1

COMFLTFORCOMINST 4790.3 REV A CH-4

NOTES

This file contains the Word document for notes associated with the significant changes to the JFMM. It has been designed to work with the associated PowerPoint file (JFMM Training.pptx) included on this CD-ROM. The sections of this file correspond to the PowerPoint file.

2. Front Page

COMUSFLTFORCOMINST 4790.3

Revision D

Change 1

3. VOLUME I

No Specific Training Required

5. VOLUME II

6. Maintenance and Modernization

Volume II, Part I, Chapter 3, Paragraph 3.5.1;

Corrosion Planning Conference (Surface Force Ships Only)

Update the Corrosion Planning Conference discussion points

Existing Words

New Words

3.5.1.2.1 Corrosion Planning Conference. SURFMEPP, TYCOM representatives, RMC, CNRMC, Ship Repair Facility (SRF) (Japan only) and ship’s Project Team will review current FRP cycle corrosion requirements for: Tank or void conditions, tank or void assessments, tank or void preservation (includes boundary tank review), tank or void repairs, tank or void mitigation strategies, long range tank planning, structural assessments, intake or uptake assessments, bilge well assessments, structural repairs or preservation, CMP preservation requirements, deferred corrosion related maintenance, corrosion related modernization, corrosion related DFS and shipboard habitability improvements.

3.5.1.2.1 Corrosion Planning Conference. SURFMEPP, TYCOM representatives, RMC, CNRMC, Ship Repair Facility (SRF) (Japan only) and ship’s Project Team will review current FRP cycle corrosion requirements for: Tank or void coating and structural conditions, tank or void assessments, tank or void preservation (includes boundary tank review), tank or void repairs, tank or void mitigation strategies, long range tank planning, structural assessments, intake or uptake assessments, bilge well assessments, structural repairs or preservation maintenance, CMP specific surface ship class structural inspections, CMP corrosion Directive Maintenance Strategiespreservation requirements, deferred corrosion related maintenance, corrosion related modernization, corrosion related DFS and shipboard habitability improvements.

7. Fleet Availabilities

Volume II, Part I, Chapter 4, Paragraph 4.4.1;

Responsibilities

Modified the sub-paragraph to specify SUBMEPP schedules the MMP Initial Planning Meeting, not chair it.

Existing Words

New Words

4.4.1.3 Submarine Maintenance, Engineering, Planning, and Procurement Activity. (SUBMEPP)

c.(MMP only) Chair Initial Planning Meeting to incorporate input from stakeholders in the work package.

4.4.1.3 Submarine Maintenance, Engineering, Planning, and Procurement Activity. (SUBMEPP)

c.(MMP only) Chair Schedule Initial Planning Meeting to incorporate input from stakeholders in the work package.

Volume II, Part I, Chapter 4, Paragraph 4.7.1p;

Major Maintenance Periods

Corrected the responsibilities for the conduct of the Initial Planning Meeting.

Existing Words

New Words

p.Initial Planning Meeting. LMA will schedule and chair the Initial Planning Meeting (IPM). The IPM is usually attended by NAVSEA, TYCOM or ISIC, LMA, and SUBMEPP. The IPM serves as system-by-system review of the Initial Work Package in order to ensure that all necessary work is identified and potential problems with conflicting requirements are identified.

p.Initial Planning Meeting. The LMA will schedule and chair the Initial Planning Meeting (IPM). The IPM is conducted with the assistance of SUBMEPP and is usually attended by NAVSEA, TYCOM or ISIC, LMA, and Ship’s ForceSUBMEPP. The IPM serves as system-by-system review of the Initial Work Package in order to ensure that all necessary work is identified and potential problems with conflicting requirements are identified.

8. VOLUME III

VOLUME III

Deployed Maintenance

9. Voyage Repair Policy

Volume III, Chapter 3, Paragraph 3.4.1;

Surface Force Ship and Aircraft Carrier Policy

Corrected the Fifth Fleet AOR workweek.

Existing Words

New Words

3.4.1.g. Schedule Restrictions. Ships in VR should support the workweek schedule provided by local contractors to make the most productive use of personnel resources during the maintenance period.

(1)In the COMFIFTHFLT AOR, the Arab work week is Saturday through Wednesday with the weekend being on Thursday and Friday.

3.4.1.g. Schedule Restrictions. Ships in VR should support the workweek schedule provided by local contractors to make the most productive use of personnel resources during the maintenance period.

(1)In the COMFIFTHFLT AOR, the Arab work week is Saturday Sunday through Wednesday Thursday with the weekend being on Thursday and Friday and Saturday.

Volume III, Chapter 3, Paragraph 3.4.2.1.8.a;

Voyage Repair Availability Execution

Corrected the Fifth Fleet AOR workweek.

Existing Words

New Words

3.4.2.1.8 Schedule Limitations.

a.In the COMFIFTHFLT AOR, the Arab workweek is Saturday through Wednesday with the weekend being on Thursday and Friday. Ships in VR Availabilities should support this schedule for the most productive use of the maintenance period.

3.4.2.1.8 Schedule Limitations.

a.In the COMFIFTHFLT AOR, the Arab work week is SundaySaturday through ThursdayWednesday with the weekend being on Thursday and Friday and Saturday. Ships in VR Availabilities should support this schedule for the most productive use of the maintenance period.

10. VOLUME IV

11. Diesel Engines

VOLUME IV

Tests and Inspections

Volume IV, Chapter 4, Paragraph 4.3.6;

Inspection Findings

Updated the entire paragraph for clarity.

Existing Words

New Words

4.3.6 Inspection Findings. The inspection will report “as found” conditions.

4.3.6.1 Repair Before Operating. An RBO condition is any condition existing that, if left unattended, would pose an immediate or near term hazard to personnel safety. Only a DEI that is currently certified may issue an RBO. RBO deficiencies require reinspection by a DEI that is currently certified after repairs and before the diesel engine is operated. A DFS will not be approved for RBOs. If there is not an immediate or near term danger to personnel but there is to the equipment, the discrepancy must be assigned as SEVERELY DEGRADED with major operational restrictions. A diesel engine with SEVERELY DEGRADED condition cannot be operated until it is corrected or repaired and reinspected or has a properly approved Major DFS. Discrepancies that may cause an RBO include but are not limited to:

a.Malfunctioning overspeed governor or trip.

b.Inoperative alarms or safety devices.

c.Low lube oil pressure.

d.Readings that exceed the limits of PMS or manufacturer specifications that would pose a hazard to personnel.

e.Uncontrollable lube oil or fuel oil leaks.

f.Lube oil fuel dilution above safe levels.

g.Evidence of serious internal failure.

