S9CG0-BP-SRM-010/CG-47 CL

REVISION 1

NAVSEA TECHNICAL PUBLICATION

INSPECTION, TESTING, FABRICATION, AND WELDING FOR

ALUMINUM SUPERSTRUCTURES DURING REPAIR,
ALTERATION, AND MODERNIZATION, FOR CG-47 CLASS
SHIPS

Supersedure Notice: This revision supersedes S9CG0-BP-SRM-010/CG-47 CL dated 28 April 1995.

DISTRIBUTION STATEMENT D: DISTRIBUTION AUTHORIZED TO THE DEPARTEMENT OF DEFENSE AND U.S. DoD CONTRACTORS
ONLY (ADMINISTRATIVE OR OPERATIONAL USE) (1 MARCH 1992). OTHER REQUESTS FOR THIS DOCUMENT SHALL BE REFERRED
TO NAVAL SEA SYSTEMS COMMAND SEA 05D5 (IN-SERVICE SHIP DESIGN MANAGER FOR CG-47 CLASS).

WARNING: THIS DOCUMENT CONTAINS TECHNICAL DATA WHOSE EXPORT IS RESTRICTED BY THE ARMS EXPORT CONTROL ACT
(TITLE 22, U.S.C. SEC. 2751 ET. SEQ.) OR EXECUTIVE ORDER 12470. VIOLATIONS OF THESE EXPORT LAWS ARE SUBJECT TO
SEVERE CRIMINAL PENALTIES.

DESTRUCTION NOTICE: DESTROY BY ANY METHOD THAT WILL PREVENT DISCLOSURE OF CONTENTS OR RECONSTRUCTION OF
THE DOCUMENT.

PUBLISHED BY DIRECTION OF COMMANDER, NAVAL SEA SYSTEMS COMMAND

07 JULY 2020
S9CG0-BP-SRM-010/CG-47 CL Rev 1

RECORD OF REVISIONS
REVISION
NO. DATE TITLE OR BRIEF DESCRIPTION/PREPARING ACTIVITY
0 28 APR 1995 Initial issue.
1 07 JUL 2020 Editorial changes have been made to accommodate technical manual requirements
and organize topics with expected work flow. Technical changes primarily made
due to input received from South East Regional Maintenance Center Design
Manual, 10-623, CG-47 Superstructure Cracking Integrated Production Team
(IPT) lessons learned, and feedback from IPT members.

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TABLE OF CONTENTS

Chapter/Paragraph/Title Page

Foreword ................................................................................................................................................................................... vii

Chapter 1 Introduction ...................................................................................................................................................................... 1-1
1.1 Scope. ................................................................................................................................................................................. 1-1
1.2 List of References. .............................................................................................................................................................. 1-1
1.3 Background. ........................................................................................................................................................................ 1-2
1.4 Applicability. ...................................................................................................................................................................... 1-3
1.5 Repair Planning. ................................................................................................................................................................. 1-3
1.6 Process Control Procedures (PCP), Technical Work Documents (TWD), and Special Requirements for Critical Butt and
Fillet Welds. .............................................................................................................................................................................. 1-3
1.6.1 Welding PCPs. .......................................................................................................................................................... 1-3
1.6.2 Ultrasonic Impact Technology (UIT) PCPs. ............................................................................................................. 1-4
1.6.3 Special Requirements for Key Fabrication Items. .................................................................................................... 1-4
Chapter 2 Inspection Procedure for Superstructure Cracks .............................................................................................................. 2-1
2.1 Introduction. ....................................................................................................................................................................... 2-1
2.2 Visual and Nondestructive Inspections (NDE). .................................................................................................................. 2-1
2.3 Inspection Qualifications. ................................................................................................................................................... 2-1
2.4 Impact of Passive Countermeasures Systems (PCMS) on Superstructure Inspections. ...................................................... 2-1
2.5 Types of Superstructure Inspections. .................................................................................................................................. 2-1
2.5.1 Routine Inspections. ................................................................................................................................................. 2-2
2.5.2 Heavy Weather Inspections. ..................................................................................................................................... 2-2
2.5.3 Inspection After Air Blast and/or Underwater Explosion. ........................................................................................ 2-2
2.5.4 Inspection During Ship Transit in Tropical or Arctic Environment. ........................................................................ 2-2
2.6 Procedures for Superstructure Inspection. .......................................................................................................................... 2-2
2.6.1 Weather-Exposed Structural Zone. ........................................................................................................................... 2-2
2.6.1.1 Weather-Exposed Superstructure Skin. .......................................................................................................... 2-2
2.6.1.2 Foremast and Mainmast. ................................................................................................................................ 2-3
2.6.2 Interior Superstructure Zone. .................................................................................................................................... 2-4
2.6.2.1 Interior of Weather Skin Structure. ................................................................................................................ 2-4
2.6.2.2 Main Transverse Structural Bulkheads. .......................................................................................................... 2-4
2.6.2.3 Longitudinal Structural Bulkheads. ................................................................................................................ 2-5
2.6.2.4 Decks. ............................................................................................................................................................. 2-5
2.6.2.5 Platforms and Interior of Helicopter Hangar. ................................................................................................. 2-5
2.6.3 General Areas of Concern. ....................................................................................................................................... 2-5
Chapter 3 Testing .............................................................................................................................................................................. 3-1
3.1 Scope. ................................................................................................................................................................................. 3-1
3.1.1 Aluminum Sensitization. .......................................................................................................................................... 3-1
3.1.2 Testing of Sensitization in 5XXX Aluminum Alloys. .............................................................................................. 3-2
3.1.2.1 Validity Period for Sensitization Measurements. ........................................................................................... 3-2
3.2 Nondestructive Testing (NDT). .......................................................................................................................................... 3-3
Chapter 4 Superstructure Repair, Alteration, and Modernization ..................................................................................................... 4-1

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Chapter/Paragraph/Title Page
4.1 Scope. ................................................................................................................................................................................. 4-1
4.2 Preparation of Structure Before Repair. .............................................................................................................................. 4-2
4.3 Safety. ................................................................................................................................................................................. 4-2
4.4 Preparation. ......................................................................................................................................................................... 4-2
4.5 Temporary Repairs. ............................................................................................................................................................ 4-2
4.5.1 Types of Temporary Repair. ..................................................................................................................................... 4-3
4.5.1.1 Welded............................................................................................................................................................ 4-3
4.5.1.2 Mechanically Fastened. .................................................................................................................................. 4-3
4.5.1.3 Sealants. .......................................................................................................................................................... 4-3
4.5.1.4 Bonded Aluminum (“Cold Bond”) Patches. ................................................................................................... 4-3
4.5.1.5 Composite Patches. ......................................................................................................................................... 4-4
4.6 Permanent Repairs, Upgrades, and Modernization. ............................................................................................................ 4-4
4.6.1 Welding Procedure and Personnel Qualification. ..................................................................................................... 4-4
4.6.2 Ultrasonic Impact Technology (UIT). ...................................................................................................................... 4-4
4.6.3 Materials. .................................................................................................................................................................. 4-5
4.6.3.1 Material Procurement. .................................................................................................................................... 4-5
4.6.3.2 Material Inspection. ........................................................................................................................................ 4-5
4.6.3.3 Material Storage and Handling. ...................................................................................................................... 4-5
4.6.4 Environmental Conditions. ....................................................................................................................................... 4-6
4.6.5 Metal Cutting. ........................................................................................................................................................... 4-6
4.6.5.1 Saw Cutting. ................................................................................................................................................... 4-6
4.6.5.2 Plasma Cutting................................................................................................................................................ 4-6
4.6.6 Joint Preparation. ...................................................................................................................................................... 4-7
4.6.6.1 Degreasing. ..................................................................................................................................................... 4-7
4.6.6.2 Oxide Removal. .............................................................................................................................................. 4-7
4.6.7 Joint Design and Fit-Up. ........................................................................................................................................... 4-7
4.6.8 Penetrant Testing (PT) and Inspection. ..................................................................................................................... 4-8
4.6.9 Joint Cleaning. .......................................................................................................................................................... 4-8
4.6.10 Welding Processes and Equipment. ........................................................................................................................ 4-9
4.6.10.1 Gas Tungsten Arc Welding (GTAW). .......................................................................................................... 4-9
4.6.10.2 Gas Metal Arc Welding (GMAW). .............................................................................................................. 4-9
4.6.10.3 Shielding Gas. ............................................................................................................................................. 4-10
4.6.10.4 Preheating and Interpass Temperature. ....................................................................................................... 4-10
4.6.10.5 Tack Welding. ............................................................................................................................................ 4-11
4.6.10.6 Weld Joint Backing. ................................................................................................................................... 4-11
4.6.10.7 Interpass Cleaning. ..................................................................................................................................... 4-11
4.6.10.8 Distortion Control. ...................................................................................................................................... 4-11
4.6.10.9 Critical and Non-Critical Welds. ................................................................................................................ 4-12
4.6.10.10 Miscellaneous Attachment (Fillet) Welds. ............................................................................................... 4-14
4.6.11 Surface Finishing of Welds................................................................................................................................... 4-15
4.6.12 Corrosion Protection After Repair. ....................................................................................................................... 4-15
4.7 Methods for Testing of Compartment Tightness After Repair Welding is Completed. .................................................... 4-17

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Chapter/Paragraph/Title Page
4.7.1 Light Test. .............................................................................................................................................................. 4-17
4.7.2 Compartment Air Pressurization Test..................................................................................................................... 4-17
Chapter 5 Inspection of Welds .......................................................................................................................................................... 5-1
5.1 Scope. ................................................................................................................................................................................. 5-1
5.2 Inspection Plan. .................................................................................................................................................................. 5-1
5.3 In-Process Inspection. ......................................................................................................................................................... 5-1
5.3.1 Critical Butt Welds (Including Seam Welds). .......................................................................................................... 5-1
5.3.2 Non-Critical Butt Welds (Including Seam Welds). .................................................................................................. 5-1
5.3.3 Critical Attachment (Fillet) Welds. .......................................................................................................................... 5-1
5.3.4 Non-Critical Attachment (Fillet) Welds. .................................................................................................................. 5-2
5.4 Final Inspection. ................................................................................................................................................................. 5-2
5.4.1 Critical Butt Welds (Including Seam Welds). .......................................................................................................... 5-2
5.4.2 Non-Critical Butt Welds (Including Seam Welds). .................................................................................................. 5-2
5.4.3 Critical Attachment (Fillet) Welds. .......................................................................................................................... 5-2
5.4.4 Non-Critical Attachment (Fillet) Welds. .................................................................................................................. 5-3
5.5 Inspection Acceptance Criteria. .......................................................................................................................................... 5-3
5.5.1 Excavation of Weld Defects. .................................................................................................................................... 5-3
5.5.1.1 Removal of Defects. ....................................................................................................................................... 5-3
5.5.1.2 Repair of Excavations..................................................................................................................................... 5-3
5.5.2 Repair of Weld Defects. ........................................................................................................................................... 5-3
5.5.2.1 Post Repair Inspection. ................................................................................................................................... 5-3
5.5.2.2 Weld Repair Cycle Limit................................................................................................................................ 5-4
5.5.2.3 Definition of Repair Cycle. ............................................................................................................................ 5-4
5.5.2.4 Pre-Existing Defects. ...................................................................................................................................... 5-4
5.6 After Repair Work. ............................................................................................................................................................. 5-4
Chapter 6 CG-47 Class Superstructure Crack Database ................................................................................................................... 6-1
6.1 Introduction. ....................................................................................................................................................................... 6-1
6.2 CG-47 Superstructure Cracking Database Objective. ......................................................................................................... 6-1
Appendix A Repair Planning ........................................................................................................................................................... A-1
A.1 Repair Sequence. .............................................................................................................................................................. A-1
Appendix B Ultrasonic Impact Technology .....................................................................................................................................B-1
B.1 Overview. ...........................................................................................................................................................................B-1
B.2 UIT Personnel Responsibilities and Qualification. ............................................................................................................B-1
B.3 Scope of UIT Treatments. ..................................................................................................................................................B-1
B.4 Site Verification. ................................................................................................................................................................B-2
B.5 Site Preparation. .................................................................................................................................................................B-2
B.6 UIT Equipment Set-up. ......................................................................................................................................................B-2
B.7 UIT Treatment. ..................................................................................................................................................................B-3
B.7.1 UIT Pretreatment of Sensitized Aluminum. .............................................................................................................B-3
B.7.2 UIT for Sensitized Crack Repair. .............................................................................................................................B-3
B.7.3 UIT for Repair Via Plate Replacement. ...................................................................................................................B-3
B.7.4 UIT for Treatment of Fatigue or Overstress. ...........................................................................................................B-3

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Chapter/Paragraph/Title Page
B.7.5 UIT in Lieu of Contour Grinding Weld Toes. ........................................................................................................ B-4
B.8 UIT Acceptance Criteria. .................................................................................................................................................. B-4
B.8.1 UIT Weld Cap Pass and Base Metal Rejection Criteria. ......................................................................................... B-4
B.8.2 Weld Toe Acceptance Criteria. ............................................................................................................................... B-5
Appendix C Ship Structure Alignment Methods for Welding ......................................................................................................... C-1
C.1 Alignment Methods. .......................................................................................................................................................... C-1
Appendix D CG-47 Structural Crack Reporting .............................................................................................................................. D-1
D.1 Content. ............................................................................................................................................................................. D-1
D.2 Structural Cracking Data Collection Methods. ................................................................................................................. D-1
D.2.1 Cracking Data Collected by Ship’s Crew. .............................................................................................................. D-1
D.2.1.1 Weather Environment Induced Structural Stresses. ...................................................................................... D-1
D.2.1.2 Battle and Ship Operational and Maneuvering Induced Stresses. ................................................................ D-2
D.2.1.3 Scheduled Inspections by NAVSEA, Shipbuilder, and Design Agency. ...................................................... D-2
Appendix E Aluminum Structural Ship Alterations ......................................................................................................................... E-1
E.1 Introduction. ....................................................................................................................................................................... E-1
Appendix F List of Acronyms .......................................................................................................................................................... F-1
F.1 List of Acronyms. ............................................................................................................................................................... F-1

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LIST OF TABLES
Table No. and Title Page

Table 4-1. Critical Superstructure Regions. ................................................................................................................................... 4-14

LIST OF ILLUSTRATIONS

Figure No. and Title Page

Figure 3-1. Sensitization Test Results ............................................................................................................................................. 3-3

Figure 4-1. Repair Method Based on Sensitization Test Measurement ........................................................................................... 4-1
Figure 4-2. Example Welded Attachment to Top Edge of the Deckhouse Side ............................................................................ 4-13
Figure 4-3. Examples of Acceptable and Unacceptable Butt Weld Profiles .................................................................................. 4-16
Figure A-1. Work Plan Sequence Diagram for Temporary and Permanent Repairs ...................................................................... A-1
Figure B-1. Proper Positioning of the UIT Hand Tool During Treatment .......................................................................................B-4
Figure B-2. UIT Pattern Comparison...............................................................................................................................................B-5
Figure B-3. Rejectable UIT Treated Weld Toe................................................................................................................................B-5
Figure C-1. Alignment with a Slot Cut in a Thin Metal Plate and Wedges to Facilitate Welding of Ship Structures .....................C-2
Figure C-2. Alignment with U-Shaped Member to Facilitate Welding of Ship Structures .............................................................C-2
Figure C-3. Alignment Using a Welded U-Shape Strongback and Wedge .....................................................................................C-3
Figure C-4. Alignment with Padeye Brackets and Turnbuckles to Facilitate Welding of Ship Structures ......................................C-3
Figure C-5. Alignment with a Welded L-Shape and Wedge to Facilitate Welding of Ship Structures ...........................................C-4
Figure C-6. Photo of Slotted Plate and Wedge Alignment Fixture in Production Use ....................................................................C-4
Figure E-1. Existing Structural Ship Alterations and Alterations Currently Being Developed ....................................................... E-1

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

FOREWORD

This document is intended to assist both the Navy and shipyard/contractor personnel engaged in the welding and inspection of
aluminum structures on CG-47 Class ships. This document contains specifics related to the CG-47 class design and repairs but
much of the aluminum inspection and repair requirements are general enough to be used on aluminum superstructures of other
classes. This document is organized as follows:
Chapter 1, Introduction
Chapter 2, Inspection Procedure for Superstructure Cracks
Chapter 3, Testing
Chapter 4, Superstructure Repair, Alteration, and Modernization
Chapter 5, Inspection of Welds
Chapter 6, CG-47 Class Superstructure Crack Database
Appendix A, Repair Planning
Appendix B, Ultrasonic Impact Technology
Appendix C, Ship Structure Alignment Methods for Welding
Appendix D, CG-47 Structural Crack Reporting
Appendix E, Aluminum Structural Ship Alterations
Appendix F, List of Acronyms
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S9CG0-BP-SRM-010/CG-47 CL Rev 1

