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.

 TM2 was moved by myself and David from the SHC to the TCS. Move went well. Curiously the fields on the module were measured higher than the previous measurement (now ~5.8mSv/hour) .

 Don Jackson and Myself completed started an electrical test on TM2. All lines passed the with OL to ground. When testing in between the lines individually there were several lines that read other than OL. It was decided to abandon the testing as there were too many "failures". The results are attached. The testing will be repeated in the conditioning station with vacuum. It is not expected that this will change anything as during a quick visual inspection it appears the lines are touching. Of note the water block jig was removed this morning by Chad.

TM3 has been disconnected this morning and  purged all HV water lines. I found the power plug for all turbo pump fans wasnt connected  during the last run. That maybe the one of the reason on that ITE TP3 failure.

Bevan and I installed 2 turbo pumps on TM2. The o- ring flanges on TM2 had been cleaned before the installation.

The old thermocouple wire has been sucessfully removed from the module.

Thanks Bevan, Travis and David.

TM2 is now in the hot cell with the containment box off for inspection and eventual blank off off the water blocks.

Upon initail inspection the status (fron a hot cell point of view) is:

-Water block jig is equipped/on

-There is a thermocouple line that will need to be removed

-TM2 requires a new front containment box cover - already manufactured and waiting for installation

TM#2 has been moved from the north west silo to the south hot cell. The module has a field of about 3.1mSv/hr when it was lowered into the hot cell.

with TM4 in ITW as measured today in the electrical room by David and Anders.

I moved 5 shielding blocks from ITW to ITE. The ITW  is configured to take proton beam.

The conductance check on the electrical check was found to be outside of accepted values for the TBHT at 7.0 mOhm. A successful attempt to reduce the conductance was made by re-tightening the bolts on the TGHT legs in the SHC. Grant operated the manipulator and torqued the bolts to about 1/8 of a turn with the air ratchet. The conductance across the TGHT (A-B) could be improved from 7.0 mOhm to 6.2 mOhm by re-tightening the bolts. The value is still somewhat higher than usual, but was deemed to be acceptable. Measurements attached.

Anders Mjos wrote:

The conductance check on the electrical check was found to be outside of accepted values for the TBHT at 7.0 mOhm. A successful attempt to reduce the conductance was made by re-tightening the bolts on the TGHT legs in the SHC. Grant operated the manipulator and torqued the bolts to about 1/8 of a turn with the air ratchet. The conductance across the TGHT (A-B) could be improved from 7.0 mOhm to 6.2 mOhm by re-tightening the bolts. The value is still somewhat higher than usual, but was deemed to be acceptable. Measurements attached.

1. TGHT leg bolts were loosened, and resistance was measured very high, as expected.

2. TGHT leg bolts were then tightened, loosened, and tightened again, and the resistance improvement was then measured (from 7.0 mOhm to 6.2 mOhm).

3. Another attempt was then made to loosen and tighten to see if there would be further improvement.  The right bolt was loosened, but the left bolt was found to be quite stiff and was left as-is (not fully loosened) for fear of breaking the supporting insulator.  Both bolts were then re-tightened, and resistance was checked to be about the same as achieved during the previous loosening / tightening attempt (step 2 above).

To tighten the bolts in all cases: the air ratchet was used first to turn the bolts "air tight" (air pedal only, no manual force) and then with the air pedal held down, manual torque was applied to turn no more than 1/8th of a turn.

Anders Mjos wrote:

The conductance check on the electrical check was found to be outside of accepted values for the TBHT at 7.0 mOhm. A successful attempt to reduce the conductance was made by re-tightening the bolts on the TGHT legs in the SHC. Grant operated the manipulator and torqued the bolts to about 1/8 of a turn with the air ratchet. The conductance across the TGHT (A-B) could be improved from 7.0 mOhm to 6.2 mOhm by re-tightening the bolts. The value is still somewhat higher than usual, but was deemed to be acceptable. Measurements attached.

 The full electrical check was done on October 25th 2013. The results are in the attached PDF. The higher value of the conductance was dealt with see Anders Mjos elog entry for those details.

with TM4 in ITW as measured today in the electrical room by David and Anders.

TM#4 with Ta#41 has been moved from the south hot cell to the west target station.