J.3 NOAA Standard Specifications.pdf

NOAA Standard Specifications

0100 Implementation and Conduct of Checkpoints 0700 NOAA Docking Report 0700-3 Drydock Standards for NOAA Ship Availabilities 100-1 ABS Load Line Survey 240-1 Propulsion Shafts and Propellers 300-1 Overhaul of Electrical Rotating Machinery 300-2 Circuit Breaker Overhaul 300-3 General Requirements for Electrical/Electronic Items 505-1 Valve Overhaul and Test 505-2 Hydrostatic Pressure Tests 510-1 HVAC Cleaning 533-1 Potable Water Tank Disinfection 573-2 Overhaul/Repair of Hydraulic Cylinders 583-1 General Requirements for Liferaft Inspections 631-0 Preservation of Ship structures 635-1 Thermal Insulation for Piping 635-2 Thermal Insulation for Compartments 1205 Zinc Protectors 1402 Terrazzo Deck Covering Installation 1600 Structural Access Cuts 1900 Installation of Zinc Anode Plates, Wood and Steel Hulls 1901-4 Painting of Potable Water Tanks 1904-1 Cleanliness Requirements for Hydraulic Piping Systems 1904-2 Hydraulic Piping and System Testing, Flushing and Assembly Procedures 1905-1 Inspection & Maintenance of Impressed Current Cathodic Protection Systems 2603-B Inspection, Repair & Preservation of Ground Tackle 2960 Arc Welding on Waterborne Vessels 3900 Piping & Machinery Insulation & Lagging 4822 Overhaul & repairs of Hydraulic Cylinders 4800-2 Piping Systems General Requirements 4800-3 Cleaning and Flushing of Chilled Water Piping 6300-1 Inspection and Repair of Electric Motors 6300-2 Overhaul and Repair of Watertight Electric Motor Controllers 6300-3 Shop Overhaul of A.C. Rotating Machines 6300-4 Surge Test 6900 General Requirements for Electrical/Electronic Items 8200 Weight Testing of Cranes and Davits

NOAA Ship OSCAR DYSON - NOAA Standard Specifications

Revised August, 1994

NOAA Standard Specification - S0100

IMPLEMENTATION AND CONDUCT OF CHECK POINTS

1. CHECK POINT is a phrase inserted in a work item to establish a point in the sequence of accomplishment of work at which time the NOAA designated representative shall be notified to permit observation of a specific operation, test or inspection by the Government.

1.1 A contractor designated point of contact shall be present at operations, tests or inspections specified as CHECK POINTs.

2. Notify the NOAA designated representative and the Ship's Repair Officer at least four hours, but not more than one working day, prior to commencing the specific requirements in the paragraph following a CHECK POINT. Notify the NOAA representative in writing at least 48 hours, but not more than 72 hours, for subcontractors whose plants are located outside a 50 mile radius from the NOAA representatives work sit. Document the date, time and identification of the NOAA representative notified.

2.1 When more than one unit, operation, test or inspection is involved, the CHECK POINT requirement applies to each.

2.2 When operations, tests or inspections follow a CHECK POINT are to be performed after normal day shift working hours, on a weekend, or a Federal holiday, the NOAA representative shall be notified at least four hours before the end of the last preceding normal day shift.

3. In the event the NOAA representative is not present at the scheduled CHECK POINT, the contractor is to proceed, provided the required advance notice has been furnished to the NOAA representative and the contractor has completed and documented his preceding tests and operations.

4. In the event that work cannot be completed for a CHECK POINT for any reason (such as late delivery of material or interfacing of related work items), and work progress would be delayed in waiting for total completion of work to the CHECK POINT, the NOAA representative, upon notification, may conduct a partial inspection of the work or item. Notify the NOAA representative when the incomplete work or item is completed and ready for the remainder of the operation, test or inspection. Partial CHECK POINTs shall be documented as in Paragraph 2.

5. CHECK POINT requirements for operations, tests or inspections involving a subcontractor shall be invoked by the contractor's purchase order or otherwise described such that the requirements of Paragraph 2 are met.

Implementation and Conduct of Check Points S0100

5.1 A designated representative of the contractor shall

witness or perform and sign for all tests and inspections within a 50 mile radius of the contractor's facility.

5.2 The contractor may delegate responsibility to

subcontractors only for specific operations, tests or inspections performed at facilities located outside a 50 mile radius of the contractor's facility; however, CHECK POINT notification requirements shall not be delegated.

5.3 Submit one legible copy of the technical specification

portion of those purchase orders which involve CHECK POINTs to the NOAA representative prior to the commencement of work by the subcontractor.

6. Submit a list, for NOAA reference, designating the contractor's authorized representatives who witness, perform, present, and sign for CHECK POINTs, inspections and tests. The list shall indicate the type of tests, inspections, or CHECK POINTs for which each representative is qualified.

7. Provide two legible copies of the check point inspection and/or test results. One copy shall be submitted to the NOAA representative and one to the Ship's Repair Officer within 24 hours of CHECK POINT completion. Reports shall identify the test / inspection conducted, acc/rej criteria and the contractor's authorized representative.

1. INTENT

NOAA Standard Specification S0700-1

DRYDOCKING OF NOAA SHIPS

August, 1994

1.1 To drydock the ship in accordance with the following

specifications.

2. REFERENCES

2.1 Ship's Docking Plan, as referred in the detailed

specifications.

2.2 NOAA STD SPEC S0700, Docking Report.

3. GOVERNMENT FURNISHED EQUIPMENT

3.1 None.

4. REQUIREMENTS

4.1 The contractor shall furnish all labor and materials

required to dock and undock the ship in a safe and satisfactory manner and perform the work and associated services, including inspections and reports outlined herein and/or required in the detailed specifications.

4.1.1 The ship shall be lifted in a suitable drydock or

marine railway, in accordance with the ship's docking plan.

