o m 2000 k ? M l 9%
COOLING ORtrICE LE AKAGE ML MIN
*VE5SEL PORTS P.U. PORT NOTE: PLUG C00UNG WATER ORtFICE DURING LEAM TEST Q 6752dcT& D-ErsA!cised c,//,f. lAdaga = /MO m por A 0 RURAcm, m m E win m W COLLET FRICTION PAR. 8.1. '1 TRIAL VESSEL SPEC.
l PR ESSURE MIN. ,, I l 2 l 3 l 4 l ,, 5
1
#'
- I 'i '
d i' J >
,$ji a , h
'l'aii!!'I);W
'i $ri ! !i ! p! .
ir"!- .I
-N Fj.
iI. u -! gh(.i j t' :
!! =/ a---
g gi ,!! !I E %- !- I l,i d(,.p 'i
'- ij!g[Mi"Ilp,;'.
es, i i jj j i. 1e0 Y . .. ,
- 1) 4 gy Hr I r ,+,!. :-
pll. ' f'4 j 1--- t <
)
is 4. [ {f
\]9!. : -'.O.
f
.1 j! [ : _:r 3i i F' .7 l]u-it i;$1 -
1 - 4' !, -
-Pll'li.it
'r ; Iqi .
ll k $ if l1 -1 sd hf X '8lfi l5I!- llT !ii il ll
~
l $.n]?;'/ j!u-8 [l\ l e
!Sl %: ,i..4 .'l @
hj il .* l' /\0l i ' ': ' Y
. .i l ll el gj 1 1 i.j T S/ d' <>
1 s
}
- j. !
Q - t-i 'i. a! ' ;' ,J j'?, > l
- l ;II,}l.Q'; ik h.- l lIr fo' M!'
J.it]1
~
, . =,1 -i
'/' / i ,r T, t' !ij ~I,4 Y ij
/ , i ,%g __p M _:::.h 4sj; j wa= 4',, i --i g[.5 tel i 7 ! ~ , !! i l/ il $, , + r : ', *=g h. lF -
r s ,.. l
.s %
Nb
/
J i l l i!, 1. l /r ,,::.A1;/M,.. D] jl i
-l lldlj!I! 'N il . FN .I s 51E6 h g
1' fl,i e l3l,l ri,l flti I ': ,,4 l+ * 'l '
)
l l l' Ilas pi x v,;, l N N I ..
! ! ,lt.i M ( -
I<! e : g' ,a -
' s *, ;
i y p[, ' jaII
/sem! rp ' g il '
4l ,- lgli 13le,1
. iI N n ,'I!!ilil d!!! 'e I kip I@ii sEl ',l .a'y i
I
', i l . i .
i .. i , i . l l 1 4 .
cc: N. J. Biglieri J. F. Cage, Jr. J. J. Gallagher K. J. Jamrus L. K. Liu P. E. > bore F. F. Smith, Jr. L. E. Suggs S. W. Tagart D. A. Venier R. E. Williams H. E. Williamson July 28, 1970
Subject:
Test Procedure 'for Core Misalignment Test PEP RC-10,1970 To: S. W. Smith WC 711 Ref. Above subject test procedure, S. W. Skith, July 14, 1970. Eis letter provides the basic core misalignment information requind for the above reference testing. gr- LET/2R TO J,$ pg y During the first scram testing phase, the blade should have 500 r- W lb. eexcess czte R . o y 70 weight above noma 1. H is is to demonstrate that the blade can be inserted without stalling during quake lateral loading. For this first phase, scram speed should be detemined with the core plate, upper guide and fuel channels displaced relative to the upper end of the control drive housing by the max _inum y amounts shown on Drawing 731E849. H is drawing shows the possible misalignment effects due to component and installation tolerances combined with reactor assembly differential thermal expansion and pressure effects. De next testing phase should similate the effects of shroud rotation about its supports during quake loading cor4ditions together with the effects of control drive housing dynamic behavior during quake loading conditions. For this phase, scram speeds should be determined with nomal blade weight and with the core plate and w per guides displaced horizontally an additional 0.2 and 0.6 inch respect-ively to that shown on Drawing 731E849. H e core plate and upper guide move together in the same direction. De effect on scran speed should be checked by initially deflecting the flange end of the control drive housing and releasing it to simulate quake dynamic effects (this is similar to the tests reported in APED-4853). De final testing phase should include scram speed deteminations with normal mis-alignment and blade weight but with the midpoint of the fuel channel bowed in progressive ira.-uts to a limit of 1 1/2 inches (with the ends siaply supported). The four channels surrounding the blade should be uniformly deflected together,by jacking or tensioning them. His test is to sinulate fuel channel loadings up to the channel yield collapse st limit at operating tagerature. F. E. Cooke E[I- LC-TTEf 13 l.C Fot'Eh From F.c , %c, Reactor Assenbly gpcp 4 jeg 79 WC 743 in
" o 6< DEC - 81971~
~..m uu - us /
l l l M8y 12, 1970 l (_ ec: 1.n, yes,, i R.E. Uilliaan l F.F.. Cooke J. Frita M/C 135 Replying to your quantion about misalienment of top Ruide and core aunport platen for use in your test program, I hnve the following consen:s: 1 Recent vendorn deviations have caused us to establish what is the maximum ennunt of variance from true ronition that we util accept. This study has shown that the total amount of offset between top guide and enre nupport plate vill be limi-ted to .093 inch. Further offneta can be exeected an shovn below.
