FINAL_CH2_R-245-0076_110_Propeller_Repair_Spec_Sent_to_KS.docx

REVISION No. M . CHANGE No. 2 .

PROPELLER OVERHAUL SPECIFICATION

FOR 110 FT WPB PATROL BOATS

R-245-0076

ORGINATED BY CWO D. Heisey DATE 06/92 .

ORGINATOR’S COMMAND: USCG Surface Forces Logistics Center (SFLC) .

DEPARTMENT / DIVISION: Patrol Boat Product Line (PBPL) .

UPDATED BY: Wayne Nickel (PBPL) Rev. M Ch. 2 DATE: 5/2012 .

INTERNAL REVIEWER: Mike Soost DATE 1/12 .

SFLC QA REVIEW: Mathias Wentzler (CPD-QA) DATE 1/12 .

PLSSR APPROVAL: Mike Soost (PBPL Engineering CH. 2) DATE 5/2012 .

1.0 SCOPE

1.1. General – This document sets forth the requirements for the receipt, inspection, reporting, inspection/testing, overhaul, preservation, packaging, packing, marking and bar-coding of right hand (RH) and left hand (LH) marine monobloc propellers applicable to the U.S. Coast Guard 110 foot WPB Coastal Patrol Boats. The quantity and type of propellers listed under this specification will be indicated on each Contract Delivery Order.

1.2. Classification

1.2.1. Propeller Types

a. Type 1, - Left Hand (LH), P/N 110-WPB-245-001-LH

NSN: 2010-01-222-2440

b. Type 2, - Right Hand (RH), P/N 110-WPB-245-001-RH

NSN: 2010-01-222-2441

1.3. Government Furnished Property (GFP) – The listed items are property of and managed by the USCG Surface Forces Logistics Center, Baltimore MD and will be issued to the Contractor as issuance of a delivery order.

a. Propeller(s), Type 1, NSN 2010-01-222-2440, Left Hand.

b. Propeller(s), Type 2, NSN 2010-01-222-2441, Right Hand.

1.4. Government Furnished Equipment (GFE) – The listed items are property of and managed by the USCG Surface Forces Logistics Center, Baltimore MD and will be released to the Contractor after contract award.

a. Test Shaft Kit, ACN 2010-01-F99-1585 – Consisting of test shaft, plug gauge, two pressure gauges, two hydraulic pumps, hydraulic nut, relief valve, brass spacer, two hose assemblies, seals, hydraulic oil, and various fittings.

b. Ring and Plug Gauge Set, ACN 5220-01-F06-0800 – Consisting of a plug and ring gauge packaged and packed in a wooden crate.

2.0 APPLICABLE DOCUMENTS

2.1. General – The documents listed in this section are specified in sections 3, 4, and 5 of this overhaul specification. This section does not include documents cited in other sections of this description or recommended for additional information or as examples. While every effort has been made to ensure the completeness of this list, document users are cautioned that they must meet all specified requirements cited in sections 3, 4, and 5 of this description, whether or not they are listed.

2.1.1. Government Documents – The following specifications, standards, publications, and handbooks form a part of this overhaul specification to the extent specified herein. Unless otherwise specified, the versions in effect are those listed in the GSA Index of Federal Specifications, Standards and Commercial Item Descriptions or the current Department of Defense Single Stock Point of Specifications and Standards, (DODSSP), and supplements thereto, cited in the solicitation or contract.

2.2. Coast Guard Documents – The following documents form a part of this specification to the extent specified herein. The documents listed shall be by title and effective date, unless otherwise documented.

2.2.1. Drawings

a. USCG Drawing No. 110 WPB-245-4 Rev. A, dated 4/9/2009 – Propeller Details

b. USCG Drawing No. 110 WPB 245-6, dated 2/5/2005 – Hydraulic Assembly for installing / Removing Prop Hub and Gear Coupling.

c. USCG Drawing No. 110 WPB 245-5, dated 7/29/1996 – Assembly of Oil Injection Equipment.

2.2.2. Specifications

a. USCG-SFLC Specification D-000-100 Rev. G, Change 1, dated 02/06, Bar Coding for USCG Surface Forces Logistics Center Material.

b. USCG-SFLC Standard Specification 0740, dated January 2009

2.3. Other Government Documents – The following documents form a part of this specification to the extent specified herein. The documents listed shall be by title and effective date, unless otherwise documented.

2.3.1. MIL-DTL-2845E(SH) - dated 8/18/1999, Propulsion Systems, Boat and Ship; Main Shafting, Propellers, Bearings, Gauges, Special Tools, and Associated Repair Parts; Preservation, Packaging, Packing and Storage of.

2.3.2. NAVSEA Technical Publication S9243-A5-MMD-010 dated 11/30/1995 – Gages, Plug and Ring, Propellers and Propulsion Shafting; Repair, Inspection, Certification and Use

2.3.3. MIL-PRF-680C dated 03/25/2010 – Performance Specification, Degreasing Solvent.

2.3.4. MIL-PRF-121G dated 4/30/2001 – Performance Specification, Barrier Materials, Greaseproof, Waterproof, Flexible, Heat Sealable

2.3.5. MIL-PRF-16173 dated 9/7/2006 – Performance Specification, Corrosion Preventative Compound, Solvent Cutback, Cold Application

2.3.6. MIL-STD-167-1A dated 11/2/2005 – Department of Defense Mechanical Vibrations of Shipboard Equipment (Type I – Environmental and Type II – Internally Excited)

2.4. Commercial Documents – The following documents form a part of this specification to the extent specified herein. The documents listed shall be by title and effective date unless otherwise documented.

