Hull Survey

welcome to

1.Introduction ＜ Propeller ＞

2.Docking Survey Propeller

Propeller and the stern tube is an independent survey items from the docking survey.　But
3.Survey Item the classification rules in docking survey say as follows:
" The propeller and the after end of the stern bush are to be examined. The clearance in the
4.Type of Dry Dock stern bush and the efficiency of the oil gland should be ascertained. In the case where a
controllable pitch propeller is fitted, it is to be ascertained that the pitch control device is in
5.Safety in Dock
good working order, and, if considered necessary, the device is to be opened up for further
examination." These survey　are responsible on the Machinery surveyor . But hull surveyor
also　have some　elementary knowledge　on propeller and stern tube. The followings are
6.Procedure of Bottom only guidance concerning to these items.
Inspection
7.Course in Dock 11-1 Propeller Damage
The biggest damage of propelle is the broken blades; while sailinｇ, when abnormal vibration
suddenly happens in the stern and continues, it may be caused because of the broken
8.Shell Defect propeller blade . In this case, the engine should be stopped, then the extent of damage to be
checked and depending on the damage, the ship should visit to the nearest port for an
9.Stern Frame Occasional Survey.
If more than one-third of the blade is broken, there is a possibility that the damage also
10.Rudder
occurred to the stern tube. In the dry dockd not only propeller but stern tube should be carafully
examined. Sometimes propeller shaft should be
withdrawn.
11.Propeller The causes of this damage are contacting with a submerged or floating object or small
material defect during manufacturing which developt to hair cracks, and or metal fatigue.
12.Anchr
11.1.2 Bend of blade
Bend occurs because of impact of the propeller with other objects; they can be detected
13.Chain Cable
easily even before the propeller is cleaned.
11.1.3 Cracks
Save web pages as PDF manually or automatically w ith PDFmyURL
 14.Sea Valves Small cracks are overlooked in many cases. They cannot be detected unless stagings are
erected and after cleaning of each blade. Even the hair cracks they have a possibility of
expanding and breaking the propeller blade. Thse hair cracks are discovered by dye
penetration test.
Generally this test need not be carried out for the entire surface of the blade; it is customary to
check only the area from the root to 0.4R of the blade.
In the previous dock if a stop-hole has been drilled at the crack end and the hole has been
filled with a wooden plug, pay attention whether crack ia extended or not. In this case refer to
previous Survey Record on this matter.

Photo.11-1 Blade broken (1)

Save web pages as PDF manually or automatically w ith PDFmyURL

 Photo.11-2 Blade broken (2)

Save web pages as PDF manually or automatically w ith PDFmyURL

 Photo.11-3 Blade bent

11.1.4 Corrosion
Similar to the rudder, the propeller blade may be subjected to spongiform corrosion (erosion)
due to cavitation. There is no good repair method; the surface can be smoothed using a
grinder, or depending on the position, the blade can be built up by welding, If the corrosion is
severe, the corroded part may be cut out and using the approved material and repaired　by
welding. These welding repairs should be entrusted to the propeller manufacturers because
welding　of copper alloys is very difficult.

Save web pages as PDF manually or automatically w ith PDFmyURL

 Photo.11-4 Hair crack on the blade

Save web pages as PDF manually or automatically w ith PDFmyURL

 Photo.11-5 Blade errosion

11-2 Inspection of Blades

According to data on cracks and broken blades, the blade is frequently cut at the location
called the P point; therefore, this part should be inspected with particular care. The P point
lies on the pressure side of the blade, and it is the point where the thickness of the blade is
maximum and where the rounded radius of the boss terminates. The indication of the position
on the propeller is similar to the concept of the frame space indicating the position of the
frame and beam shown in the figure 11-1 below.