4.3.6.2 Major Deficiency. This finding is made when major problems exist, but the engine is still operable with restrictions approved by the TYCOM. Any deficiency that has been noted as major must require either immediate correction within 30 days of discovery or reported by Naval message per paragraph 4.4.b(3) of this chapter. This requirement does not alter the normal Casualty Reporting or DFS reporting requirements. Per references (a) and (b), major deficiencies include, but are not limited to:

a.Engine unable to maintain rated load.

b.Automatic equipment inoperative or not functioning properly.

c.Critical components exceed prescribed limits but do not meet the RBO criteria.

d.Temperature or pressure between cylinders are not within specification.

e.Either Remote or Local engine starting (one of two must be operational) or remote securing devices are inoperative.

f.Excessive blower clearance readings.

g.Air box exhaust belt or muffler is excessively dirty or oil laden.

h.Clogged valves or ports.

i.Malfunctioning fuel injection system.

j.Jacket water treatment out of specification.

4.3.6.3 Minor Deficiency. Categorize all other deficiencies as minor.

4.3.6.4 Re-inspections. RBO deficiencies must be re-inspected prior to engine operation by a DEI. If possible, the original DEI should be used, if available. Re-inspection of major and minor deficiencies is not required unless stated in the engine’s inspection report.

4.3.6.5 Recurring Discrepancies. A recurring discrepancy from a previous inspection will be so noted on the inspection report.

4.3.6.6 Component Certification (Aircraft Carriers only). With the exception of RBOs, deficiencies identified in the course of diesel engine inspections performed prior to or during a CNO availability do not necessarily affect component certification to support readiness conditions identified in reference (c) and reference (d). Evaluation of specific deficiencies by Ship’s Force and Naval Supervisory Authority or project team personnel is necessary to determine system readiness conditions are met. An emergency diesel generator is considered certified for operation per reference (c) and reference (d) provided the diesel inspection and all required PMS are within periodicity, including completion of a satisfactory performance test.

4.3.6 Inspection Findings. The inspection will report “as found” conditions. Discrepancies found will be noted on the Administrative Review Sheet and the Engine Discrepancy Sheet as required by reference (b). Categorize discrepancies as Repair Before Operate (RBO), Severely Degraded, Major and Minor.

4.3.6.1 Repair Before Operating. An RBO condition is any condition existing that, if left unattended, would pose an immediate or near term hazard to personnel safety. Only a DEI that is currently certified may issue an RBO. RBO deficiencies require re-inspection by a DEI that is currently certified after repairs and before the diesel engine is operated. A DFS will not be approved for RBOs. Discrepancies that may cause a finding of RBO include but are not limited to:

a. Any condition existing that if left unattended, would definitely pose an immediate or near term hazard to personnel safety.

b.Evidence of serious internal failure (bearing, connecting rod, crankshaft or piston failure).

c.Uncontrollable lube oil, fuel oil or exhaust leaks. Reference (d) provides guidance for defining leaks.

d.Malfunctioning overspeed governor or trip.

4.3.6.2 Severely Degraded. A finding of Severely Degraded will be assigned to a discrepancy which does not present an immediate or near term danger to personnel but does present risk to the equipment. A Severely Degraded finding will include specific operational restrictions. Severely degraded items must be corrected and re-inspected prior to operation or must have an approved major DFS. Discrepancies that may cause a finding of Severely Degraded include but are not limited to:

a.Inoperative alarms or safety devices.

b.Low lube oil pressure.

c.Readings that exceed the limits of PMS or manufacturer specifications that during unrestricted operation would present a hazard to equipment.

d.Lube oil fuel dilution above safe levels.

4.3.6.3 Major Discrepancy. This finding is made when major problems exist, but the engine is still operable with restrictions approved by the TYCOM. Any deficiency that has been noted as major, which has not been corrected by the end of the inspection shall have a JCN assigned. Discrepancies not corrected within 30 days shall be reported by Naval message in accordance with paragraph 4.4.b(3) of this chapter. This requirement does not alter the normal Casualty Reporting or DFS reporting requirements. In accordance with references (a) and (b), major deficiencies include, but are not limited to:

a.Engine unable to maintain rated load.

b.Automatic equipment inoperative or not functioning properly.

c.Critical components exceed prescribed limits but do not meet the Severely Degraded criteria.

d.Temperature and/or pressure between cylinders are not within specification.

e.Either Remote or Local engine starting (one of two must be operational) or remote securing devices are inoperative.

f.Excessive blower clearance readings.

g.Air box exhaust belt/muffler is excessively dirty or oil laden.

h.Clogged valves or ports.

i.Malfunctioning fuel injection system.

j.Jacket water treatment out of specification.

4.3.6.4 Minor Discrepancy. Categorize all other deficiencies as minor.

4.3.6.5 Re-inspections. Discrepancies assigned a grade of RBO must be re-inspected by a DEI prior to operation. A Departure from Specification will not be approved in the case of an RBO discrepancy. Discrepancies assigned a category of Severely Degraded require correction and re-inspection prior to operation or an approved Major Departure from Specification. Repairs to Major and Minor discrepancies may be approved at the unit command level and do not require re-inspection.

4.3.6.6 Recurring Discrepancies. A recurring discrepancy from previous inspections will be specifically noted in the inspection report.

4.3.6.7 Component Certification. (Aircraft Carriers only). With the exception of RBOs, deficiencies identified in the course of diesel engine inspections performed prior to or during a CNO availability do not necessarily affect component certification to support readiness conditions identified in references (c) and (d). Evaluation of specific deficiencies by Ship’s Force and Naval Supervisory Authority/project team personnel is necessary to determine system readiness conditions are met. An emergency diesel generator is considered certified for operation per reference (c) (d) provided the diesel inspection and all required PMS are within periodicity, including completion of a satisfactory performance test.

Volume IV, Chapter 4, Paragraph 4.4;

CO and DEI Reporting

Updated the entire paragraph for clarity.

Existing Words

New Words

4.4.b. The ship’s Commanding Officer must:

(1)Ensure that each inspection or assessment is entered in the applicable machinery history with a brief description of any RBO conditions found at the conclusion of the assessment or inspection.

(2)All maintenance actions and parts usage as the result of the inspection or assessment are properly documented per reference (f).