2.4.1. Society of Automotive Engineers (SAE)

a. SAE-J-448A - dated June 1963, Surface Texture Standard

b. SAE AMS-T-22085 - dated 6/1/1999, Tapes, Pressure-Sensitive, Adhesive, Preservation and Sealing–FSC 7510.

2.4.2. National Conference of Standards Laboratories (NCSL)

a. NCSL Z540-3, dated 1/1/2006 Requirements for the Calibration of Measuring and Test Equipment

2.4.3. American Bureau of Shipping (ABS)

a. ABS Rules for Survey After Construction 2011 - Guide for Bronze and Stainless Steel Propeller Castings, Part 7 Appendix Section 10

2.4.4. American Society For Quality Control (ASQC)

a. ASQC Q9003-1994 - dated 1/1/1994, Quality Systems - Model for Quality Assurance in Final Inspection and Test

2.4.5. International Organization For Standardization (ISO)

a. ISO 484/2-1981(E), dated 8/15/1981 – Shipbuilding-Ship Screw Propellers-Manufacturing Tolerances - Part 2: Propellers of Diameter Between 0.80 and 2.50 m Inclusive

2.4.6. American Society of Mechanical Engineers (ASME/BPVC)

a. ASME/BPVC Section IX, dated 7/1/2011 – Qualifications Standard for Welding and Brazing Procedures, Welders, Brazers, and Welding and Brazing Operations Welding and Brazing Qualifications – Includes 2006 Addenda

2.5. Document Availability – To obtain the referenced documents see section 6.1.

2.6. Specification Order of Precedence – In the event of a conflict between the text of this specification and the references cited herein, this specification shall take precedence, unless otherwise specified herein. Nothing in this specification, however, supersedes applicable laws and regulations unless a specific exemption has been obtained.

3.0 REQUIREMENTS

3.1. General – The Contractor shall provide all equipment, labor and materials to overhaul, test, inspect, preserve, package, pack, mark and bar-code Left Hand (LH) and Right Hand (RH) propellers in accordance with the referenced drawing(s) and data provided within this specification to return the propeller(s) to a serviceable “A” condition.

3.1.1. Serviceable “A” condition is defined as a reconditioned propeller meeting all required design specifications and design dimensions in accordance with Coast Guard Drawing 110 WPB 245-004 (within applied tolerances per ISO 484-2, Class 1) and being capable of functioning and performing in the same manner as an identical new propeller although it may not have the appearance of a new propeller.

3.2. Government Furnished Property and Equipment (GFP/GFE) – The Contractor shall provide protective indoor storage for the GFP/GFE when not in use, and safe handling when in use.

a. The storage area shall at a minimum be closed on all sides, dry, and locked when unattended.

b. The Contractor shall contact the Contracting Officer prior to inspection to schedule CG Quality Assurance personnel to be present during inspection of all GFE.

c. No repairs shall be conducted to GFE without prior authorization from the Contracting Officer.

3.2.1. The Contractor shall conduct a visual inspection of the GFE Ring and Plug Gauge Set and Test Shaft Kit upon receipt to verify condition and usability as well as condition of the shipping containers. The Contracting Officer shall be notified immediately via condition found report (CFR) of any damage or missing parts including dents, dings, scratches, corrosion, distortion, and/or improper dimensions of the critical test surfaces of the Test Shaft Kit, Ring Gauge and Plug Gauge that could affect accuracy related to intended purpose.

a. The Contractor shall assemble the Hydraulic Rig Assemblies in accordance with section 2.2.1.

b. The Contractor shall provide the hydraulic fluid needed to operate the GFE Propeller Test Kit. The hydraulic fluid type shall be as specified on C.G. Drawing 110-WPB-245-6.

1. During the duration of the contract, the Contractor shall be responsible for replacing, renewing, or refurbishing any damaged Propeller Test Kit components. The Contractor shall maintain the Propeller Test Kit in proper configuration and satisfactory working order.

2. At the conclusion of the contract, the Contractor shall drain the hydraulic fluid from the low and high pressure pump rigs and hydraulic nut prior to shipment back to the Coast Guard.

c. PROPELLER TEST KIT CERTIFICATION – The Contractor shall comply with the General Notes of C.G. Drawing 110-WPB-245-6 pertaining to the certification and replacement requirements of the testing equipment.

3.3. Test and Inspection Plan – The Contractor shall submit a test and inspection plan to the Contracting Officer for approval prior to contract award. This plan shall include the specific inspections and tests specified herein, and all tests and inspections made by the Contractor to verify conformance to every requirement and tolerance as specified in the cited drawings, technical publications, and this specification.

3.3.1. The Test and Inspection Plan will remain in effect throughout the contract period. Any changes to the Test and Inspection Plan shall be approved by the Contracting Officer.