.008 Top Cuide master hole selection' tolerance f
i
.008 Core Plate master hole selection tolerance
.015 Field alinnment tolerance of top guide to core plate. ,
Total .031
\
Therefore, the total offset between the top guide and the core support plate due to manuf acturinn deviatione and field installation tolerances could be 0.124 inch. Misalignment due to C.P.D. penotrations deviatinn frne true ponition could cause an additional .060" misalignment. I further suggest that for a more detailed criteria on misalignments, refer to APED 4835, titled " Locking Piston control Rod Drive Desf en Evaluation Tests", in particular. Page A-9 which shows the resultine, drive friction on pounds re-sultine from various misalinnmentn. For this tegt, the offget van an hinh as 133% of design criterie, which resulted in a misaltaneent of the ruide tube from true vertical position of 7/8" over a 17 foot length, or an anc,le of offset of the guido tube equal to O' 15'.- This should be applicable to your test, and would serve as a camparison of the old design and the new design. I R. J. Mbekowski Reactor Assembly N/C 743
/bh .
q DEC - 81171 35 3 6 %n cent o en m 6 7 asi me. bb emme r
y, ,
~ ~ ~
I ! cNscx oNE: PAGr OF ! uTo.ia ,, TE5T RE9UE5T ; 2 O SUPP lement
' kUS Test Request Number Supplement Number ;
) Equipment EART)QUAfE MlfE 011SALimeENT P/N R/N l i 1 1 Specif otion No Spec. Sect. No W.O. No 05475 i i j PURPOSE: 1 1
, i 1 Te defereine serem shorectoristics ender different condlflens of core elsallernent i
- and earthquehn Induesd deflections. )
j ! j Itsess m esseBI TEST EOUIPMEN_T: l ] 1) Drive - - - - - S A 880 i 2) Iedex Tube - - - S/N 540 ' 1
- 3) Pisten Tube - - 1/N 442 i
- 4) collet - - - - -
VEST PROCEDURE: ) , NOTES: 1) The cognizant omgIneer aust be present during all testing. l 2) Record all data durin0 testing. l 3 , I PHASE I l I) _Additlenel Egulpment hoguired: A) Stadtfled sentrol blade (750 lb tetel weight) 4 8) Modified fuel support emoting C) Retalning piste for fuel bundles ) 2) Test PactiIty Modtftestlensi l Al Memove fuel bendles, fuel espport eastlsg and the sentret blade. ! 8) lastell the sedified sentrwl blade. (Use extreme testion when headling this i blader it solghs 758 lbs.) j C) Install the endified feel r;; d conting oriented such that the open reds i are in line with the equere weights en the modtfled samtrol blade. i D) lastell two feel esseebiles and ettsch the rotelning plate.
- 3) leapect Drive: ,
! A) Carefully inspect the sollet, nettne the senditlen prior to teettg. Pty a partleuler ettenties to the collet fingere. . 8) leapest the notches on tha. ladow tube and note any shipped estehee. Measure ) the bem of the Inden tube. .