Blocks and shoring shall be placed clear of obstructions and so as to support the ship without strain and distortion.

Care shall be taken to haul the ship without list or trim.

The ship shall be docked in the docking position specified by the COTR.

4.1.2 After the ship is hauled, service lines shall be

provided and hooked up to enable the use of the services and utilities in the detailed specifications. Staging shall be erected as required to accomplish the work specified in the detailed specifications. A suitable gangway shall be furnished and maintained to provide a safe access to the ship at all times.

4.1.3 The ship will remain out of the water until all work

required under the detailed specifications which required drydocking has been completed. Upon completion of the underwater work, and approval of the Contracting Officer or designated representative, the ship will be undocked.

4.1.4 During the entire docking and undocking procedure, and while the ship is out of the water, special care shall

Drydocking of NOAA Ships S0700-1 be taken against damage and/or fire.

4.1.5 In undocking the ship, the dock shall be flooded or

the railway lowered, as the case may be, until as many underwater openings as possible are covered without lifting the ship off the blocks. An adequate watch shall be posted to check for leaks. If a leak is reported before reaching this point, the severity of the leak shall be established.

If, in the opinion of the COTR, the leak is not serious, the flooding may be continued to the desired depth to cover other openings and to determine the existence of any other leaks. If leaks are found, the dock shall be pumped down, or the railway raised and repairs made before again flooding. If no leaks occur, upon permission of the COTR, the undocking may continue. Bow and centerline sighting marks shall be provided so the ship may be relanded, if necessary.

4.1.6 Prior to drydocking the ship, the contractor shall

remove all gasoline storage tanks as required by local fire safety regulations. While the tanks are removed, the contractor shall provide safe and adequate storage facilities. After the drydocking is complete, the contractor shall replace the gasoline tanks in their storage racks as original.

4.1.7 When the ship is docked in cold or freezing weather, all sea valves, pipes or similar fittings attached to the hull, shall be drained to prevent freezing and possible cracking.

4.1.8 While the ship is in drydock, all hull openings shall

be secured outside of normal working hours. Blanks shall be fabricated of sufficient strength to prevent water entry into the hull and sustain flotation in the event of drydock failure. All closures shall be accepted by the COTR.

4.1.9 Drydock time for the accomplishment of all above

items is considered within the scope of this item.

5. TESTS/REPORTS/INSPECTIONS

5.1 After docking, the contractor and COTR shall jointly inspect the hull. The contractor shall complete and submit a report of findings and recommendations, including estimates, on a preliminary Docking Report form (Reference 2.2) supplied by the COTR; said report to be submitted within 24 hours after inspection. No remedial work, except as specified in other items, shall be commenced until authorized in writing by the Contracting Officer or designated representative. Items to be

Drydocking of NOAA Ships S0700-1 inspected include:

5.1.1 Hull: Condition as to structural damage, corrosion, welds, rivets, fastenings, caulking or evidence of grounding, collision or excessive strain.

5.1.2 Shaft Bearing: Remove fairwaters and rope guards, etc., as required, and read tailshaft bearing clearances by dial indicator, using feeler gauge to read the rudder bearing clearances.

5.1.3 Miscellaneous Items: Items such as zinc anodes, propellers, rudders, sea chests, scuppers, drains, bilge keels, sonic equipment, etc.

BO

D

Y

NOAA DOCKING REPORT

S0700 Revised 10/96 Page 1 of 2

Ship's Name: Date:

Contract No.: Contractor:

Type of Dock: Docking Plan No.: Position: Docking Date: Time:

Remarks:

Hull: Steel Wood

Condition As Found:

IndicateConditions:

D = Strucural Damage P = Areas of Pitting W = Deteriorated Welding

R = Loose/Leaking Rivits F = Loose Fastenings S = Leaking Seams

Z = Deteriorated/Missing Zinc C = Damaged Paint Coating

Brief Description:

Recommended Repairs: Estimated Cost:

Repairs/Alterations Made:

Brief Description:

PAINTING BOOT

TOP

UNDER

BODY

RECOMMENDATION

HAND

SCRAPE

WIRE

BRUSH

SAND

BLAST

REPAINT SQUARE FT.

PRIMER AC AF REMARKS

N um be r o f

SQ

F

T Fa ile d

PRIMER

BOOT TOP

ANTI CORROSIVE

UNDERBODY

ANTI FOULING

ESTIMATED COST OF JOB

PROPOSED PAINTING Manufacturer Formula No. Coats @ DFT Specification Color

BO

O T

TO

P

PRIMER

ANTICORROSIVE

ANTIFOULING

U

N D

ER

PRIMER

ANTICORROSIVE

ANTIFOULING

Remarks:

NOAA DOCKING REPORT

S0700 Revised 10/96 Page 2 of 2

Ship's Name: Date:

Bearings: (Enter AS FOUND clearances as appropriate)

PORT SIDE STBD SIDE

LOCATION BEARING TOP BOTTOM INBOARD OUTB'D FWD AFT TOP BOTTOM INBOARD OUTB'D FWD AFT

STERN

TUBE

FWD

AFT

INTER'MD

STRUT

FWD

AFT

AFT

STRUT

FWD

AFT

RUDDER

PINTEL

Recommendations: Estimated Cost:

Bearings: (Enter AS LEFT clearances as appropriate)

PORT SIDE STBD SIDE

LOCATION BEARING TOP BOTTOM INBOARD OUTB'D FWD AFT TOP BOTTOM INBOARD OUTB'D FWD AFT

STERN

TUBE

FWD

AFT

INTER'MD

STRUT

FWD

AFT

AFT

STRUT

FWD

AFT

RUDDER

PINTEL

Brief Description of Repairs/Replacements:

Propellers: Condition: Recommendation:

Estimated Cost: Repairs Accomplished:

Shafting: Condition: Recommendation:

Estimated Cost: Repairs Accomplished:

Shaft Covering: Condition: Recommendation:

Estimated Cost: Repairs Accomplished:

Zinc Anodes: Condition: Recommendation:

Estimated Cost: Repairs Accomplished:

Cathodic Protection Anodes: Condition: Recommendation:

Estimated Cost: Repairs Accomplished:

Sea Chests: Condition: Recommendation:

Estimated Cost: Repairs Accomplished:

Signed Typed/Printed Name: Title: Date:

MOC-100-1A

August 2003 NOAA Ship OSCAR DYSON MEP Appendix C – NOAA Standard Specifications

Superceding

AMC-100-1

October 1988

NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION (NOAA)

MARINE OPERATION CENTER

STANDARD SPECIFICATION MOC-100-1A

ABS LOAD LINE SURVEY

1. SCOPE. This specifications contains the requirements for conducting an American Bureau of Shipping (ABS) Load Line Renewal Survey on NOAA ships.

2. REFERENCES.

None

3. REQUIREMENTS.

3.1 General.

3.1.1 Provide the services of an ABS Surveyor to conduct a

Load Line Renewal Survey to the extent necessary to obtain a new Load Line Certificate.

3.1.2 Provide staging, scaffolding, and manlifts as

required for inspections by the ABS Surveyor and for performing the other work required by this specification.

3.2 Survey Schedule.

3.2.1. Develop, in consultation with the ABS Surveyor, a

written survey schedule that lists the items to be inspected and the scheduled dates and times of the inspections. Submit the survey schedule to the COTR within 48 hours after the start of the contract performance period.

3.2.2 The survey schedule shall list all initial

inspections required by the ABS Surveyor, including a listing of all items which may be covered by other contract items.

3.3 Ultrasonic Tests (UT) for Thickness Gaging.

3.3.1 Conduct UT thickness gagings of shell plating, decks, bulkheads, and other structural members in locations specified by the ABS Surveyor and the COTR.

3.3.2 Prepare the steel surfaces as required to obtain

accurate UT thickness readings. After readings have been taken, restore coating systems to that which existed before the surfaces were prepared.

3.3.3 Workers performing the UT thickness gaging shall be

certified as Level Two craftsmen by the American Society for Non- Destructive Testing in accordance with Recommended Practice No.

SNT TC-1A, (latest edition). Copies of the workers' certificates shall be provided to the COTR prior to performing the gaging.

3.3.4 The results of the UT thickness gaging shall be

recorded as follows:

a. Prepare a table which lists for each gage reading the location, actual thickness, original thickness, percentage of wastage, and recommendations (if any).

b. Prepare schematic diagrams of the shell plating, decks, bulkheads, and other structural members which reflects the approximate location of each reading and the actual reading obtained at each location.

3.3.5

COTR.

Submit 3 copies of the table and diagrams to the

3.3.6 Except for removal and restoration of coatings, or

unless otherwise specified in the Detail Specifications, removal and restoration of deck coverings, insulation, and other interferences are not required in order to take UT readings.

3.4 Tank Inspections.

3.4.1 Open, clean, ventilate, and take all other action

needed to make each specified tank safe for entry of workers.

Post a gas-free certificate, issued by a Marine Chemist certified by the National Fire Protection Association, near the access opening to each tank. Provide a copy of each gas-free certificate to the COTR.

3.4.2 Prior to drydocking the ship, prepare a Liquid

Transfer/Removal Plan outlining a comprehensive procedure for transfer and removal of all liquids in the tanks to be inspected.

Included shall be the quantities and location of liquids to be transferred between tanks and the quantities and location of liquids to be removed, stored, disposed of and returned. If transfer of liquids while the ship is drydocked is planned, the dockmaster shall approve the Plan. A copy of the Plan shall be submitted to the COTR at least 3 work days prior to drydocking the ship.

3.4.3 When fuel and lube oil tanks are required to be

opened for inspection, the following shall apply:

a. When requested by the contractor, NOAA will transfer fuel between onboard available fuel tanks by pumping out the fuel to the low suction level using the ship's installed fuel transfer system. In the event the ship's installed fuel transfer pump or system has been disabled by the contractor in conjunction with other work, the contractor shall transfer the fuel.

b. If circumstances or requirements make transfer between tanks of some or all the fuel to be impracticable, the contractor shall pump the fuel from the tanks to clean moisture-free dockside storage tanks. The contractor may pump and store as much of the fuel off the ship as desired. After the onboard fuel tanks have been closed, return the fuel through filters to the tanks.

c. In lieu of storing the fuel oil, the contractor may elect to properly dispose of the fuel oil removed from the ship.

If so, provide new fuel oil, through fuel filters, of the same quality and the same quantity as that removed.

d. For each lube oil tank required to be opened for inspection, pump all lube oil into clean moisture-free dockside storage tanks and return to the lube oil tank through filters after inspections have been completed.

e. All fuel and lube oil being removed from the ship shall be metered with a calibrated meter during off-loading and during return to verify that the same quantity is returned as was removed. In addition, test samples shall be taken of the oils being removed and the oils being returned. The samples shall be analyzed by a lab to verify the quality of the oils being returned is equal or better than that removed. Provide copies of lab reports to the COTR.

f. Thoroughly clean all opened fuel and lube oil tanks of all sludge, dirt, loose scale, dirt, debris, growth, water, and other contaminants prior to closing.

3.4.4 If sludge or waste oil tanks are required to be

inspected, pump and properly dispose of the contents of the tanks off the ship.

3.4.5 Except as otherwise specified, NOAA will pump down all

tanks to the low suction level of the installed ship's piping system. The contractor shall pump out and properly dispose of all remaining water, fuel, sludge, and other tank contents.

3.4.6 Rig sufficient lighting in each opened tank to allow a

thorough inspection.