For those without a TDMIS account, generate and submit TMDER via the Naval Systems Data Support Activity (NSDSA)
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CHAPTER 1
INTRODUCTION
1.1 SCOPE.
The information contained in this manual is intended to guide both Navy and shipyard/contractor personnel engaged in the
inspection, welding, and repair of aluminum structures on CG-47 Class ships. Where conflicts occur with general specifications,
this manual takes precedence. When conflicts with drawings or changes, such as the growth of a repair area or project manning
changes are identified, they should be handled through addendums, Condition Found Reports (CFR), or similar documentation as
agreed upon between the Naval Supervising Activity (NSA) and the installing activity.
This document applies to the welding of structural stanchions, structural plate and shapes in decks, bulkheads and the masts, and
structural tube in the masts. The requirements shall apply, as applicable, to both critical and non-critical welds identified in
paragraph 4.6.10.9 of this manual.
Although workmanship requirements from the document shall be met to the maximum extent possible as a matter of good
practice, this document does not apply to fabrication of the following items: foundations and stowages, method mounts (studs,
end mounted angles, flatbar, and pipe), framing for false decks, structural doors, hatches and scuttles, joiner bulkheads and doors,
manhole covers, ladders, ducting, vent spool and wireway penetrations, piping, and expanded metal bulkheads and doors. When
the items in the preceding list or other material is welded to the deckhouse, the joining welds shall be in accordance with this
document. For example, when constructing foundations, this document does not apply until the foundation is welded to the
aluminum deck, bulkhead, or other structure.
Specific requirements may be waived by NSA Code 200 (Chief Engineer) where production is excessively burdened by the
requirements of this manual. The NSA shall accept only minor and isolated deviations in welds or processes where
non-conformance will have little or no effect on the quality of the joint or surrounding base metal. Significant or repeated
deviations from the requirements of this manual must be forwarded to Naval Sea Systems Command (NAVSEA) 05D for
approval as a major non-conformance or Departure from Specification (DFS). Review by NAVSEA 05 will ensure best
engineering practices and increase the quality of superstructure joints, reduce rework, and ensure CG-47 Class ships will meet
Expected Service Life.
This document contains both mandatory requirements (indicated by the word “shall”) that provide standards for methods,
materials, and inspection, as well as guidance information (indicated by either the word “should” or “may”). Guidance
information is recommended, but not mandatory.
The requirements of this manual are initially based on S9FFG-AG-SRM-010/FFG7, NAVSEA Drawing 5604994, and as
developed through the CG-47 Class Superstructure Cracking Integrated Product Team work products such as Southeast Region
Maintenance Center (SERMC) Design Memorandum (DM) 10-623. Where this document is silent, the provisions of MIL-STD-
1689 shall apply.
1.2 LIST OF REFERENCES.
The following are references listed in this document:
a. S9FFG-AG-SRM-010/FFG7, Superstructure Cracking Repair; FFG 7 Class, Ship Repair Manual
b. NAVSEA Drawing 5604994, Quality Assurance Requirements for SHIPALT 146K
c. SERMC DM 10-623, Quality Assurance Requirements for Welding 5XXX Series Aluminum Structures for CG-47 Class
d. MIL-STD-1689, Fabrication, Welding, and Inspection of Ships Structure
e. MIL-STD-22, Welded Joint Design
f. MIL-STD-2035, Nondestructive Testing Acceptance Criteria
g. NAVSEA Standard Item 009-04, Quality Management System; provide
h. NAVSEA Standard Item 009-09, Process Control Procedure (PCP); provide and accomplish
i. NAVSEA Standard Item 009-25, Structural Boundary Test; accomplish
j. NAVSEA Standard Item 009-32, Cleaning and Painting Requirements; accomplish

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k. T9074-AS-GIB-010/271, Requirements for Nondestructive Testing Methods

l. S9074-AQ-GIB-010/248, Requirements for Welding and Brazing Procedure and Performance Qualification
m. DTNSRDC Reports 84/016 and 84/017, Volumes III and IV, A Guide for the Use of Aluminum Alloys in Naval Ship
Design and Construction
n. ASTM B928/B928M, Standard Specification for High Magnesium Aluminum-Alloy Products for Marine Service and
Similar Environments
o. ASTM G67, Standard Test Method for Determining the Susceptibility to Intergranular Corrosion of 5XXX Series
Aluminum Alloys by Mass Loss After Exposure to Nitric Acid (NAMLT Test)
p. ASTM G66, Standard Test Method for Visual Assessment of Exfoliation Corrosion Susceptibility of 5XXX Series
Aluminum Alloys (ASSET Test).
q. ASTM B209, Standard Specification for Aluminum and Aluminum-Alloy Sheet and Plate
r. ASTM B221, Standard Specification for Aluminum and Aluminum-Alloy Extruded Bars, Rods, Wire, Profiles, and
Tubes
s. AWS A5.10/A5.10M, Welding Consumables–Wire Electrodes, Wires and Rods for Welding of Aluminum and
Aluminum-Alloys–Classification
t. AWS A5.01M/A5.01, Welding Consumables-Procurement of Filler Metals and Fluxes
u. S9086-VD-STM-010/631, NSTM Chapter 631, Preservation of Ships in Service - General
v. S9086-CN-STM-040/079, NSTM Chapter 079, Volume 4, Damage Control Compartment Testing and Inspection
w. S9086-DA-STM-010/100, NSTM Chapter 100, Hull Structures
x. MIL-J-24445, Joint, Bimetallic Bonded, Aluminum to Steel
y. 803-8436622, Bonded Aluminum Repair Kit
z. NSWCD-65-TR-2012/30, Composite Patch Repair Installation Procedure for 5XXX Aluminum Alloy Affected by Stress
Corrosion Cracking
1.3 BACKGROUND.
The weight of modern naval warships continues to increase. This is due to several factors, such as the weight of electronic
systems, weight of new and added weapon systems, and expanding requirements for environmental and habitability systems. To
help offset this added weight, several classes of Navy ships are constructed with aluminum superstructures.
Experience has shown that cracking is a serious problem on ships with aluminum structures. This cracking is mainly caused by
repeated stretching and compressing of the aluminum structure due to hogging and sagging when the ship is underway.
Combatant ships that have experienced this deckhouse cracking problem include the LCS 1 variant, FF 1040/1052, FFG 7,
DD 963, DDG 993, and CG-47 Classes, all of which have aluminum superstructures connected to a steel deck. Similar cracking
has also been seen on the LCS 2 variant which is an all-aluminum structure.
On CG-47 Class ships, repeated stresses from wave action have resulted in fatigue cracks in areas of high stress in the deckhouse.
Major changes in the structural design during construction, such as the addition of the Vertical Launch System, caused a
redistribution of weight, resulting in new areas of stress in the hull and superstructure. The deckhouse design is sound, but these
stress areas have increased stress levels causing metal failure in the aluminum deckhouse structure.
Not all superstructure cracking is caused by fatigue. CG-47 Class ships primarily use aluminum alloy 5456, which is known to be
susceptible to failure due to Stress Corrosion Cracking (SCC). SCC occurs when the 5456 aluminum alloy becomes sensitized
from exposure to heat. Aluminum sensitization affects all ships in the class to a varying degree. Several interim guidance
documents have been developed to help repair activities understand the characteristics of sensitized aluminum, and the challenges
it causes for repair, maintenance, and modernization work.
In order to achieve satisfactory performance of aluminum structures, the welding procedures in this manual shall be followed.
The goal is to produce welds that contain no rejectable defects. This requires close attention during each step of the installation
process to eliminate weld defects and avoid their causes.

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1.4 APPLICABILITY.
This document provides mandatory requirements for all modernization, alterations, and crack repairs of CG-47 aluminum
structures covering areas including:
a. Inspection.
b. Material procurement.
c. Joint design and fit-up.
d. Qualification of welding procedures and personnel.
e. Certification of inspection procedures and personnel
f. Quality assurance requirements.
This document applies to all CG-47 Class ships. Fabrication, welding, and inspection of aluminum structures shall be performed
in accordance with this manual and where this document is silent, refer to the provisions of MIL-STD-1689.
1.5 REPAIR PLANNING.
The repair sequence identified in Appendix A can be used as a guide to support step-by-step planning for superstructure repair.
The appendix includes a block diagram which provides relevant paragraphs in the document for reference.
1.6 PROCESS CONTROL PROCEDURES (PCP), TECHNICAL WORK DOCUMENTS (TWD), AND SPECIAL
REQUIREMENTS FOR CRITICAL BUTT AND FILLET WELDS.
1.6.1 Welding PCPs.
As directed by this document, or if directed by the NSA, a contractor PCP shall be prepared and approved in accordance with
NAVSEA Standard Item 009-09. The PCP shall be approved by the NSA prior to commencement of work. For work performed
under the supervision of a Naval Shipyard or Regional Maintenance Center (RMC), the work document shall include records
required below and reference to appropriate local welding process instructions or weld instruction sheets as necessary to ensure
procedural control and weld record requirements cited below are met. It is the intent that once a PCP is approved by the NSA,
additional re-submittal of the entire PCP shall not be required unless there are a significant number of changes to the technical
content. Most hanges, such as the growth of a repair area or project manning changes, should be handled through addendums,
CFRs, or similar documentation as agreed upon between the NSA and the performing activity. The PCP shall contain, at a
minimum, the following:
a. A Sign-off for Key Fabrication Steps (traveler) that includes: certification of the material/filler wire grade and
specification; protective enclosure installation; completion of any Ultrasonic Impact Technology (UIT) pretreatment;
welding parameters in the form of a Welding Procedure Specification (WPS) or similar document, which includes
welding preparation, shielding gas dew point, preheat temperature, and interpass temperature; results of in-process
nondestructive testing (NDT) inspection; results of final NDT inspection; any in-process metal preparation; repair of
welding defects; any re-welding; and completion of any UIT post welding.
b. A weld balancing and sequencing plan to minimize distortion and residual stress. This plan shall indicate the order in
which weld joints are to be fitted and welded. The plan shall also detail the general methods used, for example, fitting or
dogging and back step sequence, and any limits to those methods. This information shall be included with the initial
PCP submittal. For crack repair items, the initial submittal shall include a note indicating the required information will
be submitted at a later time. Once the final extent of repairs is determined, the above required information shall be
submitted as an addendum prior to final fit-up and/or production welding. Submittal of photocopied structural/ship
alteration drawings with clear, legible handwritten notations indicating the required information is acceptable. If the
NSA determines a work item requires the exact order and that specific methods need to be preplanned, it should provide
that expectation to the contractor as early as possible to create the detailed plan.
c. Fit-up and alignment methods and tolerance conforming to MIL-STD-1689, MIL-STD-22, and paragraph 4.6.7 of this
document.
d. Installation, use, and maintenance of taut or rigid, draft-free environment protective enclosures in accordance with
paragraph 4.6.4 of this document.

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e. Joint preparation and cleanliness procedures meeting the requirements of paragraph 4.6.9 of this document. The
requirement for time lapse between oxide removal and welding shall be explicitly stated in the PCP.
f. Inspection of surfaces for joint preparation in accordance with section 4.6.6 of this document.
g. Handling and care of welding equipment and material in accordance with sections 4.6.10 and 4.6.3 of this document.
h. Contractor sampling plan and verification of the shielding gas dew point temperature shall be in accordance with
paragraph 4.6.10.3 of this document.
i. Requirement to pre-purge for a minimum of 10 seconds prior to welding in accordance with paragraph 4.6.10.3 of this
document.
j. Visual inspection (VT) and NDT inspection requirements in accordance with Chapter 5 of this document,
MIL-STD-1689, and T9074-AS-GIB-010/271.
k. Repair and inspection of weld defects in accordance with section 5.5.2 of this document and MIL-STD-1689.
Prior to final NDT, an inspection plan clearly showing the planned inspection sites shall be prepared and submitted to the
NSA for approval (see paragraph 5.2 for ultrasonic testing (UT) sampling inspection plan and expansion requirements). Submittal
of photocopied structural/ship alteration drawings with clear, legible handwritten notations indicating the required information is
acceptable.
1.6.2 Ultrasonic Impact Technology (UIT) PCPs.
The contractor shall submit a PCP to the NSA for review and approval prior to starting any production work utilizing UIT. The
PCP shall include the following:
a. Written procedures for set-up, maintenance and safety instructions for the UIT equipment, and general operation
requirements of equipment.
b. Written procedure for UIT treatment process(es), including equipment settings and quality assurance inspection
requirements.
c. The qualification record for the UIT technicians.
d. Treatment traveler sheet for recording quality assurance information including:
(1) Treatment site verification.
(2) Treatment site cleanliness.
(3) Equipment type.
(4) Equipment settings.
(5) Technician name.
(6) Type of treatment and procedure identification.
(7) Inspection of pretreatment (if applicable).
(8) Inspection of final treatment.
1.6.3 Special Requirements for Key Fabrication Items.
The traveler shall be performed by a responsible individual from the installing activity in writing and a representative of the NSA.
The NSA shall be notified of Key Fabrications Steps as indicated below and in accordance with NAVSEA Standard Item 009-04.
Government inspections are designated by (G). Inspections requiring verification by an inspector are indicated by (I).
Inspections requiring verification by the qualified tradesperson, trade supervisor, or inspector are indicated by (V).
The following steps shall be included, at a minimum:
a. (I) Material procurement.
b. (I) PCP brief.
c. (V)(G) Start of PCP.
d. (I) Protective enclosure installation (where required).
e. (I) Surface preparation.

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f. (V)(G) UIT pretreatment inspection.

g. (I)(G) Fit-up.
h. (I) In-process inspection of welds.
i. (I)(G) Final NDT of the weld.
j. (V)(G) UIT final treatment inspection.
k. (I)(G) Review of welding processes prior to third repair cycle.
l. (I)(G) Rework beyond the second repair cycle (at discretion of NSA).

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

CHAPTER 2
INSPECTION PROCEDURE FOR SUPERSTRUCTURE CRACKS
2.1 INTRODUCTION.
This section discusses inspection procedures used to determine the ship’s superstructure condition (including foremast and
mainmast). This includes:
a. Routine scheduled inspections to determine superstructure condition.
b. Fair weather inspection procedures (every 6 months).
c. Inspection after heavy weather or a rogue wave.
d. Inspection after air or underwater blast.
e. Inspection after transit from hot to cold environment.
The goal of inspections is to check on the condition of existing superstructure cracks, determine if new superstructure cracks have
developed, and provide updates to the superstructure cracking database maintained by NSWCPD Code 337 as identified in
Chapter 6. This will be transitioning to an automated database maintained by NAVSEA 21. Once cracks have been located, a
plan of action can be established to address the problem. This is accomplished by documenting the problem, testing the
surrounding superstructure area, and scheduling temporary and/or permanent repairs to maintain structural integrity.
2.2 VISUAL AND NONDESTRUCTIVE INSPECTIONS (NDE).
Visual evaluation and nondestructive inspection (NDE) of welds shall be performed in accordance with MIL-STD-1689,
T9074-AS-GIB-010/271, and the additional requirements of this document. All acceptance criteria for NDE shall be in
accordance with MIL-STD-2035, except for instances in which MIL-STD-1689 or this document specify acceptance criteria.
Visual evaluation of welds is sufficient for initial reporting of cracks, but for defining repair plans, qualified visual inspection
(VT) and other NDT shall be used when possible. VT shall be performed prior to other NDE. Visually rejectable defects shall be
inspected with five power magnification VT testing (5XVT) to determine the extent of the damage. Penetrant testing (PT) shall
only be used to inspect cracks that will be completely removed prior to weld repair.
2.3 INSPECTION QUALIFICATIONS.
All NDT inspections shall be performed in accordance with T9074-AS-GIB-010/271, including those identified as “in-process”
and Government. Personnel performing NDT and VT shall be certified in accordance with T9074-AS-GIB-010/271. Chapter 3
provides additional information on NDT methods. Locating cracks by personnel without NDT qualification is acceptable.
2.4 IMPACT OF PASSIVE COUNTERMEASURES SYSTEMS (PCMS) ON SUPERSTRUCTURE INSPECTIONS.
Installation of PCMS tiles on the superstructure of CG-47 Class ships may make it more difficult for ship’s force to perform
complete superstructure cracking inspections. However, in limited PCMS installations (to-date), consideration was given to the
need to perform cracking inspections. As a result, PCMS material was not used at some locations, such as weld seams and
bulkhead connections, to allow ease of inspection.
Structural cracking may noticeably distort or tear the PCMS material. Crack inspectors should look for anomalies in the PCMS
tiles, such as delamination of the tile or separation of the tiles at the edges. If these conditions are discovered, inspectors should
consider limited temporary tile removal to ascertain if there is superstructure cracking.
2.5 TYPES OF SUPERSTRUCTURE INSPECTIONS.
Thorough inspections shall be performed as defined in the following paragraphs. Cracks found during these inspections should be
permanently marked and dated. Ideally, crack tips are marked with a perpendicular line to the crack direction and a date to
facilitate monitoring the crack for growth. See Appendix D for details on reporting superstructure cracks.