(3)Send a Naval message listing the status of all unresolved discrepancies listed in the inspection or assessment report within 90 days of inspection completion and every quarter thereafter until all deficiencies are corrected or resolved or brokered by the Maintenance Manager including a final message when all discrepancies have been resolved. The diesel engine In-Service Engineering Agent, Naval Surface Warfare Center Philadelphia Division, should be an addressee of the corrective action message. The message must contain the engine number, date of inspection, type of inspection conducted, and the status of deficiencies not previously reported as corrected or brokered. All deficiencies not corrected during or immediately after the inspection must have a Job Control Number assigned and be listed in the message. The ISIC or Fleet Maintenance Managers must ensure that the deficiencies listed in the inspection or assessment message are corrected at the earliest opportunity in the unit’s maintenance cycle.

c.The DEI must:

(1)The DEI must ensure a maintenance ready 2-Kilo for every discrepancy found during the inspection is entered into the Current Ship’s Maintenance Project. The DEI must also make a verbal report to the ship’s Commanding Officer or his designated representative. The verbal report should discuss the findings of the inspection or assessment, with special note of recurring discrepancies from previous inspections or assessments.

(2)Prepare the inspection report per reference (b) within 30 days following completion of the inspection. The write up must further detail the cause or conditions that lead to the discrepancy noted on the 2-Kilo or in the report. The report must identify what was accomplished during the inspection or assessment to correct any discrepancies and any actions required to correct outstanding discrepancies.

(3)Utilize the Diesel Inspection Management Information System using the DEI report generator for classes of ships that are currently in use. For classes of ships that are not yet in the system, use the current guidance that is in reference (b). This inspection must be reviewed by the RMC prior to forwarding the report to the Commanding Officer of the inspected ship, with information copies to the ISIC, TYCOM, Fleet Maintenance Managers, the cognizant Shipyard (Code 260) and Supervisors of Shipbuilding or NAVSEA Shipyard Representative’s Office (Pre-Availability and during Availability Inspections only) and In Service Engineering Agent.

4.4.b. The ship’s Commanding Officer must:

(1)Ensure that each inspection or assessment is entered in the applicable machinery history with a brief description of any RBO conditions found at the conclusion of the assessment or inspection.

(2)All maintenance actions and parts usage as the result of the inspection or assessment are properly documented per reference (f).

(3)Report by Naval message 30 days after the conclusion of an engines inspection and each 30 days thereafter the status of any discrepancy assigned a category of Major or Minor that has not been corrected or brokered to a repair activity. Discrepancies not corrected or brokered will be identified by JCN. The message will be sent action to NSWC Philadelphia and the servicing Regional Maintenance Center. Information addressees are the ISIC, TYCOM N43, the applicable TYCOM Readiness Code for the ship class, and NAVSEA 05Z. The message will include the engine number, date of inspection, the type of inspection and the name of the inspector.

Send a Naval message listing the status of all unresolved discrepancies listed in the inspection or assessment report within 90 days of inspection completion and every quarter thereafter until all deficiencies are corrected or resolved or brokered by the Maintenance Manager including a final message when all discrepancies have been resolved. The diesel engine In-Service Engineering Agent, Naval Surface Warfare Center Philadelphia Division, should be an addressee of the corrective action message. The message must contain the engine number, date of inspection, type of inspection conducted, and the status of deficiencies not previously reported as corrected or brokered. All deficiencies not corrected during or immediately after the inspection must have a Job Control Number assigned and be listed in the message. The ISIC or Fleet Maintenance Managers must ensure that the deficiencies listed in the inspection or assessment message are corrected at the earliest opportunity in the unit’s maintenance cycle.

c.The DEI must:

(1)The DEI shall ensure a maintenance ready 2-Kilo for every discrepancy is entered into the ships CSMP by M0001 file upload using the software approved by the DEI Program Manager and in accordance with the file upload procedures defined in Volume VI Chapter 42, paragraph 42.5.5.c of this manual. The DEI will verbally report the findings of the inspection to the Commanding Officer or a designated representative upon completion of the inspection.

The DEI must ensure a maintenance ready 2-Kilo for every discrepancy found during the inspection is entered into the Current Ship’s Maintenance Project. The DEI must also make a verbal report to the ship’s Commanding Officer or his designated representative. The verbal report should discuss the findings of the inspection or assessment, with special note of recurring discrepancies from previous inspections or assessments.

(2)Ensure the inspection report, prepared in accordance with reference (b), is signed, serialized and transmitted within 30 days of the inspection completion date. When applicable the inspector shall include in the report the likely cause or condition that resulted in discrepancies rated Major or above and any actions taken during the inspection to correct any discrepancies. The Inspector shall upload a copy of the signed, serialized cover letter as the final enclosure to the report in the Report Generator. The appropriate Supervisor shall then approve the report in the Report Generator and upon approval, the inspection report is considered complete.

Prepare the inspection report per reference (b) within 30 days following completion of the inspection. The write up must further detail the cause or conditions that lead to the discrepancy noted on the 2-Kilo or in the report. The report must identify what was accomplished during the inspection or assessment to correct any discrepancies and any actions required to correct outstanding discrepancies.

(3)Utilize the Diesel Inspection Management Information System using the DEI report generator for classes of ships that are currently in use. For classes of ships that are not yet in the system, use the current guidance that is in reference (b). This inspection must be reviewed by the RMC or parent command prior to forwarding the report to the Commanding Officer of the inspected ship, with information copies to the ISIC, TYCOM, Fleet Maintenance Managers, the cognizant Shipyard (Code 260) and Supervisors of Shipbuilding or NAVSEA Shipyard Representative’s Office (Pre-Availability and during Availability Inspections only) and In Service Engineering Agent.

(4)Open the report in the Diesel Inspection Management Information System on the day of starting the inspection or assessment and will send an email to the DEI Program Manager that an inspection or assessment has started. Discrepancies found during the inspection or assessment shall be entered into the open report on a daily or weekly basis and AWRs shall be uploaded weekly.

Volume IV, Chapter 4, Paragraph 4.6.e;

Compliance

Added a new sub-paragraph to codify the requirement for an audit of the Diesel Inspection Programs at each RMC by the assigned DEI Program Manager.

Existing Words

New Words

e.The Diesel Inspection Program Manager shall audit the diesel inspection programs of each Regional Maintenance Center and other DEI inspection activities annually. The audit report will be debriefed to the highest level available at the conclusion and copy of report will be provided to the Commanding Officer and NAVSEA 05.

