Maico removed the containment box today allow Travis and I to further test the wiring harness. I disconnected the junction block and Travis and I repeated the test from yesterday. The all lines except the PNG tested OL. The module was then lowered and the twisted pair connected to the pin that corresponds to the steerer labeled BTM (it is likely this is not labeled correctly). This testing showed showed that the source of the short found yesterday is in the wiring harness or the source tray. The PNG gauge was then tested again. When beeping out the harness to find the location of the pin it was found that the short had gone away. This circuit was then tested with the megger at 500V and showed OL. Don Jackson has suggested looking at the SHV feed through. It is difficult to determine where the source of the problem is as it is intermittent. The source tray side wiring harness for the steerers was then disconnected from the steerers and tested to OL. Finally the connections on the source tray were tested. It was determined that the third socket down (see attached picture) has a short somewhere to ground. When Chad returns on Friday I will have him complete a visual inspection and if the source can be found we may be able to deflect the line. Failing that to repair this connection a new steerer cone assembly will need to be installed.

 Travis and I completed an electrical check on the wiring harness for the devices on the ground plane. All lines passed 500V with the megger except for PNG and the BTM steerer. Those devices had a short to ground. of ~1.4ohm.

The bad thermal motor protection relay for the crane has been replaced with a new unit. Crane was tested in pendant(local) operation and all drives worked.

TM#3 with no target has been moved from the north east silo to the south hot cell.

NiO#2 has been moved from the south hot cell into spent target storage. It was placed in pail 111 in slot 3C of the storage vault. It was 76.4mSv/hr upon removal from the south hot cell.

The target was inspected by Chad and Anders in the Hot Cell. Electrical megger tests were done during the assembly. It was found that Insulators No 3 (ITD0311) and No 2 (ITD0310) failed to hold voltage after the run.

EE to HS was measured OL at 1000  V.

Photos can be found on DocuShare

 HV testing without the cover continued today. With the EINZEL lens at 30kV the target module was able to achieve 58.7kV. At this voltage any spark was reeking havoc on the electronics of the TCS. Vacuum gauges signals were occasionally lost, the thermocouple reading would occasionally be lost, turbo pump would turn off. All of these events caused the interlocks to trip resulting in the power supplies to be turned off. As a result I bypassed majority of the interlocks to prevent this from happening. Ultimately as spark took out the CANBUS controller first for the EINZEL lens and then for the BIAS. David Morris has been contacted to have them replaced. The damage of the CANBUS controller for these power supplies is becoming a common problem and should be investigated for if there is a better solution. During testing I experimented with raising the BIAS to near its limit followed by the EINZEL lens and vise versa. From this it was determined that the EINZEL must be raised to high voltage before the BIAS otherwise sparking occurs. Even a step from 0 to 500 volts on the ENIZEL lens with the BIAS at 55kV caused sparking. There are a few combinations of testing along this line I would like to continue with but initially my though is that the BIAS and ENIZEL do not have sufficient clearance for the BIAS to operate above 55kV. Attached is a screen shot of the strip tool and the data. I have not heard from David yet but I do not expect the TCS to be operational today. 

TM#3 with no target has been moved from the south hot cell to the north east silo.

NiO#2 has been removed from TM3

 HV conditioning of TM2 continued today. At ~53.5kV the module started to spark externally to the HV cover. This is the first time the cover has been tested to this high of a voltage due to the limitations of the modules. As such for the conditioning station to achieve 60kV while keeping the target hall open of personnel the cover and cage will need to be modified. To continue with HV testing of TM2 the cover was removed and the target hall locked out as per the procedure covered in Document 70039 "ISAC Conditioning Station: First Lock-Out and High-Voltage "ON". With the cover off the module was able to achieve ~56.7kV without the Einzel lens on. Eliminate the Einzel lens as a potential source of sparking it was brought to 25kV while the module continued conditioning. Maximum voltage achieve under this configuration was 57.1kV. Increments are now 50V steps. The Canbus continues to be very sensitive to any sparking and is slowing the process down considerably. It does however appear that the module is continuing to condition. I will continue tomorrow after the module moves to attempt to reach 60kV and hold it for 1 hour.

