N6449823R4000_Attachment 4 - TRS for LCS Freedom Class.docx

S9243-AW-TRS-011/SHAFT

APPENDIX J

LCS FREEDOM VARIANT (LCS 5AF) IMPELLER SHAFT REPAIR

GENERAL INFORMATION

PURPOSE: This Technical Repair Standard (TRS) Appendix provides the minimum requirements for the inspection, repair, refurbishment, recordkeeping, reporting, and certification requirements for Littoral Combat Ship (LCS) Freedom Variant propulsion impeller shafts. The propulsion impeller (waterborne) shafts onboard the LCS class are manufactured from a non-standard U.S. Navy shafting material. As such, the requirements listed elsewhere in this document are not applicable. This appendix covers the inspection and repair criteria for the impeller shafts for 172 AXMKI waterjet systems.

SUMMARY OF TECHNICAL CONTENT: This TRS is intended to be used for:

Inspecting certified refurbished (RFI) shafts that are: received for installation during dry docking, are damaged, or are suspected of having been damaged (e.g. failed Visual Preservation Inspections, packaging damage, etc.).

Refurbishing shafts inducted into the 2S COG refit program for placement into the stock system.

Inspecting shafts during a ship’s scheduled dry docking to determine suitability for reuse.

TECHNICAL POINT-OF-CONTACT (TPOC): Clarification of technical requirements within the scope of this TRS and any ensuing configuration changes, departures from specifications, unspecified repairs, etc. must be processed to the appropriate level of technical authority in an expedient manner to minimize the potential for damage, rework, or delays. After first consulting internal Quality Assurance and Engineering departments, repair facilities shall use the following hierarchal path for technical issues that arise during refurbishment.

Naval Shipyards should contact the shipyard design division who will consult NSWCPD C/427.

All other repair activities should contact the contractual technical point of contact [Defense Contract Management Agency (DCMA) or Navy Regional Maintenance Centers (NSSA, SWRMC, SRF-JRMC, etc.)] who will consult NSWCPD C/427.

REFURBISHMENT CONFORMANCE: The repair activity designated by NAVSEA shall provide and maintain a quality management system. in accordance with NAVSEA Standard Items 009-04 and Reference J-1.5.11 and will be responsible for refurbishing the impeller shaft assembly so that it satisfies the requirements of the applicable impeller shaft detail drawing as modified by this TRS. The certifying official for the certification records contained herein shall be as designated by the Shipyard Commander for government shipyards, by the Navy RMC for commercial shipyards, and by DCMA for all other commercial activities.

REFERENCES

Rolls-Royce Drawing No. 617252008; Impeller Shaft Assembly Rolls-Royce Drawing No. 617251000; Propulsor Top Drawing, LCS-5+ ISO 1940-1; Mechanical Vibration – Balance Quality Requirements for Rotors in a Constant (Rigid) State T9074-AA-GIB-010-1687; Thermal Spray Processes for Naval Ship Machinery and Nonskid Applications T9074-AS-GIB-010-271; Requirements for Nondestructive Testing Methods MIL-STD-2035; Nondestructive Testing Acceptance Criteria MIL-DTL-2845; Propulsion Systems, Boat and Ship; Main Shafting, Propellers, Bearings, Gauges, Special Tools, and Associated Repair Parts; Preservation, Packaging and Storage of SECNAVINST 4355.18; Reporting of Supply Discrepancies ANSI/ISO/ASQ Q9001-2008; Quality Management Systems – Requirements NAVSEAINST 9245.1; Ship Propellers and Propulsion Shafts S9074-AQ-GIB-010/248; Requirements for Welding and Brazing Procedure and Performance Qualification S9074-AR-GIB-010/278; Requirements for Fabrication, Welding, and Inspection, and Casting Inspection and Repair for Machinery MIL-STD-2191 Advanced Change Notice; Repair Welding, Cladding, Straightening, and Cold Rolling of Main Propulsion Shafting, Rudder Stocks, and Diving Plane Stocks.

UNIT, ASSEMBLY, SUBASSEMBLY: The major components of the waterjet system covered by this TRS appendix are listed below:

Shaft, 172 AXMKI Impeller

FORMS: Forms not included within this document may be obtained from the TPOC.