Volume IV, Chapter 4, Appendix A;

**Complete Appendix Rewrite. Review in its entirety.**

Updated the Appendix A for Diesel Maintenance Strategy (DMS) Management for Surface Force.

12. System Test Check Lists

Volume IV, Chapter 9, Appendix B;

Non-Nuclear Test Rig Determination and Inspection Check List

Modified the appendix to support the use of digital pressure indication devices.

Existing Words

New Words

2. GAGES:

2. GAGES:

a. The pressure gage range based on the maximum test pressure up to and including the relief valve setting must be:- greater than the test pressureand- not more than 200% of the maximum test pressure.

a.ANALOG GAGESThe pressure gage range based on the maximum test pressure up to and including the relief valve setting must be:- greater than the test pressureand- not more than 200% of the maximum test pressure.

b. For tests 0-60 psi and below, the range may exceed 200% of the test pressure but will be as low as practical.

b. For tests 0-60 psi and below, the range may exceed 200% of the test pressure but will be as low as practical.

c. Test gage pressure graduations are equal to or smaller than those specified by reference (a) Table 504-6-1.

c. Test gage pressure graduations are equal to or smaller than those specified by reference (a) Table 504-6-1. Gage accuracy must be at least + or - 1.0% of the gage span.

d. Primary gage accuracy must be at least + or - 1.0% of the gage span.

d. Primary gage accuracy must be at least + or - 1.0% of the gage span.

b.DIGITAL GAGES

Digital gages are authorized for use by reference (b).

Digital gages of any range may be used as long as the gage accuracy is equal to or better than + or - 1.0% of the gage span.

Gage range may exceed 200 % of the test pressure as long as the gage accuracy is equal to or better than + or - 1.0% of the test pressure.

Gage accuracy must be equal to or better than + or - 1.0% of the test pressure.

e. RECORD GAGE DATA:

Primary gage range psi Cal due date Ser Number________________

Backup gage range psi Cal due date Ser Number

ce. RECORD GAGE DATA:

Primary gage range psi Cal due date Ser Number________________

Backup gage range psi Cal due date Ser Number

f. Gages have been calibrated within the required periodicity.

Circle applicable item:(1) Normal metrology requirements list calibration frequency (This is the frequency unless specified otherwise for the specific test).

(2) Special frequency required by

(Indicate required frequency and applicable reference).

df. Gages have been calibrated within the required periodicity.

Circle applicable item:(1) Normal metrology requirements list calibration frequency (This is the frequency unless specified otherwise for the specific test).

(2) Special frequency required by

(Indicate required frequency and applicable reference).

6. OPERATIONAL TEST:

6. OPERATIONAL TEST:

a. Mark hydro gages with a red pointer at the required relief set point, half way between the test pressure and the relief valve set point.

a. ANALOG GAGES:

Mark all test hydro gages with either a red grease pencil, red tape, or the use of an integral red hand or other suitable markpointer at the required relief over pressure protection set point, half way between the test pressure and the relief valve set point.

DIGITAL GAGES:

Digital gages must have the manual over-pressure value (red hand setting) posted in the immediate vicinity of the display with red digits approximately the same size as the digits in the instrument display. For example, red hand settings may be marked on a blank label plate of “Whiteboard” material affixed to the test rig and the setting entered using a non-permanent red marker (dry erase).

13. Gas Free Engineering

Volume IV, Chapter 25;

**Complete Chapter Rewrite. Review in its entirety.**

Updated the chapter to clarify Gas Free Engineering requirements and defined Naval Maintenance Facility.

14. Reboiler Inspection

Volume IV, Chapter 27;

**Complete Chapter Rewrite. Review in its entirety.**

Updated the chapter to reflect current practice and direction from the Technical Warrant Holder.

15. VOLUME V

16. Organizational Responsibilities

Volume V, Part I, Chapter 1, Paragraph 1.6.12.t;Ship’s QAO

Modified the paragraph to assign a long-range quality assurance training plan the responsibility of the QAO vice the Engineering Department.

Existing Words

New Words

t.Ensure that QA training is conducted as required by Part I, Chapter 3 and Part III, Chapter 3 (as applicable) of this volume and reference (a) (as applicable). The QAO will coordinate with the Ship’s Engineer and Engineering Department Master Chief to incorporate these requirements into the Engineering Departmental Training Plan. The QAO will attend QA training when practical.

t.EnsureThe QAO will create and manage a long range training plan that QA training is conducted as required by Part I, Chapter 3 and Part III, Chapter 3 (as applicable) of this volume and reference (a) (as applicable). The QAO will coordinate with the Ship’s Engineer and Engineering Department Master Chief to incorporate these requirements into the Engineering Departmental Training Plan. The QAO will attend QA training when practical.

Volume V, Part I, Chapter 1, Appendix A;Pre-Underway Checklist (Submarines Only)

Added a new review to check for Scope of Certification PMRs for units getting underway for Manned Operations.

Modified the DFS review to direct Ship’s QAO to use the ship’s CSMP OMMS-NG for this review and report completion to ISIC QAO prior to Ship’s underway. ISIC Material Officer/Submarine Maintenance Coordinator (SMC) will use shore base CSMP for this review and report completion to ISIC QAO prior to Ship’s underway.

Existing Words

New Words

Other Reviews (48-24 Hours Prior to Underway)

The ship’s QAO shall complete a QA Pre-Underway Checklist with the ISIC QAO.

DFS Review (includes waiver and deviations) (Within 24 Hours of Underway)

Verify all CSMP entries are properly documented per references (p) and all SUBSAFE, Fly-by-Wire and DSS-SOC deficiencies are either cleared or documented on an approved DFS. Ship’s QAO will use OMMS-NG for this review. ISIC QAO will use RMAIS for this review.

Other Reviews (48-24 Hours Prior to Underway)

The ship’s QAO shall complete a QA Pre-Underway Checklist with the ISIC QAO.

Designated SOC Ships - If Manned Operations are scheduled, verify no Scope of Certification (SOC) PMRs will become due prior to Manned Operations. Perform the PMR or submit a major DFS if the PMR will come due during scheduled manned operations.