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2.5.1 Routine Inspections.

A thorough inspection of the superstructure should be scheduled every 6 months as part of the zone inspection program by ship’s
force. Special attention should be directed to areas where previous cracks have been repaired, as well as known class cracking
areas (see Appendix E).
The superstructure assessment strategy will ensure periodic assessments (currently at 5-year intervals) by certified assessors. It is
recommended that the crew members be assigned to join the Navy designated agent in inspecting the superstructure and mast
structures. This work will typically be performed as part of an Integrated Class Maintenance Plan (ICMP) task. Data derived
from these inspections provide updates to the superstructure cracking database, support for temporary or permanent repairs, and
important status information to ship design personnel at NAVSEA to support alteration development for port/shipyard repair work
crews.
The date of the inspection and results of the inspection shall be recorded.
2.5.2 Heavy Weather Inspections.
The superstructure and mast structures should be inspected by ship’s force immediately after storms, heavy weather, or rogue
waves. This inspection is in addition to routine inspections discussed in paragraph 2.5.1. Severe structural damage or cracking
shall be immediately reported .
2.5.3 Inspection After Air Blast and/or Underwater Explosion.
The superstructure and mast structures should be inspected by ship’s force after air blast and/or underwater explosion. Severe
structural damage or cracking shall be immediately reported.
2.5.4 Inspection During Ship Transit in Tropical or Arctic Environment.
In a tropical environment, the exposed structural skin can reach temperatures of 160 °F. In the Arctic, the superstructure skin can
reach a temperature of minus 30 °F or lower. Thermal contraction (or expansion) of structural members may expose
undiscovered structural fractures/cracks. In addition, these temperature changes can cause new cracks to appear in those areas of
the structure that are weaker than the surrounding attached structure. A heavy ice load on the superstructure may cause cracks.
Ship’s force should inspect the superstructure and mast regularly while the ship experiences extreme temperatures.
2.6 PROCEDURES FOR SUPERSTRUCTURE INSPECTION.
Inspections to determine the superstructure’s condition are performed by zone. Each zone has specific focus areas discussed in
the following paragraphs.
2.6.1 Weather-Exposed Structural Zone.
The weather-exposed structural zone consists of the superstructure’s skin, mast structure, boat platforms, deckhouse appendages,
and the bimetallic strip where the aluminum deckhouse and steel main deck meet.
2.6.1.1 Weather-Exposed Superstructure Skin.
The weather-exposed superstructure skin includes all areas of the superstructure exposed to weather. This includes the sides of
the deckhouse, decks, platforms, bridge wing decks, bulwarks, etc.
For accessible areas, a visual evaluation can be made via the deck walkway(s).
The following inspections are recommended:
a. Inspect the bimetallic strip (the joint between the steel and aluminum materials) to determine if cracks are present.
Check for cracked paint or rust, which are signs of possible damage. Look for buckling and separation at the bond line.
Pay close attention to areas where a change in shape and/or direction of the bimetallic strip occurs.

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b. Inspect angle and tee structural members that are welded to the flat plates. These structures are almost always on the
inside surface of the plate (opposite exposed weather skin). These areas from the weather side appear as “hard spots” on
the plating, which usually shows a faint outline of the hidden structure. These areas can also be identified at the weld
lines as slight irregularities of the painted outside surface. These hard spots are stress points and are more prone to
cracking. Cracks are also likely where the angle and/or tee-stiffeners are welded to the structural plate at an intersecting
deck, bulkhead, and/or a larger structural member.
c. The appearance of buckles in the aluminum plate, beyond normal waviness in the superstructure skin, is a sure sign the
material has undergone excessive compressive stress. The structure within the buckled area and next to the buckled
areas should be examined carefully to determine if cracks are present. A tensile strained structure resulting from
stretching the structural plate can be difficult to detect but may result in cracked and/or chipped paint. Documentation of
unfairness within fabrication tolerances is not required.
d. Areas that have ventilation, personnel access, and piping opening cuts in the superstructure skin should be carefully
inspected. These openings result in stress concentration that can, over a period of time, result in fatigue cracks.
e. Paint flaking and/or cracking is a sign that cracking may occur or has occurred. Of major concern are those areas where
the structural members are attached to the exposed superstructure skin, such as at the boat davit foundations, refueling at
sea (RAS) stations, and line handling chocks. Close attention should be given to these areas during the survey.
f. Superstructure bends or sudden changes in direction are high-stress areas. Examples include the necking in of the
superstructure structural skin at the RAS stations, corners of the superstructure, structural changes where an overhead
deck ends, and where weather exposed-platforms intersect the structural skin.
g. Platforms exposed to the weather should be checked for cracks. These platforms may be welded to the side(s) of the
deckhouse and supported by stanchions. The welds connecting these platforms to the deckhouse should be closely
inspected. The welded interface between the platform plate and plate stiffeners and the stanchion to platform areas
should be inspected. Any separation of the platform from the superstructure skin should be identified as a crack.
h. Weather-exposed plate in the 04 Level, 05 Level, and 06 Level decks and platforms is likely to become sensitized and
create SCC. SCC includes cracks with branches (spider crack), longitudinal cracks, multiple closely spaced cracks,
cracks in plate, and cracks in plate adjacent to the weld of an insert repair.
2.6.1.2 Foremast and Mainmast.

Working aloft involves great risk to personnel safety and can result in injury or death. Any
inspection of the foremast and mainmast shall be coordinated with the ship’s safety officer
and shall comply with man aloft procedures.
The mast structural areas that require inspection are as follows:
a. At any location where structural members meet, such as structural bracing at the mast legs, structural gussets between the
bracing member and the mast leg, remaining mast leg, and all platforms. Pay close attention to the main mast structural
details at the 03 Level between frames 260-276, and the 116-foot above baseline level, which is known to be a crack
problem area.
b. Intersection with the deck. Any cracks, separations, or buckling damage shall be noted and tagged (a colored spray paint
is recommended if approved by ship’s commanding officer). The spray paint is used to help maintain vigilance and
visibility of cracking when checking on crack growth.
c. Structural bracing members to identify buckling and fatigue cracks.
d. Mast legs to determine if there are cracks, separations, or buckles. Pay close attention to those areas of the mast leg
where other structural members are welded, such as leg bracing members, gusset plates that connect bracing members to
the mast legs, intersection of platform and yardarms with the mast legs, and intersection with the deck.
e. All platforms for cracks and buckles. Pay close attention to:
(1) Locations where equipment foundations are welded or bolted to the platform.
(2) Backup structure for the equipment foundation (located on the opposite side of the plate).
(3) Welds between the platforms and the mast leg(s) and platform structural bracing members.

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f. Special attention shall be given to the structural interface of the platform and foundations for rotating equipment. The
rotating equipment causes cyclic loading that may result in fatigue cracks either in the equipment foundation or at the
foundation platform interface. Also, check to ensure all equipment mount bolts are tight and look for any cracks around
each bolt area.
g. Inspect yardarms for cracks, buckled area, or separation of welds. The motion of the ship or wind can create motion in
the yardarm that can result in metal fatigue. Areas to inspect are the structural intersection of yardarm bracing members
and the structural interface of the yardarm and the mast legs. Inspect locations where equipment foundations are
attached.
h. Check the padeye to yardarm weld connection of the twin fan wire antennas for cracks or weld separation.
i. Check the mast legs at their connection with all ship structure members through all the deck levels to identify cracks,
weld separation, or structural buckling.
2.6.2 Interior Superstructure Zone.
The interior superstructure is divided into several structural zones. These zones are:
a. Interiors of the weather skin structure.
b. Main transverse structural bulkheads.
c. Longitudinal structural bulkheads.
d. Decks.
e. Platforms and interior of the helicopter hangar.
2.6.2.1 Interior of Weather Skin Structure.
Inspection of the inside of the weather-exposed superstructure presents some difficulties since thermal insulation covers this area.
Wet insulation may suggest there is a crack in the weather skin. Careful inspection of wet insulation is needed to determine what
caused the wetness, such as a leaking pipe, water through an open hatch or weather door, mopping of the deck with water, or by a
crack allowing water into the ship’s interior during heavy weather.
It may also be difficult to inspect some areas of the structure due to equipment, piping, ventilation ducts, etc., which are mounted
near the structure, limiting access for adequate inspection.
The following interior areas should be inspected:
a. Ship’s framing where it is welded to the structural weather skin.
b. Intercostals (non-continuous structures) where they are welded to the ship’s weather skin and frame members.
c. Interior bulkheads where they are welded to the weather skin.
d. Welded connections between the decks and weather skin.
e. Penetrations such as weather doors and hatches, ventilation, piping, and electrical cable stuffing tubes. Look closely at
door and hatch framing where it is welded to the weather structural skin. Ventilation cuts in the exposed weather skin
are also stress areas where cracks may start.
2.6.2.2 Main Transverse Structural Bulkheads.
Main transverse structural bulkheads are major load-bearing structures. These bulkheads are subjected to repeated stresses when
the ship is underway. These bulkheads may be difficult to inspect due to mounted machinery, equipment, piping, wireways, and
ventilation. Thermal and/or sound insulation may limit access, but generally insulation is only on one side.
The following areas should be inspected:
a. Bulkhead plate structure where it is welded to the bulkhead stiffeners and intercostal members.
b. Equipment foundations where they are welded to the transverse bulkhead plating.
c. Decks welded to the transverse bulkheads.
d. Transverse bulkhead penetrations by accessway doors, ventilation ducts, piping, cables, wireways, etc.

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e. Longitudinal bulkheads where they are welded to the transverse structural bulkheads. An area of high stress is where
these two main structural bulkheads meet.
f. Weather skin structure where it is welded to the transverse bulkhead.
2.6.2.3 Longitudinal Structural Bulkheads.
The structural longitudinal bulkheads are the main supports for the superstructure. These bulkheads are subjected to repeated
stresses from the ship’s hogging and sagging action when the ship is underway.
The information in paragraph 2.6.2.2 above also applies to the longitudinal bulkheads. The stress from hogging and sagging of
the ship while underway will cause metal fatigue in these structures at a quicker rate. Closely check those areas of the bulkheads
where large structural cuts are made for access doors, access archways, and large cuts for ventilation ducts, wireways, air return
openings, etc. The area of intersection of the ship transverse framing and the longitudinal bulkhead shall also be closely
inspected.
2.6.2.4 Decks.
Most of the structures discussed in paragraphs 2.6.2.2 and 2.6.2.3 are also applicable to deck structures. Decks are also subject to
loading from the main hull by the hogging and sagging of the ship while underway. In addition to the items discussed in
paragraphs 2.6.2.2 and 2.6.2.3, pay close attention to the following areas:
a. Welds where deck plating and the deck’s longitudinal tee beams meet. Fatigue cracks may appear at the welded
interface. A buckled longitudinal beam is also a sign of compression loading.
b. Welds to backup structures that support equipment foundations on the back side of the deck should be inspected for
buckling of the backup structural shapes and/or cracks at the welded interface of the deck plating.
c. The welds and nearby areas of deck stanchions, which carry vertical loads. This also includes checking for buckling of
the stanchions.
d. Welds for both sides of the deck areas where the fore and main mast legs are attached to the deck structure, which is the
foundation support for the ship masts.
2.6.2.5 Platforms and Interior of Helicopter Hangar.
Inspect the platforms and interior of the hanger, which is a large space exposed to stresses over a great distance. Close attention
should also be focused on the following areas in and near the helicopter hangar:
a. The area between transverse frame 300 and 308 at the 03 Level and the helicopter equipment stowage rack foundation.
b. Overhead deck with longitudinal tee beams, framing, foundations, and backup structure for weather exposed equipment
foundations.
c. Port helicopter hangar longitudinal weather bulkheads with framing, longitudinal, intercostal stiffeners, foundations, and
opening for doors, ventilation, piping, and wireways.
d. Athwartship helicopter hangar door structure opening, framing, and weather seals.
e. Helicopter hangar structural foundations for hangar door machinery.
2.6.3 General Areas of Concern.
The following areas are more prone to cracking and should always be inspected:
a. The bimetallic strip where the aluminum superstructure meets the steel hull. This can be caused by the hull through the
hogging and sagging action when the ship is underway or from the superstructure in heavy weather conditions.
b. Around large cuts in the superstructure members. This includes openings around weather seal areas and fashion plates
by the helicopter hangar door. The cuts for doors, hatches, ventilation openings, and helicopter hangar doors are stress
concentration areas and are more prone to fatigue cracking.
c. At the ends of ship structural members. An example is where one deck terminates. Special design structures, such as
fashion plates or thicker plate inserts, are usually utilized in these areas to strengthen the structure.
d. Where platforms (such as the platform for the twin antennas) are attached to the ship main structural members.
e. Where structural bulkheads change direction, such as where the superstructure narrows at the RAS stations.

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f. At the forward and aft intakes, in the area of the engine removal rails, including the bulkheads at the 02 Level.
g. All doubler plates shall be noted as structural deficiencies for removal and repair at the next ship availability.

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CHAPTER 3
TESTING
3.1 SCOPE.
Testing may be performed on aluminum to determine the degree to which aluminum has become sensitized, and the extent of
cracking damage. Aluminum testing can be destructive or nondestructive. NDT may be performed on superstructure welds to
identify weld defects and the extent of defects. It should be noted that some testing methods require lead time in order to
reserve/acquire test equipment, prepare material used in the test, schedule test support, or process test samples and compile results.
This lead time should be incorporated into any work package developed to address repairs, alteration, or modernization of the
superstructure.
3.1.1 Aluminum Sensitization.

5XXX-series aluminum alloys are good choices for marine applications due to their high
corrosion resistance and as-welded strength compared to other aluminum alloys. Adding
magnesium (Mg) as an alloying material results in a strong, yet lightweight aluminum alloy with
general corrosion resistance. However, when aluminum alloys with greater than 3 weight
percent Mg are exposed to temperatures above 122 °F (50 °C), reactions occur at the
microscopic level that make it susceptible to intergranular corrosion (IGC). Materials
susceptible to IGC are considered “sensitized”. The process is referred to as “sensitization”.
Sensitization of aluminum material can occur during manufacturing, storage, or while installed in the ship’s superstructure, resulting
in a material that is susceptible to Stress Corrosion Cracking (SCC), a specific type of IGC. A 5XXX aluminum should be
considered sensitized if it has recognizable SCC, or if it has been tested by ASTM G67, or an equivalent method, and has been found
to have a mass loss greater than 20 mg/cm2. Material with a mass loss equal to or greater than 60 mg/cm2 when measured using
ASTM G67, or an equivalent method, may not be able to be welded, regardless of the technique used. If welding results in cracking
outside of the weld metal, the base plate shall be assumed to be sensitized. However, sensitization shall be verified through testing.
A quantitative level of sensitization can only be determined through testing.
Existing plate in the 04 Level, 05 Level, and 06 Level weather decks, weather exposed bulkheads, and platforms, because of their
exposure to the sun, shall be considered sensitized unless testing proves otherwise. For all other structures, if the ASTM G67 test, or
equivalent, is not accomplished to verify the level of sensitization, and there has been no previous identification of sensitization
(i.e., SCC in the base metal or cracking due to welding), the structure shall be assumed to be non-sensitized.
It is critical to note that welding severely sensitized aluminum will likely result in additional near-term cracking and in those cases,
complete replacement of the material is required (see 4.6.10.9 for welding sensitized material). Samples of plate permanently
removed from the superstructure shall be made available to the government to verify the level of sensitization. Level of sensitization
testing should be performed well ahead of work planning to determine the level of sensitization and appropriately plan work items.
Level of sensitization test results shall be recorded and reported per the Superstructure Assessment Guide.
Sensitization measurements should be taken at least 6 inches from welds (including attachment welds), as the heat of welding will
impact the sensitization level of the material. For weather-exposed aluminum above the 04 Level, when testing for sensitization
using the Degree of Sensitization (DoS) Probe, a minimum of two samples shall be taken per plate, it is recommended that
approximately 6 inches is between the paired measurements. When using ASTM G67, one 3-inch diameter sample hole saw cut is
adequate to allow for two G67 test samples and is acceptable as paired measurement despite not having a 6-inch separation. The
G67 hole saw specimen shall be marked prior to cutting to indicate the installed orientation. Where results provide conflicting repair
recommendations, additional testing using a different measurement method is recommended, unless a cause for error in one
measurement can be found. For non-weather exposed aluminum above the 04 Level and aluminum below the 04 Level, one
measurement can be considered representative of the plate when the minimum distance from welding can be confirmed.

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3.1.2 Testing of Sensitization in 5XXX Aluminum Alloys.