- C) feepeet all tener surfenen that een esmo into eenteet with the feden tube and
- wority that the surfesos are steen and free of defects. Pey porticolor i ettention to the type of defect which could be ce by rvbbisig egelnet the
! Indem tube. '
/
Requestor 1 all TN n ot. / 71/ ApproveV ' 6 "ote " ' j n amn fa ^*wl d
...,...m u
. .e.
i
t CHECK ONE: PAGF 2 OF 3 g To.i nm e., TE5T RE9UE5T ..P i O suppiement Test Request Number 0 Supplement Number EARTHQUAIE C0fE MISAlleMW(T Equipment P/N A/N Specification No Spec. Sect. No W.O. No ND PURPOSE MODIFICATIONS: TEST PROCEDURE: D) . inspect h sped being sure the fingere are straight end not demeped. d) Assemble and leek shock N drive.
- 5) lestell h Drive is the vessel:
A) h a esepling N drive, be very coroful so the sped doesn't hit W hoevy blade too herd.
- 8) to sure no laterferoness aufst la h drive line - W weights on W blade must sleer during N entire stroke.
C) h settle circuit should be set se the drive will settle very slowly.
- 6) Os 2 (tes) full strohs drive tremos (drive in only).
NOTE: Por elI seren testles W system wIII be set up as fofIows: A) Asesmuister eherpe = 575/1510 -
- 8) Inlet lies less = 390 pel e let GPM (sold)
C) dis d ergo line less = 244 pel 8 29.6 OpM (cold)
- 0) Seren valvo esse pressero = 100 pel
- 1) All vessel temperstores are N saturetten temperstwres et N speelffed pressure.
- 7) De 2 (tes) fell strets serens et ambient preosvre.
- 8) to I (eas) drive la trose at sablent prosauro.
- 9) De I (one) drive la trees et 1930 pel Y-
- 10) to 5 (five) tell stroke aerens et 1030 pel.
II) to I (eas) defwe la trees et 1830 pol. , Requestor note Approved W D. Date_ , 3% 36 Abn C3 - 81971 ,,,,,.,,,,,, uq ,,, ,,. g 2
' PAGF 3 OF I CHECK ONE:
i e To t ame., TEST REQUEST i O supplement Test Request Number Supplement Number i i EAMTMQUAME C0fE MilALI Equipment ,/N l j Specification No Spec. Sect. No W.O. No-i } PURPOSE: { N i
$ 1 1
! MODIFICATIONS: a l I I TEST PROCEDURE: .; 32) to 2 (two) vessel screes et 1930 psi (full stroke). 1 1 j 13) De 1 (ees) drive in trees et 1930 pst. ! 14) Do I (ano) drive h trase et 800 pol. I j 15) Do 2 (tus) full stroke scrues at 800 pol. i j 16) De I (one) drive la trees at 800 pol. l
- 17) Do I (seet drive in trees at es6 font pressure.
, l ! 18) Bo 2 (tus) tuli stroke aerous et unblent pressure. ' i
- i 19) Do I (ees) drive in trase at aattent pressore.
i { 30) Itonovo drive end look check. i 1 ft) Disassentle end lasport drive. u i i 4 i *':
. b l , 31iE% b C i
ger
-- . S """**, i 3,,. .. ... , , e .. .. 4 9 i l
} Requestor note APProM Date -
,j i
4
i . 1 1 WECK ONE: '# ' ' 3 1 O T e n.,..., TE5T RE9UE5T l g soppi. .ni 1 Test Request Number A-3?S Supplement Number i l I f Q- e Core j Equipmen, Mimallymaat P/N t/N I - Specif cation No Spec. Sect. No W.O. No 05475_ PURPOSE: i l To dotaruins any offsets en scess of nominum empacted core alsollemeat due to ] fabricetten and Installetten tolerances. 1 1 1 MODIFICATIONS:
~
tilaalign 30" vessel por etteched shetch. TEST PROCEDURE: TEST EQUlpIWif l) Drive
- 2) Indow Tube
- 3) Platen Tube
- 4) tieds
- 5) tules Tube
- 6) Demmy hundles NORS :
13 h espalzant tosineer snet be present daring all testing.
- 2) The date to be resorted are the neraal ;;:_- t-. rolsted to shim, drlwe and seren functlene. There are me special p; 1.. to be recorded. IIsoord all date during testig.