The ship’s QAO will be relieved on ____________________ (DD MMM YY)

DFS Review (includes waiver and deviations) (Within 24 Hours of Underway)

Verify all CSMP entries are properly documented per references (p) and all SUBSAFE, Fly-by-Wire and DSS-SOC deficiencies are either cleared or documented on an approved DFS. Ship’s QAO will use OMMS-NG for this review. ISIC QAO will use RMAIS for this review and report completion to ISIC QAO prior to ship’s underway. Submarine Maintenance Coordinator will use the shore based CSMP for this review and report completion to ISIC Material Officer and ISIC QAO prior to ship’s underway.

17. Quality Maintenance Processes

Volume V, Part I, Chapter 2, Appendix C;

Certification Signature Requirements for Reactor Plant, Nuclear Support Facility and Controlled Industrial Facility Work - (Submarines Only)

Updated the appendix to update Certification Signature requirements to properly determine what constitutes a record.

Existing Words

New Words

1. General Requirements. This appendix lists the instances when a signature is required to certify data or accomplishment of maintenance items. All attributes will be certified by verification or inspection. Appendix C is meant to be comprehensive. However, there could be a maintenance item performed by forces afloat and not listed in this appendix where a NAVSEA document requires a verification with a certification signature; in that event, the certification signature requirement should be met following the NAVSEA document.

a. Certifications that record OQE must be documented on QA forms and kept as required by references (u) and (v), as applicable.

b. Items that require inspection or verification without an associated record will require a signature only and are not OQE. Therefore, they do not need to be kept after the maintenance is complete and accepted.

e. Certification signature statements must be referenced on each page where a certification signature is required using references (u) and (v), as applicable, for reactor plant and Nuclear Support Facility maintenance respectively:

2. Specific Requirements.

a. Cleanliness. Nuclear propulsion plant cleanliness, foreign material, and detrimental material control must be according to Table 2.4-a of reference (w).

2.a.(1) (j) The following inspections must be performed by personnel qualified to perform the verifications but do not require an independent inspection or a certification signature:

1. General Requirements. This appendix lists the instances when a signature is required to certify data or accomplishment of maintenance items. All attributes will be certified by verification or inspection. Appendix C is meant to be comprehensive. However, there could be a maintenance item performed by forces afloat and not listed in this appendix where a NAVSEA document requires a verification with a certification signature; in that event, the certification signature requirement should be met following the NAVSEA document.

a. Certifications signatures in Nuclear Controlled Work Packages, required by this chapter, that record OQE must be documented on QA forms and kept as required by references (u) and (v), as applicable. Certification signatures listed in this appendix, which are not required to be documented on QA Forms, are not OQE and have no specific retention requirement.

b. Items that require inspection or verification documented in TWDs other than a CWPwithout an associated record will require a signature only and are not OQE. Therefore, they do not need to be kept after the maintenance is complete and accepted.

e. Certification signature statements must be referenced on each page, or in the General Information element of the associated locally prepared TWD, where a certification signature is required using references (u) and (v), as applicable, for reactor plant and Nuclear Support Facility maintenance respectively:

2. Specific Requirements.

a. Cleanliness. Nuclear propulsion plant cleanliness, foreign material, and detrimental material control must be according to Table 2.4-a6.1 of reference (w). Cleanliness certification signatures are not required to be documented on QA Forms.

2.a.(1) (j) The following require certification by a craftsman inspections must be performed by personnel qualified to perform the verifications and will be documented by the craftsman by signing a certification signature. but do not require aAn independent inspection or a certification signature:is not required.

18. Personnel Qualifications and Training Volume V, Part I; Chapter 3; paragraph 3.5.2;Training Requirements

Modified training requirements to require the QAO to create a Long Range Training Plan (LRTP), approved by the Executive Officer, to track topics desired to be given on a periodic basis.

Also added a requirement for the Ship’s Supply Officer to ensure supply department personnel receive training on nuclear and non-nuclear controlled material certification, procurement, receipt inspection and LI/SOC stock program material, SW, VU and NRP stowage requirements.

Existing Words

New Words

3.5.2 Requirements. The training topics of this chapter must be fully integrated into the Engineering Department Training Plan per reference (f). The QAO must provide a list of applicable training topics to the Engineer and Engineering Department Master Chief for all ship’s departments for inclusion in the Engineering Department training plans.

a.These topics must be reviewed and updated annually or whenever a new long-range training plan is generated.

b.For maintenance personnel, the QAO must provide a list of applicable training topics using Appendices B and C of this chapter as a guide.

c.For personnel responsible for planning, approving, inspecting or supervising maintenance on systems or equipment included in the QM Program, the QAO must submit a separate advanced training program. At a minimum, the following items must be covered.

(1)Requirements and generation of a controlled work package and formal work package including objective quality evidence, required inspections and critical QM points.

(2)Material certification, control and stowage requirements.

(3)In-process control including torquing, controlled assembly, system cleanliness requirements for specific systems (e.g., air systems, hydraulic systems) and common mistakes noted in completed QA forms.

(4)Testing.

(5)Departure from specifications..

3.5.2 Requirements. The QAO will create a Long Range Training Plan (LRTP), approved by the Executive Officer, to track topics desired to be given on a periodic basis. Reference (f) provides guidance on effective training planning and LRTP use. The training topics of this chapter must be fully integrated into the Engineering Department Training Plan per reference (f). The QAO must provide a list of applicable training topics to the Engineer and Engineering Department Master Chief for all ship’s departments for inclusion in the Engineering Department training plans.

a.For personnel qualified 301 (craftsman) and above, in accordance with reference (a), the QAO will include applicable training topics using Appendices B and C of this chapter as a guide. These topics must be reviewed and updated annually or whenever a new long-range training plan is generated.

b.For maintenance personnel, the QAO must provide a list of applicable training topics using Appendices B and C of this chapter as a guide.

bc.For personnel responsible for planning, approving, inspecting or supervising maintenance on systems or equipment included in the QM Program, the QAO willmust include the following items in the LRTPsubmit a separate advanced training program. At a minimum, the following items must be covered.

(1)Requirements and generation of a controlled work package and formal work package including objective quality evidence, required inspections and critical QM points.

(2)Material certification, control and stowage requirements.

(3)In-process control including torquing, controlled assembly, system cleanliness requirements for specific systems (e.g., air systems, hydraulic systems) and common mistakes noted in completed QA forms.

(4)Testing.

(5)Departure from specifications.

c.The Ship’s Supply Officer will ensure supply department personnel receive training on nuclear and non-nuclear controlled material certification, procurement, receipt inspection and LI/SOC stock program material, SW, VU and NRP stowage requirements.