Figure 3-1 shows the relationship between the level of sensitization results, historically ASTM G67, and the ability to weld the
material. Test findings between 20 mg/cm2 and 60 mg/cm2 shall result in welding of the tested material being treated as critical
welds. For any material resulting in 60 mg/cm2 or greater, that material shall be planned for replacement, with additional
sensitization testing required to determine the size of the repair. For results in the range of 30-60 mg/cm2, cold working the material
assists in successful welding. The requirements for cold-working with Ultrasonic Impact Technology (UIT) are provided in
Appendix B. Determining the level of sensitization can be accomplished via one of the three equivalent methods as follows:
a. In-Situ Metallography. In-situ metallography is a qualitative, nondestructive technology for determining sensitized
material. The technology involves the use of a portable microscope for imaging the microstructure of the material of
interest. The surface of a 150-millimeter (6-inch) diameter area must be prepared by grinding, polishing, and etching to
reveal the grain boundaries. In-situ metallography is currently accomplished by trained personnel from Naval Surface
Warfare Center Carderock Division (NSWCCD) and will result in identifying whether the material is unsensitized,
moderately sensitized, or highly sensitized. An associated recommendation related to repair of the analyzed material will
then be provided through the NSA to the contractor.
b. ASTM G67 Test. The ASTM G67 is a quantitative, destructive, volumetric test that involves immersing a sample in
concentrated nitric acid (HNO3) solution at a test temperature of 30±0.1 °C (86±0.2 °F) for 24 hours. The beta-phase will
dissolve in the nitric acid in preference to the solid solution of magnesium in the aluminum matrix to provide a quantitative
measure of IGC susceptibility. Aluminum magnesium alloys that are susceptible to IGC will exhibit a mass loss of the
order of 25 to 75 mg/cm2. The ASTM G67 test is the only accepted technology for quantitatively determining the level of
sensitization of 5086 aluminum material. When ASTM G67 testing has been required by the NSA, test results shall be
provided to and adjudicated by the NSA prior to any production welding.
c. DoS Probe. The DoS Probe measures the current of an electrochemical reaction. This signal is calibrated to the
ASTM G67 result for 5456 aluminum material. This test can be performed by qualified operators in-situ and
non-destructively on the aluminum structure. The testing requires that the coating be removed, and the surface be exposed
to acid. The DoS Probe calibration to ASTM G67 for thicker material is not as robust as for thinner material. As a result,
DoS Probe readings at or above 60 mg/cm2 on material equal to or greater than ½ inch thick should be confirmed with
in-situ metallography as being highly sensitized. The DoS Probe operator shall be trained in accordance with original
equipment manufacturer (OEM) guidance and qualified by written and practical examination.
Where other methods cannot be performed for reasons of access or schedule, a weld bead test can be performed. It is destructive,
empirically developed and may be subject to variables of the welding process. It cannot differentiate between moderately sensitized
(ASTM G67 equivalent of 30-60 mg/cm2) and highly sensitized (ASTM G67 equivalent of greater than 60 mg/cm2). Without
additional evaluation, material shall be assumed to be highly sensitized when failing this test. As such, results are valid, but the test
is not considered equivalent to the other three methods.
d. Weld Bead Test. The weld bead test is a qualitative test for determining if the aluminum is sensitized. PT is performed for
an area to be tested, and the test is located in an area without indications. The test is performed by welding two 6-inch
parallel weld beads approximately 3 inches apart and parallel to the nearest frames or stiffeners, approximately 6 inches
away from the cut-line. After the welds cool, perform a surface preparation PT inspection, in accordance with paragraph
4.6.8, between the weld beads. Any cracking between the parallel weld beads indicates the material is sensitized.
3.1.2.1 Validity Period for Sensitization Measurements.
For in-service material on CG-47 Class ships, the sensitization measurements shall be valid for the following timeframes:
(1) Material with ASTM G67, or equivalent, results of greater than 30 mg/cm2 but less than 50 mg/cm2 shall be valid for 3
years from the date of testing.
(2) Remaining in-service material results shall be valid for 2 years from the date of testing.
(3) For new material, ASTM G67 results shall be valid for 1 year from the date of certification or testing.

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Figure 3-1. Sensitization Test Results

3.2 NONDESTRUCTIVE TESTING (NDT).

NDT is a general term used to identify all those inspection methods that permit evaluation of welds and related materials without
destroying their structure. The following information includes some of the more commonly used NDT methods for inspecting
aluminum welds.

Penetrating dyes and developers are solvents that can damage future welds if not completely
removed by cleaning. Contamination from dyes and developers can lead to porosity, which
must be repaired prior to inspection. Clean all welds completely using a cleaner approved by
the NSA.
All inspections shall be performed in accordance with T9074-AS-GIB-010/271 and with the acceptance criteria of
MIL-STD-2035, as modified by MIL-STD-1689. The NDT techniques listed in T9074-AS-GIB-010/271 for use on aluminum are
VT, Liquid PT, UT, radiographic inspection (RT), and eddy current inspection (ET). ET and VT should be used to locate cracks
and other surface defects. UT and RT may be used to investigate the extent of cracks or when internal defects are suspected. PT
should be used carefully and primarily for inspection of completed welds.
UT of welds in thickness ranges below ¼ inch shall be reviewed for applicability of test sensitivity and technique by the examiner
and demonstrated to the NSA in accordance with T9074-AS-GIB-010/271.
Inspection of superstructure cracks should examine both sides of the aluminum plate since cracks in aluminum do not usually
follow a straight line through the thickness of the material.

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CHAPTER 4
SUPERSTRUCTURE REPAIR, ALTERATION, AND MODERNIZATION
4.1 SCOPE.
Repair of cracks in aluminum structure can solve maintenance problems or add to them if not completed properly. Permanent repairs
are repairs that return the ship to the specification and drawing requirements. Modernization and alterations may include work to
bring the structure up-to-date with the latest design guidance or hardware installation and accomplished by the use of welding. The
condition of the aluminum must be determined through testing and the proper welding procedures must be used to complete that
work. If proper procedures are not used, cracks can either begin or worsen after welding. This chapter is written with a focus on
repair of aluminum structure, but permanent repair guidance is applicable to alterations and modernization work that utilizes
welding.

A detailed understanding of aluminum structure welding, experience, and judgment is needed to

achieve high-quality welds required by this manual, and to avoid damaging areas that must be
repaired or modified. DTNSRDC Reports 84/016 and 84/017 may be useful in developing
fabrication and welding procedures.
If the ship is underway or sensitization testing is otherwise not possible, then personnel should use the temporary repair methods
identified in paragraph 4.5. Permanent repairs should be scoped in advance of the regularly scheduled maintenance or modernization
availabilities and documented and scheduled for repair. If the ship is in-port and testing of the superstructure aluminum material is
possible, then testing should be performed to determine the best method of repair and permanent repairs should be completed.
Based on the results of sensitization testing described in Chapter 3, use Figure 4-1 as a guide to determine the correct approach for
repairing structural cracks. If the ASTM G67, or equivalent, result is:
a. Less than 30 mg/cm2, then repair via welding. The material between 20 and 30 mg/cm2 may be sensitized but at low
likelihood of re-cracking during welding. Below 20 mg/cm 2, the material is unsensitized.
b. Between 30 and 60 mg/cm2, cold work and welding shall be jointly used. The material is considered moderately sensitized.
c. Greater than 60 mg/cm2, then the aluminum plate base material is not weldable and must be fully replaced or temporary
repairs can be accomplished without welding. The material is considered highly sensitized.

Figure 4-1. Repair Method Based on Sensitization Test Measurement

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4.2 PREPARATION OF STRUCTURE BEFORE REPAIR.

a. Once the extent of the cracking is determined in accordance with paragraph 3.2, a repair method as listed in sections
4.5 or 4.6 will be planned.
b. Follow all applicable safety instructions of paragraph 4.3.
c. Prior to sanding, chipping, grinding, blasting, etc., cover ventilation ducting and electrical/electronic equipment. Secure
electrical items before covering to prevent overheating.
d. See paragraph 4.6.6 and use the necessary cleaning methods below to the achieve the required surface cleanliness prior
to repair of the structure:
(1) Chipping and grinding.
(2) Blasting in accordance with SI 009-32 and NSTM Chapter 631.
(3) Chemical removal paint, oil, grease, seawater salt accumulation, and oxides of aluminum.
(4) Stainless steel wire brushing.

Use of toxic and/or flammable solvents to remove paint poses a great risk to personal safety
that can result in injury or death. Use a non-sparking exhaust fan vented to the weather to
reduce the risk of fire or explosion. Ensure the work area is supplied with a steady source of
fresh air.
e. When necessary for oxide removal, only stainless-steel wire brushes, scouring pads, or aluminum oxide abrasive sanding
pads shall be used on aluminum structure. See paragraph 4.6.6.2 for more details about oxide removal.
f. See critical weld requirements in paragraph 4.6.10.9 for additional inspections and mitigations required prior to cutting
the plate.
g. Follow additional requirements specific to the selected repair method.
4.3 SAFETY.
All temporary and permanent repair work shall be regulated by standard Navy safety procedures and requirements as directed by
the local NSA, or, if the NSA is not available, the ship’s commanding officer.
4.4 PREPARATION.
Prepare for the repairs as follows, regardless of the type of repair to be accomplished:
a. Review all safety recommendations and follow requirements as necessary during the repair. In addition, follow all
individual ship safety requirements in effect during the repair period.
b. Review Appendix A and the associated work flow diagram.
4.5 TEMPORARY REPAIRS.
The objective of temporary repairs is to restore the watertight integrity and mitigate further crack growth or damage until a
permanent repair can be accomplished. A temporary repair should return the damaged area to a satisfactory level of performance.
Temporary repairs may be necessary due to damage resulting from:
a. Severe storms with high winds and heavy seas.
b. Battle damage.
c. Collision or impact.
d. Corrosion.
e. Poor design or construction of structural details.
On CG-47 Class, aluminum superstructure cracks are the most common form of damage related to the above events. These
cracks commonly start at or near the following locations:
a. Welds (construction or repair).

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b. Localized surface damage (corrosion pits, gouges, and scratches).

c. Material defects (exfoliation and pores).
d. Certain structural details.
e. In highly sensitized plate or shapes.
4.5.1 Types of Temporary Repair.
Five types of temporary repairs are available:
a. Welded.
b. Mechanically fastened.
c. Sealant.
d. Bonded aluminum repairs.
e. Composite patches.
Any temporary repairs must be followed by a request to the Type Commander (TYCOM) to schedule a permanent repair as soon
as possible, but no later than the next CNO availability. Both a DFS and a Job Control Number (JCN) must be developed or
updated for each repair location.
4.5.1.1 Welded.
A welded doubler plate can be used, but the welding will result in additional residual stress, which can lead to additional cracking
in sensitized aluminum. This repair should be sized in accordance with NSTM Chapter 100 requirements. Welding shall follow
the requirements of this document.
4.5.1.2 Mechanically Fastened.
Mechanically fastened doubler plates can be used in lieu of welded doubler plates. This will prevent the residual stress associated
with welded doublers. This repair shall be in accordance with NSTM Chapter 100 requirements. Aluminum plates and stainless-
steel fasteners should be used for cracks in aluminum structure. Use of other materials may not be corrosively compatible with
aluminum structure. Sealant may be used to ensure weathertight integrity.
4.5.1.3 Sealants.
Rapid restoration of weather-tight integrity of a space can be achieved by ship’s force with the application of sealant. Apply the
sealant to an area wider than the damage itself and to an area ahead of any crack path(s) to account for any and all possible crack
growth. See NSTM Chapter 100 for additional requirements.
Additional durability can be achieved by the addition of fiberglass reinforced tape. Reinforcing tape is pressed into the first coat
of sealant while the sealant is still wet and immediately followed by application of a second coat of sealant.

Sealants may have limited effectiveness in pressurized boundaries and will not restore
structural strength or retard crack growth. Sealant temporary repairs should be removed and
repaired with a permanent solution as soon as possible.
4.5.1.4 Bonded Aluminum (“Cold Bond”) Patches.
Bonded aluminum repair patches, in accordance with NAVSEA Drawing 803-8436622 are available to ship’s force to perform
emergency repairs. The drawing covers the tools, materials, and instructions for sizing and performing the repair. Bonded
aluminum plates restore weather-tight integrity to the compromised space until more permanent repairs can be completed.
Bonded aluminum repairs are usually more resilient than sealant repairs. Sealant repairs are highly preferable when there is likely
fatigue, or the geometry is unfavorable for bonding the aluminum (e.g., out of plane cracks). Kits should be assembled ahead of
deployments; however, some of the materials expire and/or are allowed to be stored on-board in limited quantities.

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4.5.1.5 Composite Patches.

Composite patch repairs are approved for use on CG-47 Class aluminum superstructure above the 03 Level and in horizontal
locations away from equipment foundations and structural details. Composite patch technology offers a temporary repair solution
for the purpose of mitigating crack propagation in sensitized aluminum and restoring weather tight integrity to the compromised
space(s). This technology restores weather-tightness and reduces the stress available to grow the crack. Mitigating crack growth
allows the ship to continue scheduled operations until the next maintenance availability, when the composite patch can be
inspected for continued use or permanent repairs can be accomplished. Testing supports the long-term use of composite patch
repairs exposed to the marine environment and applied to sensitized material. See NSWCCD Report NSWCD-65-TR-2012/30 on
limitations, installation, and inspection of composite patch.
4.5.1.5.1 Composite Patch Exceptions.
Exceptions to locations that are not covered in the NSWCCD report may be considered and will be evaluated on a case-by-case
basis via the DFS process in accordance with the Joint Fleet Maintenance Manual (JFMM). Those areas that meet the above
criteria should be documented via a minor DFS; those that do not meet the above criteria should be elevated by the local RMC
Chief Engineer to NAVSEA as major DFSs in accordance with the JFMM.
If there are any questions about the application or if the request is outside of the criteria, the DFS should be made a major DFS
and forwarded to NAVSEA for adjudication. Once the application of a composite patch is selected, maintenance teams should
contact CNRMC Code 200 for consultation and scheduling of a composites team.
4.6 PERMANENT REPAIRS, UPGRADES, AND MODERNIZATION.
Permanent repairs to the ship’s superstructure are accomplished through welding and the replacement of aluminum plating and
structural shapes. Upgrades and modernization work often include cutting and welding to the aluminum superstructure.
However, because significant areas of the ship’s superstructure may have varying levels or degrees of sensitization, it is critical
that qualified personnel follow proper welding and repair procedures. Sensitized aluminum reacts very differently than new
aluminum plate material when subjected to the high residual stress of welding.
The following paragraphs discuss requirements for personnel qualification for welding sensitized aluminum, specific welding
techniques and processes, pretreatment, repair methods for specific structures on the superstructure, and acceptance criteria for
welds and permanent repairs.
4.6.1 Welding Procedure and Personnel Qualification.
Procedures used to weld aluminum structures on the CG-47 Class shall be qualified in accordance with S9074-AQ-GIB-010/248
and MIL-STD-1689, prior to performing production welding. All personnel performing welding (including tack welding) of
aluminum structures shall be qualified in accordance with S9074-AQ-GIB-010/248. Qualification documentation shall be
available upon request by the NSA.
Procedure and personnel qualification is necessary to ensure that properly trained personnel are available for aluminum structural
repairs. Qualification of welding procedures, welders, NDT procedures, and NDT personnel are requirements that shall be
administered in accordance with paragraph 4.6.1 and 2.3.
In general, the following is required for a permanent repair:
The repair activity shall have responsibility to ensure that personnel, procedures, and equipment used for repair and inspection
comply with the Navy’s established fabrication, welding, and inspection standards. Procedures and personnel previously
qualified and approved shall not require requalification provided that their qualifications have not lapsed, and provided that
qualification records or approval documentation is available.
4.6.2 Ultrasonic Impact Technology (UIT).
UIT, a cold work process, is an approved option to be used for the following applications:
a. In lieu of contour grinding weld toes.
b. As part of weld repairs of non-sensitized material where weld repairs have previously failed.