3.4.7 After all tanks have been inspected by the ABS

Surveyor and when accepted by the COTR, close each opened tank using new gaskets. Renew all missing and broken fasteners and use dies to rechase all manhole cover stud threads. Notify the COTR at least four hours in advance of closing each tank.

Immediately prior to closing each tank, the COTR or a member of the ship's engineering force will inspect the tanks interior to verify that rags or other residual debris has not been left.

3.4.8 Perform a 2.0 psig air test on each tank after

closing. Hold the pressure and check manhole covers for leaks using a soapy water solution.

3.5 ABS Documents. Submit, or have ABS submit, the following

ABS-prepared documents to Marine Operations Center - Pacific, 1801 Fairview Ave East, Seattle, WA 98102:

3.5.1 Copy of ABS Report of Annual Load Line Inspection

form.

3.5.2 The original and one copy of a new Load Line

Certificate.

4. NOTES.

4.1 The following information will be provided in the Detail

Specification or other procurement document:

4.1.1 The number of UT thickness gage readings required.

4.1.2 The tanks required to be opened for inspections.

4.1.3 The quantity of fuel and lube oil which will be

onboard the ship at the start of the contract performance period.

4.1.4 The total capacity of the ship's fuel tanks.

4.2 Most of the work required by this specification must be

accomplished while the ship is drydocked. A separate specification item will cover the detail requirements for drydocking the ship.

END OF SPECIFICATION

AMC-240-1

NOAA Ship OSCAR DYSON MEP Appendix C – NOAA Standard SpecificatSionEsPTEMBER 1990

NATIONAL OCEANIC AND ATMOSPHERIC ADMINISTRATION (NOAA)

ATLANTIC MARINE CENTER

STANDARD SPECIFICATION AMC-240-1

PROPULSION SHAFTS AND PROPELLERS

1. SCOPE. This specification contains the general requirements for inspection, repairs, and other work on propulsion shafts and propellers of NOAA ships.

2. REFERENCES.

None

3. REQUIREMENTS.

3.1 General.

3.1.1 The contractor shall provide all labor, material, services, tools, supervision, and technical expertise needed to accomplish the required work.

3.1.2 All requirements of this specification may not apply

to all purchase orders or contracts. The extent of applicability will be stated in the detail specifications or other procurement document. Section 3.1 and 4 apply to all work referencing this specification.

3.2 Propeller Removal.

3.2.1 Whenever removing a fixed-blade propeller from a

tapered-end shaft, this procedure shall be followed. When removing a controllable-pitch propeller (CPP), follow the procedures in the CPP system manufacturer's technical manual.

3.2.2 Before removing a propeller or propeller nut, fit a

shore from the bottom of the dock to one propeller blade near the root to take the shock of driving the propeller nut.

3.2.3 If necessary to remove the propeller and nut, heat

may be applied to the propeller hub to a maximum of 500 degrees Fahrenheit, provided prior written approval of the COTR is obtained. Before applying heat, shield the shaft bearings from damage. When used, heat shall be applied by two soft gas torches on opposite sides of the hub; the flame shall be worked around the hub to heat and expand the hub uniformly. The temperature shall be continuously monitored by means of tempil sticks or contact pyrometer to insure the hub temperature never exceeds 500 degrees Fahrenheit.

3.2.4 Follow the following procedure:

a. Remove the fairwater cap (if installed). Remove the O-ring seal (if installed) from the forward face of the propeller hub.

b. Loosen the propeller nut a few turns but do not remove.

c. Insert drawbolts in tapped holes in the hub face if provided. Otherwise, hook drawbolts over the blade edges or screw them into pieces of metal laid across the forward edges of the blade roots.

d. Place a drawbolt clamp or strongback over the end of the shaft. Interpose a pair of steel wedges between the clamp (or strongback) and the shaft end. Tighten down on the clamp nuts as much as possible and drive the wedges until the propeller starts to move. A wooden maul may be used judiciously to release the hub.

e. Rig the propeller for handling, remove the nut, and carefully remove the propeller from the shaft taper.

3.3 Propeller Installation.

3.3.1 After verifying that the key is installed on the

shaft, carefully fit the propeller to the shaft as follows:

a. Thoroughly clean the shaft and propeller hub tapers to remove all grit, grease, oil, dirt, rust, lint, and other foreign particles.

b. Apply a thin even coat of prussian blue to the shaft taper with the palm of the hand. Do not use a rag to apply the prussian blue because it may leave lint.

c. Carefully install the propeller onto the shaft taper. The propeller is to be pushed firmly and snugly onto the shaft, but is not to be driven on.

d. Remove the propeller and inspect the hub taper for the bluing pattern transferred from the shaft taper. A pattern of 75 percent, evenly distributed around and over the entire hub, is required. If the contact pattern is slightly heavier over the large end of the taper, a 70-percent fit is acceptable. In any case, the contact must be evenly distributed around the circumference of the hub.

e. If an acceptable fit is not obtained, remove the propeller. Grind, machine, and polish the tapered surfaces as necessary to obtain an acceptable fit.

f. Repeat the above steps until an acceptable fit is obtained. The COTR shall witness the final fit to verify an acceptable fit is obtained.

3.3.2 Clean the prussian blue from the tapers and return

the propeller onto the shaft in the same position as when the acceptable fit was obtained. Do not apply any oil, grease, or other substance to the tapers. If an O-ring and retainer were previously installed, make sure they are inserted over the taper onto the shaft before installing the propeller.

3.3.3 Scribe a small reference mark on the shaft to mark

the propeller's location. The reference mark must be located such that it will be accessible while driving on the propeller.

3.3.4 Install the propeller nut and drive the propeller

until it is advanced forward on the taper a distance of 1/32-inch (0.031 inch) beyond the scribe mark. Do not apply heat to the hub while driving on the propeller. The COTR shall witness driving of the propeller onto the shaft.

