Opinion ID: 721564
Heading Depth: 2
Heading Rank: 2

Heading: Approval of Reasonably Precise Specifications

Text: 10 Butler next argues that the Navy did not provide Ingalls with reasonably precise specifications nor approved them within the meaning of Boyle's first requirement. Butler relies on Trevino v. General Dynamics Corp., 865 F.2d 1474 (5th Cir.), cert. denied, 493 U.S. 935, 110 S.Ct. 327, 107 L.Ed.2d 317 (1989). In that case, the Fifth Circuit held that the Government's rubber stamp approval of a contractor's design failed to meet Boyle's first requirement. When the Government merely accepts, without any substantive review or evaluation, decisions made by a government contractor, then the contractor, not the government, is exercising discretion. Id. at 1480; see also McKay, 704 F.2d at 450 (When only minimal or very general requirements are set for the contractor by the United States the rule is inapplicable. The situation is different where the United States reviewed and approved a detailed set of specifications.). 11 Close review of the record, however, shows that the Navy both provided Ingalls with extremely precise specifications and painstakingly reviewed Ingalls' conformance therewith. Pursuant to its contract with Ingalls, the Navy required it to construct two accommodation ladders for the Essex (LHD-2) according to the following specifications: 12 The ladders shall be feathering-tread types in accordance with drawing, NavShips No. 804-2255402 and lower platforms, boat fenders and shell bumpers shall be in accordance with drawing, NavShips No. 804-2255405. Accessories shall be in accordance with drawings NavShips Nos. 804-2255400 and 804-2255408. The upper platform shall be the rotating type to permit use of the ladder as a brow and be built into the support structure. Stowage of the ladder shall be accomplished by bringing the fully assembled ladder to a horizontal position and securing it to a permanently mounted structure. The structure shall provide access to all ladder components and operating locations and be fitted with handrails. Hoisting of the ladder shall be accomplished with 2-ton portable electric chain hoists. One 2-ton manual chain hoist shall be provided for backup. Details of the stowage and handling system shall be in general accordance with drawings, NavShips Nos. 506-4730067, 603-4730068, 603-4730069, 603-4730070 and 302SK48822189. 13 Based on these specifications, Ingalls submitted a series of drawings depicting the accommodation ladders to the Navy, which accepted them. Ingalls then constructed the accommodation ladders, installed them, and tested them for quality assurance, weightholding, rigging and un-rigging, and operation purposes. 14 On July 10, 1992, the Navy accepted the accommodation ladders as complete, subject to certain specified items requiring rework or completion. After commissioning the vessel in San Diego, the Navy had Ingalls remove the accommodation ladders in order to allow the vessel to travel through the Panama Canal. Upon exiting the canal, Ingalls reinstalled the ladders and retested them for weight and operations. The Navy approved the reinstallment and re-testing. Specifically, illustrations 47 and 48 of detail 31-A of drawings, NavShips No. 804-2255405 provide extremely detailed representations of the Navy's required design for the padeye and link in question. In addition, page one of drawings, NavShips No. 804-2255405 provides that the specified materials to be used in the design of the link and padeye are mandatory. 15 In short, the Navy was involved with the design of the accommodation ladder in general and the padeye and link in particular from the outset. This control continued through the entirety of the development process including testing and installation. This is precisely the type of back and forth dialogue culminating in approval, and continuous exchange between the contractor and the government required to satisfy Boyle's first condition in cases such as Tate v. Boeing Helicopters, 55 F.3d 1150, 1154-56 (6th Cir.1995)and Kleemann v. McDonnell Douglas Corp., 890 F.2d 698, 702-03 (4th Cir.1989). As such, we conclude that the Navy approved reasonably precise specifications. Stout v. Borg-Warner Corp., 933 F.2d 331, 336 (5th Cir.1991) (thorough review and incorporation of contractor's design constituted approval of reasonably precise specifications); Maguire v. Hughes Aircraft Corp., 912 F.2d 67, 72 (3rd. Cir.1990) (Army's approved design requiring particular type of ball bearing that later malfunctioned constituted approval of reasonably precise expectations).