attachment i calculation 32-2400569-00, waircraft · 2020. 1. 5. · 20697p-6 (2foo2) a...

ATTACHMENT I

Calculation 32-2400569-00,WAircraft Hazard Risk Determination'

20697P-6 (2fOO2)

A'=RAMATOME ANP

CALCULATION SUMMARY SHEET (CSS)

Document Identifier 32 - 2400569 -00

Title Aircraft Hazard Risk Determination

PREPARED BY:REVIEWED BY:

METHOD: 0 DETAILED.CHECK El INDEPENDENT CALCULATION

NAME W.S. YELNG. I

SIGNATURE \ I

A' a

Is IA .ItIU C~LA_ ~. --/

TITLE Advisory En4 P 1DATE\I /

COST CENTER REF. PAGE(S) 10 TM STATEMENT: REVIEWER INDEPENDENCE

This document including the information contained herein and any associated drawings, is the property of FramatomeANP, inc. It contains confidential information and may not be reproduced or copied in whole or in part nor may It befurnished to others without the expressed written permission of Framatome ANP, Inc., nor may any use be made of Itthat is or may be injurious to Framatome ANP, Inc. This document and any associated drawings and any copies thatmay have been made must be returned upon request.

PURPOSE AND SUMMARY OF RESULTS:

*Is calculation evaluates the yearly probability of aircraft hazard for an uranium enrichment facility, to-be built near Eunice,i Mexico. The probability of aircraft crashing onto the proposed site was determined to be less than 1 04 per year. Based

_., this result, it is concluded that aircraft crashing onto the proposed site Is not a credible event in accordance with 10 CFR Part70.

THE FOLLOWING COMPUTER CODES HAVE BEEN USED IN THIS DOCUMENT: THE DOCUMENT CONTAINS ASSUMPTIONS THATMUST BE VERIFIED PRIOR TO USE ON SAFETY-

RELATED WORK

CODENVERSION/REV CODENERSIONREV .

_ _ YES NO

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Record of Revision

Revision

0

Description

Original Release

Change Pages

All

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Framatome ANP 32-2400569.00

TABLE OF CONTENTS

1.0 PURPOSE .................................. 42.0 METHOD OF ANALYSIS .43.0 ACCEPTANCE CRiTERIA .44.0 ANALYTICAL INPUT SUMMARY (AIS).. .4-..

5.0 ANALYSIS AND RESULTS .65.1 Evaluation of Nearby Airports .65.3 Evaluation of Military Training Route .75.4 Holding Patterns .75.5 Evaluation of Airway Traffic .7

6.0 CONCLUSIONS................................................................................................... 107.0 REFERENCES .108.0 LIST OF ATTACHMENTS .10Attachment A: FOIA Transmittal from FAA in Response to FANP 1COIA Request .. 13Attachment B: Reduction of Right Data .. 25Attachment C: Airport Master Records .. 28Attachment D: NTSB Commercial Aircraft Accident Rate Data 1987-1997 .. 35Attachment E: Geographical Coordinates of Proposed NEF Site . .36

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1.0 PURPOSE

The purpose of this calculation is to evaluate the hazard at the proposed NationalEnrichment Facility (NEF) in Eunice, New Mexico due to potential aircraft transits pastthe site. This analysis is done as part of the Integrated Safety Assessment (ISA) for theproposed site, as required by 10 CFR Part 70 (Reference 1). The results of this analysiswill be used in the Integrated Safety Assessment (ISA).

2.0 METHOD OF ANALYSIS

This analysis follows the methodology as described in Standard Review Plan (SRP)Section 3.5.1.6 for aircraft hazards evaluation (Reference 2). SRP 3.5.1.6 methodology isaccepted by the USNRC to assess the probability of hazards due to aircraft transits atnuclear facilities.

3.0 ACCEPTANCE CRITERIA

Aircraft accident is an external event. In accordance with 10 CFR Part 70 (70.61), anexternal event is considered not credible if the probability of the event initiation is lessthan 106 per year. If the probability is greater than 106 per year, the event is consideredcredible, and must be considered further.

4.0 ANALYTICAL INPUT SUMMARY (AIS)

The major analysis and input assumptions are given here. Specific assumptionsassociated with the methodology as described in Reference 2 will be stated in the analysissection (Section 5.0).

1. The critical facility area consists of the Tails Storage Pad, the SeparationsBuilding, the Centrifuge Assembly Building (CAB), and the TechnicalServices Building (TSB). Figure I (Reference 3) shows the site plan for theproposed enrichment plant. The Tails Storage Pad is about 480 ft by 2240 ft,the Separations Building including the CAB is about 800 ft by 880 ft. and thearea where the TSB is located is about 240 ft by 320 ft. The total target areais therefore (480x2240 + 800x880 + 240x320) = 1,856,000 sq.ft, or about 40acres. For conservatism, this analysis added approximately 25% margin andused 50 acres as the target area.

2. Accident data for commercial traffic defined under 14 CFR 121 operation (seeReference 4) was assumed when evaluating the crash probability associatedwith air traffic along federal airways. This assumption yielded crashprobability that is higher than the value recommended by SRP 3.5.16, and is

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therefore justified. Note that Reference 4 gives data from 1987 to 1997. Themost recent data available from the National Transportation Safety Board(NTSB) covers up to 1999 (Reference 9). In addition, NTSB no longerpresents accident rate data based on miles thrown. Hence Reference 9 is notdirectly usable in this evaluation. Examination of Reference 9 graphical datashows that the number of accidents for 14 CFR 121 operation for years 1998and 1999 are both bounded by that for 1997. Thus, data from Reference 4 areacceptable, and reflect the most current data available from NTSB.

3. The target area has been conservatively estimated at 50 acres (see Item Iabove). Therefore, there is no need to additionally account for any shadowand skid area in the evaluation of the effective target area.

4. There is one low-level airway that passes within about 5 nautical miles of thecenter of the proposed sites. This is V68 (see Figure 2 adapted fromReference 5). Air traffic data along individual airways are not generallymaintained by the Federal Aviation Administration (FAA). Instead, air trafficdata in the sector in which the proposed site is located is available and hasbeen obtained from the FAA (Reference 6, also in Attachment A). Theapplicable sector is Sector 40 (MAF-L). Figure A-4 shows the Sector map.Since most aircraft presently navigate on direct routes or radar vectors, it isreasonable to assume that the flights are randomly distributed over the Sectorarea. The area of Sector 40 has been estimated from Figure A-1 inAttachment A to be about 10000 square nautical miles (see Attachment B).This is equivalent to a circle of radius (10000Iir)'1 or 56 nautical miles (about64 statue miles). The analysis assumes Sector MAF-L 40 can beapproximated as a circle of radius 64 statue miles. The number of flights onan average day for 2002 is 134, and the number of flights for a busy day is178 (Reference 6). This analysis conservatively used the busy day data for thesite. Similar data for 2003 is not yet available. However, in light of theconservatism in using the busy day data, any potential increase in air trafficfrom 2002 to 2003 will be accommodated by the conservatism.