3.3.5 Lock the nut in position with locking tabs, monel

lockwire, or other method acceptable to the COTR. The COTR shall verify adequacy of the locking method.

3.3.6 If applicable, install O-ring seal, seal retainer, and fairwater cap.

3.4 Propulsion Shaft Removal and Reinstallation.

3.4.1 During all handling of propulsion shafts, exercise

extreme care to prevent mechanical damage and provide adequate support to prevent bending the shafts.

3.4.2 When rigging a shaft for removal, do not allow wire

slings to contact the shaft surfaces. Instead, slings shall be isolated from the shaft using a material which will protect the shaft from mechanical damage.

3.4.3 After disconnecting the shaft flanges, rotate the

shaft in the ship's bearings prior to removal and measure the shaft runout at each end.

3.4.4 During reinstallation of the shaft, verify proper

alignment at the flange faces using "sag and gap" procedures.

3.5 In-shop Inspection of Propulsion Shaft.

This procedure covers inspections required after the shaft has been removed from the ship or boat. Unless otherwise specified elsewhere, actual removal and reinstallation of the shaft is not required.

3.5.1 Set the shaft up in a lathe, providing supports at

each bearing surface.

3.5.2 If the shaft has removable couplings (flanged or

muff), remove the couplings.

3.5.3 Conduct the following inspections in company of the

COTR:

a. Complete visual inspection for mechanical defects.

b. Measure bearing liners diameters. Three measurements, equidistant apart, shall be taken at each bearing surface of the shaft.

c. Measure the runout of the shaft at the taper ends, couplings, and each bearing surface.

d. Measure all dimensions of the coupling to verify conformance with the manufacturer's drawing.

e. Measure all keys and keyways.

f. Conduct a liquid penetrant inspection of all surfaces of shaft liners.

g. Conduct a magnetic particle or liquid penetrant inspection shaft of tapers and keyways.

h. Inspect fiberglass reinforced plastic (FRP) covering (if installed) for pinholes, porosity, and other defects by using a high frequency spark tester. Use 250-300 volts per mil of glass reinforcement (approximately 15,000 volts for a 4-ply covering). Pinholes will be evidenced by bright sparks as distinguished form the normal purplish corona.

i. Inspect the FRP covering (if installed) for proper adhesion to the shaft by tapping, at regular intervals of about 18 inches along the length of the covering, with a light hammer while holding the palm of one hand against the covering on the opposite side. Discernible vibration, movement of the covering, or audible hollow sound is evidence of probable loose bond.

3.5.4 Install the shaft couplings and measure the runout of

the flange. Also verify perpendicularity of the flange face with the shaft axis.

3.6 Fiberglass Reinforced Plastic (FRP) Shaft Covering Renewal.

3.6.1 Materials. When installing new FRP shaft covering, the following materials shall be used:

a. Fiberglass cloth, conforming to MIL-Y-1140, Class C, Form 4, fabric No. 7500. Volan A, Owens-Corning "Alraton", or Gustin-Bacon "Methacrylic" finish, 75 filaments, are acceptable.

For shafts less than six inches in diameter, use 3-inch wide cloth. For shafts six inches and greater in diameter, use 6-inch wide cloth.

b. Reinforcing filler for resin shall be milled glass fiber.

c. Coating resin and catalyst conforming to MIL-R- 23461, type I.

d. Paste resin shall be automobile body filler compound or a product equal to "Marine Tex".

e. Solvents shall be Xylol, Xylene, or Union Carbide Cellosolve", or equal.

3.6.2 Shaft Preparation.

a. Remove all existing shaft coverings and coatings in area to receive the new FRP covering by sandblasting or machining. Wash the shaft surface thoroughly with a solvent to remove all oil, grease, dirt, and other foreign particles.

b. Inspect the shaft for pitting, mechanical damage, and other conditions which may have an impact on the shafts reliability or which will interfere with the FRP installation.

Fill in small pits with polyester or epoxy paste repair compound which is to be mixed, applied and cured according to the manufacturer's printed instructions.

c. Verify that the shaft liners have been machined in according with the details on the applicable shaft drawing. If the liners are not machined according to the drawing, contact the COTR prior to proceeding.

d. When specifically required in the detail specifications or other procurement document, machine the shaft liners ends in accordance with attached Figure 1.

e. Apply paste to the junction of the bearing liner ends and the shaft, fairing it in evenly. Sand the paste smooth after it is fully cured.

3.6.3 Material Application.

a. Four plies (two overlapping runs) of fiberglass cloth covering are required. The approximate length of glass cloth needed for each wrap, allowing some excess, can be found from the following equation:

L=7 DH

W

Where: L= length of tape required for each wrap, in feet.

D= diameter of shaft, in inches.

H= length of shaft to be covered, in feet.

W= width of glass cloth, in inches.

The total length required for four plies is 2L.

b. Prepare a batch of resin and brush on one coat to the prepared shaft according to the manufacturer's printed instruction.

c. Apply the dry cloth, starting at one end of the shaft, on the taper of the liner or as close to the flange as possible. Wind the cloth in a spiral until the complete straight section of shaft is covered. Overlap the cloth half the width.

