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The pilots keep an eye on the fuel temperature using an electronic readout in the cockpit.
This results in a significantly lower average fuel temperature.
Fuel temperature was expressed as a function of ambient temperature and decay heat of fuel basket in the correlation, and fuel temperature along storage period was determined.
In both the BA and Delta incidents the power loss - or "engine rollback" - came when the fuel temperature was minus 22C (minus 7.6F).
The CTF/TORT-TD fuel temperature predictions were consistent with the CTF/TORT-TD/FRAPCON results.
First, the mitigation should be carried out until the maximum fuel temperature reaches under transient.
An increased reactor coolant outlet temperature directly drives an increase of the nuclear fuel temperature.
Finally, nuclear fuel temperature exceeded Probabilistic Risk Assessment (PRA) limit of 726.7 °C for both scenarios.
0.5% of calculated fuel temperatures exceeded the steady-state fuel temperature limit of 1573 K.
For a normal dry storage cask, the maximum fuel temperature is 290.0 °C.
Two operating factors (cell and fuel temperature) with three levels are designed for these experiments.
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Justyna Jupowicz-Kozak
CEO of Professional Science Editing for Scientists @ prosciediting.com