PNA$f 11 l) Inspect osupements per!ag partleeler ettention to any defects that may beve been amused by rubbing of the moving eenpenents. A) laspect golds tube. B) locW f%el bundles. el lamp.'.t blade. We DEC - 81971
.. . m ,, ..,e
^
9 * *6m
2. 4
- 2) Inspect drive. .
A) Inspect the index tube paying particular attention to any condition that could be caused by rubbing during operation. t
- 9) Inspect all Inner surf aces of the drive that can come into contact with the index tube and verify that the surf aces are clean and f ree of '
defects, paying particular attention to the type of defect which could ' by caused by rubbing agelnst the index tube. !
- 3) Assemble and leak check the drive. f
- 4) Install the drive in the vessel and set up the 30" system for normal drive ['
operation. NOTE : ; For all scram testing, the system will be set up as follows unless otherwise Indicated 1 A) Accumulator Charge = 1510/575 , B) Inlet line loss = 350 psi e 108 GPM (cold) j C) Discharge line loss = 248 psi e 29.6 GPM (cold) ; D) Scram valve dome pressure = 100 psi E) All vessel temperatures _ are the saturation temperatures et the specif iej pressure. 8 i PERFORM TESTING AS LISTED BELOW , Ambient Pressure
- 1) Two f ull stroke drive traces (in and aut)
- 2) One jog trace (in and out) "
- 3) One settle f riction trace <
- 4) Two f ull stroke scrams ,
- 5) One settle f riction trace 500 psi l
- 6) One drive trace (in and out)
- 7) One settle f riction trace
- 8) Two full stroke scrams
- 9) Two full stroke vessel scrams
- 10) One settle f riction trace
- 11) One drive trace (in and out)
DEC 81971
, .- ~_
90 ' 383 w Mon
~fy W am et ~18
,;;~ : : . ," -
! I
- 3. :
800 psi t
- 12) One drive trace (in and out)
- 13) One sett le f riction trace
- 14) Two full stroke scrams
- 15) Two full stroke vessel scrams '
s 16) One settle f riction trace
- 17) One drive trace (in and out) 1030 psi
- 18) One drive trace (in and out)
- 19) One settle friction trace
- 20) Five full stroke scrams
- 21) Two full stroke vessel scrams i
- 22) One sett le f riction trace - i
- 23) One drive trace (in and out) .
i l Ambient Pressure j
- 24) One settle f riction trace
- 25) Two f ull stroke scrams l
- 26) Two full stroke drive trace (in and out)
- 27) One f ull stroke Jog trace (in and out) ;
- 28) Remove and leak check drive "
- 29) Disassemble and inspect drive notlng any conditions different from that at the beginning of the test. Refer. Steps I and 2.
- 30) Remove'and Inspect fuel bundles "
- 31) Remove and inspect blade NOTE: 500, 800 and 1030 psi testing may be deleted (f no significant i affects are seen at ambient pressure.
1 l l t TC. DEC 81971. c ' to D .r
- 3136 fu>t1 con e w ~13 . ... u _ ,
..-1. - ene, ww.
Nsoclxu Energy Divialen ~ i/, J '/ ENCINEERIN3 CALilWLATION SMitT DATE SHOP ORDER NO= COR E MISALIGNMENT - TR A- 378 SUlJECT BY b. EMID _ SHEET 0 OF ! M A A ,/A u tA CORE ~ mis. A L I G N ME N " DUE
~
TO IN S TALL ATIOhJ AMD FASR f C AT L ON TOLE'R AN C ES
- 042 ,
Top GucE .. _. 9 PLUME q t i CORE f'AT hi_ . . . _ . . .. I
+ e. lGG(z)
,ve a ve.x . . . . ... +
i)LETTesR ~) O s. F R TZ FROM R ..). tA UR KOWS KI onreo s/i2/i97o. z) DRAWING 731 E B49 zows t-la DEC - 81971
'S o naw%n I'~7 con, en swcre 7 4 swme. 7 "A s . u. ,m e
1 l l
, CHECK ONE: PAGF
' OF 0 Test Reqv.,, TE5T RE9UE5T ;
a suppi...nt Test Request Number A-378 Supplement Number 7 Earthquehe Core ' Equipment Mlselig W P/N t/N 1 Specification No Spec. Sect. No 09475 W.O. No PURPOSE: i j To deterwine any effects en seren of mestous expected core elsellequent dwe to j febrication and Installetten tolerances plus earthquaks Imfuoed deflections of N oore plate and top guide. MODIFICATIONS: f Mlsellge the 30" vessel per attached sketch. ] TEST PROCEDURE: 1 l
- I i
TEST EQUIPsefT E I) Drive
- 2) Index Tube i
- 3) Platen Tube 1 d) Sledo '
- 5) eulde Tube
- 6) thmer Bundles WOft$r il The econizant Engineer must be present during all testing.