19. In-Process Control.

Volume V, Part I; Chapter 5; paragraph 5.2.2;

Torque Wrench’s

Added a NOTE applicable to torque wrenches.

Clarified the criteria used for the selection of torque wrenches.

Existing Words

New Words

5.2.2 Torque Wrenches.

a.Selection. Torque wrenches should be selected in such a manner that the required final torque falls within 20% to 90% of the torque wrench maximum value. For example:

(1)A torque wrench with an indicating range of 0-100 ft-lbs and a maximum value of 100 ft-lbs can be used for a maximum torque of 90 ft-lbs and a minimum torque of 20 ft-lbs.

(2)A torque wrench with an indicating range of 50-250 ft-lbs and maximum value of 250 ft-lbs can be used for a maximum torque of 225 ft-lbs and a minimum torque of 50 ft-lbs.

DFS.

a.If the nonconforming condition does not meet the criteria as a Major or Minor DFS, no DFS is required and the nonconforming condition will be entered in the ship’s Current Ship’s Maintenance Project (CSMP).

d.If a DFS is approved as “temporary” and requires rework to correct the discrepant condition at a later date, a new CSMP entry for correction of the discrepant condition will be initiated by the ship. The ship’s QAO ensure this action is accomplished.

5.2.2 Torque Wrenches.

NOTE:THE FOLLOWING APPLIES TO TORQUE WRENCHES USED ABOVE WATER OR SUBMERGED IN WATER (FRESH WATER OR SALTWATER).

a.Selection. Torque wrenches should be selected in such a manner that the required final torque falls within 20% to 90% of the torque wrench maximum value. For example:

(1)A torque wrench with an maximum indicating range value of 0-100 ft-lbs and a maximum value of 100 ft-lbs can be used for a maximum torque of 90 ft-lbs and a minimum torque of 20 ft-lbs.

(2)A torque wrench with an maximum indicating range value of 50-250 ft-lbs and maximum value of 250 ft-lbs can be used for a maximum torque of 225 ft-lbs and a minimum torque of 50 ft-lbs.

DFS.

a.If the nonconforming condition does not meet the criteria as a Major or Minor DFS, no DFS is required and the nonconforming condition will be entered in the ship’s Current Ship’s Maintenance Project (CSMP). This CSMP entry must include the On-Site Analysis Report serial number, if applicable, or other technical references documenting or tracking the non-conformance.

d.If a DFS is approved as “temporary” and requires rework to correct the discrepant condition at a later date, a new CSMP entry for correction of the discrepant condition will be initiated by the ship. This CSMP entry must include the On-Site Analysis Report serial number, if applicable, or other technical references documenting or tracking the non-conformance. The ship’s QAO must ensure this action is accomplished.

20. Departures from Specifications.

Volume V, Part I; Chapter 8; paragraph 8.2.2

Departures from Specification during CNO Availability Sea Trials

Added subparagraph to utilize SITREP during submarine sea trails for failed inspections.

Existing Words

New Words

8.2.2 Reporting Departures from Specification while Conducting a CNO Availability Sea Trial. (Submarines Only) Any failed inspection, test or as found deficient condition that would normally be documented on a DFS will be documented and reported in the daily Submarine Sea Trial Situation Report (SITREP) as required by Volume II, Part I, Chapter 3 of this manual. The only DFS required to be written during CNO Availability SEA TRIALs are those DFS used to close Re-Entry Controlled (REC) work performed at sea during the trials to accomplish testing below 200 ft.

Volume V, Part I; Chapter 8; paragraph 8.2.3;

Types of Departures

Clarified all submarine DFS submitted for evaluation must be adjudicated prior to ship’s underway operations except when executing berth shifts that do not involve open ocean movements.

Existing Words

New Words

8.2.2 Types of Departures from Specification. A DFS is classified as either Major or Minor depending on its significance. Major DFS are described in paragraph 8.2.4 of this chapter. Minor DFS are described in paragraph 8.2.5 of this chapter. Care must be exercised in evaluating and determining the type of DFS. All submarine DFS submitted for evaluation must be adjudicated prior to operating the equipment operating the equipment or ship’s underway operations except when repositioning a submarine by tug or similar craft.

8.2.32 Types of Departures from Specification. A DFS is classified as either Major or Minor depending on its significance. Major DFS are described in paragraph 8.2.54 of this chapter. Minor DFS are described in paragraph 8.2.65 of this chapter. Care must be exercised in evaluating and determining the type of DFS. All submarine DFS submitted for evaluation must be adjudicated prior to ship’s underway operations except when executing berth shifts that do not involve open ocean movements (i.e. movements within a harbor or river). All submarine DFS submitted for evaluation must be adjudicated prior to operating the affected equipment except:

a.A ship is in a Chief of Naval Operations availability and the affected system or component has been turned over to the Shipyard for maintenance or operation.

OR

b.The system or component is entered into a formal test or test program which controls operation.

operating the equipment or ship’s underway operations except when repositioning a submarine by tug or similar craft.

Volume V, Part I; Chapter 8; paragraph 8.2.5;

Major Departures from Specifications

Added sub-paragraphs to require rescue seating surface PMRs not completed within planned periodicity a major DFS approved by NAVSEA.

Existing Words

New Words

v.(Submarines only) For all rescue seating surface (Escape Trunks, Logistics Escape Trunks and Lockout Trunks) Periodic Maintenance Requirements (PMRs) not completed within periodicity. A major DFS, approved by NAVSEA, is required for rescue seats that will exceed planned PMR periodicity.

w.(Submarines only) For all rescue seating surface (Escape Trunks, Logistics Escape Trunks and Lockout Trunks) paint or surface finish defects, not corrected prior to ships underway.

21. Departures from Specifications.

Volume V, Part I; Chapter 8; paragraph 8.3.9.a.(1);

DFS for Additive Manufacturing

Identified exceptions to non-conformances not permitted to expire.

Existing Words

New Words

8.3.9 Extending a Temporary Departure. In the event that a departed condition will not be corrected by the expiration date, the Ship’s QAO is responsible to submit the departure(s) to the ISIC requesting an extension. The extension request will explain why the departure will not be corrected. The extension request must be made sufficiently in advance to allow the evaluation process to be completed before the expiration date. The Departure extension will be routed to the same level of approval authority as the original Departure.

a.Nonconformances are expected to expire. It is acceptable for nonconformances to expire while the ship or Deep Submergence System (DSS) or Scope of Certification (SOC) asset is in a scheduled availability except as listed here:

(1)Nonconformances must not be permitted to expire for equipment or systems that are in operation or will be operated during the availability.