TM#3 with NiO#2 moved from ITE to the south hot cell.

 I have tested all of the compressors for TCS. All are operational and cycled as they should. 

 The Glory of TM2 continues 100V at a time. Today I brought the module to 46kV and left it there for 1 hour. During this time there was only 1 spark. I then continues at up to 53kV. At this voltage the canbus continues to be temperamental when the module sparks. The module is still conditioning and I will continue more tomorrow. Attached is the dumped data and a screen shot of the conditioning from 46kV to 53kV.

 This morning when I went to start HV conditioning CP2 and CP3 both had faults and the temperature of the water was ~27C. I reset the compressors by flipping the system reset switch. This cleared the fault and allowed the compressors to come one. To the best of my knowledge these faults happen as a result of compressor fluid pressure too low or high and temperature too low or high and lack of flow. The system cannot determine which one it was that caused the trip. The system restarted and faulted again. As I was watching this time it can be determined that the fault was the result of an over temperature event. This was the caused by the cooling fans not coming on. Which was traced to the fan VFD controllers which both read OP3 which is an Over voltage during constant speed operation. The operating manual lists these as the possible causes

The input voltage is fluctuating abnormally.

• Power network is greater than 200 kVA

• Power factor capacitor switching

• SCR switching on power network

• The drive controller is regenerating— the load causes the motor to run at a frequency higher than drive controller output frequency.

• Intermittent output phase fault

The proposed solutions are

• Install a line reactor.

• Check the input and output circuits for phase failure and rectify. 

I will continue to monitor over the next few days to see if this continues to happen. If it does I will contact ESC.

 High voltage testing was started on TM2 with no source tray today. The maximum stable for 1 minute voltage reached was 47.5kV but the module is still conditioning. With every step up in voltage the current goes up a large amount and slowly bleeds down. Large sparks disrupts the connection of the CANBUS to the PS which is irritating but the module can be brought up to the equivalent voltage in less than 30 seconds. Attached is a screen shot of most of the strip tool. I have also attached all of the dumped data. The module will be left under vacuum with the water running over the weekend and HV testing will continue on Monday. 

Firday, November 8 all water blocks (excluding I and K) were blanked off and vacuum leak checked. No responses were found. (First Picture)

I and K could not be blanked off without removal of the water block jig. Also, I dropped one of the blank offs onto the table, so one line could not be blanked off until a new clean blank off was inserted into the cell. In addition, there was still reminace of a bolt in block Ias it aslo could not be removed until the water block jig was removed.

Tuesday, November 12 a new blank off was put into the cell. The water block jig was removed, which was very easy, confirming documentation from installation (in 2008?) that it fit very well / the blocks were bent and soldered to the jig very carefully.

Screw was removed from I and both I and K were blanked off and vacuum leak checked. No response. (Second Piccture)

Containment box was re-installed and module ready to move to the conditioning station by noon.

I leak checked TM2 at conditioning station this morning. All air to vacuum seals on the top of the module are good. All water lines are pressured with 60 psi helium for minutes each. One of the tube heater + water line( 2lines for tube heater + for supply and return) has a huge response on 60 psi helium pressurizing. The leak rate went from 6.0xE-9atm.cc/sec to maximum leak rate in 5 seconds and I saw a pressure increasing either. when I pressurize the other side tube heater + line ,the leak detector also had a response,but it is slower than first side .Since the top of the water adaptor isn't sealed , so I think the leak should be in one line only. All other water lines are leak tight since I didnt see any obvious response on leak detector at 5 to 6x E-9 atm.cc/sec which is very low on leak rate. 

 The cooling manifold for the conditioning station high power water cooled lines has been returned. The cooling package can once again be operated

 The turbo pumps have been started on TM2 and the conditioning station.