5. The proposed site is also near Sector LBB-LREE-L (Sector 43/64) as shownin Figure A-I. Hence the air traffic in this Sector can have an impact on theanalysis. From Reference 6, the busy day traffic for Sector 43/64 is 170 in2002. Therefore, it is concluded that air traffic in Sector 43/64 will notadversely impact the calculation, and use of Sector 40 data alone is adequate.

6. The geographical center of the proposed site is assumed to be 32°26'1.74" Nand 103°04'43.47" W (see Attachment E).

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5.0 ANALYSIS AND RESULTS

5.1 Evaluation of Nearby Airports

There are six (6) airports within 20 to 25 nautical miles of the proposed site. Figure 2,taken from the L4 IFR Enroute Aeronautical Chart, shows the location of these airports.The largest international airport nearest to the site is the Midland International Airport inTexas, which is about 50 nautical miles east-southeast of the site. This is judgedsufficiently far from the site to have any significant impact.

Table I lists the six airports and their approximate distances from the site, together withthe total number of operations as allowed under SRP 3.6.1.5 and as reported in the FAA-5010 reports (Reference 7, in Attachment C). Per SRP 3.6.1.5, Item 11l(a), theprobability of aircraft accidents is less than about 10 per year if the annual number ofoperations is less than 1000 D2 for airport located beyond 10 miles, where D is the plant-to-airport distance in miles. Since all the airports identified in Table 1 are located morethan 10 miles from the proposed site, this SRP guidance is applicable. From Table 1, it isconcluded that the presence of these airports is not significant to plant safety. No furtheranalysis is required with regard to the impact of nearby airports.

Table 1Evaluation of Risk Posed by Nearby Airports

Airport D (mile), Location No. Operatin SRP Limit'direction

Hobbs/Lea 25, NW Hobbs, NM 18,572 625,000CountyRegionalAirport

Eunice Airport 15, W Eunice, NM 480 225,000Lea County/JAL 25, SSW Jal, NM 4,200 625,000Andrews 30, E Andrews, 1X 6,000 900,000County AirportGaines County 30, NE Seminole, TX 12,250 900,000AirportSeminole 30, NE Seminole, TX 2,000 900,000SprayingService (private)0 distance (converted to statue mile from nautical mile) and direction are estimated basedon Figure 2b from FAA-5010 reports (Attachment C), including military operationsC 1000 D2, per SRP 3.5.1.6

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5.3 Evaluation of Military Training Route

There are no military facilities within 20 miles of the proposed site. There is militaryoperation out of the Lea County Regional Airport only (see FAA-5010 report for thisairport in Attachment C). As shown in Table 1, the number of operations is far below theSRP allowable limit. .There three military routes, IR-128 (maximum altitude of 13000feet), IR-178 (maximum altitude of 15000 feet) and IR-180 (maximum altitude of 17000feet) within a 30 nautical mile radius of the proposed site (see Figure 2 and Reference 5).The closest approach (by LR-128 and IR-180) is about 14 nautical miles southwest fromthe site geographical center. This is not expected to pose any hazard to the proposedfacility, since the routes are more than 5 statute miles from the site, per SRP3.6.1.511.1(b). Note that Reference 6 indicates both ]R-128 and IR-180 are located within8 miles of the site. However, it is concluded that the FAA information is onlyapproximate, and the closest approach is about 14 nautical miles as determined fromReference 5. Military operations in nearby airports have already been included in theevaluation given in Section 5.2. Hence, no further analysis is required with regard to theimpact of military training route.

5A Holding Patterns

Per SRP 3.5.1.6 Item IL I(c) (Reference 2), holding patterns within 2 statue miles of thesite need to be evaluated. From Table 1, the airports nearest to the site are, in order,Eunice Airport, Hobbs/Lea County Regional Airport, Lea County/JAL Airport, AndrewsCounty Airport, Gaines County Airport, and Seminole Spraying Service. All but EuniceAirport are more than 20 miles away from the site, and landing procedure is not usuallyinitiated until the aircraft is within 20 miles (the approach charts for the nearest majorairport, Hobbs/Lea County show that landing procedure is usually initiated within 10nautical miles. See Reference 6 in Attachment A, Figures A-2 through A-8). Therefore,there is no need to evaluate these airports for holding patterns. For Eunice and Lea/JALairports, there are no specific holding patterns according to FAA (Reference 6). Since ithas been determined in Section 5.2 that air traffic at both Eunice and Lea/JAL airportspose no concern per SRP guidelines, and Reference 6 indicates that no specific holdingpatterns exist for either airport, the issue of holding patterns is not relevant to eitherairport. No further analysis is required with regard to the impact of holding patterns.

5.5 Evaluation of Airway Traffic

A low-level federal airway (V-68) passes within 5 nautical miles, northeast of theproposed site center (see Figure 2). The probability, P. of an aircraft flying along eitherairway crashing onto the proposed site can be conservatively estimated from thefollowing expression, as given in SRP 3.5.1.6:

P=CxNxA/w (Eq. 1)

where: .

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Framatome ANP 32-2400569-00

C = inflight crash rate per mile for aircraft using the airway,N = number of flights per year along the airway,A = effective target area (square miles), andW = width of airway (miles) [plus twice the distance from the airway edge to the sitewhen the site is outside the airway]

SRP 3.5.1.6 mentioned a value of C=4x 1010 per mile flown for commercial aircrafts.The published values for fatal accident rate from 1987 to 1997, according to the NationalTransportation Safety Board (NTSB) (Reference 4, Attachment D) are within 2.0x101'°and 2.4x 10'9. This analysis uses the maximum value of 2.4x 10Y9 for conservatism. Asdiscussed in Section 5.2, Item 2, the accident data for 1997 bounds the data for 1998 and1999. Hence, the information used in this analysis represents the most currentinformation publicly available from the NTSB official website. Note also that this valueis higher than the SRP recommended value of 4x 10"'.