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c. As part of weld repairs to moderately sensitized material. In cases where testing indicates level of sensitization is
moderate, showing values between 30 and 60 mg/cm2, UIT shall be used to pretreat aluminum surfaces and treat the
surface post welding.
Personnel identified to perform UIT on repair areas must receive formal certification prior to performing UIT treatment.
Requirements for performing UIT are contained in Appendix B.
4.6.3 Materials.
4.6.3.1 Material Procurement.
Procured aluminum material shall not be plasma cut to final shape or size. All plasma-cut edges shall be cut back at least ½ inch
(12 mm) by mechanical means.
Aluminum 5456 and 5086 plate and sheet metal shall be purchased in accordance with ASTM B928/B928M.
ASTM B928/B928M includes provisions to ensure that materials are not sensitized prior to purchase. This specification
incorporates corrosion testing to be performed by the aluminum producer in accordance with ASTM G67 and ASTM G66. The
material procurement shall also specify that the aluminum producer provide a test certification report. The dated certificate shall
state that each lot of material has been sampled, tested, and inspected in accordance with ASTM B928/B928M. The ASTM G67
test result shall be accepted for 1 year from the date of the material certification for H116 temper material.
Aluminum 5454 plate and sheet metal shall be procured to ASTM B209. Aluminum 5456, 5086, and 5454 extrusions or rolled
shapes shall be procured to ASTM B221. ASTM B209 and ASTM B221 do not currently require ASTM G67 testing.
Aluminum/steel bimetallic material shall be procured to MIL-J-24445.
Filler metal shall be procured to AWS A5.10/A5.10M and tested to schedule J lot conformance testing in accordance with
AWS A5.01M/A5.01. To meet the 100-percent joint efficiency requirements of MIL-STD-1689, full penetration welds in 5456
shall be made using 5556 filler metal. Aluminum alloy welding filler metal shall be sealed and in its original packaging.
Material certifications shall be included with all purchased aluminum and maintained by the contractor and in accordance with the
contract requirements.
4.6.3.2 Material Inspection.
The procuring activity shall confirm the supplier provided a certificate for ASTM B928/B928M material stating that each lot has
been sampled, tested, and inspected in accordance with ASTM B928/B928M and meets all requirements. If available, material
certifications for all other aluminum, while not required by this document, shall be similarly reviewed. Certificates shall be
retained and available for government review in accordance with contract requirements.
All 5XXX-series aluminum material certificates shall be checked by the procuring activity against the specification requirements.
Receipt inspection shall include checks comparing physical material markings and certificate data. All 5XXX-series aluminum
material shall be inspected for the correct alloy designation and temper relative to the material markings. Identification shall be
maintained from receipt inspection to the initial point of fabrication and include lot number, specification, alloy, and temper. For
new material, the ASTM G67 test result shall be accepted for 1 year from the date of the material certification for H116 temper
material. If the required certification was obtained more than 1 year prior, the procuring activity shall verify that the material is
not sensitized by performing an ASTM G67 test or an equivalent test in accordance with paragraph 3.1.2 prior to fabrication.
4.6.3.3 Material Storage and Handling.
It is recommended that aluminum plate material be stored in a dry environment in an enclosed structure where possible. Filler
metal shall be stored in the original closed containers to protect from moisture, dirt, dust, oil, and grease. Once the container is
opened, it shall not be resealed since traces of moisture on the aluminum can produce severe weld porosity. Filler metal removed
from the original container shall be stored in clean and dust free containers. Long-term storage shall prevent moisture pick-up.
Once spooled filler wire are mounted on welding wire spool hubs, they shall be enclosed in a dust cover. Any weld wire that has
been contaminated with hydrocarbons shall be discarded. Filler metal shall be handled with clean cloth gloves (leather welding
gloves may also be used during welding). For gas tungsten arc welding (GTAW), within 8 hours prior to use, the entire filler
metal rod shall be cleaned with a scouring pad such as Scotch Brite®, or equivalent, to remove oxides.

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4.6.4 Environmental Conditions.

Enclosures need to provide adequate protection to prevent rain and other sources from
contaminating the weld with moisture, and to provide a still atmosphere to ensure stability of
the shield gas. High levels of moisture in the weld atmosphere are a major contributor to
porosity in the weld. Even momentary interruption of the shield gas will adversely affect
weld quality.
High levels of moisture in the air are a major contributor to porosity in the welding area; therefore, the relative humidity
conditions in the welding area shall be controlled to prevent moisture from condensing on the base material and filler metal. The
weld area shall be protected from rain, other precipitation, wind drafts, and other forms of inclement weather. A still atmosphere
shall be provided to ensure stability of the shielding gas.
When welding outdoors, draft-free enclosures shall be erected around areas to be welded to ensure that the shielding gas will not
be disturbed, and the welding area is protected from the weather. Water intrusion into the work area shall be prevented at the
bottom of enclosures (particularly for deck inserts). Dehumidifiers and ventilators may be used to control conditions as
necessary. Welders should orient dehumidification and ventilation equipment so it does not adversely interfere with shielding gas
or weld arcs.
4.6.5 Metal Cutting.
Aluminum shall be cut with a saw. A plasma arc or other metal cutting methods may be permitted with NSA approval.

Thermal cutting melts the base metal leaving a large heat affected zone (HAZ), melts the
grain boundaries, and leaves heavy oxide films. This will affect future welding operations.
4.6.5.1 Saw Cutting.
When proper equipment and cutting speeds are used, saw cutting creates good quality cuts. Typical saw cutting equipment
includes:
a. Circular saws. Circular saws can be either portable or floor mounted.
b. Reciprocating saws.
c. Floor mounted or portable band saws. Floor mounted band saws are better than portable band saws because they provide
high blade speeds.
d. Saber saws. Saber saws can be used for scroll cutting.
4.6.5.2 Plasma Cutting.
Plasma cutting may be allowed for rip-outs or cutting larger structures only with approval from the local NSA.
All plasma-cut edges shall be cut back at least ½ inch by mechanical means prior to weld joint fit-up. Tungsten inert-gas welding
equipment that is capable of cutting shall not be used for plasma cutting because the travel speeds are low, resulting in a coarse
cut surface.

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4.6.6 Joint Preparation.

4.6.6.1 Degreasing.

Surface contaminants can result in absorption of hydrogen by the molten aluminum during
welding. Trapped hydrogen will cause the welded aluminum to become porous and lead to
metal corrosion or failure.
Hydrogen is the major contributor to porosity in aluminum welding as hydrogen is highly soluble in molten aluminum. Hydrogen
sources include water, oils, greases, paints, solvents and other hydrocarbon containing compounds.
Any aluminum that has been exposed to hydrogen sources shall be thoroughly cleaned prior to welding to avoid weld porosity.
Oils and grease shall be removed with solvents approved by the NSA complying with all local, state, and federal health and safety
regulations prior to any mechanical cleaning such as wire brushing, abrasive blast, grinding, etc. The solvent shall not leave any
residue.
Surfaces shall be cleaned of penetrant. Care shall be taken in cleaning the surface if PT has been used to identify defects for
rework. Penetrant left on the surface for long periods can be difficult to completely remove. Failure to adequately clean
penetrant has been found to cause additional defects.
4.6.6.2 Oxide Removal.

Exposed aluminum surfaces rapidly grow oxides. Aluminum oxide that is welded into
aluminum material can result in porosity and/or lack of fusion that can lead to metal corrosion
or failure. Aluminum oxide can also affect the welding arc.
Aluminum reacts strongly to oxygen in the air, resulting in oxidation. Aluminum oxide melts at about 3720 °F, which is roughly
three times the melting temperature of aluminum (1200 °F). If oxide is not removed prior to welding, porosity and/or lack of
fusion may result.
After the weld area has been thoroughly degreased (see 4.6.6.1), clean aluminum surfaces using a carbide burr, manual stainless-
steel wire brush, power-driven stainless-steel wire brush, aluminum oxide coated fiber wheel, or abrasive disk. Stainless wire
brushes shall be 3XX series. Stainless steel wire brushes used for joint preparation shall be used for aluminum cleaning only and
for no other purpose. New stainless-steel wire brushes shall be degreased with a solvent such as acetone prior to use. Stainless-
steel wire brushes that become contaminated shall be discarded. Power-driven stainless-steel wire brushes should be used with
caution in order to avoid smearing the surface of the aluminum. Cleaning to remove oxide may also be accomplished with
approved chemical means. Chemical cleaners shall be approved by the NSA prior to use.

Inspection of the metal surface may reveal smeared metal, which can occur when metal is
deoxidized using power driven equipment (for example, stainless steel wire brushes). When
power driven equipment is used, lower RPM is recommended to avoid smearing metal.
Smeared metal can trap contaminants and should be repaired prior to welding. Carbide
burring of the joint surface after cutting the joint is effective in removing smeared metal.
4.6.7 Joint Design and Fit-Up.
Welding joint design and fit-up shall be in accordance with MIL-STD-22 and the following:

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a. Where plates of unequal thickness are to be joined by group B joints (also referred to as butt joints), the thicker plate
shall be chamfered to the thickness of the thinner plate in accordance with the MIL-STD-22 figure for butt welding for
plate of unequal thickness, except that a minimum 4-to-1 taper shall be used for weld joints.
b. Weld joints and surfaces shall be prepared by sawing or routing without using lubricants.
c. Runoff tabs should be used at the ends of group B joints and when the ends of the weld coincide with the edge of the
plate.
d. New group B joints that are terminated at existing group B joints shall require cut backs in the existing weld in
accordance with MIL-STD-1689, figure for relationship of inserts, patches and small access plates to existing butt welds
in surface ships, except that the existing weld shall be cut back and re-welded for a distance of 6 inches from the weld
intersection.
Any defects in existing welds in the vicinity of planned work shall be reported prior to the start of welding.. The need to make
additional repairs, or come to an agreement through the DFS process, shall be discussed with the local NSA (Code 200) as soon
as the defects are identified should there be any concern with regard to the scope of work.
4.6.8 Penetrant Testing (PT) and Inspection.
Visually acceptable surfaces identified for welding repair and the area ½ inch to either side shall also be 100 percent inspected
using PT prior to cutting or UIT pretreatment. 5XVT may be used in lieu of PT with local NSA approval. Surface PT inspection
shall be expanded to 4 inches to either side of the weld joint for sensitized material in the interior of the deckhouse or existing
aluminum material in the exterior of the deckhouse. ASTM G67, or equivalent, testing can be performed for descoping existing
material in the exterior of the deckhouse. With a result of 30 mg/cm2 or less, it is acceptable to PT, or 5XVT with approval, for a
minimum width of ½ inch on either side from the planned cut line. With a result of 20 mg/cm2 or less, it is acceptable to perform
standard VT for a minimum width of ½ inch on either side of the planned cut line.

Discontinuity is defined as a material irregularity, such as a lack of consistency in its

mechanical, metallurgical, or physical characteristics. A discontinuity could be the result of a
defect but isn’t necessarily a defect.
A defect is a discontinuity that makes a part or product unable to meet the minimum
acceptance standard or specification. An identified defect results in the rejection of a part or
product.
The purpose of the PT inspection is to ensure that a weld repair is going to be made to sound base (aluminum) material. The PT
inspected surfaces shall be free of discontinuities such as “lines” on the aluminum or defects that may affect weld quality or the
condition of the aluminum. If discontinuities exist, a CFR or similar reporting document shall be submitted that identifies the
recommendations discussed between the contractor and the NSA. Once PT is completed, NSA Code 200 shall judge the severity
of discontinuities found against MIL-STD-1689 criteria for adjacent base material and NAVSEA Technical Publication T9630-
AB-MMD-010 for corrosion and pitting. Areas with tool marks or other gouges shall be brought to the attention of the NSA for
exemption from PT inspection results if the requirements in MIL-STD-1689 would allow the defect or the use of grinding to
repair the defect. Visually unacceptable conditions shall be reported prior to performing PT.
4.6.9 Joint Cleaning.
The surfaces to be welded and all adjacent surfaces that are no less than 1 inch on both sides of the weld area, including faying
(welding) surfaces of attachment (fillet) welds, shall be thoroughly cleaned prior to fit-up and welding.
The following are requirements for pre-weld joint cleaning:
a. The area to be welded shall be free of paint. Paint shall be removed using NSA-approved procedures. There are no
approved “chemical cleaners” for use in shipyards or on Navy vessels to assist in removing deeply embedded paint from
base materials with poor surface conditions. “Peel-Away” and other permitted chemical strippers are only effective on
non-epoxy topcoats. NSTM Chapter 631 explicitly states, “In no case shall caustic strippers be used on aluminum,
magnesium, or zinc or their alloys.”

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b. After paint removal, the surface to be welded and the surrounding aluminum base material, 1 inch to each side of the
weld, shall be free of oil, grease, and markings in accordance with paragraph 4.6.6.1.
c. After surface and surrounding base material is thoroughly degreased, the oxide film shall be removed in accordance with
paragraph 4.6.6.2.
d. After the oxide film is removed, the joint surface and adjacent base material shall be wiped clean with an approved
chemical cleaner immediately prior to welding.
e. Surfaces shall be cleaned of loose particles immediately prior to welding. If the faying surfaces become contaminated by
water, oil, etc., cleaning shall be required before welding can proceed.
f. Welding shall take place within 6 hours after oxide film removal. If more than 6 hours elapses between cleaning and
welding, the joint surface and adjacent base material shall be re-cleaned as described above.
g. Faying surfaces of welds and weld areas covered by temporary backing strips shall also be degreased and the oxide film
removed within 6 hours of welding as described above. Where welding does not take place within 6 hours of oxide
removal, the joint shall be disassembled, or the backing strip removed, and the weld surfaces re-cleaned as described
above.
h. For large installations, where performing fit-up, cleaning, tacking, and welding is not feasible within 6 hours, faying
surfaces can be cleaned within 12 hours with local NSA approval prior to beginning installation.
i. Surface preparation PT, or if approved 5XVT, inspections may not be practical in areas where the existing aluminum
metal is in poor condition; however, inspection may be accomplished on the interior side after NSA approval of a
permanent minor DFS request. Some examples are areas exposed to non-skid surface prep, weather decks, areas that
have been previously UIT treated, and areas near the bimetallic strip. Welding performed immediately after degreasing
and oxide removal will provide the best conditions for high-quality welds.
4.6.10 Welding Processes and Equipment.
Welding equipment shall be of the type specified, in good repair, and properly adjusted. Welding machines shall be cleaned prior
to use in order to ensure that lubricant on internal components does not pose a risk of depositing hydrocarbons on wire, which
may result in porosity in the final weld. The equipment shall correspond to the type used for qualification of the weld procedure.
For conventional gas metal arc welding (GMAW), a constant voltage (CV) power source with constant wire feed speed is
recommended. A CV power source compensates for changes in arc length by varying the current, which affects the heat input
and varies weld penetration.
For pulsed GMAW (GMAW-P), a power source with GMAW-P capabilities is required. The GMAW-P process can be either
semiautomatic or mechanized. When possible, the mechanized process is recommended.
4.6.10.1 Gas Tungsten Arc Welding (GTAW).
GTAW or GTAW pulse may be used for installation of overboard pipe, from flange to shell, that is less than or equal to 2 inches
in diameter. It can also be used to repair isolated defects in the groove weld reinforcement or in fillet welds provided the total
sum of all defects is less than 10 percent of the joint length and for no individual indication greater than 6 inches in length.
GTAW without the addition of filler metal (“reflow”) is not permitted, except when qualified in accordance with S9074-AQ-GIB-
010/248. Any exceptions to these permitted repairs shall be approved by the local NSA Technical Authority. Additionally, the
activity shall provide the NSA a process/plan to control welding heat input and distortion.
4.6.10.2 Gas Metal Arc Welding (GMAW).
GMAW is recommended for aluminum welding. GMAW is a high productive process that results in greater depths of penetration
and narrower HAZ in comparison to GTAW. The short circuit GMAW (GMAW-S) process shall not be used for any welding
unless approved by NAVSEA in accordance with MIL-STD-1689.
GMAW-P, a variation of the GMAW process, is also recommended when possible. GMAW-P is a non-contact method that
transfers small droplets directly through the arc, one droplet during each pulse. As the wire is advanced, the current pulses and
transfers the next droplet. This process offers a number of advantages, including lower heat input when compared to spray or
globular transfer, reduced spatter, and high deposit rates.

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4.6.10.3 Shielding Gas.

The shielding gases used for the GMAW process shall be in accordance with approved welding procedures. Pure helium is
recommended for mechanized processes where high welding speeds and increased penetration are required. The arc voltage is
higher when using helium versus a helium/argon mixture, thus increasing the heat input. A 75 percent helium to 25 percent argon
mixture is recommended for semiautomatic welding of aluminum, as it has shown fewer discontinuities than 100 percent argon.
Shielding gases shall be checked for acceptable dew point at the welding torch head on a random sampling basis. The activity
shall develop a dew point sampling plan, approved by the NSA, that can be reduced based on achieving satisfactory weld reject
rates. At a minimum, sampling shall be done at least once per week on 10 percent of welders, but not less than one, if welding
aluminum for that week. Random sampling results shall be recorded and maintained by the contractor. The dew point shall be -
40 °C (-40 °F) or less at the torch head. The welding apparatus shall be pre-purged with shielding gas for a minimum of 10
seconds prior to the start of welding. Shielding gas shall be water or liquid pumped, not oil pumped.
Any traces of air or moisture in the shielding gas can potentially affect weld quality. The gas delivery system and/or welding
equipment shall be checked on a monthly basis for leaks to avoid contaminating the shielding gas. Non-rubber, non-permeable,
or welding power supply OEM hoses for gas delivery shall be used. The hose length and number of hose-to-hose connections
shall be minimized to prevent potential moisture contamination in the hose line. Unless approved by the NSA, the maximum
individual hose length shall be 100 feet and limited to one hose-to-hose connection between the gas bottle and power supply.
When the NSA approves a hose length of greater than 100 feet or more than one hose-to-hose connection, the dew point shall be
checked, prior to welding, at the torch after the line is purged. This includes when connections are made or changed and the start
of each shift, prior to beginning production welding. This check is in addition to the approved random sampling, and results shall
be recorded and available for review by the NSA at the work site. If during the welding process, weld issues are experienced that
are associated with gas contamination/dew point issues (porosity), the shielding gas should be checked for dew point and the gas
line inspected for leaks or breaks. Shielding gas quality certification records shall be maintained for gas used in production and
made available to the NSA upon request.