REQUIREMENTS FOR FACILITIES, TEST EQUIPMENT, PERSONNEL, AND TEST CONDITIONS

NONDESTRUCTIVE TEST EQUIPMENT: Nondestructive testing equipment is required and must be capable of performing tests in accordance with Reference J-1.5.7, relative to the tests listed below

Liquid penetrant test

BALANCING EQUIPMENT: Equipment capable of static and dynamic balancing of the propulsion impeller shaft assembly is required.

INSPECTION OF CERTIFIED REFURBISHED (RFI) SHAFTING

Scope

This chapter details inspection and recording procedures for either unused or certified refurbished shafts. These shafts may be damaged or be suspected of having been damaged in storage or transit. To ensure that shafts are received in a satisfactory condition, a visual and concentricity inspection of the shaft shall commence upon arrival.

VISUAL PRESERVATION INSPECTION (VPI)

Visually inspect the packing boxes, crates, blocking, and other protective material for compliance with Reference J-1.5.9 and for signs of damage or wear.

Visually inspect, as applicable, the wooden plugs, wood flange disks, metal or canvas coverings, steel wrapping and bands, and wood lagging for defects indicating loss of physical protection to machined surfaces and polished areas.

Record the results of the visual and packing inspection on NAVSEA Form 9247/5, LCS FRE Variant Impeller Shaft Assembly Visual Preservation Inspection. If discrepancies are found from shipping/handling or non-compliant packaging a Report of Discrepancy (ROD) is required, per reference J-1.5.10 using Standard Form 364. Reports will be submitted within 10 days to the NAVSUP Item Manager via the TPOC. Proceed to complete the technical inspection (J-2.3 below) to document the as-arrived condition of the shaft(s).

If evidence of any technical nonconformance is found when following the inspection procedures outlined in J-2.2.1 through J-2.2.3 above, complete and submit DLAD 4155.24 Produce Quality Deficiency Report per Reference J-1.5.10.

TECHNICAL INSPECTION: This inspection shall be performed to the extent necessary to assess the extent of damage or to verify the condition of the shaft is Ready for Issue (RFI).

VISUAL INSPECTION

Remove all preservation, packaging, and packing, as applicable.

Place the shaft on supports. As a minimum, support the shaft on two wooden cradles. The top of the cradle should be concave to prevent the shaft from rolling. Otherwise, tapered wedges shall be used where the wooden cradle is flat.

Record all stamped data from the impeller shaft assembly on NAVSEA Form 9247/7, LCS FRE Variant Waterjet and Impeller Shaft Assembly Visual Technical Inspection Report.

Visually inspect the entire shaft surface for dents, raised metal, gouges, scratches, corrosion, pitting, or other physical damage. Record the results of the inspection on the applicable data sheet.

CONCENTRICITY INSPECTION

The shaft section shall be supported between lathe centers and checked for concentricity. No auxiliary support (steady rest) is permitted for concentricity checks.

Lathe centers should be shifted, if necessary, to achieve the smallest runout as close to the shaft ends as practical on a smooth surface.

The shaft shall be marked with chalk (magic marker, tape, etc.) indicating 90º increments around the shaft at all stations along the shaft as required. All zero positions shall be in the same locations at all stations and must not be aligned with keyways.

All dial indicators shall be placed above or below the shaft. Dial indicators mounted on the side are permissible, but should be noted on the data sheet.

The shaft shall be rotated slowly for at least two hours, or until the readings stabilize and are repeatable to within 0.001” every 90º around the shaft, before any readings are recorded. Do not stop rotation of the shaft during concentricity measurements, otherwise the readings must again be allowed to stabilize. Concentricity data are recorded at the following locations:

At each bearing journal, stern tube seal, and coupling interface.

At the start, middle, and end of the impeller sleeve interface.

Every 48” along the length of the shaft between the impeller and the stern tube seal.

Readings shall be taken, recorded, and compared to the maximum allowable for each location of the respective shaft.

BALANCE INSPECTION

A two plane balance dynamic inspection of the shaft shall be performed if the concentricity inspection performed in J-2.3.2 returns unsatisfactory results.

The criteria of the balance inspection shall be per Reference J-1.5.5 with balance grade G6.3. The balance machine shall be capable of measuring 10% of maximum allowable residual unbalance. The residual unbalance of the impeller shaft shall not exceed 425,500 g-mm.

Approval for installing an RFI condition shaft with unsatisfactory concentricity measurements and satisfactory balance inspections will be reviewed on a case-by-case basis by NAVSEA 05Z24. This condition will require a Departure from Specification (DFS).