The FAA has provided air traffic count data for the peak day, one busy day and anaverage day for 2002 for Sector 40 (MAF-L) in which the site is located. For 2003, FAAalso transmitted air traffic data for two random days. Unfortunately, the 2003 data areonly for a limited time period (one set of data is for 2 hours and the other for 41/2 hours).Therefore, the 2003 data was not used in this analysis. Table 2 summarizes the 2002 datafrom FAA (Reference 2 and Attachment A).

Table 2Number of Flights in Sector 40 MAF-L

Date Total Number of- Flights

Peak Day 46Busy Day 178

Random Day . 134-

The data for peak day is unexpectedly low, probably due to the fact that Sector 40 wasnot open for traffic count during the chosen peak day in 2002. For conservatism, thisanalysis uses the busy day data. Hence the number of flights per day in Sector 40 isconservatively taken to be 178. Note that the data is applicable to thc entire Sector 40.

Not all of these flights fly over the site. It is reasonable to assume that these flights arerandomly distributed within the entire Sector area (Assumption 4). Therefore, a flightdensity can be defined as

F = N/IR 2

where N is the number of flights in the sector and R is 64 miles (see Assumption 4).Thus the number of flights within 10 miles is

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a = F X r' = N(r/R)2

where r is 10 miles. The remaining are outside the 10 mile radius, and is

b = N j I-(r/R) 21

The fraction of flights that will intersect the 10 mile area is calculated to be 0.1, (seeAttachment B). Hence the total number of flights that falls within the 10 mile radius is

a +0.lb = N { (rIR) 2 +0.l[-(rIR)2] ) =0.12N, say 0.2 N

Hence only about 20% of the flights will fall within the 10 mile radius. The number offlights over Sector 40 is conservatively taken as 178. Therefore, the number of flightsper day, in the vicinity of the site, is given by

N = 0.20 (178) = 36, say 40

Hence 40x365 or 14,600 flights per year are expected. The low traffic count is a directresult of the relatively light air traffic for Sector 40 (178 flights over a Sector area of10,000 sq. nautical miles).

The effective target area includes a skid area and a shadow area in addition to thephysical area. The proposed facility is not expected to have any tall structures. Thus theshadow area is insignificant. Also the assumed input of 50 acres for the physical area isconservative. Therefore, no provision is given to the skid area (see Assumption 3). Theeffective target area is thus 50 acres, or 50x4840x9/52802 or 0.078125 sq. miles.

The airway passes about 5 nautical miles from the site center. The width of a federalairway is generally taken as 8 miles (Reference 8). The minimum distance between theedge of the airway and site boundary is conservatively ignored. Hence W is given by

W = 8 miles

Substituting C, N, A and W into Eq. 1, one gets

P = 2.4x IO (14600) (0.078125)/8 = 3.4 x 10< 104

The maximum number of flights that will satisfy the acceptance criteria can be calculatedby setting the yearly probability to 106. The result is

N., = 8 (106) 12.4 x I09 / 0.078125 = 42,666

which corresponds to about 116 flights per day over the vicinity of the site. This issignificantly higher than the estimate based on FAA data. Hence the present analysis isexpected to bound future increase in air traffic in the Midland sector.

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6.0 CONCLUSIONS

An aircraft hazard analysis has been performed for the proposed NEF uraniumenrichment plant site, following the methodology of SRP 3.5.1.6 applicable to aircrafthazard assessment for nuclear power plants. Airports and airways in the vicinity of theproposed site (Eunice, New Mexico) have been identified. Based on the publishednumber of operations and distance to the proposed site, it is concluded that the presenceof these airports does not pose any risk to site with regard to aircraft hazard. For theidentified airways, the probability of aircraft along these airways crashing onto theproposed site has been calculated to be 3.4x 107 per year. Based on this, it is concludedthat aircraft crashing onto the proposed site is not a credible event in accordance with 10CFR Part 70, and need not be considered further in the Integrated Safety Assessment.

The objective of this calculation has been met.

7.0 REFERENCES

1. 10 CFR Part 70, Domestic Licensing of Special Nuclear Material, U.S.Nuclear Regulatory Commission, Washington, DC, September 2000.

2. Standard Review Plan, NUREG-0800, Section 3.5.1.6, Aircraft Hazards, U.S.Nuclear Regulatory Commission, Washington, DC, Office of Nuclear ReactorRegulation, Rev. 2, July 1981. 0! YI a I' o3

3. FANP Document 02-5034503BQ; Lockwood Greene Drawing No. C-I,gt4 tOb3 Rev.o "Site Plan (Without Contours)"

4. FAA Publication, Annual Review of Accident Data, PB 2002-106890,NTSB/ARC-02/01. Available from www.ntsb.gov website.

5. L-A IFR Enroute Low Altitude Aeronautical Chart, Effective July 10, 2003 toSeptember 4, 2003, published by U.S. Department of Transportation.

6. FOIA Transmittal from Douglas R. Murphy (FAA) to George Harper (FANP),dated 10/9/03 (Attachment A).

7. FAA Form 5010-1, Airport Master Record (Attachment C). Available fromwww.grcl.comI5010WEB website.

8. 14 CFR Chapter I, Section 71.75, "Extent of Federal Airways".9. FAA Publication, Annual Review of Accident Data, PB2002-109241,

NTSBIARC-02/03. Available from www.ntsb.gov website.

8.0 LIST OF ATTAC[IMENTS

A. FOIA transmittal from FAAB. Reduction of flight dataC. Airport Master Records (5010 Reports)D. NTSB Accident Rate DataE. Email regarding geographical location of NEF site

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Figure 2: Aeronautical Chart in the vicinity-ofthe" proposed site

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Attachment A: FOJA Transmittal from FAA in Response to FANP FOLA Request

Attachment A contains the portion of FOIA transmittal from the FAA that was used in thiscalculation. Specifically, it contains the cover letter from FAA to FANP, a sheet summarizinginformation on military routes, jet routes and victor airways, and nearby airports, a sheetsummarizing the air traffic data for 2002, a sector map, and seven approach charts for Hobbs/LeaCounty Regional airport.