3.4. Material – Each propeller was manufactured using ABS Type 4 material.

3.5. Initial Hub Bore Inspection – The Hub bore inspection in accordance with paragraph 3.10 shall be accomplished for each propeller prior to any other inspections or tests called out in this specification. The Contractor shall provide a condition found report (CFR) for each propeller documenting the results of the hub bore inspection within ten days after receipt. If inspection results indicate an out-of-tolerance hub, as part of the CFR, the Contractor shall provide a statement conclusively addressing if repairs can or cannot be effectively made to within specification and tolerance, and a cost estimate for repairs to be made. The Contracting Officer will direct the Contractor to proceed with subsequent inspections or dispose of the propeller in accordance with section 3.9.2 of this specification.

3.6. Qualification of Welding Procedures – If a propeller requires weld repairs, welding procedures, welders, and welding operations shall be qualified in accordance with American Society of Mechanical Engineers (ASME), Section IX, 2011, Qualifications Standard for Welding and Brazing, and Welding and Brazing Operators per SFLC STD Spec 0740. Welding Procedure Certification documentation shall be submitted to the Contracting Officer within ten days of contract award and be maintained and available for review at any time during the contract period.

3.6.1. Welding on the pressure face critical areas shall not be undertaken without prior approval of the Contracting Officer, except as outlined below.

a. The critical area is described as the pressure face of the blade between the fillet and the .4 radius and starting at the leading edge encompassing 80% of the chord length taken at the 0.4 radius.

b. Welding required to repair cavitation erosion in the critical area, but not to include the blade fillets located between the 0.2 and the 0.25 radius shall be undertaken as the Contractor deems necessary.

3.7. Propeller Repairs – Repair shall be made utilizing the following methods in declining order of preference:

3.7.1. Straightening

3.7.2. Material removal (grinding)

a. Material removal shall be limited to the minimum required to achieve the repair.

3.7.3. Clad welding

3.7.4. Blade Grafting.

a. Note: The Coast Guard will not supply precise graft sections. The Contractor must have access to replacement precise sections of the blades to be grafted with the proper pitch.

3.8. Repair Tolerances – Each propeller shall be repaired to within Class 1 tolerances as listed in ISO 484/2-1981(E) dated 8/15/1981. Other dimensional requirements and tolerances shall be in accordance with USCG Dwg. 110 WPB 245-4 dated 7/29/1996, 110 FT. WPB Propeller Details.

3.9. Test and Inspection Data Requirements – Each propeller received by the Contractor shall be inspected upon receipt and a condition found report (CFR) outlining the required repairs and pricing submitted to the Contracting Officer for approval within 15 days of receipt. No further work is authorized until the submitted report is approved in writing by the Contracting Officer.

3.9.1. The Inspection Report shall contain, as a minimum, the following data as measured, comparison of measured data to design specifications and applied design tolerances, deviations from design, and graphical representations of measurements versus design wherever possible:

a. Verification of properly operating test stand and equipment.

b. Include the data required in 5.2 (Container repair/replacement).

c. Propeller blade radius.

d. Pitch at the following sections (0.4 thru 0.95radiuses).

e. Average pitch of each blade at the following sections (0.4 thru 0.95 radiuses).

f. Blade section width at the following design radius (0.4 thru 0.95 radiuses).

g. Thickness at point of maximum thickness (PMT), at the following design radius - (0.4 thru 0.95 radiuses).

h. Thickness measured every 2 inches on Radi 8, 9, and .95 starting at the LE.

i. Track

j. Surface finish of blade surfaces, hub and bore.

k. Surface inspections (Visual and 100 percent dye penetrant examination).

l. Hub bore visual inspection.

m. Hub bore inspection in accordance with 3.10.

n. Hub bore fit in accordance with 3.11.

o. Recommended repairs to bring back to within design tolerances.

p. Estimated time required for repairs.

q. Estimated total labor and material cost of repairs.

r. Fairing Rod Clearances.

3.9.2. If the Contracting Officer deems the propeller unfit to repair or overhaul one of the following options shall be used to dispose of the propeller at the Contracting Officer’s discretion.

a. Repackage and return the propeller to USCG SFLC Baltimore, MD for scrap.

b. Contractor to scrap on site and provide credit to the Coast Guard based on current U.S. NIBRAL scrap prices.

c. Contractor to provide pricing and lead time to recycle the propeller by melting it down and re-manufacturing a new propeller in accordance with USCG specification P-245-0612.

d. If the Contractor does not have the facility or ability to complete option (c), the Contractor may provide pricing and lead time to replace with a new propeller in accordance with USCG specification P-245-0612. The Contractor shall return or scrap the old propeller in accordance with options (a) or (b) at the discretion of the Contracting Officer.

3.10. Finished Hub Bore Inspection – The Contractor shall demonstrate that the finished hub bore for each propeller meets dimensional design requirements by utilizing the government furnished plug gage referenced in 1.4.b to perform the inspections outlined below. These inspections shall be conducted in accordance with Chapter 3 of NAVSEA Technical Manual S9243-A5-MMD-010 entitled Gages, Plug and Ring, Propellers and Propulsion Shafting; Repair, Inspection, Certification and Use.

a. Position the propeller with its bore axis vertical and the large taper uppermost. The propeller must be supported on the bottom of its boss by a soft washer (wood, alloy, etc) with (2) inch minimum clearance for the plug gauge small end to pass through.

b. The plug gauge shall be rigged so that it can be suspended over the bore of the propeller and dropped when required.

c. Prior to dropping the plug gauge it shall be spotlessly clean and free of oil. The plug gauge shall then be coated with a very light trace of marking blue evenly on the entire taper.

d. The plug gauge shall be suspended centrally in the bore of the propeller with a drop distance of 4 inches. Too much blue will result in an evident hydraulic bounce leaving the plug gauge free. If this happens the procedure must be repeated with a lighter smear of blue until positive seating is achieved.