Report

If unacceptable conditions are found during the inspections, a report shall be made to the TPOC, requesting disposition of the shaft. Copies of the VPI report, digital pictures of the problem areas, and a repair proposal shall be included in the report.

INSPECTION AND REPAIR PROCEDURES

Scope

This chapter covers inspection, repair, and recording procedures for shafts that have been in service.

Preliminary Inspections

Preparation

For shafts received from another activity, visually inspect the packing boxes, crates, blocking, and other protective material for compliance with Reference J-1.5.9 and for signs of damage or wear. If discrepancies are found from commercial shipping/handling or non-compliant packaging, a Report of Discrepancy (ROD) is required, per Reference J-1.5.10 using Standard Form 364.

Remove all preservation packaging and packing (as applicable).

Place the shaft on supports. As a minimum, support the shaft on two wooden cradles. The height of the cradles shall be sized accordingly so that the lowest portion of any part of the shaft is at least 12 inch from the floor. The top of the cradle should be concave to prevent the shaft from rolling. Otherwise, tapered wedges shall be used where the wooden cradle is flat.

Record all stamped data from the impeller shaft assembly on NAVSEA Form 9247/7, LCS FRE Variant Waterjet and Impeller Shaft Assembly Visual Technical Inspection Report.

NOTE 1: Digital pictures of the entire shaft from two sides shall be taken before and after refurbishment. Close-ups of corroded, pitted, or damaged areas shall be provided. Digital pictures shall be taken depicting the before and after conditions of any area repaired. Pictures shall be labeled with shaft serial number, location on shaft, date, repair activity, and any other information to clearly identify the shaft area and condition. Pictures of damage shall also include a scale (e.g. tape measure, ruler, etc.) for determination of magnitude of damage.

SURFACE PREPARATION: Grit blast the previously coated surfaces to near-white metal to allow for immediate NDT and visual surface inspections. Critical surfaces (including journals, seal interfaces, and coupling interfaces) must be properly masked to prevent damage. Clean all metal surfaces thoroughly with a suitable solvent that will leave no appreciable residue.

INSPECTION

NONDESTRUCTIVE SURFACE INSPECTION: All surfaces of the Impeller Shaft shall be inspected by liquid penetrant methods in accordance with Reference J-1.5.7. All rejectable indications shall be explored to their full depth and completely removed. Confirmation of complete removal of rejectable indications by liquid penetrant methods is mandatory. Acceptance criteria shall be in accordance with the original requirements of the applicable forged material specification. Indicate, on the applicable data sheet, that a liquid penetrant test was performed, the conditions observed, and the resulting conditions of excavated indications. Record the locations of all indications on the applicable data sheet.

SHAFT SURFACES: All shaft surfaces shall be inspected for cracks, pitting, grooving, wear, corrosion, marks, etc. and recorded on the applicable data sheet. Indications shall be removed completely by grinding or machining until all rejectable indications have been removed and the material has satisfactorily passed all nondestructive test (NDT) inspections required per J-1.5.7.

SHAFT TOTAL INDICATED RUNOUT:

The shaft section shall be supported between lathe centers and checked for concentricity. No auxiliary support (steady rest) is permitted for concentricity checks.

Lathe centers should be shifted, if necessary, to achieve the smallest runout as close to the shaft ends as practical on a smooth surface.

The shaft shall be marked with chalk (magic marker, tape, etc.) indicating 90º increments around the shaft at all stations along the shaft as required. All zero positions shall be in the same locations at all stations and must not be aligned with keyways.

All dial indicators shall be placed above or below the shaft. Dial indicators mounted on the side are permissible, but should be noted on the data sheet.

The shaft shall be rotated slowly for at least two hours, or until the readings stabilize and are repeatable to within 0.001” every 90º around the shaft, before any readings are recorded. Do not stop rotation of the shaft during concentricity measurements, otherwise the readings must again be allowed to stabilize. Concentricity data are recorded at the following locations:

At each bearing journal, stern tube seal, and coupling interface.

At the start, middle, and end of the impeller sleeve interface.

Every 48” along the length of the shaft between the impeller and the stern tube seal.

Readings shall be taken and recorded on the applicable data sheet and compared to the maximum allowable for each location of the respective shaft.