(2)Nonconformances associated with UROs must be approved and or extended prior to submarine underway operations unless the submarine is repositioned by tug or similar craft.

8.3.9 Extending a Temporary Departure. In the event that a departed condition will not be corrected by the expiration date, the Ship’s QAO is responsible to submit the departure(s) to the ISIC requesting an extension. The extension request will explain why the departure will not be corrected. The extension request must be made sufficiently in advance to allow the evaluation process to be completed before the expiration date. The Departure extension will be routed to the same level of approval authority as the original Departure.

a.Nonconformances are expected to expire. It is acceptable for nonconformances to expire while the ship or Deep Submergence System (DSS) or Scope of Certification (SOC) asset is in a scheduled availability except as listed here:

(1)Nonconformances must not be permitted to expire for equipment or systems that are in operation or will be operated during the availability. except:

(a)A ship is in a Chief of Naval Operations availability and the affected system or component has been turned over to the Shipyard for maintenance or operation.

OR

(b)The system or component is entered into a formal test or test program which control operation.

(2)Nonconformances associated with UROs must be approved and or extended prior to submarine underway operations unless the submarine is repositioned by tug or similar craft.

22. Quality Assurance Records.

Volume V, Part I; Chapter 10; paragraph 10.5.7;

Training

Expanded the paragraph to provide clear guidance on how to conduct, track, and evaluate QA training.

Existing Words

New Words

10.5.7 Training.

a.Training records will be retained following TYCOM instructions.

b. (Submarines only) The ship must maintain a record of completion for each member of the crew indicating the date of completion for annual SUBSAFE Awareness, Fly-by-Wire Awareness and SOC Awareness Training, as applicable.

10.5.7 Training.

a.Training records will be retained following TYCOM instructions.

ab.(Submarines only) The ship must maintain a record of completion for each member of the crew indicating the date of completion for annual SUBSAFE Awareness, Fly-by-Wire Awareness and SOC Awareness Training, as applicable.

b. A hard or electronic copy of the record of lectures and seminars conducted during the past 12 months must be retained.

c. The record should show the topic, the lecturer or seminar leader, the monitor, and the number of personnel in attendance. Topics should include a brief listing of material covered where appropriate.

d. Attendance records by name are not required, except as noted in sub-paragraph a.

e. This record should be kept in a format that enables it to be compared against the Long Range Training Plan to determine the utilization of that plan.

23. VOLUME VI

VOLUME VI

MAINTENANCE PROGRAMS

24. Submarine Modernization

Volume VI, Chapter 3; paragraph 3.2.3.f;

Ship’s Alteration Coordinator (Submarines Only)

Modified the paragraph to better define how the submarine will notify the Squadron of nuclear alterations that the ship has installed.

Existing Words

New Words

f.For reactor plant alterations completed by Ship’s Force, RPCCRs will be processed:

(1)RPCCRs for Ships with Propulsion - Organizational Maintenance Management System (P-OMMS). Ship’s Force updates and reports configuration changes in P-OMMS. The P-OMMS coordinator must record all updated configuration information and transmit the e-RPCCR data per references (d) and (e). In addition, provide a list of NUCALTs completed by Ship’s Force to the ISIC Alteration Manager and Squadron Engineer so they can be closed out in RMAIS or LDS or appropriate maintenance database.

(2)RPCCRs for Ships without P-OMMS. Paper RPCCRs provided with the alteration must be completed by Ship’s Force and scanned to a .pdf format and submitted as uploads via the Naval Reactors Information Portal per references (d) and (e). In addition, provide a list of NUCALTs completed by Ship’s Force to the ISIC Alteration Manager and Squadron Engineer so they can be closed out in RMAIS or LDS or appropriate maintenance database.

f.For reactor plant alterations completed by Ship’s Force, RPCCRs will be processed:

(1)RPCCRs for Ships with Propulsion - Organizational Maintenance Management System (P-OMMS). Ship’s Force updates and reports configuration changes in P-OMMS. The P-OMMS coordinator must record all updated configuration information and transmit the e-RPCCR data per references (d) and (e). In addition, prepare a memorandum of NUCALTs completed by Ship’s Force for review by the Ship’s Engineer Officer. The memorandum shall be formatted similar to the example provided in Appendix H. The ship’s Engineer Officer shall review and deliver the memorandum (e-mail is acceptable) to the Squadron Engineer and Alteration Coordinator provide a list of NUCALTs completed by Ship’s Force to the ISIC Alteration Manager and Squadron Engineer so they can be closed out in RMAIS or LDS or appropriate maintenance database.

(2)RPCCRs for Ships without P-OMMS. Paper RPCCRs provided with the alteration must be completed by Ship’s Force and scanned to a .pdf format and submitted as uploads via the Naval Reactors Information Portal per references (d) and (e). In addition, prepare a memorandum of NUCALTs completed by Ship’s Force for review by the Ship’s Engineer Officer. The memorandum shall be formatted similar to the example provided in Appendix H. The ship’s Engineer Officer shall review and deliver the memorandum (e-mail is acceptable) to the Squadron Engineer and Alteration Coordinator.provide a list of NUCALTs completed by Ship’s Force to the ISIC Alteration Manager and Squadron Engineer so they can be closed out in RMAIS or LDS or appropriate maintenance database.

25. Surface Force Corrosion Control

Volume VI, Chapter 13;

Reporting

Updated the paragraph to agree with the Corrosion Control Assessment and Maintenance Manual and use of Corrosion Assessment Data Tool Cadet.

Existing Words

New Words

13.1 PURPOSE. To provide basic guidelines necessary to maintain an effective Corrosion Prevention and Control Program. Guidance for inspection, prevention and repair of corrosion on ships is contained in references (a), (b) and (c), which supersedes all previous class specific Corrosion Control Manuals distributed by Naval Sea Systems Command. In addition, this chapter requires the use of the Corrosion Control Information Management System (CCIMS) database as the repository for all inspection and maintenance data. The maintenance of coating integrity to prevent structural degradation is necessary to ensure the safe and proper operation of the ship. Maintenance of areas with severe corrosion require enhanced and targeted surveillance due to the highly corrosive conditions that can lead to higher risk of accelerated structural degradation. Reference (a) provides structural system survey and inspections criteria for surface ships and aircraft carriers. Reference (c) provides process requirements for inspecting tanks and voids and provides condition based maintenance guidance for availability planning.