1. Contractor shall not thin marking blue to achieve blue fit.

e. The plug gauge must be withdrawn carefully to ensure that the blue marking is not touched or otherwise marked. The hydraulic nut will be needed to break out the plug gauge.

f. Blue-fit limits of acceptability are as follows:

1. Not less than 95% plug gauge contact is required between the forward end of the propeller hub and the first oil groove.

2. Not less than 95% plug gauge contact is required between the aft end of the propeller hub and the last oil groove.

3. Not less than 80% plug contact is required in all other areas of the propeller hub bore.

3.11. Hub bore fit – Using GFP Test Shaft, USCG DWG. 110 WPB 245-5 and the following procedure.

3.11.1. Cover the exposed threads at shaft end with nylon or P.V.C. tube and assemble propeller to dummy shaft and ensure complete contact between the conical surfaces by a light, but positive, axial force. Measure the distance between the propeller hub face to the small end of the shaft taper. The acceptable distance shall be 0.177” inches, plus 0.080 inches (0.257”) or minus .020 inches (0.157”).

3.11.2. Check that the hydraulic nut is fully assembled, (i.e., gland fully compressed home into nut body). Secure by screwing the hydraulic nut to the shaft end and screw until the gland face of the nut abuts the face of the propeller.

3.11.3. With each pump relief valve tap closed and the respective pipe to securing nut slackened; operate each pump handle in turn to vent the respective system.

NOTE: Propeller draw can be determined by measuring the distance between the propeller hub face and the fixed hydraulic nut body. “Draw” is defined as the axial distance the propeller must travel up the taper in order to affect the interference between the propeller and the shaft necessary to transmit the designed torque. Required draw is 0.182 - 0.192 inches.

3.11.4. The hydraulic nut pump should now be operated to register in the order of 1,450 – 2,900 psi. This should discourage oil from the expansion pump from leaking past the taper ends to atmosphere on initial pressurization.

3.11.5. The expansion pressure pump should now be increased gradually to 12,000 - 16,000 lbs. in a manner such that the rate of pressure on the nut is increased at the same time to 6,000 - 8,000 lbs. or until satisfactory depth is reached.

a. With a propeller that has been manufactured to the relevant plug gauge and shaft to the relevant ring gauge, i.e., a well executed pressure joint, both the designed pressures should be reached at the time that the “draw” is attained.

b. In the event that either pump leads with a pressure rate more rapid than is necessary, it is always advisable that:

1. The hydraulic nut pressure rate should never exceed the relative expansion pressure rate.

2. It should be that the expansion pressures are in advance of the nut relative pressure.

3. Pressure required between shaft and propeller when fitting propeller is 11,600 psi (minimum).

4. Pressure required at hydraulic nut when propeller has taken up full draw (0.182 - 0.192 inches) to be approximately 4,440 -7,500 psi.

3.11.6. The expansion pressure should now be released gradually to zero by careful control of the pressure pump relief valve tap. The above control will protect the gauge indicator pointer.

a. At the precise time that the pressure is released from the nut, a final check on the draw must be made and compared to the initial readings obtained with the nut in place and pressured.

b. Should no movement be observed after ten minutes, the nut will only remain for the equipment to be dismantled and plugs fitted to the propeller body together with other thread protection gear.

3.11.7. For the removal of the propeller, assuming that all preparatory work has been carried out up to the point of connecting hydraulic pipes all that is necessary is as follows:

a. Assemble hydraulic nut to shaft. Allow one thread between the propeller face and the hydraulic nut. This will allow for the shaft to be released once the pressure is put into the hub (see next step).

b. Commence pumping oil into the propeller body until oil issues between boss and shaft at forward end of propeller boss. Do not exceed 25,000 psi.

c. Following removal, all hydraulic connections shall have plugs refitted to prevent entry of dirt.

3.11.8. Areas of the propeller that have not been affected by the repair work do not have to be re-inspected for the final report provided the propeller was not stress relieved. However, inspection data for the entire propeller shall be included in the final dimensional inspection report.

3.12. Ring and Plug Gauge, Test Shaft Kit – After completion of all planned testing the Contractor shall conduct a visual inspection of the GFE Ring and Plug Gauge Set and Test Shaft Kit to verify condition. The Contracting Officer shall be notified immediately of any damage or missing parts via condition found report (CFR) including dents, dings, scratches, corrosion, or distortion of the critical test surfaces that could affect accuracy related to intended purpose.

a. If a short term storage period of less than 30 days is anticipated, the Contractor shall clean the applicable Ring or Plug Gauge with a petroleum based solvent in accordance with MIL-PRF-680, coat with a preservative in accordance with MIL-PRF-16173, grade 2, and re-stow the ring or plug gage in its designated position within the shipping container. A neutral barrier material conforming to MIL-PRF-121G, type 1, shall be applied to all wood surfaces that come in direct contact with either gauge.

b. If the contract is at its conclusion or during long term storage periods exceeding 30 days, the Ring and Plug Gauge set shall be thoroughly inspected and cleaned with a petroleum based solvent in accordance with MIL-PRF-680, and then completely coated with a preservative that conforms to MIL-PRF-16173, grade 4 and re-stow the ring or plug gage in its designated position within the shipping container. A neutral barrier material conforming to MIL-PRF-121G, type 1, shall be applied to all wood surfaces that come in direct contact with either gauge.