Wrap tightly to prevent the formation of wrinkles.

d. Impregnate the glass cloth by brushing the entire surface with catalyzed resin. Coat the cloth uniformly and generously so that a thorough wetting of the glass fibers is obtained.

e. Work out all entrapped air with a roller, squeegee, or other convenient method.

f. Apply a second wrap of cloth in a manner similar to the first, but start at the end of the shaft where the first wrap finished. Impregnate the second wrap with catalyzed resin and work out all entrapped air.

g. Using two short lengths of cloth, apply two circumferential turns to each end of the coated section of shafting, overlapping the bearing liner taper and impregnate each wrap separately. Coat the entire covering with an additional coat of resin and allow it to cure in accordance with the manufacturer's printed instructions.

h. Prepare a batch of resin containing 10 percent (by weight) of milled glass fibers. Coat all couplings and other discontinuities in the shafting not covered by cloth. Permit the coating to gel. Then apply three additional coats of this resin mixture, allowing each coat to gel before applying the next.

i. After the entire coating has cured, pass a high-frequency spark tester slowly over the entire covering, paying particular attention to couplings and bearing liner junctions with the shaft. Use 250-300 volts per mil of glass reinforcement (approximately 15,000 volts for a 4-ply covering). Pinholes will be evidenced by bright sparks as distinguished form the normal purplish corona.

j. If pinholes or other defects are found, lightly sand the surface of the coating. Prepare a small batch of resin without the fibers and paint the entire coating, paying particular attention to the the areas that showed sparking.

k. Repeat the preceding two steps until a no bright sparks are evident during the spark test.

4. QUALITY ASSURANCE.

4.1 Within 24 hours after completion of inspections and tests, prepare and submit to the COTR a condition report which contains the following:

4.1.1 A complete record of all measurements taken, compared

to the original dimension.

4.1.2 A record documenting the results of all visual and

other NDT inspections.

4.1.3 Recommendations of additional work and materials

deemed to be needed, if any, to return the shaft or propeller to good reliable condition.

4.2 The COTR shall be advised at least 8 hours in advance of all inspections, tests, and other work required herein to be witness by the COTR .

4.3 All NDT shall be in accordance with MIL-STD-271F, including compliance with the requirements for qualification of NDT personnel, procedures, and equipment. Workers performing NDT shall be certified as Level two craftsmen by the American Society of Non-Destructive Testing in accordance with Recommended Practice No. SNT TC-1A, 1980 edition.

MOC-300-1

NOAA Ship OSCAR DYSON MEP - NOAA Standard SpecificationAsUGUST 2004

MARINE OPERATIONS CENTER

STANDARD SPECIFICATION MOC-300-1

OVERHAUL OF ELECTRICAL ROTATING MACHINERY

1. SCOPE. This specification contains the general requirements and procedures to be used in overhauling electrical motors and generators on and for NOAA ships and boats.

2. REFERENCES.

None

3. REQUIREMENTS.

3.1 General.

3.1.1 The contractor shall provide all labor, material, services, tools, supervision, and technical expertise needed to accomplish the required work. All material and replacement parts used or installed in the machinery shall be new and shall be equal or superior to the materials and parts used in the original manufacture.

3.1.2 Removal and reinstallation of the electrical machine

by the contractor is required only if specifically required by the detail specifications or other procurement document. If removal and reinstallation is specifically required, the contractor shall be responsible for all handling and work related to the removal and reinstallation, including the removal and restoration of all interferences.

3.1.3 The contractor shall notify the Contracting Officer's

Technical Representative (COTR) at least 24 hours in advance of performing the tests and inspections. The COTR may witness all or any portion of the tests and inspections.

3.1.4 The contractor shall submit to the COTR a written

report of all inspection findings and test results, including a record of all measurements and readings taken.

3.2 Standard Overhaul.

3.2.1 Removal. If removal is required by the detail

specifications or other procurement document, proceed as follows:

a. Verify that electric power has been secured and tag out the motor controller. Disconnect electric wiring and tag individual wires to aid in proper reinstallation. Wrap wire ends to protect them from damage and prevent electric shock in the event the wire are inadventently energized. Record hook-up data.

b. Measure and record thrust readings. Measure and record air gap readings and bearing clearances for machines having sleeve bearings.

c. Inspect couplings for cracks, broken segments, wear, and misalignment.

d. Remove the machine to a suitable electric shop.

Tag and retain chocks, shims, shock mounts, and other accessories associated with the machine installation.

e. Inspect foundations for cracks, distortion, and excessive deterioration.

3.2.2 Disassembly. Completely disassemble the machine.

3.2.3 Cleaning. Clean all mechanical parts with lint-free

cloths moistened with a suitable solvent. Do not let solvent come in contact with varnished surfaces or commutators. Steam detergent clean and dry the stators and rotors as follows:

a. Remove all loose accessible carbon, dirt and other foreign particles from the windings by using a vacuum suction.

b. Prepare an appropriate amount of cleaning solution by mixing 15 to 20 pounds of steam cleaning compound and one quart of butyl alcohol per 1000 gallons of fresh water. Heat the solution to 185-190 degrees Fahrenheit and maintain the temperature throughout the cleaning.

c. Completely immerse the windings in a tank with the hot cleaning solution. Rotors shall be placed in the tank with the commutator/slipring end up. Stir the cleaning solution with an air agitator to circulate it through the windings and out through commutator risers. Continue stirring the solution while the windings are immersed for 8-10 hours.

d. In lieu of immersing the windings for 8-10 hours as specified above, the Contractor may elect to use a steam spray machine such as a steam jenny to apply the cleaning solution.

The temperature of the cleaning solution impinging on the windings shall not exceed 194 degrees Fahrenheit and the pressure at the windings shall not exceed 30 pounds-per-square-inch-gage.

Avoid any live steam impinging directly on the windings. If this optional cleaning method is used, all subsequent re-cleaning necessary to obtain acceptable insulation resistance readings shall be the Contractor's responsibility.

e. Thoroughly flush windings with clean hot fresh water after cleaning. Remove surface moisture with clean lint-free cloths to keep the amount of water which soaks into the insulation as low as possible.

f. Immediately after cleaning, thoroughly dry the windings in an oven. Slowly increase the oven temperature to a maximum of 220 degrees Fahrenheit. Do not exceed 165 degrees Fahrenheit during the first hour. After drying in the oven for eight hours (minimum), take and record megger readings of the windings every two hours. Continue drying until four consecutive megger readings of the same value have been obtained.

g. Allow the windings to cool to within 50 degrees Fahrenheit of ambient temperature.