The blade is divided into parts formed by measuring arcs from the centre
of the propeller at every 10% of the radius of the propeller, such as 0.4R, 0.7R. The names of
the blades are generally assigned as A, B, C, D and
E or (1), (2), (3), (4), and (5) in case of five-bladed propeller.
Save web pages as PDF manually or automatically w ith PDFmyURL
 The name of each blade is engraved at the root of the blade. It can be find easily after green
algae or dirt on the propeller blade has been removed.
The area shown in the figure should be inspected with special care. After polishing the
surface using a disk sander along the length of the blade, the surface should be examined
using a hand magnifying glass or by performing the dye penetrant test. For details of the dye
penetrant test,

以下未校正

Save web pages as PDF manually or automatically w ith PDFmyURL

 Fig.11-1 Propeller Nomenclature (1)

Fig.11-2 Propeller Nomenclature (2)

11.3 Propeller Repair

The surface of the propeller blade is divided into three regions: A, B and C. The table below
shows the kinds of repairs that can or cannot be carried out in each region.

However, only typical damage and inspection procedures are covered here.

Save web pages as PDF manually or automatically w ith PDFmyURL

 Fig.11-3 The area for dye penetration test

Save web pages as PDF manually or automatically w ith PDFmyURL

 Fig.11-4 Propeller blade
R = Radius, Ct = Chode lenght in rudius r

Save web pages as PDF manually or automatically w ith PDFmyURL

 Table 11-2-2 Kind of repair

11.4 Fall of Guard Ring

A guard ring (also called a rope guard) is fitted between the propeller front face and the stern
frame to prevent floating objects such as fishing nets from being fouled with the propeller
shaft. The guard ring is a split ring welded to the boss of the stern frame. It can come off
easily if an object hits it. A guard ring is not prescribed by the Rules, but if it has fallen off,
it must be replaced by manufacturing a new ring and fitting it in place.

Save web pages as PDF manually or automatically w ith PDFmyURL

 Fig.11-4 Gurd ring

12.5 Clearance Measurement

The clearance between the propeller shaft and the bearing should be measured during the
bottom inspection. There are two methods of
measuring clearance, depending on the water—sealing method for the shaft. For the rudder,
the clearances in the longitudinal (fore-aft) and
transverse (p-s) directions of the rudder shaft are measured, but for the propeller shaft,
because the lower surface of the shaft is in contact with the bearing, only the clearance of the
upper surface of the shaft has to be measured in case of a water--lubricated system.

Save web pages as PDF manually or automatically w ith PDFmyURL

 Fig.11-5 Clearance　of stern tube bearing
For an oil lubrication　system, also measure the clearance at the lower surface.

However, for an oil—lubricated system, clearances of the upper and lower surfaces have to
be measured, because the shaft sinkage is small. Clearances in the transverse direction
need not be measured because the shaft is rotating all the time.
11.5.1 Clearances of sea water—lubricated bearings
Similar to measuring the clearance of the rudder pintle, remove the guard ring, insert the
feeler gauge or the measuring wedge from the stern tube side and measure the clearance.
Before the lignumvitae dries out after the ship is drydocked, measure the clearance of the
upper surface and record the results of the measure-ments in the Inspection Record Form M-
1. For
a ship with twin shafts, item 1. in the form is for the propeller on starboard side, and item 2. is
for the port side. If a twin—shaft ship has shaft
brackets, enter the measurements in the lower Dart of the form

Save web pages as PDF manually or automatically w ith PDFmyURL

 Fig.11-6 Measurement of Clrarance

Table 11-2 Results of mesurement (1)

The allowable maximum clearances according to shaft diameter are given below. If the values
below are exceeded, the stern tube bearing material should be replaced or repaired.