3.12.1. The Test Shaft Kit shall be packaged and packed as it was received by the Contractor after completion of each delivery order for safe storage.

3.12.2. The Contractor shall not conduct repairs to the Ring and Plug Gauge Set or Test Shaft Kit without prior authorization from the Contracting Officer. The Contractor shall provide the Contracting Officer with a condition found report (CFR) identifying the reason necessary for repairs, a total cost estimate and time line to complete repairs.

3.12.3. At the completion of the contract, Coast Guard SFLC Quality Assurance personnel will inspect all GFE prior to return to the Coast Guard. After inspection, CG Quality Assurance personnel will report the condition of all GFE to the Contracting Officer. The Contractor will be required to return all GFE to the same condition as it was received.

3.13. Final Surface Roughness – Surfaces of the finished propeller blades and hub shall be ground fair and polished in accordance with SAE-J-448A as follows.

a. Propeller blade surfaces 63 micro inches or better from radius 0.2 to the blade tip.

b. Propeller hub 125 micro inches or better.

c. Remove high spots, burrs, abrasions, nicks, corrosion, and foreign matter from propeller keyways, glands, hub bores, flanges, and mating surfaces.

3.13.1. Chase and tap exposed threaded areas.

3.13.2. Polish surfaces in way of packing rings.

3.14. Balancing – After completion of all required overhaul/repair processes, each propeller shall be single plane balanced in accordance with MIL-STD-167-1 A (Imbalance shall not exceed 7.1 oz-in). The residual unbalance in each plane of correction shall not exceed the value determined by calculating the following formula: U = 62.3W/N2 where:

U = Maximum allowable residual unbalance in N-m W = Weight of rotating part in Kg (340 kg estimated) N = Maximum operating speed of unit (800 RPM) U = 0.25 N-m (25.8 kg-mm)

Prior to performing any balance tests, the Contractor shall demonstrate the sensitivity of the balance machine using a weight determined from the following formula: Ws = 0.1(U)/r where:

Ws = Sensitivity Weight U = Propeller Residual Unbalance Tolerance r = radial location of the weight

The addition of this weight shall be easily detected and discernable to the balance machine operator.

3.14.1. The mandrel or concentric rings used to support the propeller during balancing shall not exceed a total indicated run-out (TIR) of 0.025 mm (.001”) and shall be verified by the SFLC-QA inspector prior to the start of any balance tests.

3.14.2. Material removed to affect balance shall be taken from the suction face on as large an area as practicable and shall not approach the leading or trailing edges within (10) ten percent of the blade width.

3.14.3. Care shall be taken to assure that removal of material shall not cause the tolerances for thickness, surface contour, surface roughness requirements, edge contour, width or pitch to be exceeded.

3.14.4. There shall be no machining, welding or material addition or removal to the propeller after final balance check.

3.14.5. The actual amount of unbalance for each propeller shall be documented on each Final Inspection Report.

3.15. Surface Inspections - A visual inspection shall be performed on all exterior blade surfaces in accordance with USCG-SFLC Standard Specification 0740.

3.15.1. The Contractor shall perform a dye penetrant inspection over 100 percent of the blade surfaces including the hub in accordance with SFLC STD Spec 0740.

3.15.2. The Contractor shall document ALL propeller defects including, dents, dings, porosity, dross, and scratches resulting from the visual and dye penetrant inspections. These defects shall be indicated by type and size on visual inspection sheets. Each propeller will require individual inspection sheets for the pressure face of the blades, suction face of the blades, the fillet, and the hub.

a. All visual defects, even if deemed acceptable, shall be documented on the inspection report.

3.16. Stamping – Each propeller shall be stamped with the listed information, or the presently stamped information shall be changed if incorrect.

3.16.1. The stampings shall be at least 1/4” high legible printing, or the same height of the existing stamping if only corrected.

3.16.2. The stamping shall include at a minimum the items listed.

a. Company Name

b. Date of Repair Completion

c. Serial Number (supplied by the Contracting Officer if none exists)

d. LH or RH

3.17. Final Test and Inspection Report – The Contractor shall perform final dimensional, balancing, visual, and dye penetrant surface inspections for each propeller manufactured and record this data on a final inspection report. This report shall accurately reflect the final condition of each propeller.