DIMENSIONAL INSPECTION: Measure the shaft outside diameter and record on the applicable data sheet and compare to the design nominal dimensions and tolerances. Surface finish of each area shall be recorded on the data sheet as well.

INSPECTION REPORT: After the initial inspection has been performed, an inspection report, along with the applicable data sheets, digital pictures, and a repair proposals shall be submitted via the TPOC for review and evaluation. This report shall include the results of the initial inspection, a description of the proposed repairs to be made, and the estimated cost of repairs. Shafts refurbished under contract shall have inspection reports submitted as per the contract requirements.

REPAIR:

REPAIR PROCESSES: The following methods may be used to repair the impeller shafts.

Fairing: Shaft repairs performed via fairing in shall be performed with a rotary file, wire brush, or similar hand tool to a large faired radius (three times the depth) to avoid stress concentrations. The maximum depth of repair by fairing in shall be as specified in J-3.4.4 and J-3.4.5. Removal shall be verified by VT (visual) and PT (liquid penetrant) inspections per Reference J-1.5.7

Weld Repair: For propulsion shafting, repair requirements of Reference J-1.5.16 shall apply, as applicable, and as modified herein for S10-H material. Welding preheat and interpass temperatures, as well as approved filler materials, shall be as specified by Reference J-1.5.15. Welding procedure qualification shall be performed in accordance with Reference J-1.5.14. Welding procedure specifications and qualification test reports shall contain the shafting specific essential elements detailed in Reference J-1.5.16. Procedures qualified in the rotated position shall not cross qualify to other positions. Stress relief of shafting is prohibited unless approved by NAVSEA. Surface treatments, such as cold rolling and shot peening, are prohibited.

Weld repair is required for excavations that exceed the requirements of J-3.4.3, J-3.4.4, and J-3.4.5.

Weld Procedure Qualification: Weld procedure qualification shall be performed in accordance with References I-1.5.14 and I-1.5.16 with the following deviations (as specifically permitted by NAVSEA Memo Ser 33/335 dated 17 AUG 2022). Deviations shall apply to both thick and thin test assemblies.

The welding process shall be Gas Tungsten Arc Weld (GTAW). Other welding processes will require NAVSEA approval.

If using a plate qualification, rotational speed (rim speed) of shafting or stock does not apply as an essential element of the procedure.

Longitudinal speed of the head does not apply as an essential element of the procedure.

The Type 2205 Duplex Stainless Steel material shall not be stress relieved. As such, the shaft or stock rotation speed during stress relief nor the methods of preventing surface scaling during stress relief are not required as essential elements of the procedure.

RT inspections may be used in lieu of UT inspections.

All weld metal tensile specimens are not required.

Microhardness surveys covering the weld metal, heat affected zone (HAZ), and unaffected base metal are not required as there is no requirement for minimum or maximum hardness.

The welding procedure qualification shall include testing for three side bend (or two root and two face) bend test specimens per Reference I-1.5.7 Table 7-7, note 7.

Non-destructive testing (NDT) of qualification test assemblies are not required to be cooled before performance of NDT testing. No stress relief or heat treatment shall be performed following welding of qualification assemblies.

The following deviation shall be used in lieu of the welding requirements identified in Reference I-1.5.16, paragraph 5.1.1.5:

1. Paragraph 5.1.1.5(a), the test assemblies may be plate. For minor repairs using the manual GTAW process, a plate qualification more closely mirrors the repair site seen in service. Minor repairs shall not be made a full 360° around the circumference of the shaft. This alleviates the need for cylindrical stock.

2. Paragraph 5.1.1.5(b), for welding procedure qualification using the manual GTAW process, full penetration plate butt joints shall be used. The manual GTAW process is not listed within Reference I-1.5.16; GTAW is not a practical welding process for making major repairs to steel shafting. Additionally, proposed joint designs will meet the requirements of Reference I-1.5.14.

3. Paragraph 5.1.1.5(c) does not apply.

4. Paragraph 5.1.1.5(d), applies with the exception that there will be no minimum excavation depth for weld repairs.

5. Paragraph 5.1.1.5(e), pipe welding cross-qualifications in Reference I-1.5.16 do not apply to the proposed plate weld repair qualification plan. Any position cross-qualifications shall meet the requirements of Table 7-4 of reference I-1.5.14.

Material cross-qualifications do not apply since 2205 duplex stainless steel is not a comparable material to those listed in listed in Reference I-1.5.16 paragraph 5.1.1.6.