Save web pages as PDF manually or automatically w ith PDFmyURL

 Table 11-3 Allowable max. clarance
12.5.2 Weardown of oil—lubricated bearings
Unlike lignumvitae used in water—lubricated bearings, metal can be used in oil—lubricated
bearings, and the clearance between shaft and bearing can be reduced. Wear is also small,
and most modern ships use oil—lubricated bearings.
Clearances should be measured at the same shaft positions as the previous measurement.
To specify the shaft position, use the position of
the propeller blade or the position of the main engine piston. Generally, this position is
specified according to the position of the propeller blade; for example, measure clearance
with blade A at the top. If no hole for measuring sinkage is provided in the guard ring, the
guard ring should be
removed, the screwed cap of the measuring hole removed, and a measuring instrument such
as Vernier calipers, so—called wear down gauge, inserted and distances from the bearing to
the upper and lower surface of the shaft measured. The measued records is to be entered in
the survey report showing the position of measured point sucha sa the Key Top or No. 6
Crank Top.; however, unless the bonnet is removed, the key position cannot be judged;
therefore, it is convenient to take a specific blade (cylinder) as the reference for sinkage
measurement. In large ships today, propellers are generally keyless. Sinkage is the
difference in measurement at the time of inspection and measurement when the ship was
built. The standard limit for sinkage is 0.3 mm irrespective of the shaft
diameter. Sinkage should be determined by studying the properties of lubricating oil, and the
history of temperatures of the lubricating oil and bearing material. An example of the
Inspection Record is shown below.

Save web pages as PDF manually or automatically w ith PDFmyURL

 Photo.11-6 Measuring　clearnce

Example of position propeller shaft

Fig.11-7 Position of propeller blade

Save web pages as PDF manually or automatically w ith PDFmyURL

 Table　11-4 Results of measurement (2)

(1) Example of measuring clearance in a oil-lubricated bearing

(1) Original

Save web pages as PDF manually or automatically w ith PDFmyURL

 (2) Overhaul of guard ring and cap bolt

Save web pages as PDF manually or automatically w ith PDFmyURL

 (3) Inserting the gauge

Save web pages as PDF manually or automatically w ith PDFmyURL

 (4) Measurenent
Fig. 11-5 Measuring of propeller shaft clearance

(2) Example of measurement results for sinkage

Measurement results for two ships and their graphs are provided below for reference.
The part above the kinked line shows the top, and the part below the kinked line shows the
bottom measurement values. The position of the blade does not conform to the key top
position but the No. 8 piston top
position.
Ship (1) : Tanker, 72,368G/T,built in 1975
Month Measurement Month Measurement
4/1977 114.30114.85 6/1978 115.40/114.75
9/1979 115.50/114.80 11/1980 115.50/114.80
5/1982 115.60/114.80 9/1983 115.30/114.70
5/1985 114.90/114.70 11/1986 114.90/114.60
10/1988 114.90/114.60 10/1990 115.10/114.90
Save web pages as PDF manually or automatically w ith PDFmyURL
 9/1992 115.40/115.00
Ship (2) : Tanker, 43,444G/T, built in 1975
Month Measurement Month Measurement
12/1981 72.7/73.1 4/1984 72.6/73.2
5/1986 72.9/73.1 6/1988 73.3/73.3
4/1990 73.4/73.3 5/1992 73.3/73.4

Fig.11-6 Results of measurement (3)

11.6 Inspection of Stern Tube Seal

Oil leaks from the propeller boss in the stern frame of an oil—lubricated system can
sometimes be detected during a bottom inspection. This is probably due to a defective seal,
therefore, a detailed examination of the
seal is necessary.

Save web pages as PDF manually or automatically w ith PDFmyURL

 Fig.11-7 Oil leakage from propeller boss

11.7 Bow Thruster and Side Thruster

These items are shipowner's options, therefore, they need not be inspected under class
requirements. However, if these items are
installed on the ship, they should be inspected at the docking survey. Frequently observed
damage includes damage to guards at sea water ports due to impact with submerged or
floating objects, and bent propeller blades. If the shaft seal is defective, water entersin to the
ship; however, such incidents are not reported. Inspection results should be entered in the
Survey Report.
When the stainless plate is used in the surface of the nozzle, the corrosion of
adjusent steel plate　suould be carafully inspected.

Save web pages as PDF manually or automatically w ith PDFmyURL

 Fig.11-8 Damage of side thruster guard

Fig.11-9 Damage to side thruster

Save web pages as PDF manually or automatically w ith PDFmyURL

 ＜ ◀Back ｜ Home ｜ Next▶ ＞

▲PageTop

(C) Copyright My Blog All rights reserved. Since 2010.

Save web pages as PDF manually or automatically w ith PDFmyURL