3.17.1. The final inspection report shall contain, at a minimum, the following data:

a. Propeller blade radius.

b. Pitch at the 0.4 through 0.95 radii.

c. Average pitch of each blade at the 0.4 through 0.95 radii.

d. Blade section widths at the 0.4 through 0.95 radii.

e. Thickness at every 10 percent station for each blade section from the 0.4 through 0.95 radii.

f. Track

g. Edges smooth, no sharp edges

h. Angular spacing of blade center axis

i. Surface finish of blade, hub and bore areas

j. Surface inspection (visual and 100 percent dye penetrant)

k. Hub bore visual inspection

l. Hub bore inspection in accordance with 3.10

m. Hub bore fit in accordance with 3.11

n. Material composition

o. Balancing Data

p. Fairing Rod Clearances

q. Comparison of all measured data above to design specification and all calculated deviations from design.

r. Graphical representations of measured versus design (and deviations) where possible.

3.17.2. The Final Inspection Report shall be submitted to the Contracting Officer for review. If this report is determined to be acceptable, the Contracting Officer will authorize SFLC’s Quality Assurance Branch to schedule final inspections/tests outlined in section 4.6 of this specification.

3.18. Photo Documentation – The Contractor shall provide Photo Documentation to the Contracting Officer during in-process welding repairs of the casting (if applicable), after final inspection, and during preservation, packaging, and packing. Each photograph shall include the propeller serial number and date the photograph was taken. The color photographs shall be taken with a digital camera and the images provided electronically in “jpg format” to the Contracting Officer during the manufacturing phases outlined below.

3.18.1. Photo Documentation Phases:

a. During the dye penetrant inspection showing any linear/non-linear discontinuities of the propeller casting.

b. During repair of the propeller casting whenever welding is required.

c. After final inspection prior to preservation showing surface texture/finish of the suction face, pressure face, fillet and hub. Stamped markings shall also be photographed.

d. Prior to inserting the propeller in the shipping container, showing strippable compound application and sheet metal blade edge protectors installed.

e. Prior to shipment, showing container markings.

3.18.2. In addition to providing electronic photographs at the various manufacturing phases indicated, the Contractor shall provide a final Compact Disc (CD) to the Contracting Officer that includes all of the pictures referenced in 3.18.1. The pictures on this CD shall be organized in “jpg format” within folders labeled as follows: NDT Inspection (photos referenced in 3.18.1.a); Welding Repair (photos referenced in 3.18.1.b); Surface Finish/Hub Stamping(photos referenced in 3.18.1.c); and Preservation, Packaging, and Markings (photos referenced in 3.18.1.d and e).

3.19. Notifications and Inspections – The Contractor shall be responsible for notifying the Contracting Officer at least ten (10) calendar days prior to inspections or any monitored testing required herein.

4.0 QUALITY ASSURANCE (Q.A.)

4.1. General – Contractor shall maintain an inspection system which shall insure each item offered to the Coast Guard for acceptance or approval conforms to the contract requirements. The inspection system shall be documented, meet the requirements of ASQ Q9003 and be available for review by the Coast Guard.

4.1.1. Contractor shall submit a Quality Assurance Plan for approval to the Contracting Officer prior to contract award. The Quality Assurance Plan will remain in effect throughout the contract period. Any changes to the Quality Assurance Plan shall be approved by the Contracting Officer.

4.2. Records – Contractor shall maintain records of all inspections and tests. The records at a minimum shall indicate the nature and number of observations made, the number and type of deficiencies found, and the corrective action taken.

4.3. Calibration System – Contractor, as well as any subcontractors, shall maintain a test equipment calibration program in compliance with NCSL Z540-3. The program shall be documented and traceable to the National Institute of Standards and Technology (NIST).

4.3.1. The calibration system records shall be maintained for inspection for the duration of any contract referencing this overhaul specification.

4.4. Responsibility for Inspection – Contractor shall be responsible for the performance of all inspection requirements specified herein. Contractor shall provide space, personnel and test equipment for the conduct of all inspection requirements. All inspection and testing shall be performed at the Contractor’s facility prior to the Coast Guards acceptance of the contracted items. The Coast Guard reserves the right to verify or have performed any of the inspections set forth herein where such inspections are deemed necessary to assure that supplies and services conform to prescribed requirements. Contractor shall notify the Contracting Officer prior to the scheduled commencement of any inspections required by this overhaul specification.

4.5. Responsibility For Compliance – All items shall meet the provisions of Sections 3 & 5. The inspections set forth in this description shall become part of the Contractor’s overall inspection system or quality program. The absence of any inspection requirement in this description shall not relieve the Contractor of the responsibility of assuring that all products or supplies submitted to the Government for acceptance comply with all requirements of the contract. Sampling for quality conformance does not authorize submission of known defective material (either indicated or actual) nor does it commit the Government to acceptance of defective material.

4.6. Inspections / Tests – PITCHOMETER: All inspections MUST be achieved with a high accuracy Propeller Scan Pitchometer able to test within 0.001”. (Drop Type Pitchometers will not be an accepted method of performing the below tests on the Coast Guard propellers. The inspections/tests required in section 3.0 are the minimum required and are not intended to supplant any controls, examination, inspections or tests normally employed by the Contractor to assure the quality of the item in question.

4.6.1. Contractor shall have the latest versions of the drawings, specifications, tolerances and approved test procedures available for inspection, if necessary.

4.6.2. The following are required and will be monitored by a CG-SFLC Quality Assurance Representative.

a. Dimensional inspections, including the hub bore, in accordance with section 3.5, 3.10 and 3.11 of this specification.

b. GFE inspection in accordance with section 3.12 of this specification.

c. Propeller identification stamping in accordance with section 3.16 of this specification.

d. Final test and inspection report verification in accordance with section 3.17

e. Preservation, packaging, packing, marking and bar-coding in accordance with 5.0 of this specification.