Reference I-1.5.16, paragraph 5.2 states that welders shall be trained and qualified to I-1.5.14 Welding Performance Qualification requirements. NSWCPD Code 337 requests the following deviations from Reference I-1.5.14. Chapter 5, Welding Performance Qualification requirements:

Paragraph 5-2.2, the performance qualification is to be in accordance with the approved procedure outlined above.

Paragraph 5-2.4(c) does not apply.

Paragraph 5-2.5 does not apply.

Paragraph 5-2.8 does not apply. Test assemblies are not to be repair welded.

Paragraph 5-2.11, for duplex stainless steel welders, at least one verification of the process being used on duplex stainless steel base metal within this 6-month period shall also be maintained.

Paragraph 5-2.11.1, for renewal of qualification for duplex stainless steel welders, the welder shall make the test joint on duplex stainless steel base material.

Paragraph 5-3.1.1, qualifications shall be limited to the base material form and joint design employed during weld procedure qualification.

Preparation for Weld Repair: The areas to be weld repaired and the adjacent base material within 1 inch of the weld deposition shall be free of oil, grease, and other contaminants that could adversely affect the welding process.

Major Repairs: The following shall be classified as major repairs:

Weld build-up of 0.098 inch (2.5 mm) or greater in the final machined condition.

Weld build-up of any thickness that covers more than 5 percent of the shaft surface.

Weld build-up of any thickness that extends more than 10 degrees around the shaft circumference.

Welding of Major Repairs: Welding of repairs classified as major shall be accomplished after extending the weld repair groove 360 degrees around the shaft circumference to minimize distortion and equalize weld stresses during weld repair. Major repairs shall be welded with the mechanized Laser Welding process. Deviation from this requires NAVSEA approval.

Minor Repairs: Repairs shall be considered minor if they do not meet the definition of a major repair as defined in J-3.4.1.2.3.

Thermal Spray: Shaft repairs performed via thermal spray shall be limited to non-structural surface restoration in accordance with a NAVSEA approved procedure in accordance with Reference J-1.5.6. All applications of thermal spray shall be requested in the pre-repair inspection report and approved on a case-by-case basis. Repairs performed via thermal spray shall be limited to the maximum thickness specified on the applicable NAVSEA approved procedure.

SHAFT IMPELLER ATTACHMENT INTERFACE SURFACE: Rejectable indications must be completely removed as verified by nondestructive (PT & VT) testing. Surface defects that do not exceed 0.049 inch (1.25 mm) in depth and that cover no more than 5% of the impeller sleeve interface surface area shall be ground smooth using a rotary file or similar hand tool. The remaining surface shall have a surface finish of 64 µin Ra (1.6 µm) or smoother. For surface defects exceeding this criteria or where a blue contact of 80% is not met, major repair by welding and re-machine the area to restore to drawing dimensions provided that weld shrinkage at the toe of the repaired areas does not impact fit-up of the impeller sleeve. A blue contact of 80% distributed over the surface with the appropriate impeller is required for final acceptance.

SHAFT SURFACES: Rejectable indications must be completely removed as verified by non-destructive (PT & VT) inspection. Minor surface defects may be removed by fairing or machining, provided the fully excavated depth will be within 0.098 inch (2.5 mm). Where shaft diameter must be restored to drawing dimensions (e.g. in way of O-ring surfaces and component interfaces), restoration may occur in accordance with J-3.4.1.2 or J-3.4.1.3. Shaft defects exceeding 0.098 inch (2.5 mm) shall be repaired by major welding or submitted for waiver on a case-by-case basis.

SHAFT SURFACES IN WAY OF COUPLING INTERFACES: Rejectable indications must be completely removed as verified by non-destructive (PT & VT) inspection. Minor surface defects may be removed by fairing or machining, provided the fully excavated depth will be within 0.098 inch (2.5 mm). Total surface area of defects shall not exceed 2.5% of the total surface area of the flexible coupling hub to shaft interface. Defects exceeding this surface area criteria may be repaired in accordance with J-3.4.1.2 or J-3.4.1.3 provided that the depth following shaft surface preparation does not exceed 0.098 inch (2.5 mm). Defects exceeding this depth tolerance shall be repaired by major welding or submitted for waiver on a case-by-case basis.