- 2) The dets to be recorded are the normal parameters related to shim, drive eed I seren functlens. There oro no special parameters to be recorded. Record all dets dering testing, pMASE III
- 1) Inspect enoponents paying partleuler ettention to owy defects that mey have been soused by rubbing of the moving -: ;:n.i..
A) Inspect golde tube. .
- 3) Imepect feel bundles. Tc.-
C) laspect blode. " D _
' (
3 ? 3 % % t7 $, co--.m 1s .. w '. C2C - 8 0 71 j i
- n. questor _- n ot. Approv.e Do,e -
. l
- 2) inspect drive.
A) Inspect the index tube paying particular attention to any condition that could be caused by rubbinc during operation.
, B) Inspect all inner surfaces of the drive that can come into contact with the index tube and verify that the surf aces are clean and f ree of ,
defects, paying particular attention to the type of defect which could by caused by rubbing against the index tube.
- 3) Assemble and leak check the drive.
- 4) install the drive in the vessel and set up the 10" system for norrel crive operation.
NOTEj For all scram testing, the system will be set up as follows unless other isu indicated: A) Accumulator Charge = 1510/575 B) inlet line loss = 350 psi 8 10B GPM (cold) C) Discharge line loss = 248 psi e 29.6 GPM (cold) D) Scram valve dome pressure = 100 psi E) All vessel temperatures are the saturation temperatures at the specified pressure. PERFORM TESTING AS LISTED BELOW Ambient Pressure
- 1) Two f ull stroke drive treces (in and out)
- 2) One Jog trace (in and out)
- 3) One settle friction trace
- 4) Two full stroke scrams '
- 5) One settle f riction trace 500 psi
- 6) One drive trace (in and out)
- 7) One settle f riction trace
- 8) Two full stroke scrams
- 9) Two full stroke vessel scrams
- 10) One settle f riction trace
- 11) One drive trace (in and out)
Ro n3aAun _n.,, .. . w , u ~ 1 5 CEC - 81971
- 3. J l
l 800 psi ! l
- 12) One drive trace (in and out)
- 13) One settle friction trace
- 14) Two full stroke scrams
- 15) Two full stroke vessel scrams
" 16) One settle f riction trace
- 17) One drive trace (in and out) 1030 pst IB) One drive trace (in and out)
- 19) One settle f riction trace !
i
- 20) Five full stroke screms
- 21) Two full stroke vessel scrams
- 22) One settle friction trace
- 23) One drive trace (in and out)
Ambient Pressure
- 24) One settle friction trace
- 25) Two full stroke scrams ;
- 26) -Two full stroke drive trace (in and out) I
- 27) One full stroke Jog trace (in and out)
- 28) Remove and leak check drive
- 29) Disassemble and inspect drive noting any conditions different from thet at the beginning of the test. Refer. Steps I and 2. .
- 30) Remove and inspect fuel bundles
- 31) Remove and inspect blade F
NOTE: 500, 800 and 1030 psi testing may be celeted if no significant i affects are seen at ambient pressure. , ( l l LifC - 81971 ! e D i 313 W %d t j 1 coat om outre 7 't 8# #0- 7b I i ' l
Nucleer Enersy Divisten ~ y ,/ ENGINBttlNS CALCULATION SHEET DATE SHOP ORDER NO. CO RE M 5 A L I G N1 ME N T - T R. A.- 378
$UBJECT SY R %ko nT W SHEET I OF l MA%IMUM C OR E- M; S ALI G N ME NT DUE TO AND FAB 12 t C A TIOh! INS TA LLATION "T~Q FRANCF5 Pi 115 (M AKIM U M EAR T 91 o t>AK F DiSPLAt E M E NT
,042 :
'- /:
I ! AT 90' DISPLACE TOP T O P _G,u_l o c ,_ GUI DE . 60 INCH.