4.7. Failure Responsibility – If a propeller fails to pass any inspection or test, the Contractor shall report the failure and the recommended fix to the Contracting Officer. If approved, the corrective action on the materials or processes shall be taken in accordance with this section.

a. The Contracting Officer reserves the right to totally reject any failed item without considering any suggested corrective action.

4.7.1. The inspection/testing shall be discontinued until all corrective action has been taken.

4.7.2. After all corrective actions have been taken the inspection/tests shall be continued or repeated at the option of the Contracting Officer.

4.7.3. Acceptance shall be withheld until re-inspection has shown the corrective action was successful and the item satisfactorily passed all inspections and tests.

4.7.4. All corrective actions shall be documented as part of the Contractor's inspection system and submitted for approval to the Contracting Officer.

a. Each corrective action report shall include, but not be limited to the cause of each defect, corrective action suggested, and the steps taken to prevent a recurrence of each defect.

4.8. Test & Inspection Reports – A copy of any standard Contractor test or inspection report shall be turned over to the Contracting Officer upon his/her request.

4.9. Packing Inspection – The Contracting Officer shall be notified ten (10) days prior to the packaging, packing, marking and bar-coding of the overhauled propeller.

5.0 PRESERVATION, PACKAGING, PACKING, MARKING AND BAR-CODING

5.1. Preservation and Packaging – Each Propeller, GFE Ring and Plug Gauge Set and Test Shaft Kit shall be cleaned, preserved, packed and marked as specified herein.

5.1.1. Prior to preservation, each propeller shall be cleaned by any process or combination of processes which will accomplish thorough cleaning without damage to the propeller(s).

a. After cleaning, tape conforming to SAE-AMS-T-22085, TYPE II and a two coat strippable compound preservative shall be applied to each propeller in accordance with MIL-DTL-2845(SH), paragraph 3.14.1.3.1.

b. After the application of strippable compound, galvanized sheet metal blade edge protectors shall be installed in accordance with MIL-DTL-2845(SH), paragraph 3.14.1.4.

5.1.2. The GFE supplied Test Shaft Kit and Ring and Plug Gauge Kit shall be preserved as they were received by the Contractor for return to the Coast Guard after the contract has ended. The Contractor will be directed by the Contracting Officer as to when to return the GFE.

5.2. Packing – Each propeller shall be individually packed in accordance with Appendix A of this specification.

5.2.1. The GFE supplied Test Shaft Kit and Ring and Plug gauge Kit shall be packed in their original shipping containers.

5.2.2. The Contractor shall place a copy of the electronic imaging report i.e. Propscan, MRI etc. in an envelope and tape it to one blade of the propeller facing the crate lid. The envelope shall be marked “Engineering Petty Officer”.

5.3. Marking – Each packaged, and packed propeller shall be marked in the upper left-hand side of the two longest sides, (two opposite sides if square) of each wooden container. The container lettering shall be black waterproof painted stencil and permanently affixed. The lettering shall be at least 1” high, and be applied on a highly contrasting, painted white background.

5.3.1. This marking shall consist of the STOCK NUMBER, ITEM NAME, PART NUMBER, SERIAL NUMBER, SHIPPING WEIGHT (in lbs.), CONTRACT NUMBER, CONDITION CODE ie. CONDITION A, UNIT OF ISSUE with QUANTITY (1) and the words COAST GUARD SFLC MATERIAL.

5.3.2. The shipping containers for the GFE supplied Test Shaft Kit and Ring and Plug Gauge Kit shall be marked as indicated in section 5.3.3.c and d.

5.3.3. Mark each container as described below. Reference to Appendix “A”, page 5 for an example of a proper propeller marking layout.

a. Type 1- Propeller, Left hand (LH)

b. Type 2 – Propeller, Right Hand (RH)

c. Test Shaft Kit

SERIAL NUMBER:

d. Ring and Plug Gauge Set

SERIAL NUMBER:

5.4. Bar Coding – The National Stock Number (NSN) shall be bar-coded in addition to the markings required above. Bar coded labels shall be in accordance with SFLC specification D-000-100 Rev. G. The bar-code label can be applied separately or as part of the marking required in 5.3 of this description.

a. The labels shall be Type "V", Grade "A", Style "2", Composition "b" with plastic laminate.

b. Each label shall contain encoded data for the National Stock Number.

5.5. Coast Guard Acceptance – Acceptance will be made at destination by a government representative. Acceptance will be contingent upon representative's verification of no damage in transit, correctness and completeness of order and Contractor’s conformance to preservation, packaging, packing, marking and bar-coding requirements.

6.0 NOTES

6.1. Government & Commercial Document Sources

6.1.1. Coast Guard Documents

a. USCG Surface Forces Logistics Center 2401 Hawkins Point Road Baltimore, MD. 21226-5000

(410) 762-6162 Fax: (410) 762-6226 Attn: Walter Mack Walter.A.MackJr@uscg.mil

6.1.2. Other Government Documents

a. Department of Defense Single Stock Point (DODSSP) Building 4, Section D 700 Robins Avenue Philadelphia, PA 19111-5094

(215) 697-6396/6257 Fax: (215) 697-9398 www.assist.daps.dla.mil/quicksearch

b. DOD & Navy Publications & Forms (Other Than DODSSP) Naval Publication and Forms Center 5801 Tabor Ave.