Use metallic inert gas piping (refrigeration quality recommended) at fixed welding stations.
When required for flexibility or for electrical isolation, non-metallic inert gas lines should
specifically be welding quality lines and not rubber hose or tubing used for other purposes.
For fixed stations using liquid argon, additional purge time may be necessary to remove gas
entrapment.
4.6.10.4 Preheating and Interpass Temperature.

Preheat is the temperature at which surfaces are heated before welding begins. Interpass
temperature is the temperature at which subsequent weld runs are deposited. A maximum
interpass temperature is identified to control the weld metal microstructural development. It
also ensures the weld is similar to the welds made in the procedure qualification.
The welding surface shall be moisture-free. If preheating of aluminum alloys is required, the temperature shall be a minimum of
60 °F and maximum of 150 °F and shall not be applied for longer than 30 minutes. Heating 5XXX-series aluminum alloys above
these time and temperature limits can damage the metal and cause it to become sensitized and susceptible to SCC. Use surface
contact pyrometers or other suitable devices to check temperature. Temperature indicating crayons shall not be used.
Temperature shall be checked at a distance of no less than 1 inch and no greater than 3 inches from edge of joint or toe of the
bead.
The interpass temperature shall not go above 150 °F. An interpass temperature of 110 °F is considered optimal. The higher the
interpass temperature, the slower the cooling rate in the weld metal and greater width of the HAZ.

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Bimetallic bonded steel to aluminum transition joints are subject to degradation when overheated. Welds to bimetallic material
shall be sequenced to minimize distortion and heat input. Steel welds to bimetallic joints shall be performed to a qualified
procedure that limits the temperature at the aluminum-to-steel bond line to a maximum of 400 °F (200 °C). Affected bond areas
shall be monitored during welding to ensure that temperature does not exceed 400 °F (200 °C). If the bond area exceeds 400 °F,
the affected bond line shall be 5XVT inspected for delamination.
4.6.10.5 Tack Welding.
Tack welding shall be performed with S9074-AQ-GIB-010/248 qualified personnel and procedures. Tack welds may be included
in the final weld provided the tack welds are visually inspected by 5XVT. When included in the final weld, defects such as
cracks, excessive undercut, entrapped slag, and excessive surface roughness shall be corrected to ensure that final weld quality
requirements will be met. For tack welds that are not incorporated into the final weld, the tack welds shall be cleaned after
tacking. Prior to welding the final weld, tack welds shall be removed by grinding, and the surface area that will be welded shall
be cleaned as described in paragraph 4.6.9. After removal of tack welds, the surface of the plating in way of the tack weld shall
be ground flush. The ground surface shall be inspected by 5XVT and shall be free of surface discontinuities that may affect weld
quality.
4.6.10.6 Weld Joint Backing.
Using a one-sided group B joint with temporary backing (ceramic) in lieu of a double-sided group B joint has been proven to be
effective in improving weld quality and reducing cost through reduced NDT of in-service aluminum repair welds. One-sided full
penetration welds with temporary ceramic backing shall be used when the root is accessible for inspection from the back side,
unless there are justified production advantages to using a double-sided weld provided to the NSA. Joint cleaning in way of
backing shall be in accordance with section 4.6.6. Welding procedures that specify the use of ceramic backing strips shall be
qualified in accordance with S9074-AQ-GIB-010/248.

Aluminum surfaces must be cleaned within 6 hours of welding. Cleaning removes aluminum
oxide, which forms on the surface of aluminum as it reacts to the air. Aluminum oxide that is
welded into aluminum material may cause porosity and/or lack of fusion, and lead to metal
corrosion or failure.
Backing strips shall be installed within 6 hours prior to welding. Where permanent aluminum backing is used, it shall be cleaned
before use to prevent contaminants in the weld puddle. In cases where permanent backing is necessary, joint efficiencies and
joint design shall be in accordance with MIL-STD-1689 and MIL-STD-22.
4.6.10.7 Interpass Cleaning.
After each weld pass, the weld shall be manually brushed with a stainless-steel wire brush in accordance with paragraph 4.6.6.2.
Wire brushing after each pass removes any remaining soot that might have remained on the weld bead and adjacent base metal.
Removing soot helps prevent the formation of metal porosity and helps to avoid defective welds.
4.6.10.8 Distortion Control.
Due to aluminum’s high coefficient of thermal expansion, high thermal conductivity, and high solidification shrinkage, the
likelihood of distortion induced from welding is increased. Distortion and unfairness beyond the requirements in MIL-STD-1689
can cause detrimental conditions to the ships structure. Misaligned, bowed, tripped, and distorted structures can result in a
reduction of buckling strength, buildup of residual stresses, and promotion of cracks. These conditions will degrade the structure
resulting in a reduction of designed structural strength, fatigue life, and ships’ service life. Some suggested steps to avoid and/or
prevent distortion include:
a. Locate and balance the welds at or near the neutral axes of members.
b. Use automated welding or sequencing whenever possible.
c. Use fixtures to pre-stress the item being welded, such as U-bend shape dogging fixtures to maintain alignment during
welding and/or control shrinkage during cooling. The removal of welded fixtures will be inspected in accordance with
paragraph 4.6.10.10. If there is any question whether a defect will be rejected, contact NSA Code 200.

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d. Avoid temporary welding when possible. For example, Appendix C, Figure C-1 shows a fixture that can be used to align
a structure without welding.
Alignment tolerances and maximum allowable deviations shall be in accordance with MIL-STD-1689. Qualified weld
procedures in accordance with S9074-AQ-GIB-010/248 shall be required for all tack welds and any welds used for temporary
attachments and strong backs. Weld sites for temporary attachments and strong backs shall be ground flush when removed and
inspected in accordance with paragraph 4.6.10.10.
4.6.10.9 Critical and Non-Critical Welds.
Two types of welds are indicated in this document, “critical” and “non-critical”. Critical welds shall be fabricated to a welding
PCP. All sensitized aluminum welding shall be treated as critical welds. Critical welds as defined here shall remain critical
regardless of whether the welds are accomplished shipboard or accomplished in a shop as a prefabricated assembly.
The following defines critical welds for aluminum that is not sensitized:
a. All welds to decks and longitudinal bulkheads that are part of a Structural Ship Alteration (see Appendix E for a list of
ship alterations at the time of publication).
b. All crack repairs in regions shown in table 4-1, including installed inserts.
c. The following welds are critical, where they apply to decks and longitudinal bulkheads and are in regions shown in table
4-1:
1. Cut backs in existing plate welded butts and seams.
2. Plate butt and seam welds.
3. Longitudinal stiffener (web and flange) butt joint welds.
4. Attachment (fillet) welds associated with back-up structure that cross critical butt joint welds, in which case
6 inches of the attachment (fillet) weld on either side of the intersection shall be treated as critical. A back-up
structure could be a stiffener, flat bar, girder, transverse frame, deck, or bulkhead that supports the plating of a
deck or bulkhead.
5. Aluminum welds to the 01-02 Level bulkhead bimetallic strips where steel and aluminum meet at the bulkhead
transition.
6. Permanent padeyes or rigging points.
7. In the midship region, Fr 240-Fr 304, attachment (fillet) welds joining the 02 and 03 Levels with the deckhouse
side plating or fashion plates.
8. In the midship region, Fr 240-Fr 304, attachment (fillet) welds joining the deckhouse side stiffeners and
secondary structural members (including foundations, framing for false decks, platforms, mast gusset plates,
door frames, ladders, studs greater than ⅜ inch in diameter, end mounted angle irons, flat bar, and pipe) to the
deckhouse side plating.
9. In the midship region, Fr 240-Fr 304, attachment (fillet) welds joining transverse frames or transverse
bulkheads to the deckhouse side plating.
10. In the midship region, Fr 240-Fr 304, welds joining secondary structural members (including mast gusset
plates) to the top edge of the deckhouse side. This includes the full penetration weld and the weld
reinforcement at the forward and aft end of the joint. See Figure 4-2.
11. Welds when reinstalling temporary access cuts.
All other welds to non-sensitized material, including mast welds, shall meet the requirements for “non-critical” welds stated in
this document. Shown as a flow chart in Appendix A.

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Figure 4-2. Example Welded Attachment to Top Edge of the Deckhouse Side

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S9CG0-BP-SRM-010/CG-47 CL Rev 1

Table 4-1. Critical Superstructure Regions.

Longitudinal Vertical 1/

FR 136-160 01-02 LVL

FR 160-200 01-02 LVL

FR 160-200 02-03 LVL
FR 160-200 03-04 LVL
FR 160-200 04-05 LVL
FR 160-200 05-06 LVL

FR 200-240 01-02 LVL

FR 200-240 02-03 LVL

FR 240-280 01-02 LVL

FR 240-280 02-03 LVL
FR 240-280 03-04 LVL

FR 280-320 01-02 LVL

FR 280-320 02-03 LVL
FR 280-320 03-04 LVL

FR 320-360 01-02 LVL

FR 320-360 02-03 LVL

FR 360-400 01-02 LVL

FR 400-418 01-02 LVL

FOOTNOTE:
1/
Includes all decks, longitudinal
bulkheads in between, and coamings to
6 inches above the higher deck level.

4.6.10.10 Miscellaneous Attachment (Fillet) Welds.

Mounting systems that provide a weighted load on deck plating, such as studs and end mounted angle irons, flat bars, and
pipe and their associated attachment (fillet) welds, are a source of stress concentration. During repair, headers may be added,
and mounting systems attached to the headers by Liaison Action Request (LAR)/Engineering or Design Memorandum with
NSA Code 200 approval.

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Temporary fillet welds used to secure protective enclosures to the deck house structure shall be minimized and shall not be
continuous across the deck or house side plating. Temporary fillet welds shall be accomplished by welders qualified in
accordance with paragraph 4.6.1. The surface of the plating in way of the temporary attachments shall be ground flush after
removal of temporary attachment (fillet) welds. If welding of the plate is not considered critical, the ground surface shall be
inspected by 5XVT. If the welding is considered critical, the ground surface shall be inspected by PT if visually acceptable.
The inspection shall verify a surface free of discontinuities in accordance with MIL-STD-1689. If there is any question
regarding whether a defect will be rejected, contact NSA Code 200 for clarification.
4.6.11 Surface Finishing of Welds.
Aluminum welds, at the weld toes, tend to crack due to fatigue. This is often the result of undercut and an incorrect weld
crown re-entry angle where stress tends to be high. Manual welding sometimes results in undercut and/or non-smooth weld
re-entry angle. If this occurs, the weld shall be ground to achieve the correct toe contour. The weld toes of aluminum
structure shall be ground as necessary to ensure that the weld blends smoothly into the surrounding base metal (greater than
115-degree re-entry angle). When grinding to achieve the correct contour, the adjacent HAZ and base metal shall have no
undercut. Grinding of the weld volume to achieve the contour shall not create an underfill condition of more than 10 percent
of the thinner adjacent member or ¹⁄64 inch, whichever is less. See Figure 4-3 for an example of this requirement. Use of UIT
in lieu of contouring grinding at the weld toes, in accordance with Appendix B, is permitted with prior approval from the
NSA. When contour grinding is used, it is recommended that the final grinding marks are perpendicular to the weld axis to
maximize fatigue enhancement.
4.6.12 Corrosion Protection After Repair.
After repair work is completed, both sides of the repaired structure surfaces shall be restored to a pre-damaged condition.
Surface preparation and painting shall be accomplished in accordance with NAVSEA SI 009-32 and NSTM Chapter 631,
except in the case of UIT treatment areas (see section 4.6.2). To minimize removal of the UIT treatment, brush blasting or
hand sanding shall be used in UIT treated areas for surface preparation. Those methods will improve the profile and are
expected to minimally remove UIT treatment. Hand sanding should be performed with Scotch-Brite pads, or equivalent, or
80-grit sandpaper followed by a solvent wipe. Brush blasting shall be performed using SSPC-AB 4 recycled encapsulated
abrasive media to retain as much of the UIT profile as possible.

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Figure 4-3. Examples of Acceptable and Unacceptable Butt Weld Profiles

When welding is complete and prior to performing the final PT, critical attachment (fillet) welds, which do not have a smooth re-
entry angle to the plating, shall have their toes contour ground to provide a correct contour for their full length and to within 3
inches of any intersecting (fillet) welds or within the limits of accessibility for inspection. The contoured surface shall not reduce
the thickness of the thinner base metal by more than 10 percent or ¹⁄64 inch, whichever is less.

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In order to reduce the amount of grinding required and avoid over-grinding, it is

recommended that fillet welds be initially welded so that the longer side of the weld is on the
continuous part of the structure. For example, center the welding arc on the deckhouse plate
rather than at the middle where the welding structures join and intersect. Practice may be
required to learn the correct welding position. When welding is done in this manner, only the
toe region of the weld on the continuous member may need grinding to achieve the proper
contour without overgrinding the weld itself.

4.7 METHODS FOR TESTING OF COMPARTMENT TIGHTNESS AFTER REPAIR WELDING IS COMPLETED.
A number of shipboard compartments in the superstructure are listed as watertight, airtight, fume-tight, non-tight, etc. If any
structure repair is conducted on decks or bulkheads for these boundary areas, an inspection shall be conducted after welding is
completed to ensure the repair welds meet required tightness levels. Tightness levels for any given superstructure space may be
determined from the compartment and access drawings or from the Ship Information Book.
Four inspection tests are typically used to determine compartment tightness as follows:
a. Pressurization of the ship compartment air.
b. Air hose test at the repair welds.
c. Water hose test at the repair welds.
d. Light test at the repair welds.
Air and water hose testing shall be performed in accordance with NAVSEA Standard Item 009-25 and NSTM Chapter 079.
4.7.1 Light Test.
This test is specified by the ship’s detailed specification as applicable for fume-tight or light-tight structures. However, it can be
utilized as a “first look” test for any weld.
A strong intense light source is applied to one side of the weld. The adjacent compartment is darkened and the weld in the
darkened compartment is visually inspected. If any light can be seen, the weld shall be reworked.
4.7.2 Compartment Air Pressurization Test.
For superstructure compartments, a pressure of 4 ounces per square inch is recommended, which is at the lower end of the scale
identified in the Navy General Specifications for Ships (GENSPECS).
If an air pressurization test is deemed necessary, the following precautions shall be followed to prevent over pressurization of the
compartment:
a. The air source used for the test shall be the lowest pressure practicable not to exceed 25 pounds per square inch (PSI) for
individual compartments. The air source pressure is defined as either the pressure of the source of air or the outlet
pressure from a reducing valve.
b. A spring pressure gage and a manometer shall be utilized to monitor the pressure within the compartment under test. A
gage range shall be selected so that the test pressure is located in the middle half of the scale. Instruments shall be
accurate to within 1 percent at the test pressure and shall have a sensitivity of 1 ounce per square inch. The increments
on the test instruments shall be no greater than 1 ounce per square inch. Gages shall be calibrated within 30 days of the
test and checked at the test pressure point just prior to testing. Gages should be recalibrated if dropped, subjected to
rough handling, high pressure transients, or otherwise subjected to possible damage. A red band or other suitable mark
on the face of the gages shall be provided at the pressure at which action is required to prevent over pressurization (this
will be approximately 20 percent over the test pressure). If during any test, the gage and manometer vary by more than
1 ounce as the test pressure is approached, the test should be stopped, and the instruments recalibrated.

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c. At least two relief valves shall be provided. The relief valves shall be non-isolable and capable of independently
reducing compartment pressure more rapidly than the pressure can be increased by the air source. For test pressures of
2 ounces per square inch and below, the relief valves shall be set at a pressure of not less than 15 percent or more than
50 percent above test pressure. The setting of all relief valves shall be calibrated (and adjusted if necessary) within
30 days prior to use. Relief valves with rapid adjustment features, which can cause the set point to be inadvertently
changed, shall not be used.
d. A vent valve shall be provided to vent off the pressure at the end of the test.
e. The above instruments and fittings may be installed in any convenient location, such as compartment pressure gage
fittings, salvage air fittings, compartment vents or installed piping or ductwork, and special manhole covers.

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f. Before testing begins, all possible air escape routes shall be closed. This would include blanking off of ventilation ducts
at the coaming penetration of the decks and bulkheads, installing electrical cable stuffing tube gland nuts, and ensuring
multiple cable penetration compression bolts are tight.