STRAIGHTENING: Cold straightening of shafting does not require NAVSEA approval but shall be accomplished in accordance with a NAVSEA approved procedure. If hot straightening is desired, a procedure must be validated and submitted to NAVSEA for approval with the following specifications:

The maximum temperature permitted to be imparted on the shaft is 400 degrees Fahrenheit at any one point.

Procedure must specify heat source, surface area of heated area (length and arc), cooling method, temperature measurement device, and number of locations measured for average and maximum temperature.

Prior to first use, procedure must be qualified by performing testing of a representative section of shaft material including charpy impact testing, metallographic testing for ferrite and austenite balance, and metallographic testing for sigma phase generation. Each test shall be performed on an untouched section of shaft to serve as a baseline as well as on a section of shaft which has been subjected to the maximum specified temperature. The following criteria are used for acceptance of the testing:

Charpy Impact Testing: New manufacture tolerances Ferrite Content: 25-60% Sigma Phase: Reported for Information

SHAFT TOTAL INDICATED RUNOUT

The shaft section shall be supported between lathe centers and checked for concentricity. No auxiliary support (steady rest) is permitted for concentricity checks.

Lathe centers should be shifted, if necessary, to achieve the smallest runout as close to the shaft ends as practical on a smooth surface.

The shaft shall be marked with chalk (magic marker, tape, etc.) indicating 90º increments around the shaft at all stations along the shaft as required. All zero positions shall be in the same locations at all stations and must not be aligned with keyways.

All dial indicators shall be placed above or below the shaft. Dial indicators mounted on the side are permissible, but should be noted on the data sheet.

The shaft shall be rotated slowly for at least two hours, or until the readings stabilize and are repeatable to within 0.001” every 90º around the shaft, before any readings are recorded. Do not stop rotation of the shaft during concentricity measurements, otherwise the readings must again be allowed to stabilize. Concentricity data are recorded at the following locations:

At each bearing journal, stern tube seal, and coupling interface.

At the start, middle, and end of the impeller sleeve interface.

Every 48” along the length of the shaft between the impeller and the stern tube seal.

Readings shall be taken and recorded on the applicable data sheet and compared to the maximum allowable for each location of the respective shaft.

DIMENSIONAL INSPECTION: Measure the shaft outside diameter and record on the applicable data sheet and compare to the design nominal dimensions and tolerances. Surface finish of each area shall be recorded on the respective data sheets as well.

SHAFT BALANCE: After all repairs have been completed, the shaft shall be two-plane dynamically balanced per Reference J-1.5.5 with balance grade G6.3.

PROTECTIVE COVERING: After the shaft has been repaired and the inspections have been performed in accordance with this TRS Appendix, the shaft assembly shall be painted in accordance with Reference J-1.5.13.

PRESERVATION, PACKAGING, MARKING, AND STORAGE: After the shaft has been repaired and the inspections have been performed in accordance with this TRS Appendix, the shaft assembly shall be preserved, packaged, and packed in accordance with Reference J-1.5.9, level “A” and marked in accordance with Reference J-1.5.9. A Visual Preservation Inspection prior to shipment is required in order to ensure compliance with Reference J-1.5.9, as specified in Reference 1-4(i). Shaft storage shall be in accordance with Reference J-1.5.9.

DATA RECORDING REQUIREMENTS: The Certification Record on page C-1 shall be completed upon completion of the refurbishment. The Certification Record shall be signed by an authorized representative attesting that the impeller shaft assembly is “Ready for Issue”. Any waivers or deviations from the requirements of this TRS appendix shall be recorded on page C-48. A copy of these documents, as well as copies of all applicable data sheets and digital pictures per NOTE 1 shall be forwarded to NAVSEA for review. A copy of the reports shall also be uploaded into the WEBLOG SHAFT database at https://mgtis.nmci.navy.mil/Main_Propulsion/Login.aspx (contact NSWCPD Code 423 administrator for access). Also, a copy shall be included with shafts being returned to the stock system per Reference J-1.5.9. The originals shall be maintained at the overhaul facility for 12 years and then disposed of according to local file maintenance procedures or as dictated by marking requirements on the document.

TRANSPORTATION: Shipment of shafts (as applicable) will be as directed by the NAVSUP Item Manager, who will provide the Transportation Accounting Code (TAC), when required. Transportation modes and equipment shall meet the requirements of Reference J-1.5.9.