Philadelphia PA. 19120

(215) 697-2000

6.1.3. Commercial Documents

a. American Bureau of Shipping (ABS) ABS Plaza 16855 Northchase Drive Houston, TX 77060

(281) 877-6000 Fax: (281) 877-6001 www.eagle.com

b. Society of Automotive Engineers, Inc. (SAE) 400 Commonwealth Drive Warrendale, PA 15096

(412) 776-4841 Fax: (412) 776-5760 www.sae.org

c. National Conference of Standards Laboratories (NCSL) 2995 Wilderness Place Suite 107 Boulder, CO 80301-5404

(303) 440-3339 Fax: (303) 440-3384 www.ncsli.org

d. American Society of Quality Control (ASQC) 600 N. Plankinton Ave.

Milwaukee, WI 53203

(800) 248-1946 Fax: 414-272-1734 www.asq.org

e. British Standards Institute (BSI) 389 Chiswick High Rd London W4 4AL United Kingdom +44 (0)20 8996 9001 cservices@bsigroup.com

f. American Society of Mechanical Engineers (ASME/BPVC) Three Park Avenue New York, NY 10016-2763

(800) 843-2763 infocentral@asme.org

USCG – SFLC

Date – 1/92 R-245-0076 Revision M, CH 2. 5/2012

SKID TYPE SHIPPING CONTAINER

GENERAL DESCRIPTION

The Skid Type Shipping Container is an internally reinforced wooden box consisting of two parts; a skidded base and one piece cover (hood). It is usually specified for contents up to 1000 pounds in weight and is designed to meet the following requirements: allow attachment of the item(s) directly to the skid base; provide protective shrouding of the container contents, facilitate fork lift handling, promote durability and protection through maximum reinforcement, and permit reusability for multiple shipments. The side, end, and top panels are assembled to become a one piece cover (hood) which is then lowered over the secured load and bolted to the skid base.

HOOD REQUIREMENTS

The one piece hood , consisting of the two sides, two ends, and top, shall be fabricated using nominal 2”x10” pressure treated lumber. All built-up pieces used for fabricating the sides, ends, and top shall be connected using stainless steel corrugated fasteners (3/4”x1”) spaced every 6 inches. Internal dimensions shall be calculated to allow a minimum of 2” clearance at any point between the contents and the container. The hood sides shall be reinforced on the interior with battens and diagonals using nominal 2”x6” pressure treated lumber. The hood ends shall be reinforced on the exterior using cleats. The hood shall be assembled using 12D hot dipped galvanized nails spaced approximately 3-4 inches apart. All nails that pass through battens, diagonals, cleats or other areas shall be clinched. Four lifting eyes shall be fabricated from galvanized flat bar to facilitate removal/installation of the hood. One lifting eye shall be bolted to each top corner using appropriate galvanized fasteners. Refer to Figure 1 to view general appearance of hood.

SKID BASE REQUIREMENTS

The one piece skid base, consisting of 3 skids, 2 headers, and a load bearing floorboard shall be fabricated using pressure treated lumber. The 3 skids shall be fabricated using nominal 4”x4” lumber cut to length, beveled 45 degrees on each end to facilitate sliding when necessary. The load bearing floor board shall be fabricated using 3/4'” pressure treated plywood and two 4”x4” floor joists. The plywood shall be nailed (10-12D hot dipped galvanized nails) or screwed (2” stainless steel flathead screws) to the skids. The two floor joists shall be placed at 90 degrees to the skids and positioned as necessary at the center point of the base to accommodate the propeller load. These joists shall be through bolted to the skids using galvanized ½” carriage bolts/washers/nuts. The end headers shall be fabricated using nominal 2”x 4” pressure treated lumber cut to length. The end headers shall also be through bolted to the skids using galvanized ½” carriage bolts/washers/nuts. Refer to Figure 1 to view general appearance of skid base.

FINAL ASSEMBLY REQUIREMENTS

The propeller shall be bolted to the skid base. The Contractor and the Contracting Officer shall mutually agree on the best method to satisfy this requirement given available securing points and the criticality/protection of the hub bore finish. The cover (hood) shall be fastened to the skid base using stainless steel hex head 3/8”x 5” lag screws spaced evenly around the cover perimeter with a minimum of four lag screws provided for each side.

STRAPPING

Prior to shipment, the box shall be banded with 2 metal straps, each encircling the shipping container passing between the skids. Each strap shall be galvanized or stainless steel, ¾” wide with a minimum thickness of .023”. Each strap shall be positioned and secured within 9” of the box end.

MOUNTING PLATE WITH GASKET TO MOUNT PROPELLER TO SKID.

PROPELLER MOUNTED TO ½” STEEL PLATE AND CRATE BOTTOM

PROPELLER WITH PROTECTIVE COATING, EDGE GUARDS AND MRI REPORT MOUNTED TO CRATE BOTTOM.

Appendix A

PROPELLER CRATE TOP WITH MARKINGS (LAG BOLT HOLES IN BOTTOM)

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