Do not open doors and hatches while air pressurization testing is being performed. Rapid
depressurization will occur under testing conditions, which will cause doors and hatches to
open violently resulting in serious personnel injury or death. Lock doors and hatches to
prevent opening. For the accesses that are not locked, post a guard to ensure personnel do not
enter or leave the space during testing.
g. Personnel shall be stationed at the pressure gages, relief valves, and the air source during the test. Personnel shall also
have continuous communications with the Test Director and shall notify the Test Director immediately whenever an
unaccountable reading occurs on the pressure gage or manometer, or if a relief valve opens.
h. Compartments are considered sufficiently tight if the drop in air pressure during a 10-minute period does not exceed
2 ounces per square inch.
i. A 4-ounce-per-square-inch pressure difference between the compartment under test and adjacent shipboard spaces is
equal to a water level difference of 2.3 inches or about 2 5⁄16 inches in a manometer. Therefore, a drop of 2 ounces per
square inch in pressure will amount to a water level difference of 1 5⁄32 inches of water in the manometer.
j. The compartment with the manometer is located outside of the compartment under test and should be at atmospheric
pressure (open to weather air pressure). When ventilation fans are supplying or exhausting air from a compartment, a
pressure difference may exist between the compartment in which the manometer is located and the atmospheric pressure.
Note that the pressure difference between the bulkhead of the pressurized compartment and the compartment where the
manometer is located is a true reading only for the single bulkhead. The other bulkheads and decks in the compartment
may have different pressure depending on the openness to the atmospheric pressure.

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

CHAPTER 5
INSPECTION OF WELDS
5.1 SCOPE.
This chapter discusses inspection of welds both during the fabrication process and for final acceptance. There are separate
requirements for critical and non-critical welds; the requirements for critical welds are more demanding.
5.2 INSPECTION PLAN.
Prior to final ultrasonic testing (UT), an inspection plan showing planned inspection sites shall be prepared and submitted to the
NSA for approval for use with sampled UT inspections. For critical full penetration welds, if faulty welds are found by UT, the
entire length of the weld between the faulty inspection site and the first satisfactory planned inspection site, along the length of
the weld on either side of the faulty site, shall be UT inspected. If the defect is located where a critical weld ties into service
proven welds, the expansion shall extend 6 inches into the service proven weld. UT shall not be performed until the weld has
cooled to ambient temperature. For non-critical full penetration welds, the UT inspection shall extend at least 6 inches beyond the
rejectable length of the defect.
If the faulty weld is at a weld intersection, each length off of the intersection shall be considered separately according to the above
criteria.
Acceptance criteria for service proven welds shall be evaluated in accordance with paragraph 5.5.2.4.
5.3 IN-PROCESS INSPECTION.
In-process inspection of welds shall be made using 5XVT. The inspection of non-critical attachment (fillet) welds shall be in
accordance with MIL-STD-1689. The inspection area, extent, and timing of each in-process inspection are described in the below
subparagraphs.
5.3.1 Critical Butt Welds (Including Seam Welds).
a. Inspect 100 percent of the weld side of the root layer pass by 5XVT.
b. Inspect 100 percent of intermediate weld layers by 5XVT.
c. Where temporary backing strips have been used, verify removal of the temporary backing strips and that the surface has
been ground flush and inspect 100 percent of the backside of the weld by 5XVT.
d. When back-gouging is performed, inspect 100 percent of the back-gouge side by 5XVT.
e. After completion of welding and prior to surface finishing, inspect 100 percent of the weld side by 5XVT. Where weld
contours are satisfactory, only one satisfactory 5XVT shall be required.
5.3.2 Non-Critical Butt Welds (Including Seam Welds).
a. Inspect 10 percent of the weld side of the root layer pass by 5XVT. If defects are found, inspect 100 percent of the weld
side of the root layer pass using 5XVT.
b. Where temporary backing strips have been used, verify removal of the temporary backing strips and that the surface has
been ground flush and inspect 100 percent of the backside of the weld by 5XVT.
c. When back-gouging is performed, inspect 10 percent of the back-gouge side by 5XVT. If defects are found, inspect
100 percent of the back-gouge side by 5XVT.
d. After completion of welding and prior to surface finishing, inspect 100 percent of the weld on each side by 5XVT
excluding those welds previously inspected in paragraph 5.3.2. Where weld contours are satisfactory, only one
satisfactory 5XVT shall be required.
5.3.3 Critical Attachment (Fillet) Welds.
a. Inspect 100 percent of the root layer pass by 5XVT.
b. Inspect 100 percent of the weld surface using 5XVT. The inspection shall be used to both identify defects, if present,
and to establish the necessity for surface finishing by contouring in accordance with paragraph 4.6.11.

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c. Following completion of contouring as necessary and prior to final acceptance penetrant testing (PT)
(see paragraph 5.4.3), conduct a 100 percent 5XVT of the surface. Where weld contours are satisfactory, only one
satisfactory 5XVT shall be required.
5.3.4 Non-Critical Attachment (Fillet) Welds.
In-process inspections of non-critical attachment (fillet) welds shall be accomplished in accordance with the requirements of
MIL-STD-1689, except that 5XVT shall be used in lieu of PT.
5.4 FINAL INSPECTION.
The final acceptance inspection of welds shall be conducted after surface modifications, grinding, or brushing has been
completed, except that UIT shall be completed after NDT inspections are successfully passed. When weld toes are to be treated
with UIT, the weld shall be exempted from the MIL-STD-1689 visual inspection (VT) criteria requirement for contour grinding.
See Appendix B for inspections of welds treated by UIT. The final inspection of non-critical attachment (fillet) welds shall be in
accordance with MIL-STD-1689. Where PT inspection is used, the weld shall be thoroughly cleaned with solvent following
inspection in accordance with T9074-AS-GIB-010/271. The inspection areas, extent, and timing of each final acceptance
inspection are described in the below subparagraphs.
5.4.1 Critical Butt Welds (Including Seam Welds).
a. Final 5XVT shall be completed on both sides (face and root) of all welds and accepted prior to the start of PT.
b. Final PT shall be performed on 100 percent of critical butt welds and seams including at least ½ inch on either side of the
weld bead. Base material areas that have been pre-treated by UIT shall be exempt from final PT inspection.
c. Final UT shall be performed on 100 percent of the length of butt welds and seams. UT of welds less than ¼ inch thick
shall be reviewed by the examiner to determine the type of testing required and then demonstrated to the NSA. If the
contractor has concern regarding the applicable UT requirements, contact NSA Code 200 for guidance. If the contractor
submits a minimum of the result of work performed during one entire availability within the past year to the NSA
Engineering and Quality Assurance Departments that demonstrates that UT acceptance criteria has consistently been
met, the 100 percent UT requirement may be reduced to the requirement for butt welds as defined in paragraph 5.4.2.
Reduction of the 100 percent requirement requires approval of a minor, permanent DFS request. This DFS will apply to
the weld work accomplished aboard specific ships, availabilities, or repair windows. Restrictions and applicability
(including specific time lines, welders, and areas) will be documented in the formal DFS technical adjudication response.
5.4.2 Non-Critical Butt Welds (Including Seam Welds).
a. Final 5XVT shall be completed on both sides of all welds and accepted prior to the start of PT inspections.
b. Final PT inspection shall be performed on 10 percent of the weld on each side of non-critical butt welds and seam welds,
as well as at least ½ inch on each side of the weld bead. Base material areas that have been pre-treated by UIT shall be
exempt from final PT inspection.
c. Final UT shall be completed on at least 10 percent of the length of the butt welds and seam welds as follows:
1. Inspect all corners and weld intersections. A change in weld direction of greater than 30 degrees shall be considered
a corner.
2. Randomly select additional inspection sites on at least 10 percent of the total length of weld.
3. If the total weld area is comprised of more than 5 percent corners and weld intersections, the sample size shall be
randomly increased on the other weld areas so that corners and weld intersections are less than 5 percent of the total.
5.4.3 Critical Attachment (Fillet) Welds.
a. For critical attachment (fillet) welds, both 5XVT and PT shall be required. Weld toes on the continuous member shall be
visually inspected for a contour ground condition unless UIT is to be performed in lieu of contour grinding.
b. Final 5XVT shall be performed on 100 percent of the weld and toe region. 5XVT shall be completed before the final
PT. Any defects identified by 5XVT that could cause rejection of the weld shall be corrected prior to final PT.
c. Final PT shall be completed on 100 percent of the length of the fillet weld including the portion of the weld and adjacent
base material. Base material areas that have been pre-treated by UIT shall be exempt from final PT inspection.

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5.4.4 Non-Critical Attachment (Fillet) Welds.

Final inspection of non-critical attachment (fillet) welds shall be accomplished in accordance with the requirements of
MIL-STD-1689.
5.5 INSPECTION ACCEPTANCE CRITERIA.
Acceptance criteria for 5XVT and PT shall be in accordance with MIL-STD-2035, Class 2. For UT, acceptance criteria shall be
in accordance with MIL-STD-2035, Class 1 for critical welds and MIL-STD-2035, Class 3 for non-critical welds. Exceptions to
these requirements are described as follows:
a. Critical butt welds (including seam welds) shall not be below the adjacent base material surface, except as allowed for
end melt and corner melt in MIL-STD-1689. Underfill is allowed for 10 percent of thickness or ¹⁄64 of an inch, whichever
is less and for no more than 6 inches in length.
b. Welds and adjacent base material shall be free of arc strikes. When arc strikes are removed, the resulting cavities shall
not exceed ¹⁄64 inch in depth or 10 percent of the adjacent base metal thickness, whichever is less. Arc strike areas shall
be blended smoothly into the base metal (VT, Class 1 requirement).
c. Butt welds (including seam welds), critical attachment (fillet) welds, and toe regions shall not have undercut, linears, or
porosity that occurs in a line. Any porosity greater than ¹⁄16 inch in diameter is unacceptable.
d. Toes for all butt welds (including seam welds) shall have a smooth, continuous greater than 115-degree re-entry angle
(VT, Class 1 requirement) when contour ground. When UIT is used in lieu of contour grinding, this does not apply.
e. Toes for critical fillet (attachment) welds shall have a re-entry angle no less than 90 degrees to the plating that is
continuous under the attachment.
f. For all welds, the following areas shall be free of linear indications greater than ¹⁄16 inch in length. Indications ¹⁄16 inch
and less shall be considered non-linear.
1. 4 inches on either side of the weld bead in:
(a) Pre-existing base material in the exterior of the deckhouse.
(b) Sensitized base material in the interior of the deckhouse.
(c) Any location where the material has test results showing an ASTM G67, or equivalent, result of greater than
45 mg/cm2.
2. ½ inch on either side of the weld bead in:
(a) New base material.
(b) Non-sensitized base material in the interior of the deckhouse.
(c) Areas in pre-existing base material in the exterior of the deckhouse or sensitized base material internal to the
deckhouse where testing shows an ASTM G67, or equivalent, result of less the 45 mg/cm2.
g. Expansion UT of existing welds shall be evaluated in accordance with the original fabrication acceptance criteria.
5.5.1 Excavation of Weld Defects.
5.5.1.1 Removal of Defects. Where in-process or final NDT inspection reveals rejectable defects, the defect shall be
completely removed while removing only the minimum material necessary to ensure satisfactory repair. PT shall not be used to
verify removal of defect or in an excavation.
5.5.1.2 Repair of Excavations. Excavations resulting from defect removal shall not require welding unless the depth and
extent of the excavation exceeds the allowable depth and extent of acceptable weld underfill or are below the minimum design
thickness for the part or weldment. Repair welding shall be performed in accordance with all of the requirements that apply to the
original weld.
5.5.2 Repair of Weld Defects.
5.5.2.1 Post Repair Inspection. After repair of a defect identified by final PT or UT, the entire weld repair length plus
6 inches (150 millimeters) of unrepaired length at each end of the weld repair shall be re-inspected by whichever inspection
method was utilized to identify the defect.

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5.5.2.2 Weld Repair Cycle Limit. Any re-welding to repair a defect identified during final NDT inspection shall be limited to
two repair cycles. If rejectable defects remain after two repair welding cycles, report the conditions to the NSA for evaluation
and determination of further repair procedures.
5.5.2.3 Definition of Repair Cycle. A repair cycle is defined by the definition of a completed weld in accordance with
MIL-STD-1689. The weld is considered completed when all weld material is deposited, the weld has cooled to ambient
temperature, and is visually accepted and is ready for other NDT inspection; welding after this starts a repair cycle.
5.5.2.4 Pre-Existing Defects. Any defects in existing welds should be identified prior to commencement of welding work but
shall not be the cause for rejection during final inspection of the new weld joint. Cracking in pre-existing welds is unacceptable,
identification of cracking in pre-existing welds during inspection of new welding should be handled by CFRs. Questions
regarding the need to repair or adjudicate through the DFS process should be raised with the local NSA Code 200 as soon as
defects are identified if there is concern with the scope of the repair work.

Repeated welding in a single area can enlarge the HAZ and damages the base metal. Review
requirements before starting work, maintain clean conditions, keep moisture away from the
work area, and use correct welding techniques to avoid re-work.
5.6 AFTER REPAIR WORK.
After all repair work is completed, both sides of the repaired structure surface shall be restored to match adjacent surfaces.
Surface preparation and painting shall be accomplished in accordance with NAVSEA Standard Item 009-32 or as specified by the
NSA. The surface area to be painted should be restored to the same protection level as the adjacent undamaged paint. The final
color shall match the existing paint color.

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CHAPTER 6
CG-47 CLASS SUPERSTRUCTURE CRACK DATABASE
6.1 INTRODUCTION.
The CG-47 Class Superstructure Crack Database was created to log and track superstructure cracking issues. The information
gathered has been used to develop strengthening alterations and is currently being used to evaluate trends across the Class and
provide early identification of emerging problem areas.
6.2 CG-47 SUPERSTRUCTURE CRACKING DATABASE OBJECTIVE.
The objective of the CG-47 Crack Database is to provide snapshots that report size, type, and location of superstructure cracks for
each individual ship within the CG-47 Class. The database is used as a decision-making tool for superstructure design alterations
and structural reinforcement methods that will prevent future cracking.
Database content typically comes from ICMP tasked inspections. This data can be reviewed through the following link:
https://weblog.navy.mil/gt_fleet/cg47struct/cg47reports.aspx

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

APPENDIX A
REPAIR PLANNING
A.1 REPAIR SEQUENCE.
Figure A-1 is a work plan sequence diagram for temporary or permanent repairs to the ship’s superstructure and masts.

Figure A-1. Work Plan Sequence Diagram for Temporary and Permanent Repairs

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

APPENDIX B
ULTRASONIC IMPACT TECHNOLOGY
B.1 OVERVIEW.
This appendix provides requirements for UIT as part of the repair, replacement, or alteration process for shipboard aluminum
structures. It is recommended that for moderately sensitized aluminum, the weld reinforcement and HAZ be treated with cold
work. UIT is an approved cold work process. The process uses mechanical energy to induce compressive residual stress and
harden surface material. Note that UIT shall not be used to remove defects in the plate material.
B.2 UIT PERSONNEL RESPONSIBILITIES AND QUALIFICATION.
All personnel who perform UIT shall be qualified. The performing activity shall develop a qualification and training plan to be
approved by the NSA. The training plan shall include formal classes including a written exam covering the following:
a. Basics of UIT.
b. Equipment set-up.
c. Equipment operation.
d. Application and equipment safety.
e. Field maintenance.
f. Troubleshooting.
UIT operator personnel shall be qualified by successfully performing a proficiency test(s) covering the following:
g. Equipment set-up.
h. Equipment operation.
i. Field maintenance.
j Weld treatment.
k Pretreatment.
l. Treatment of weld toes.
UIT operators shall attend a 5XXX aluminum repair training class and pass a written exam covering crack repair and plate insert
repair prior to performing work on CG-47 Class ships.
Each candidate that successfully passes the UIT and 5XXX aluminum repair written and proficiency tests shall be qualified as a
UIT Technician. A formal UIT Certification will be awarded to each successful UIT Technician and the record shall be
maintained by the technician’s organization. Certification must be maintained by operating and applying the UIT process
production work under NSA oversight every 180 days. If certification lapses, technicians must be re-certified by retaking the UIT
and 5XXX written tests as well as the proficiency tests identified above.
B.3 SCOPE OF UIT TREATMENTS.
Areas to be treated by UIT shall be determined as follows:
a. Pretreatment of sensitized material shall extend 6 inches from the cut line on the existing material.
b. The post weld treatment area of sensitized material shall be the weld cap pass, the weld toes, and the adjacent 6 inches
from the weld toe or to the next stiffener, or frame beyond the HAZ, whichever is less. Unsensitized (new) material is
only required to be treated for ½ inch from the weld toe.
c. Areas to be treated for fatigue or overstress cracking protection shall include the weld capping pass, the weld toes, and
½ inch of adjacent material.
d. UIT in lieu of contour grinding shall include all visible weld toes, both to the base material and bead on bead.
e. Areas above that are not accessible shall be noted in a condition found report to the NSA but shall not require a deviation
from specification. If inaccessibility discovered after approval of PCP, it shall be noted on the UIT traveler.