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OCT 09 203

FEDERAL. EXPRESS

Mr. George A. Harper, P.E.Framatome ANP# Inc.Solomon Pond Park400 Donald Lynch BoulevardHarlborough, MA 01752

Dear Mr. Harper:

This is in further response to your Freedom of Information Act (F0XIArequest dated August 15, 2003, asking for copies of the following:

a. Information regarding the approximate number of flightspassing through V68 either per day or per year, in the vicinity of theEunice site near Eunice, New Mexico, for 2002 and 2003.

b. Information regarding whether there exists military routes,military operations areas, or any special use airspace that mayoverlie the proposed Eunice site.

c. Holding patterns in nearby airports within 20 to 30 nauticalmiles of the proposed Eunice site.

We are enclosing 22 pages of contLnuous-print computer output data,a 3.5-inch disk containing computer data, 13 approach charts, 2 pagesof printed data, and a sectional aeronautical chart from Fort WorthAir Route Traffic Control Center.

Thank you for your check in the amount of 52,750.

Should you have any questions concerning this matter, you may callMs. Avanelle Dawson. Air Traffic Division FOrA Coordinator, at917-222-5566, and refer to Document Request Number 2003-008045SW.

Sincerely,

Manager, Air Tue Division

5 Enclosures

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FOIA REQUEST2003-00045SSW

Existing military routes:

IR 128 Is located within e milesiR 180' 8 moesSR 178' 12 milos

Jet Routes and Victor Ainays (Measurements are closest proximity to the centerline of She route anddo not take Into account espace to be protected):

J4 centerline is wilhin 30 milesJ15 - 28mblesJ50 ' ' 30 miosJ66 ' 28 missJ85 * ' ' 38 mlessJ108 ' 35 milesV16 26 milesV68 dir'ectly over the proposed sideV94 * widhhn 31 mlesV102 *18 milesV291 i- la maesV546 31 milbs

MOAs:BRONCO 3 is within 25 milesBRONCO4' * t0 miles

Midland TRACOWs airspace Is within 17 miles

Airports with approacheslholdlng patterns potentially affected:

HobbslLea County. Hobbs. NM (H08) (7 Approach Charts hdcluded)Andrews County. Andrews, Texas (Ell) (2 Approach Charts included)Gamnes County. Seminole. Texas (31F) (2 Approach Chails Included)LovhgltorLea County.Zp Frankin Memorial, Lovinhton, NM (E06) (2 Approach Charts included)Oonver City, Texas (E57) (no approaches)Eunice. NM (204) (no approaches)Lea County, Jail. NM (226) (no approaches)Midland Intemiaonat. Midland. Texas (W) (Outside 20 miles)Odessa-Schlemeyer Field, Odessa. Texas (ODO) (Outside 20 mles)WhWeir County. Wink. Texas (INK) (Outside 20 mies)

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wmaiM'. 30 NA

Page 24 of 36

FrnmrttA AMN Affnelmorif P 11-1,dBACKI7v wma - ----- e --- P A JVflVV

Attachment B: Reduction of Flight Data

Refer to Figure B-1. The Sector area is represented by the area with radius R, and the area ofconcern is denoted by that with radius r,. Consider a concentric strip of width dr, and at adistance r (r>r1) from the center. The probability of an aircraft crossing this strip and has a paththat intersects -with the area of concern is simply

dP = 20/27n = 01x (B.1)

where 0 is half the angle subtended by the tangent from r to the area of concern (see Figure B-I).The number of flights in the circular strip is given by

dN = (Nj/hR2 ) 2ardr (13.2)

Hence the number of flights that intersects the-area of concern is

dN0 = dN x dP = (NAR2) 2 0 rdr (B.3)

The relationship between r and 0 is found as follows. From Figure B-I,

r = rdsin0 (B.4)

and hence

dr = - r1 cosO /sin20 dO (B.5)

Substitute (B.4) and (B.5) into (B.3) and get

dNa = -(N5 ri2/aR2) 2 0 cosO dO /sin3O (13.6)

The total number of flights from outside the area of concern that will intersect the area ofconcern can be obtained by integrating Eq.(B.6) from r--r to r-R, which correspond to 0=a/2 to0=sin'(rj/R). Thus

N. ViO sin (B.7),l2 sin'

The definite integral in Eq.(B.7) has been determined numerically in Table B-1, usingTrapezoidal Rule for the case where rj/R = 10/64= 0.156. Hence the upper limit is sin'(0. 156) or0.1568929 radian. The result is -5.7 (negative denotes dO is decreasing), say -6.0. Hence Eq.(B.7) becomes

N, = 12.0(r.2/R2)/k N, (B.8)

Page 25 of 36

From-ntnmp A ]P Attarhment R 32-24005W.-00FrnmntnmANP Aftadinz�nt R A2-2400569.OO

Multiply both side of (B.8) by the factor (1- r,2/R 2), one finally obtains the fraction of flightsoutside the area of concern that will intersect the area of concern as

N.1Nj(I- r,2fR2) = 12.0(r12/R2)/[lr(- r12/R2)] = 0.096, say 0.1

Table B- I Trapezoidal Rule evaluation of integral in Eq. (B.7)

e Oc6se/sin8A3 -Area'1.570796 5.13328E-07 01.500101 0.106760089 0.0037741.429406 0.207584573 0.014885

1.35871 0.306127524 0.0330441.288015 0.405853923 0.05821

1.21732 0.51030697 0.0905941.146625 0.623393092 0.130668

1.07593 0.749727683 0.1792051.005235 0.895100479 0.2373450.934539 1.067152943 0.3067060.863844 1.276424871 0.3895460.793149 1.538054488 0.4890310.722454 1.874674679 0.6096630.651759 2.321601552 0.7579910.581064 2.936676011 0.9438580.510368 3.820243363 1.1826990.439673 5.15925817 1.5001030.368978 7.335640117 1.9417670.298283 11.23330265 2.5981350.227588 19.30293671 3.6775170.156893 40.62353454 5.795773

a Area is calculated by the trapezoidal rule based on the current and previous functional value,and a step of dO = (1.570796-0.156893)/20 = 0.070695 radian. For instance, the second entry inthe area column is obtained from 0+(5.1332&e-7 + 0.106760089)(0.070695)/2 = 0.003774.

Note that the site is not centrally located within Sector 40 (see Figure A-1). However, themethod proposed here is expected to yield a conservative estimate of the fraction of flight thatwill fall within the vicinity of the site. This is because the geometry in Figure B-i maximizes theprobability of any flight outside the region to interest passing over the region of interest.