/
/
.. \,
i
/:.
J'AT 90 DISPLACE TOP GUIDE core _Pt. ATE /f o_RE PL. ATE . 20 IN,
/
./ -
, - ---- . o4 2 i
i
=,
. (, c. = o
. %. q CORE PLATE,1
/ 6 r w o c m .ve j Hou%lMG
-~ --
g q DRtVE HOUSING h-PLAN VIt: W IE - 8 Ci 5.7 o C._ 3 -. 3 t 3 a %n
,.......,n,, . ... n 8erm asa AIPf 87
CHECK ONE: O T=t amvat TEST RE9UEST i @ 5epplement Test Request Number A 0 Supplement Number 3 EARfHOUAKE CDIE Equipment NIIALI P/N t/N U3727
$ ification No Spec. Sect. No W.O. No PURPOSE:
To determine effect of bowing the channels on drive performance. MODIFICATIONS: Install abannel how equipment. TEST PROCEDURE:
- 1) Deste Test A) Drlwe %e CW4D in using CNiing water (tvlos).
B) Perform settle frictice t6-t. C) Obtain two-delw troess D) Perfere two screes (1510/575).
- 2) Displesoments of bewing plate et which bedic test is to be repeated; 0, .3, .6, .9, 4.2, l.5.
- 3) All testing Is to have engtasering cowrage, and M approval prior
+e seen step of esen test.
DEC - 81071 tv o . Staa6Gn i cm oa s=m q q .. . 3 g j Requestor nota ! Approved Date
l CHECK ONE: PAGF I OF 1 O T t a.qu.., TE5T R E 9 U 6l 5 T B 5vpplement l Test Request Number Supplement Number Barthquaka Cars Equipment Dal f r .t p/N t/N SpEffication No Enec. Sect. No W.O. No !
)
PURPOSEi contime channel how tests of Suppiament 3. MODIFICATIONS: i TEST PROCEDURE: A) After 1.2 ed 1.5, back off to O then set displaemment at .6. Repeat Para. 1 of
.%pplament 3.
B) Cold Hydro
- 1) At .9 displasmant, run 2 am==ilator (1510/575) m scrams, and two vessel scr e at 1030 psi. Also one ammmiator scrum at 900 and 800 psi vessel Pressure.
- 2) At 1.2 and 1.5, run one acessmulator scram at 800, 900 and 1030 psi.
C) Roset to .9 after .6 after 1.5 and repeat Pars.1 of Suppiament 3. D) Hot Test at .9.
- 1) kai 2 mm-ilatar and 2 vessel scrans at 800, 900 and 1030 psi.
- 2) Repeat Pars.1, A., B., and C. of !bpplement 3 at 1030 pai.
E) Repost Para.1 of Suppiament 3 at 0 vessel pressure after the het test at .9 disp 1=e====t.
?! O L
393 6 A 4t 1 l
> 1 cent se surre %O en so. 7 9 DEC - 81371
[. nequtorb. n ot-
.( 7/ Apprs ,not-I
CHECK ONE: PAGF ! OF 0 Test neques, TE5T RE9UE5T Q Supplement l
. Test Request Number A-37A Supplement Number 9 Earthquake Equipment h Mimall; --+ P/N A/N Specification No Spec. Sect. No W.O. No il tTrf PURPOSE:
i l I i l MODIFICATIONS: l
)
TEST PROCEDURE:
- 1. Repeat 0 displacement tests per Supp. 3 ;
- 2. At 1.5 displacement and 800,900 and 1030 pel cold hydro, perform two l accumuietor serans (l320/710).
, 3. Repost 2. with 1580/875 accumulator.
- 4. Rnpeat 2. at 1030 pal with 1510/575 accumulator.
- 5. Deflect CRD housing .5 inches and repeat 4. i
- 6. With a quick release, rolesse CRD housing and at the same time, repeat 4
f I 1
- 1 l
I 1 A
! l 1
i -...
> *h' O - ! 3t3 M WG
-e 00ert p tuttT 888 K D ( Requestor
/g c -
/
rht n ;yApproverf cs - 8 m1 Det.}}