Surveyor Guide Notes for Rudder, Rudder Stock and Pintle Survey Rudder Stock and Pintle The following should be looked for on the rudder stock and pintle: + Excessive clearance between sleeve and bush of the rudder stock/pintle beyond the allowable limit specified by the Classification Society + Condition of sleeve. If the sleeve is loose, ingress of water may have caused corrosion, + Deep pitting corrosion in the rudder stock and pintle adjacent to the stainless steel sleeve *+ Slipping of rudder stock cone coupling. For a vertical cone coupling with hydraulic pressure connection, sliding of the rudder stock cone in the cast piece may cause severe surface damages. + Where a stainless steel liner/sleeve/cladding for the pintle/rudder stock is fitted into a stainless steel bush, an additional check should be made for crevice corrosionDamage to took for: (1) Fractures and loose coupling bolts Q) Loose nut G) Wear (excessive bearing clearance) (4) Fractures in way of pintle cutout (6) Fractures in way of removable access plate (6) Fractures (7) Erosion What to look for in Drydock Deformations The rudder blade, rudder stock, rudder hom and propeller boss/brackets have to be checked fordeformations. Indications of deformation of rudder stock/rudder hom could be found by excessive clearance, Possible twisting deformation or between rudder and tiller If bending or twisting deformation is found, the rudder has to be dismounted for further inspection, ping of cone connection can be observed by the difference in angle rudder plating should be looked for at slot welds, welds of removable part to the rudder blade, and welds of the access plate in case of vertical cone coupling between rudder blade and rudder stock and/or pintle. Such welds may have latent defects due to the limited applicable welding procedure. Serious fractures in rudder plating may cause loss of rudder. Fractures should be looked for at weld connection between rudder hom, propeller boss and propeller shaft brackets, and stem frame, Fractures should be looked for at the upper and lower comers in way of the pintle recess in case of semi- spade rudders. Typical fractures are shown in Examples 3 to 5 Fractures should be looked for at the transition radius between rudder stock and horizontal coupling (palm) plate, and the connection between horizontal coupling plate and rudder blade in case of horizontal coupling, Typical fractures are shown in Examples 1 and 2. Fatigue fractures should be looked for at the palm plate itself in case of loosened or lost coupling bolts. Fractures should be looked for in the rudder plating in way of the intemal stiffening structures since (resonant) vibrations of the plating may have occurred. If the rudder stock is deformed, fractures should be looked for in rudder stock by nondestructive examinations before commencing repair measures, in particular in and around the keyway, if any.IFractu t (see below) Examples 1 and 2 Center line View A-A= E3 Fracurein Rudder horn Examples 3,4 &5 Ar Rudder clearances Rudder and steering gear arrangements may have different wear criteria depending on the manufacturer. These calibration and running clearance limits should be checked (normally indicated on drawings). ‘Some points to consider: Steering gear crosshead Top (2) Tiller i .q-—$ Bottom(2) Rudder Carrier Main rudder bearing (3) Jump clearance (4) +. Reading washer clearance (5) Pintle(6)Dimension (1) must be substantially greater than jump clearance (4) to protect steering gear from damage in the event of grounding of skeg or rudder. Dimension (2) should be sufficient to cater for wear in carrier bearing and substantially greater than riding washer clearance (5) Usually (1) and (2) are of the order 20 mm/25 mm on a smallimedium size vessel If the riding washer clearance has reduced then the carrier bearing is wearing or the skeg is set up. Check for reduction in steering gear crosshead dimension (2) to verify downward displacement. Ensure no drydock keel blocks in way of skeg. Always apply the wear limits given by the manufacturer. The following table gives recommended maximum limits of clearances. Diameter D (mm) Ruder Type __| rudder Stecenint in Maximum clearance way of bearing D<=50 3 50 SL/D Stock is to be fully annealed or normalized. Proposal is to be submitted. Where: Angle of twist in degrees. Length of the stock over which the twist appears uniform d = diameter of twisted portion of stock Stainless cladding of rudder stocks and pintle This may be accepted depending on the weldabilty. Proposal is to be submitted. Rudder plates Fractures in welding seams can be gouged out and re-welded with proper root penetration. If vibration may be the possible cause an alternative repair may have to be considered Fractures in the lower and/or upper comers of the pintle recess of semi-spade rudders that do not propagate into vertical or horizontal stiffening structures may be repaired by gouging out and welding. For longer fractures intemal structure should be checked, and repair proposal should be submitted ‘AS a guide, the preheating temperature can be obtained from the diagram below using the plate thickness and carbon equivalent of the thicker structure. For fractures at the connection between plating and cast pieces an adequate preheating is necessary. The preheating temperature is to be determined taking into account the following parameters: + Chemical composition (carbon equivalent Ceq) + Thickness of the structure + Hydrogen content in the welding consumables + Heat input ‘As a guide, the preheating temperature can be obtained from the diagram below using the plate thickness and carbon equivalent of the thicker structure.200 180 160 “T= Ceq= 0.40 80 Tenperatures 2 60 Niecy 40 as 20 0, 10 20 30 40 SO 60 70 80 90 100 110 Thickness, nm Diagram 1 Preheating temperature All welding repairs are to be carried out using qualified/approved welding procedures. Abrasion of bush and sleeve The abrasion (wear down) rate depends on the features of the ship such as frequency of maneuvering However, if excessive clearance is found within a short period, e.g. 5 years, alignment of the rudder arrangement and the matching of the materials for sleeve and bush should be examined together with the replacement of the bush. Bearing materials Manufacturers’ recommendations should be followed for any work on the bearing material. Replacement synthetic bearing material should be type approved by the Administration or Class Society [1] Submitted to technical office