Eguivalent Sector Area

Figure A-I in Attachment A shows the boundaries for Sector MAF-L 40. The areaapproximately consists of two triangles, as shown. The scale of the figure can be obtained fromthe distance between HOB and MAF shown in Figure A-1. The actual distance is 68 nm (can beinferred from Figure 2). Based on this, the dimensions of the triangles were obtained as: 85 by182 nm, and 76 by 76 nm. Thus the total sector area is about (the answer is rounded down forconservatism)

A.,mt(, = 0.5(85 x 182) + 0.5(76 x 76) = 10623, say 10000 sq. nm.

Page 26 of 36

Framatome ANP Attachment B 32-2400569 00

Figure B-I: Geometrical notations used in the fraction of flights analysis

Page 27 of 36

F~rnmnftnme A VP A~ftzzhment7 C _72.2400569.00. -, gm.n s . P ... 24flf_-_4vfv

Attachment C: Airport Master Records

This attachment reproduces the Airport Master Records for those airports listed in Table 1.

Page 28 of 36

Frnmw, yei AP)P Attachment C 32-2400569-00A a II.flGnflU& JL A-

a

US. DEPARTMENT OF 11118PORTATIO9 AIRPORTA MASTER RECORD-FmmALAN1A11014 ADMNWIAISRON AROTMSE EODADI mo

Pom Appmw O'.4 03&1 1200 II ASSOC CITY: EUIIOCK2AN4501THAMI GUNICE

COD TO AMPO" fMn 04 W

4 9TATE:' M6

6 REGIMNA0O& ASW1NOIM

LOCD: 104 FAAIFENt 14406VA6O00uNTV. WAD NmP S!CTMAROcIIT XMJEOLRO

29= L&)

10OWNLISHM PLISVZ" 1 OJIN Nu STATE NMY~ IZCORSS: P060)K 1149

SAWIAP!. WA 81104-1149* I PHOW OR 805.470492*14 MAMAGCR' . yen BUIMOO

.SASO=SS: 060 W 1140SANIA VS.NM #WA3-1112

* 16 P1404 $015.476-0941* 17 ATVINOAM4 SCIIEOItLS:limas EMYS HOURSIM4IO=

a-70 FUEL,511I AFSP.4MI APRqa3* 79 PWR PLAMf W~S-:

574 KLC OXVG&ft

&S1ARPTSOIE CO8SI AJWTLOTSOGO: W2COVAWN5122 LOMOCLLs3V.?3WIabIDCAIT0RS

ii SEOUMMTE c44ML VESas CONTIM11WR. wnO)as FM& ALSEUCRIOUE17MP!ONlARP! NO7IS ES Ft*0) uk 8154434404911OLLFREEMl 04009-SxR"~

TOTAL'13 IELCOPllM!94 GLICERS!33 MILITARY.se ILTR44JIGH1.

103 G A LOCAL!104 GAITNIW1M105AM1ARY.

TOTAL!

O'ERATIONSF03IMOSENOMJ

0

o

0

a

0

00

0

0

450

115APPORTUISL: PIJIUCW ARTLA1r 1222744449N4 ESTIMAIUD20 ARP- 1.040: 103I2S.4460511AR 41LE, VI 355 9311"RTOE3 ACREAO!: U

-132RGHT1TRAMQ N403d MN040010 LANO4G NOIS NF .JIR& AGCMEMEMTS243SFPAR = 110M

sI MNWAY WEn

5131 L8140TW. 3

P32 PAR?: TTEC04

'24 SWRIREAIMENr:10003W?: SW

37 011w

V40 gDor3411ISIMYb4fRAYMARKrnvG.OONO *

WQV= I44Tfln CRO5*4C WIT45 V1lALGOC ANGLE

.46 41IRLH-?0z.*4? Rfl!RvV

*48aEL'49APC14U01415

SOFAR ICA7!EGII AM~I AMV*01 OfS CLA= 0 TM

* U C1)G 05T P.3* ZOS30&MJARKEDLG¶O0*S4 HoASM VRwy END 30 1

SSODIS? FROM amYSW 1640I* SO 4¶WM. OFFSET III 1

97011311N1.LCSLGP! 33:110W.56 COSOE-4N COSI KOIN

500TAR20FFMUN4AVILIT0A) f'41 TAX9SOFFDCOAT£11L. fDj I

*S2AUIOSTWO=AVL(.A7

550-F f330.pI

-1I1

902 I 37

AM IAV VI

u I

7151215

110

A013 AVIOTICNI041474£040 R" am 16280 WIG RETROM.StECETVI.A649 4Wy150511 OALS .3f4TOL=Q! 0101n0 RI'GDJ N=NLSTWANqT ACwOCA0la RWY 250310041..1ASNINO TG#ClMuO,2ATNY 114.Al 1141ICTOCEIOSLV.EDU. 011±4.ACT~YWfY1VARPJT.A 11042 AR"T GAME ALWAYSl LOCKEMCO4SISNA1ION SET TO FIELD ~aLIEON.

... - - .I . . . A. . . . . .- - - -

Wprn Fl~f SUpERSDESp631101 *a7 1 a ADo & VIN ;2 1)3 U9*NFOR£M

Page 29 of 36

Framatome ANP Attachment C 32-2400569-00

LV-IWP.kTAA~" W T AN IPCTAT" UNLAAL. WTV2ZQJ1Mat. 1NT"AiaPUfTIATION AIRPORT MASTER RECORD Amuvv Mosmu .

PIys Appowd CUB 2130-COS.o 4300Cflry. MA. 4 STfTE km tmv : K2m gm SITE "LI 14632rA,"2AffZP= MMIA WSCOUNIMT.AL 50CMY'h LEA. NU

10COD1T AIRPORT *u*53! PtEOOWADO' ASYv4Mo sC4 e'.Mutfo

tIwN!RSIpuIl PUBLIC*01 oCMN!m LEA COUNIY

"OUSNU 8141.1100

bk A14 LjA08 11"GAIC1,ELL* U5AcORISS: PO m= 1106

4003Smm 682411-010a - P)40N3163 505-33-4m4* I" AT IMIANCE 3041014.I

KON1)@ CAvg 110038

'1111P0RTUSE.0 PUlC18 AMf LAT. 32.0741.882 ISTUATIE1DaD ARTLiOM 00308 I7ASWit ARPT ZLE. S1ill SURVEYS

* 3NIGHT TRAFFIC: NO* 24 NON-COW LAMOING: NO2S PIGI#8fEO AGREE EMNTLN

.30SJIAYO&0111

WM L1110T 4.70

*303 61.' soI.G

26 GROSSM.T SW 2

37 01WN

P401000 6TENSMY NMEW42RIY R I4YTWJ SE 01,4 SI - I 63C -G

'dRVRRWV I ** 48 RL I

'49W AILI AT

SO F1AR 7 CATEGORY 1V 9V'651 DISPLACED I R

52 CILC Ossm FIM I* 13 COSMP WARKEDILMI

'SSOISIPROmRWyow4 82~ INS'SSONTRLN OPFUI aO1R-5763 CsaICE.N'00 o a i siSo aLOS8-W OBSm Him

* 6112A10FPMMTAVOL82 ACUYSlOP CIsrAVO

v 70FUEL,wr1 AIRIVAWCRINM NONE*-72 WR PLANT IS NONE* 738 I EOX(CMD 4MOM* ?4IARO0VGt NOW!