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B.4 SITE VERIFICATION.

The NSA can provide a copy of this appendix, which the vendor shall have at the work site during UIT treatment work. The
contractor will also submit a copy of the traveler in accordance with the PCP for each job. The activity shall review the approved
PCP before the start of work. All contractor/shipyard and Government inspections shall be documented on the UIT traveler. The
UIT activity shall confirm the locations where UIT is to be performed. For UIT pretreatment, the activity shall confirm that the
site has been tested in accordance with ASTM G67 (Nitric Acid Mass Loss Test) or by equivalent means, and the mass loss result
of the material is between 30 mg/cm2 and 60 mg/cm2. The contractor/shipyard shall verify that the area to receive UIT treatment
is not within 2 feet in any direction of:
a. A Grade A shock foundation.
b. Areas where a helicopter lands, parks, or drives.
A CFR shall be submitted to the NSA when the above requirements are not met. Submit a major DFS when requesting UIT
within 2 feet of shock foundations or helicopter point loaded locations. The initial DFS should request temporary approval and
recommend a re-inspection time frame to ensure these locations have not cracked during service loads.
B.5 SITE PREPARATION.
All non-skid and/or paint shall be removed from the area to be treated with UIT. The area shall be free of debris and standing
water and shall be degreased and deoxidized in accordance with the requirements of paragraph 4.6.6.1 prior to UIT treatment.
B.6 UIT EQUIPMENT SET-UP.

Equipment should be checked for worn or frayed electrical cables prior to operation to avoid
the potential for electric shock. If the connection cables are damaged in any way, the cable
shall be replaced before equipment operation.

UIT treatment can cause surfaces to become hot.

Standard safety considerations for operating electric/mechanical equipment shall apply. The
power unit and tool are silent (<80 dB C scale) when operating at full power without load.
However, while treating surfaces, ear protection is required. The pitch and volume of sound
will vary depending on the surface being treated by the hand tool. Eye protection with side
shields is also required for the safe operation of UIT equipment.
The equipment shall be inspected, in good working order, and operated in accordance with the written procedures and safety
instructions therein. Removal of interferences, insulation, and wiring is required to avoid creating a fire hazard and to allow
ample room to properly treat the areas receiving UIT.

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

B.7 UIT TREATMENT.

High temperature areas surrounding the tool tip may cause severe burns or damage to
equipment if touched. The tool casing provides insulation protection where the operator
handles the equipment. However, personnel should not touch the pin holder bracket, pin
holder, pins, wave-guide, or transducer with bare skin while the tool is energized. If
personnel must hold any component mentioned above during operation, protective
heat-resistant gloves should be worn.
Ensure all equipment has cooled properly prior to storage to avoid personal injury or damage
to equipment.

All on-site vendor personnel shall participate in a joint ship’s force and supervisor personal
safety brief prior to the start of work.
B.7.1 UIT Pretreatment of Sensitized Aluminum.
Pretreatment areas shall be in accordance with paragraph B.3.a. Pretreating the surface of the sensitized aluminum using UIT
prior to grinding out the crack or replacing the plate decreases the likelihood of further cracking during repair.
Operators shall perform the UIT pretreatment in accordance with an approved procedure. The properly treated weld bodies and
plate surfaces shall show a continuous dimpled pattern when properly treated. Detailed step-by-step procedures for performing
UIT pretreatment are provided during required UIT training and qualification cited in paragraph B.2 and included in the PCP.
B.7.2 UIT for Sensitized Crack Repair.
Following pretreatment, cracks shall be ground out, ensuring the entire crack is removed. Perform welding as required to repair
cracks. Once the cap pass weld has passed NDT, UIT shall be performed to the extent described in paragraph B.3.b using
approved written procedures. The properly treated weld and plate surfaces shall show a continuous dimpled pattern when
properly treated. Detailed step-by-step procedures for performing UIT pretreatment are provided during required UIT training
and qualification cited in paragraph B.2 and included in the PCP.
The HAZ shall be considered to be the area within three times the thickness adjacent to the weld toe.
B.7.3 UIT for Repair Via Plate Replacement.
In the event a crack is so severe that the structural plate material must be replaced, the damaged sensitized area shall be cut out
following UIT pretreatment. Complete the installation of the new insert plate. After NDT is successfully passed, UIT is
performed to the extent described in paragraph B.3.b. The properly treated weld bodies and plate surfaces shall show a
continuous dimpled pattern when properly treated. Detailed step-by-step procedures for performing UIT pretreatment and post-
treatment are provided during required UIT training and qualification cited in paragraph B.2.
B.7.4 UIT for Treatment of Fatigue or Overstress.
When crack repair is performed on unsensitized material and UIT is used to prevent future cracking from fatigue or overstress, no
pretreatment is required; however, it could be included in the process if crack propagation is observed during the repairs. Peening
ahead of a crack tip may provide adequate compressive residual stresses to slow or stop crack propagation. The local NSA should
be informed of any crack propagation and shall evaluate the repair plan to consider pretreatment. The crack repair shall be
performed, and NDT successfully passed before UIT is performed. The area to be treated shall be as described in paragraph
B.3.c. The properly treated weld bodies and plate surfaces shall show a continuous dimpled pattern when properly treated.
Detailed step-by-step procedures for performing UIT pretreatment and post-treatment are provided during required UIT training
and qualification cited in paragraph B.2.

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S9CG0-BP-SRM-010/CG-47 CL Rev 1

B.7.5 UIT in Lieu of Contour Grinding Weld Toes.

UIT in lieu of contour grinding weld toes shall be performed after all NDT is successfully passed and to the extent described in
paragraph B.3.d. For proper treatment of weld toes, pins are angled at the weld toe to be treated and the UIT hand tool is to be
moved continuously forward following along the weld as shown in Figure B-1. To develop the desired groove, the UIT hand tool
can be worked back and forth; for fillet welds, Figure B-1 demonstrates an angle between a 30-degree and a 60-degree angle.
UIT treated areas shall be properly formed with a shiny groove at the weld toes between the weld and the base material and any
bead-to-bead weld toes.

Figure B-1. Proper Positioning of the UIT Hand Tool During Treatment

B.8 UIT ACCEPTANCE CRITERIA.

Initial inspection of UIT treatment is the responsibility of the vendor. Final inspection and acceptance of the completed UIT
treatment will be performed by the NSA representative. UIT quality assurance is completed using visual inspection (VT) of the
treated area.
B.8.1 UIT Weld Cap Pass and Base Metal Rejection Criteria.
The following are causes for having UIT rejected:
a. If VT determination of less than complete coverage is found, the area shall be rejected or reworked. Each portion of the
surface required to be treated shall show visible evidence of plastic deformation defined by a uniform peened or
hammered appearance, indicating complete coverage and obliteration of the original surface finish as indicated by
overlapping impressions. Complete coverage shall be defined as greater than 95 percent as determined by the VT
evaluation method using a 5x magnifier and compared to the digital photograph standard (see Figure B-2).

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

Figure B-2. UIT Pattern Comparison

b. If the UIT surface of the base material has been reduced by a thickness of 10 percent, or ¹⁄64 of an inch, whichever is less,
than the surrounding material.
c. If the visual examination of the treated surface shows cracking or spalling of material. Some amount of flaking is possible;
however, it shall be removable by wiping or manual stainless-steel wire brushing.
B.8.2 Weld Toe Acceptance Criteria.
Treated weld toes shall be visually examined for a continuous, uniform, and shiny groove. The appearance of a line near the middle
of the groove indicates areas that were not peened and shall be rejected (see Figure B-3). Additional treatment is required. The final
weld toe groove width should be between 3 millimeters to 6 millimeters (⅛ inch to ¼ inch).

Figure B-3. Rejectable UIT Treated Weld Toe

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

APPENDIX C
SHIP STRUCTURE ALIGNMENT METHODS FOR WELDING
C.1 ALIGNMENT METHODS.
Figures C-1 through C-5 are solutions that facilitate the welding of ship structural members. These solutions are in general use in
the shipbuilding industry by ship fitters for ship structure construction. All the solutions use readily available materials that can
be setup by the same tools and equipment that are used to repair damaged ship structures. All the solutions use mechanical means
for structure alignment. Qualified welding procedures shall be required for any and all welding performed, including welds for
temporary attachments, tack welds, and strong backs.
Figure C-1 is a solution for plate alignment that does not require temporary welding. In this case, a rectangular or square slot is
cut in the thin metal plate as shown. The thin metal is placed in the weld seam and wedges are driven through the slot until the
plates are aligned. After tack welds have been made for plate alignment, the thin metal plate is driven from the weld seam and the
weld is completed.
Figure C-2 consists of a U-shaped strongback that is welded to one structural member. An L-shaped bar is inserted in the
U-member with the head of the “L” in contact with one side of the structure to be welded. A bolt is screwed through the threaded
end of the L-bar and is tightened until the two structural members are in alignment for welding. After the structural members are
secured by welds, the Figure C-2 device can be removed, and the welding completed.
Figure C-3 is another solution to pull together a tee beam member to a plate before welding. A U-shape strongback is welded to
the structural plate on each side of the tee beam. A wedge is driven between the flange of the tee beam and U-shaped strongback,
which pulls the plate and web of the tee beam together for welding. After welding is completed, the wedge is driven from the slot
and the strongback is cut or chipped from the structural plate.
Figure C-4 is a solution for pulling structures together for welding. In Figure C-4, padeye brackets are welded to each structure
and turnbuckle rods are placed in the padeye holes. The turnbuckles are tightened until the welding root layer opening between
the structures is adequate for welding. After welding is complete, the turnbuckle devices are removed and the padeyes are cut off
the structure. Chain fall using gearing or rope and pulley devices may be used.
Figure C-5 is another design that utilizes a wedge to align the structural members. In this case, an L-shape is welded to one
structural member with the leg of the “L” extending over the adjacent structural member. A wedge is driven under the leg of the
“L” until the structures are aligned for welding. After welding, the wedge is removed, and the L-shape cut from the structure.
Figure C-6 shows the wedge and slotted plate alignment method from Figure C-1 being used in production repairs.

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S9CG0-BP-SRM-010/CG-47 CL Rev 1

Figure C-1. Alignment with a Slot Cut in a Thin Metal Plate and Wedges to Facilitate Welding of Ship
Structures

Figure C-2. Alignment with U-Shaped Member to Facilitate Welding of Ship Structures

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

Figure C-3. Alignment Using a Welded U-Shape Strongback and Wedge

Figure C-4. Alignment with Padeye Brackets and Turnbuckles to Facilitate Welding of Ship Structures

C-3
S9CG0-BP-SRM-010/CG-47 CL Rev 1

Figure C-5. Alignment with a Welded L-Shape and Wedge to Facilitate Welding of Ship Structures

Figure C-6. Photo of Slotted Plate and Wedge Alignment Fixture in Production Use

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

APPENDIX D
CG-47 STRUCTURAL CRACK REPORTING
D.1 CONTENT.
Key data about cracks identified on CG-47 Class ships is collected in a crack database maintained by NSWCPD (see Chapter 6).
The database records are comprised of the following information:
a. Name and number of the given CG-47 Class ship.
b. Date cracking was discovered.
c. Physical location of the crack and description of cracked area. Use of sketches, drawings, and ship structural drawings
(if available) is recommended.
d. Location of crack (level or deck).
e. Side (port or starboard).
f. Detail location (base material, weld, etc.).
g. Frame (reference from other structure. Example, 5 feet 3 inches aft of door 01-413-1).
h. Length.
i. Previous repair and date.
j. Reason for inspection (i.e., weather-induced superstructure stresses, battle damage, ship operational and maneuvering
induced stresses, or regularly scheduled inspections by NAVSEA, shipbuilder, design agency, or other authorized
inspection agency).
k. Identification of the type of repair made, such as temporary repair to prevent progressive damage (i.e., crack caulking,
welded repairs, etc.).
l. Record the date of repair and where repair was made (at sea, in port, etc.).
m. Describe any modification necessary to adjacent structure to facilitate repair work.
n. Record type of inspection of repairs (i.e., visual, liquid penetrant, instruments). Include dates of known previous repair.
After any temporary and/or permanent repairs, follow up inspection is necessary to ensure repair work is adequate. It is
suggested, unless otherwise directed by DFS, that if a temporary repair is accomplished, the repair location shall be inspected
every 2 weeks for a time period of 3 months, or after the ship has experienced heavy at-sea weather conditions.
D.2 STRUCTURAL CRACKING DATA COLLECTION METHODS.
D.2.1 Cracking Data Collected by Ship’s Crew.
When cracks are identified by the ship’s crew, the information should be reported in accordance with the JFFM as a departure or
casualty report (CASREP) as appropriate. The TYCOM is responsible to upload the information into the crack database.
D.2.1.1 Weather Environment Induced Structural Stresses.
Daily checking by ship’s force as well as scheduled inspection of the aluminum superstructure provides source of data for the
superstructure cracking matrix. Use of existing Fleet-wide data contained in the structural cracking matrix can also be used to
direct inspection to areas that are prone to cracking. The frequency of inspections depends on the ship’s at-sea deployment and
type of weather encountered, though inspection should be conducted after heavy seas are experienced and after storms.
An inspection should be conducted under the following conditions:
a. If a rogue wave directly contacts the superstructure.
b. Regular inspections while exposed to extreme air temperatures, such as when the ship moves in a tropical sea or arctic
environment.
c. When high winds are experienced.

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S9CG0-BP-SRM-010/CG-47

D.2.1.2 Battle and Ship Operational and Maneuvering Induced Stresses.

The ship’s crew should conduct inspections of the aluminum superstructure after experiencing any of the following battle
conditions:
a. After air overpressure and shock wave from an air explosion near the ship.
b. After underwater-induced stresses from explosions.
c. Collision of the ship with a substantial natural or artificial impediment.
D.2.1.3 Scheduled Inspections by NAVSEA, Shipbuilder, and Design Agency.
Each ship of the CG-47 Class will be inspected at regular intervals by naval architects, structural engineers, and designers to
ascertain the structural integrity of the aluminum superstructure. The inspectors shall provide inspection reports to the TYCOM,
and the TYCOM will ensure all cracks are in the crack database. Results of the surveys may be used for ship alterations that
repair the area(s) prone to cracking and strengthening of the structure around the cracks to prevent recurrence.

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

APPENDIX E
ALUMINUM STRUCTURAL SHIP ALTERATIONS
E.1 INTRODUCTION.
Structural strengthening modifications are necessary to prevent future fatigue cracks in superstructure locations that have seen
numerous failures. Modifications are engineered by NAVSEA ship design personnel and used as the basis for structural ship
alterations. Published structural ship alterations and alterations currently being developed at time of publication are listed on
Figure E-1.

Figure E-1. Existing Structural Ship Alterations and Alterations Currently Being Developed

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S9CG0-BP-SRM-010/CG-47

Note: A sublevel modification listed above and executed under a different ship alteration is considered part of an Aluminum
Structural Ship Alteration.
Figure E-1. Existing Structural Ship Alterations and Alterations Currently Being Developed – Continued

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

APPENDIX F
LIST OF ACRONYMS
F.1 LIST OF ACRONYMS.

ACRONYM TITLE
CASREP Casualty Report

CFR Condition Found Report

CSOOW Combat Systems Officer of the Watch

CV Constant Voltage

DFS Departure from Specification

DoS Degree of Sensitization

ET Eddy Current Inspection

GMAW Gas Metal Arc Welding

GMAW-P Pulsed Gas Metal Arc Welding

GTAW Gas Tungsten Arc Welding

HAZ Heat Affected Zone

ICMP Integrated Class Maintenance Plan

IGC Intergranular Corrosion

JCN Job Control Number

LAR Liaison Action Request

NDE Nondestructive Inspection

NDT Nondestructive Testing

NSA Naval Supervising Activity

NSWCCD Naval Surface Warfare Center Carderock Division

PCP Process Control Procedure

RAS Refueling at Sea

PT Penetrant Testing

RMC Regional Maintenance Center

RT Radiographic Inspection
SCC Stress Corrosion Cracking

T Thickness

Traveler A Sign-off for Key Fabrication Steps

TYCOM Type Commander

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S9CG0-BP-SRM-010/CG-47 CL Rev 1

ACRONYM TITLE

UIT Ultrasonic Impact Technology

UT Ultrasonic Inspection

VT Visual Inspection
WPS Welding Procedure Specification

5XVT Five Power Magnification Visual Inspection Testing

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 S9CG0-BP-SRM-010/CG-47 CL Rev 1

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