3.2.4 Inspections.

a. Conduct complete visual inspections of all parts for cracks, deterioration, excessive wear, eccentricity, and other defects which could prevent continued safe operation of the machine.

b. Tighten all connections. All wedges, binding bands, soldered connections, and bolted connections are to be checked, and tightened where needed.

c. Examine all windings and connections for cracks in taped surfaces, brittle condition, crystallization, and loose connections.

d. Inspect rotor shaft journal areas, bearings, and bearing housings. Measure and record diameters of all journals, commutators, and sliprings.

3.2.5 Electrical Tests. As soon as practical after

cleaning, conduct the following electrical tests:

a. Insulation Resistance Tests. Using a 500-volt megger, conduct separate tests of the stator circuits and the rotor circuits in accordance with Appendix A. Record all readings. If any readings are less than those allowed in Appendix A, contact the COTR prior to proceeding.

b. DC High Potential Tests. Conduct tests in accordance with Appendix B on all windings of motors rated over five horsepower and all generators rated over 4 kilowatts. Do not perform this test on smaller machines or on squirrel cage armatures.

c. Voltage Surge Comparison Tests. Conduct AC surge comparison tests for phase balance, continuity and voltage drop on all windings in accordance with the test equipment manufacturer's operating instructions. Use a tester which is able to vary voltage smoothly from zero up to the maximum. The test voltages to be applied shall be 1.4 times the values computed from the following table.

ARMATURE

CIRCUITS OF AC

AND DC MACHINES

FIELD

CIRCUITS OF

AC MACHINES

SHUNT FIELD

CIRCUITS OF

DC MACHINES

Generators and motors, including propulsion generators and motors, but excluding all machines listed below.

2/3(2E + 1000) 7E but in no case less than 1000 volts nor more than 2300 volts.

2/3(2E 1000) plus

Generators and motors of not more than 250 volts and not more than 0.25 kilowatts (generators) or 0.5 horsepower (motors), except machines listed below.

600 600 600

Bracket fan motors 400 400

Generators and motors of not more than 35 volts, except engine starting motors

350 350 350

Engine starting motors not more than 36 volts.

500 500

Note: "E" equals the operating voltage of the machine.

The above values are for windings which have been reconditioned but which have not been rewound or renewed. For rewound or renewed windings, the values shall be increased by 50 percent.

3.2.6 Repairs.

a. Mount the rotors in a lathe and check for trueness.

Resurface commutator and slipring surfaces using surfacing stones or a rounded diamond point tool. Eccentricity shall not exceed

0.001 inch total indicated runout (TIR). Take very light cuts (.010 inch maximum), and remove the minimum amount of metal necessary to restore the commutators and sliprings to a true and otherwise good condition. If cut with a turning tool, finish the commutators and sliprings with a surfacing stone. Undercut mica, chamfer commutator bar edges, and burnish commutator and slipring surfaces.

b. Clean brush rigging. Renew existing brushes with new brushes of same size, type and hardness as existing.

Reassemble brush rigging, using new springs and brush tension arms.

3.2.7 Evaluation. After each phase of the overhaul and

whenever any condition is noted which needs correction, the Contractor shall submit an inspection and evaluation report to the COTR before proceeding with the overhaul. The inspection and evaluation report shall indicate the existence of all conditions and inspection results and shall recommend corrective actions needed to restore the machine to a condition of reliability equivalent to a new machine.

3.2.8 Varnish treatment. After acceptable insulation

resistance readings have been attained and all needed repairs have been completed, treat the rotors, stators, and coils with varnish dip and bake in accordance with Appendix C.

3.2.9 Balancing. Statically and dynamically balance the

rotors. The mass to be balanced shall include all rotating parts which form a part of the rotor assemblies.

3.2.10 Final Electrical Tests. After windings have cooled

following varnish treatment, repeat the electrical tests required in paragraph 3.2.5 above.

3.2.11 Reassembly. Reassemble the machine.

a. Install new seals, gaskets, brushes, and fasteners.

New fasteners shall conform with MIL-S-1222, Type I or II, Grade 5 or 8, zinc coated.

b. Renew bearings on all machines of less than 25 horsepower or 20 kilowatt rating. Properly lubricate bearings.

c. Adjust brushes and brush rigging. Measure and record air gaps between field and stator coils.

3.2.12 Reinstallation. When the detail specifications or

other procurement documents require, reinstall the machine.

a. Renew foundation fasteners with fasteners conforming to MIL-S-1222, Type I or II, Grade 5 or 8, zinc coated and self-locking hexagon nuts conforming to MIL-N-25027. (This requirement is not applicable to body-bound bolts.)

b. Align the machine onboard the ship.

c. Remake all connections and test run the machine for one hour to demonstrate satisfactory operation.

APPENDIX A

INSULATION RESISTANCE TESTS (MEGGER READINGS)

A-1. All insulation resistance measurements are to be made with the test voltage applied between the copper conductors and the metallic structure in which the winding is embedded. If necessary, a good connection shall be assured by removing paint and corrosion at the point of the contact on the structural part.

All bare copper surfaces and terminals must be suitable for making the copper contact.

A-2. All insulation resistance readings taken shall be corrected to 25 degrees Centigrade (77 degrees Fahrenheit).

A-3. Insulation resistance readings are to be taken and recorded for each applicable winding circuit listed in A-5 below. When measurements are being made on one winding, all other windings shall be connected to ground.

A-4. The complete armature circuit of a dc machine includes the armature, brush rigging, connections to machine terminals, and all fields which carry armature current, such as commutating field, compensating field, and series field. The stator circuit of polyphase generators and motors include all phases.

A-5. After cleaning in a shop, the minimum acceptable insulation resistance readings for windings shall be as specified below. If any low readings are obtained, contact the COTR prior to proceeding.

a. DC motors and generators (except propulsion).