?5T6*SKMORAda TIE

FSAOCILITIESCI

*60ARPTSM CCb6l ARPT LOT SIMft 00UC-0AWN

9SI 0010pIDlCAlTm015464 SEGDUDM CROL0: yes

i P3M, ARPT: #068 PS3 ON401 WT. I0C 4373

13IT.L PFEE l -=CV-WX41IlEF

61 IML11ENM

MOAL.

so WELICOPTERS:

GS WMJART.

OPERAA.~lTIM

10004AM CARRIERt001 GWJUUIIR102AIRTA30100 CA LOCA.?004 AITNRNTIUS MDILARY:.

TOTAL,

OPRIM Rmos04g~w

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862?iso

12

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15130

as #100

10:11 122:1

I

*.

.ILN OGA pLES AD VISE FS$5 INM ITU KWHX&CHNAIIOLCCU T01TEM*S vy

AC1d LZACOH157ARPTUGRAL3O.A0w3 MMJ2 OM AOMC AND RAVEL.M0AMl AW XMNIWA 1060ASP5 MY? U APC CILO0P 10:1 TO OU6LI30 TM4 PU .5 YFOAPi 16 PT.AWl RYZW VCH SLOPE 2LITO 0PLCO1TM FM.4FTFPDICE i WFT.AlsO MW IU- FPT RSANMOEJEI' otPT P17ICC & ROAD 5C FT FIAENO.30 0I TO OLCC11AA061 NWI27*41FTIPICEA16N04861l KMi RYtl if Pfte=LCW h15rTO1 1138C ITS.ACTVT .CTA'.AI 1SGII IIFT LWIEC OF0f MC NO AVOL 6EWE1~NRVAY ft"408.r

1IIDEEcf-Tl~I a aPAL anS1O-I potjsLeRSCSpolviIs' 1UX FUREC3:W;Sn

Page 30 of 36

"_- - -A MTD A Htrthment C 32-2400569.00r rcm"1ru^1 nvr

lVA EMOUI. AVA1 ADOSRTO AIRPORT MASTER RECORD A" up wnrnaao

I AS3=CIh1T AI4ORWn 4 8TATS: M LOGO- III FM £Im W 2323&A'ADRPII NAMQ ANOREWO COLN4TY SCUNM*IY AM0REWS TX300CM TO &S ta 0N1~ ME I FECI014A00 ASW94ONE IN MAGA CHT: AL.SL1UIEOIUE

10 001ERSHI4P PIumc'I 11CAW ANORMW COUNTY* 12 ADDRES& MIDOws to COMYNOM4US

ANOpmTNX 14* 13 p11014 NM 432424,140l* id MANAGER: LO1GYMULAN* 15 WOAI.W8 COUNTY 411103ORT

ANDREWS. TX 796114*1laPHONE Imt 4324924-lU?1

IArIITNCANCIE 80EmULZ±MONTIG DAYS ROURSALL MON-FR 4080-1?

.?0FqXL IOMLA71 AIR131FIRAMR3

o 12 PINS PKANT RPRS:* 12 301TI.5 ccXIGC

*14SX1Y5,~"OraTI aSW SYSRAGE: HOR TICis OU4ER ev1CE&

4 II PO17! USE: Pulat9 ARPT tAE: 32-ti1M2AAM4.W4G 102-ISARPTIBAY 317422 ACR94A&S no22URIGHT IrAFFIG: 62.2

*2 ii N4MhOIW LANINGWO NO39 IO'IASJFED AGREEME4T&A3GY36 FARM 191

'30 MUJWAY CENT.

'132 Wm~T*W33 WJlrrTCOD'134 SLOW TREATMENTT,

*5 OROCWT: SWl

37 V1W36 0Wm

w'2RWY AMANC 1WS.VMb43 vGS1

u4T 1CAOssING NMO45 VISUALCO GLID ANLIZ

3,45 0Nw.M.1O-4?WER-NW'4B EEL'45 APOSH IGH0TS

so FAR TrCAMUMR51 01571.8CED TM

'53 OSTW MARKE01LGTO

150is FMRoM O? INC

W6OLOSEw4 03WW

'1011L4!WOF VIJNrAWL ESO

• Si TAKE OFF DIST AWBL(V9'82 A43. STO 0137 AV8L'32 0N06 DW9 AV8d. gOW

JO4LWCON ESTIATED

LIM

WIDARPTIUwt co'51 ARPI LGTSINM W6331)AVWNv.620410OI 1212JO1393 %DIO WICCATM VEI-I

44 SE0NX~ED C!W4L WESas 0011ROLT.%ft HONE458 F3S: UN4 ANGELOP P32 OWARPT: NO3S IFS PHONEI4 M%15-2234=042TOLLI! il: s4oo-WX-O615

931 MLLITIE4O.62 JOT,

TOTAL;

12 POUCOPTSIM:34 GLIORm:SS MILTARY3

100 AIR CAMREftl0t COkoAUTRm142 AIR TAIt103 SAtOCAL:1040a A NYsiWEWSMILIVARr.

TOTAL,

OPERAT1IDNSPORMO! 12401

10

11

11*

SA

23

00D59C-6 I 111SC.G

I P2L'3$I &00

-.I .II

I

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2.54

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241343.00 12.3

TI

I

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4562005110i

-'IT

II

330-FlI -

I

. I.

I

I

I

I M

I

. _ .... = . .. ... . _ . _

I

'IAN" W4 I A LAC O l IN aLM 14 WHEN 4VXANOES OCCUR TO6M P EC D O 7

*631 RW 122 HAS 140 FTYSYS F fl0 1DAPIAYn WVN.140 WAwr WM4 A M S5FT SY 60 IT SIOPWAWCWFI OM4.1.052 raVY Hs1 '14 n LOWN!PIXI ?0 FT W_ *2 Ft WA = FT L. * ( VTIRZE I FTB. #14 pi TREEwo FT w.