13.1 PURPOSE. To provide basic guidelines necessary to maintain an effective Corrosion Prevention and Control Program. Guidance for inspection, prevention and repair of corrosion on ships is contained in references (a), (b) and (c), which supersedes all previous class specific Corrosion Control Manuals distributed by Naval Sea Systems Command. In addition, this chapter requires the use of the Corrosion Control Information Management System (CCIMS) database as the repository for all inspection and maintenance data. The maintenance of coating integrity to prevent structural degradation is necessary to ensure the safe and proper operation of the ship. Maintenance of areas with severe corrosion require enhanced and targeted surveillance due to the highly corrosive conditions that can lead to higher risk of accelerated structural degradation. Reference (a) provides structural system survey and inspections criteria for surface ships and aircraft carriers. Reference (c) provides process requirements and guidance for the conduct of surveys and inspections, and the disposition of their results used to make coating and structural condition repair or replacement decisions in selected areas on Naval surface ships, craft, and aircraft carriers. for inspecting tanks and voids and provides condition based maintenance guidance for availability planning.

Existing Words

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13.2 BACKGROUND. Protective coatings are the most widely used method of corrosion control and have specific applications. Therefore, the physical location and operating environment must be taken into consideration when choosing a coating system. Through the application of improved corrosion prevention and control techniques, procedures, and materials, longer lasting and more effective results can be obtained with a reduction in man-hours spent on preservation. The Department of Defense “Annual Cost of Corrosion for Navy Ships” study identified corrosion control and preservation as a high cost driver for ship life cycle maintenance. In order to reduce this life cycle maintenance cost, an accurate database of coating conditions is required to facilitate timely and appropriate maintenance decisions. The failure to identify, track, and repair a preservation system deficiency can result in coating failure and can result in damage to the structure, substantially increase repair costs and adversely impact both the seaworthiness and combat worthiness of the hull. The CCIMS database was developed to document coating conditions to assist in maintenance planning. The CCIMS database is located at https://ccims.dc3n.navy.mil and can be accessed to record the results of tank, void and general structural inspections, coating systems installed, and all repairs conducted.

13.2 BACKGROUND. Protective coatings are the most widely used method of corrosion control and have specific applications. Therefore, the physical location and operating environment must be taken into consideration when choosing a coating system. Through the application of improved corrosion prevention and control techniques, procedures, and materials, longer lasting and more effective results can be obtained with a reduction in man-hours spent on preservation. The Department of Defense “Annual Cost of Corrosion for Navy Ships” study identified corrosion control and preservation as a high cost driver for ship life cycle maintenance. In order to reduce this life cycle maintenance cost, an accurate database of coating conditions is required to facilitate timely and appropriate maintenance decisions. The failure to identify, track, and repair a preservation system deficiency can result in coating failure and can result in damage to the structure, substantially increase repair costs and adversely impact both the seaworthiness and combat worthiness of the hull. The CCIMS database was developed to document coating conditions to assist in maintenance planning. The CCIMS database is located at HYPERLINK "https://ccims.dc3n.navy.mil" https://ccims.dc3n.navy.mil and can be accessed to record the results of tank, void and general structural inspections, coating systems installed, and all repairs conducted. In 2018, the carrier CCIMS database was integrated with a suite of new maintenance planning systems, and the CCIMS website inactivated. Submit carrier data using the Carrier Structural Survey and Inspection Material Condition Feedback (MCF) form to record the conditions of coatings, structures, and related components for applicable structural systems, and those listed in reference (c). Contact the appropriate TYCOM Corrosion Control Manager to obtain a carrier MCF form. To submit data for other vessels, contact the applicable Maintenance Planning Activity. Term “CCIMS database” refers to the Maintenance Planning Activity data storage location. Contact SURFMEPP for access request information to the surface ship CCIMS database which resides in the Corrosion Advance Planning Suite (CAPS) for Surface Force ships.

Existing Words

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13.3 POLICY.

a.All Level 1 and 2 corrosion control structural system surveys and inspections must be accomplished per reference (a).

(1)Level I Structural System Surveys are defined as scheduled inspections per the Class Maintenance Plan specific to each ship class and are focused on ship structure and foundations.

(2)Condition-directed Level 2 structural inspections must be conducted if warranted by deficiencies identified by a Level 1 survey. The Level 2 inspection must include, but is not limited to, thickness gauging measurements and Non-Destructive Testing as applicable to the structural condition to allow for adequate assessment.

b. The CCIMS database must be used for documenting coating system inspections, maintenance and repairs.

13.3 POLICY.

a.All Level 1 and 2 corrosion control structural system surveys and inspections must be accomplished per reference (a) and (c).

(1)Level I Structural System Surveys are defined as scheduled inspections per the Class Maintenance Plan specific to each ship class and are focused on ship structure and foundations.

(2)Condition-directed Level 2 structural inspections must be conducted if warranted by deficiencies identified by a Level 1 survey. The Level 2 inspection must include, but is not limited to, thickness gauging measurements and Non-Destructive Testing as applicable to the structural condition to allow for adequate assessment.

b.The CCIMS database must be used for documenting coating system to document Level 1 and Level 2 inspections for coating and structural condition used in inspections, maintenance and repairs. For Surface Force ships only, the Corrosion Assessment Data Tool Cadet will be used to enter assessment data and generate tank repair Automated Work Requests (AWR).

Existing Words

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13.4.3 Surface Force Ships and Aircraft Carriers

g. Carrier Planning Activity (Aircraft Carriers) and Surface Maintenance Engineering Planning Program (SURFMEPP) for Surface Force ships are authorized to record the results of tank, void and general structural inspections, coating systems installed, and all repairs conducted to the database.

26. Flight Deck Non-Skid

Volume VI, Chapter 34;

** New chapter. Review in its entirety. **

Established a new chapter concerning the inclusion of the new flight deck non-skid maintenance requirement procedures, including inspecting flight deck non-skid system for corrosion and non-skid coating failures.

27. Volume VII

No Specific Training Required

CONTRACTED SHIP MAINTENANCE

VOLUME VII

V-I-5-46

JFMM Volume I

JFMM Volume I

NEW CONSTRUCTION

NEW CONSTRUCTION

JFMM Volume II

JFMM Volume II

JFMM Volume V

JFMM Volume V

QUALITY MAINTENANCE

QUALITY MAINTENANCE