(1) Complete armature circuit 1.0 megohms

(2) Armature alone 2.0 megohms

(3) Armature circuit less armature 2.0 megohms

(4) Complete shunt field circuits 2.5 megohms

Notes

1. The above figures are applicable for machines rated at 250 volts or less. For machines having a higher voltage rating, multiply the figures by E/250. (E = rated voltage of machine)

2. Small machines usually have one of the shunt field leads connected internally to the armature circuit. In such cases, the complete armature circuit and the complete shunt field circuit may be measured without breaking the connection. If necessary, the armature can then be isolated by lifting all brushes. With brushes left in place, the complete armature circuit will include armature, armature circuit, and the permanently connected shunt field circuit. With the brushes lifted, the armature circuit less armature and the complete shunt field circuit will be measured and considered to be "armature circuit less armature".

b. AC motors and generators.

(1) Stator circuit 2.0 megohms

(2) Rotor circuit of wound rotor induction motors 1.0 megohms

(3) Field circuit of generators or of synchronous motors 4.0 megohms

c. DC propulsion generators and motors.

(1) Complete armature circuit Rx3 megohms

(2) Armature alone Rx5 megohms

(3) Armature circuit less armature Rx5 megohms

(4) Complete shunt field circuit Rx10 megohms where R = E W + 1000

E = rated voltage of machine W = kilowatt rating of machine divided by 100

(kilowatt rating equals 0.746 times the horsepower rating)

APPENDIX B

DC HIGH POTENTIAL TESTS

B-1. The dc high voltage tester must be able to vary voltage smoothly from zero up to the maximum required, and is to be provided with a protective current relay which can be set to trip at any given percentage of the micro-ammeter scale. The micro-ammeter is to have sufficient ranges to provide readings from less than 1 to at least 2500 microamperes.

B-2. The maximum voltage to be applied to the windings during the tests is 1.1(2E plus 1000), where E is the operating voltage of the windings. Separate test voltage must be calculated for exciter windings.

B-3. Apply approximately 25 percent of the maximum test voltage with the positive terminal of the tester attached to the copper and the negative terminal of the tester attached to the iron.

Measure and record the leakage current. Set the protective current relay of the tester to approximately four times the recorded leakage current. The current relay may be adjusted upward for gradually rising current values.

B-4. Gradually increase the dc voltage in steps up to the maximum. Stop at a minimum of eight steps and allow the leakage current to stabilize. Measure and record the leakage current and the machine temperatures for each voltage step. Should a sharp rise in the leakage current occur at any step, stop the test and notify the COTR.

B-5. Plot the current and voltage values on cross-section paper at the completion of the test.

B-6. After completion of the test, ground the copper for a sufficient time for the machines to become completely discharged.

After the ground wire has been removed, check for remaining charge by attaching the dc high potential tester with its dial in the discharge position. When the meter switch is turned to the low scale position, the micro-ammeter will move off zero if any charge remains.

APPENDIX C

VARNISH TREATMENT (DIP AND BAKE)

C-1. Insulate windings having Class A, B, or F insulation as follows:

a. Put into an oven and bake for 4 hours at 300 degrees Fahrenheit. Cool to 100 degrees Fahrenheit and immerse the windings in clear baking varnish conforming to MIL-I-24092, class 155, composition I until bubbling ceases. Immerse the rotor vertically or near vertical with sliprings, leads and commutators up (out of the varnish). Maintain the varnish at a temperature 75 to 90 degrees Fahrenheit, with a viscosity between 250-350 centipoises.

b. Remove and drain the windings. Air-dry for one hour, rotating components 90 degrees every 15 minutes to prevent pocketing of varnish.

c. After draining and before baking, clean the metal surfaces of the rotors, the bore of the stators, and the pole faces of the field structures with a cloth moistened with a solvent.

d. Put the windings in an air-circulating, forced exhaust, baking oven and bake for 6-8 hours at a temperature of 300 degrees Fahrenheit.

e. Remove from the oven and cool to approximately 125 degrees Fahrenheit.

f. Repeat the varnish dip and bake treatment, except immersion in the varnish shall be limited to one minute.

C-2. Insulate windings having Class H or N insulation as follows:

a. Put into an oven and bake for 4 hours at 300 degrees Fahrenheit. Cool to 100 degrees Fahrenheit and immerse the windings in clear baking varnish conforming to MIL-I-24092, class 200, for a minimum of 4 minutes and a maximum of 5 minutes.

Immerse the rotor vertically or near vertical with sliprings, leads and commutators up (out of the varnish). Maintain the varnish at a temperature 75 to 90 degrees Fahrenheit, with a viscosity between 125-225 centipoises.

b. Remove and drain the windings. Air-dry for one hour, rotating components 90 degrees every 15 minutes to prevent pocketing of varnish.

c. After draining and before baking, clean the metal surfaces of the rotors, the bore of the stators, and the pole faces of the field structures with a cloth moistened with a solvent.

d. Put the windings in an air-circulating, forced exhaust, baking oven and bake for 2 hours at a temperature of 390 degrees Fahrenheit.

e. Remove from the oven and cool to approximately 125 degrees Fahrenheit.

f. Repeat the varnish dip and bake treatment, except immersion in the varnish shall be limited to one minute. During baking, raise the temperature to 450 degrees Fahrenheit and bake for 8 hours.

AMC-300-2

NOAA Ship OSCAR DYSON MEP - NOAA Standard Specification August 1991

STANDARD SPECIFICATION AMC-300-2

CIRCUIT BREAKER OVERHAUL

1. SCOPE. This specification contains the requirements and procedures to be used in overhauling electrical circuit breakers on and for NOAA ships.

3.1 General.

3.1.1 The contractor shall provide all labor, material, services, tools, supervision, and technical expertise needed to accomplish the required work. All material and replacement parts used or installed shall be new and shall be equal or superior to the materials and parts used in the original manufacture.

3.1.2 The…