ASS fRW IS44 FT 112G04 CM 150 FU1IZFT 7FM HO T7"L5T.AG8 1WY 34 4-C11 PT BRLISHO40 PT FM THLD. I30-Z0 PT RIO&I.A041 ACIV MMIRLYS G A 16134 -CW. VASI RVY S 1634. PAR RY 2O&S IMLNRYS 375OM017.AIlo TMI AUMAT WAS BER XUR'VMD UY THE KAT"NA GECODE= SURVT.

"2s1MmdIrm2.a aFVAWD. Fsau 3 810 I(C4 11 3 W 0S 0 5 PR W 4.jjw A d:g

Page 31 of 36

_X~f"A sMP Attachment C 32-2400569-00Fr FIulLLuulf~cr IVI Az

.rU.L EPARUMENT OF lF%~Q~AW AIRPORT MASTER RECORD VANS ELF: Magi

- A fit.4M,*.

I *I ASSOC CkT. usemi"OZ 4 hTATE: TX LOCK 31F FAA 275 Mt 2476P.1VA'2 AlRFORThAMU CIAZES COUNTY SCC UflY. CAM4 TX20COO1T AIRPORT p dS A RECIWnAM A5MNONV I SECT ACRO CHT? ALSUOEROW

10 ONCRSHEP. PUBLIC '10 PkEL~ IM1LA, 5021NGLE2GM at* is O"NIRt GAUW. COUY * ?I ANIFRUSE APRI MAJOR II1 MULT 10

120 AQO011SS GAINES COUNTY COLIRTHOUSE a.72 PWRPLANTXPMUJQAJO 22.iTTEWANCLF.1X 19M8 *12 OTTLEOXKGEIc MG"TOAL 2

* a PHO~NE . StS-7585415 d 5?4 $MOXYGEW. SIGHT4AL.t4 MANAGER& LEX He= 1513MTORAG!- "GRIE IISHECIOFTIRls:

s IAO1S ox 166 TSO TER SeRVICESMgISENOMC TX 7538 CoR Will IS MOJTARY! S

* S7ATTENDANCE 901EDIJLZ AU WGTKOWM DAYS K &2fEMM±3S1fALL MON'4AT 58308-008 *80flIGk co too AIR C.AiMD5

I'St AR'T LTSKDM DUSKCAYM 101 COS*IAITRMw52 IJI0u: 522*0 102 AtR TMJZ

It AW5WORT UCATORWSOX t0 a A LOCALJ Tim01SAIRPTLAT' US: 2B 0 1.2 ORISkA7S 104 C AJTWdNjT: 80

OSRTA:2~I2tNSILID 5 CONTROL TWR; leNE 105 suTfARY. S

22ACREAME 42 IBM FM I WO.2t10 OPERA14S P* 22 RlW TRtlAMl @3.1 mT ITOu.LFRE, tjo~oinul~ vs Scrl=14 N0N4C0Lf5 HWOJ: NO25 NP&ASWEOAGRESMENIsicyXs PAR II u10E

'20 RUNWAY MW.T 05WS tIllu1351 .010f 5.27 4.30

*22WEM is 75 1'32 55RFTYPEc0400 ~ MPs-oP2'34 SURFMhA112E14

us CROWS V: all as uas3PJON TH=) ow57 amW

mm DOE&4!SIDbma. AF TPZ4:00 &sC6l I SC-eO; uSC-cia'eFb43v~ ipa. PaL. I 2L

44 I4RCROSSIONOOT I M 231234isvIUALOLCDEANGLE 1530O 3a,0013AO

bd4OCNLNA-TOZ 1*I-14? WR.w .- 2

'4OAPCH LIGHTS *

SflUl2 lf ATSPI AR 17 CA6TEGOY AMV I AMV PM f AP"~

* Si OPLACED THR II* 52 CCOBSTN IPNE P4I'm5I*SS00SUM1 iMMNCXIT MN I'S4HOTAIMOVRWVIN 120 251'SSDOITPRCIRWYJNI .M7 1550

SS CtNTRIXOFFSET Psatc57COSTWO.NCLOPt ~ I& I fts 4&5I OftlSsa.OSE- WIOSN mnI Rik

OECLAREVOISTANCES

*U TAM4OFF AM WIL(VA'U3 TAKE GrF OMTAVN4TOL A f

-I3UUGS5TAVt5GI 1r&I~ggR PLASE StJS 2 ran2 14 WISE aeAiSGESAOCCR To I51S PREMEDSGW a-

A DI? SERVICE ONCA&LAFTER #=1 LSAU.715441AtsO HWY 17 tIt A1T4WRJGHTCF CNTAUW.Aoi mmLY an22 am 1705 PRESff LO CST;TO 34CR INTS ACTVT.CTAF.A ISO TM8 AIRPORTA SEEGM SURVEYED WY 1145 MAMMAL COMOOESWAY*EV

NSA P 101 11415 £WSRSEOES PREVIOUS 1OUNT _lFQ:&

Page 32 of 36

A ft i fsj ' T dflIKO-Ofilfred~~~ % __ _ 7st

tramaromeeAlyr J-- -

J.AT'ETOfAD4DA&PMTKIW AIRPORT MASTER RECORD AMWEF MM=~aoUIMALAVIAV1301 AMiiIUST=~O 2 om ai15oo

*1I ASSOC CrrY: HCoe"*2AVPCVTH&hIE LEA COLINTROP..1Mn wPubT Rawt 4 W

4 hTAMt NJ

a IWOG014MM AsV~kt40E

I.Wcl ;= FAA ITEM F6W141A300LDTY: LEA MA1I 8001 Ack CU4T KAL2UOUROUE

IDO.WNEI1S34P PUBLIC* It a3N0m LEA OcIMI* It AODRES COURTHOLMsI U~cS

IUWAHA00R Iii AT63ELL*IIAOCRSS SOXII016

'17 ATTENDANCE 6COEWUULTmomin OAvg HOURS

16 ANWOAT USe: PLEUCU AF1 SAT. Sul4-I163ON ISTIMAT3020 ARPI LOMG 1034141.3M02IAIW IR.0 2661 SIM'JY322AONr4OS an20vAHITTUJF?1GC so

'24HOWW ILANOWGIO NOU5 IWSJFE AGEWM0WSNCY28 PAR 20M4INDE AU W2USS

630 RDWMAY ImT4T:"2

'20 SUwrVlPt0ONO. ASP"i-P24 SURF TRgA1MEN1,

25 03R0SS WI. WNl asVW log02 S

2? 0TW

m.40300 DW*MN6ITy; &4IG

45 ZSMIA.OIUO ANGLE 1200

'4Y604VWN.D I

'4SREL i'4SAPCN LIHT MAIR I OCALS

0OPAR77CAT6COORY P631C'Si OLSPLACOOTII I*S207LCG3T ITRE

'PCBS1MAMMMM5C1 I'S4NO ABOW It" SRnO

*SSl3STPROWlRWr&I0 lIam*S&CNTRNO = sr! 4321

EODOEM CLJc SLOPE JIMI121:1m5O.0m&lO8SSI' WeI

*U TAM OF~F RN AVDL(T00A1'61 TAK~E OFF D6STAV3L flOOAjJ 2ALYST1OP 0T AVJL

643,10001SAVfUA~ARPI UOJ PLEASE ACVd1S P23 SIND I UXK

b?0FUSu, 100LI.A.31t ARIVRA&CRPM31 UAMIblo,7 WRO PLANT7 PO= &MAO

'3i SOTVAXOXYGENI POP

76OTHER SURVICIAWrAN8CAWGO 04M1iM UWI1.ALES

*410ARKSGO CO'SIVARPII. I acD1. 0=SKCAWN'60 UNIGOW r2n.U0'0I WMI6NDCATOftVIM4

SI 1WE08ENTO CW.Ez YES9s COMOiw vW:MsISFMT ALBUCIVE3OUVPX MI ONW.T NOSI 53P9084MIM6L 50&343-7510WICOPREENFL* 1400*'XORI

toSINGLEh atim

TOTAL.

sstEUxOPTEF

113 MILTARY.

O6 ERAA4 ONS1

100 AIR CAM1Rt

102 ?AW I51302 GALOCAU104 GAITWNIT.

15UTOTAL,:

OPmht2msmKmm0 EkOG

p24a

5a

8

a

U2*1"S=4,7Ur37

mm

IsOAPI*F

12

asC .F usc .FII

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I

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65133: 101

New

ROD

120

160

Y4L1

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1733

402

so

USC-10I USC-0

II

-I

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4021P13103

YI

FSIM AGLOcU l05 m r " w 51%x1:

Asia OLZ~~oOAcRtaPalSW IrH ~mG? U E 0PS tS ATS axGP ORCALS. 840605s 63403 .& 0St S £ 705 Ktr vL otAVU P 3 *0 09 3wITr*6 O0MW AN 30.SOSGIOULY.

A033 XWY 17143PAVj0*e4RAIUaLflC ITCRAOCKS WOTAIIOROR OSWGJCRACIMAWS NWh 17APCN RATIO328:1 70 OSPLMI'M61A11% RWV 1I *Iyfr OAm ISO PT68*IIalin PVICE HW Fl FUM1 O

A 663 MWY STORA. - MLTOOA- rI SASOA .73M- LOAt Pan.9A MG RIWY S ?0RA.512;TlC h. 3512:A50A-2512 WA .512.AUG *Wl 12 TOM A SWI; TWA - WM.ASA-GI OA -gW WCWA Q1

1 1 1 tsI S P C T O R I I I i I Y I L 9 * b 1 ¶FAA law lo6-I (415 WUPUS30U PREVU5S ... ENS, ,_ . W

Page 33 of 36

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Page 34 of 36

h~rnnsfr"DA NPD dts~hmnt w:27-nnsICo-fifa u A19 _ ALD A .JA,,.vu f 9. l uVJ

Attachment D: NTSB Commercial Aircraft Accident Rate Data 1987-1997

Table 2 - ACCIDENT RATES14 CFR 121 OPERATIONS

1987 - 1997(Excerpted from page 4 of Reference 4)

1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997Accidents Rates

Miles Flown' .0076 .0064 .0061 .0049 .0054 .0036 .0044 .0040 .0064 .0063 .0073Hours Fiown' .310 .260 .248 .198 .21 .146 .181 .168 .267 .269 .309Departures .434 .376 .366 .297 333 .228 .285 .267 .426 .450 .475

Fatal Accident Rates'

Miles Flown' .0009 .0004 .0024 .0012 .0008 .0008 .0002 .0007 .0005 .0009 .0006Hours Flown' .038 .018 .098 .049 .034 .032 .008 .030 .022 .036 .025Oepartures .053 .026 .i44 .074 .051 .05t .012 .049 .035 .061 .039

Per Killion Miles FlownPer Hundred Thousand Hours and Departures Flown

'A nonfatal accident, occurring 4/7/94, that involved criminal activity is excluded fromaccident rates. The 12/21/88 sabotage involving a Pan Am 8747-100 and the 12/7/87suicide/sabotage involving a PSA BAe-146e are also excluded from accident ratecomputations.

Page 35 of 36

Framirtom A IP Affachment E 32-2400S69-00Franw1nm� ANP Attachment E 32-2400569-00

Attachment E: Geographical Coordinates of Proposed NEF Site

From: HARPER George ASent: Wednesday, October 15, 2003 11:40 AMTo: YEUNG MosesSubject: FW: Lat-Long for NEF

George A. Harper, P.E.Manager, Regulatory Compliance ProgramsFramatome ANP400 Donald Lynch BoulevardMarlborough, MA 01752Office: 978.568.2728Cell: 508.795.9420Fax: 978.568.3731Email: [email protected] Original Message-From: HARPER George ASent: Thursday, September 04, 2003 11:47 AMTo: MARKOVICH Ronald 3; MAHER Edward FSubject: Lat-Long for NEF

As of yesterday, the "officiar lat-long for the site as measured at the Centerline of the door into the TSBis:

32 deg, 26 min, 1.74 sec N-103 deg, 4 min, 43.47 sec W

This will change slightly as plant is moved around, but should suffice for our work. It agrees closely withwhat I used for the tornado study and seismic.

Please distribute to you team as required.

George

George A. Harper, P.E.Manager, Regulatory Compliance ProgramsFramatome ANP400 Donald Lynch BoulevardMarlborough, MA 01752Office: 978.568.2728Cell: 508.795.9420Fax: 978.568.3731Email: george.harper~framatome-anp.com

Page 36. of 36

attachment i calculation 32-2400569-00, waircraft · 2020. 1. 5. · 20697p-6 (2foo2) a...

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