2052013 Hull Survey welcome to [Link] [Link] Survey [Link] tem [Link] of Dry Dock [Link] in Dock 6 Procedure of Bottom Inspection [Link] in Dock [Link] Detect [Link] Fram [Link] [Link] [Link] Cable [Link] Valves docking ship-doctorconv040_1 hint rudder < Safety in Dock > 10, Rudder ‘The rudder is the most important part of the ship. F the rudder becomes defective, the ship ‘can no longer operate, even though the condition of the Full and machinery is satisfactory. Similar to the propeller, the rudder is normally immersed under water, therefore, details ofits condition can be observed only during a bottom inspection when the ship is docked, Inspection of the rudder also includes inspection of deformation, checking for cracks and the condition of raider bearing wear down, 10-1 Type of rudder There are many types in rudder. The followings are the typical examples Upper stos 3 a see TATE Lower stock Fig.10-1 hanging ridder Fig.10-2 Symplex udder f | upper stock HN see =f eae Neck pearing | i ec bering | - eo i | oy vers i Ly P| | a ja a at ; | Eaten I Heel pintie. v Fig. 10-3 Rudder with one pine Fig. 10-4 Mariner rudder 332052013 docking ship-doctorconv040_1 hint Upper pintle a Lower pintle Rudder stock Rudder post Upper pintie Lower pintle Fig.10-5 T-Type rudder with 2 pines Fig. 10-6 Mariner rudder with 2 pintles, Colt nozzle rudder ‘Active rudder 2832052013 rudder Rudder stock Coupling bolt Coupling Gudgeon Tlpse Rudder arm. Rudder plate = Rudder post Shoe piece, Length of the ship is measured from the aft plane of the rudder post Fig.10-5 Old type Rudder wih mary pines (Single pate rudder) ‘Santa Maria Cutty Sark (1) Cutty Sark (2) Nelsor's Flag Ship VICTORY Flap rudder , Fig. missing docking ship-doctorconv040_1 hint2052013 docking, ship-doctr com 40/101. rudder Fig.11-6 Special rudders Fig. missing 10.2 Lifting and Removing Rudder ‘Atfirst the rudder bearing clearance (Between inner diameter of bush and rudder stock or pintle) should be measured when inspecting the condition of the bearing. fan abnormality is found, the rudder should be lifted or removed, depending on its construction. ln corwentional rudders with upper and lower pintles or lower pintle only the rudder has to be lifted. However, for a hanging rudder or a Mariner type rudder, the rudder should be lowered; for a Simplex rudder, the rudder post should be removed. in any case, the tiller ofthe steering gear should be overhauled and removed, in such a way that the rudder and steering gear should be disconnected, and the jumping stopper removed. An example of the sequence for lifting the rudder is shown in Fig. 10-6 ; I the rudder is ted by a jack, the jack should be positioned Under the vertical frame of the rudder, otherwise it might dent the bottom plate of the rudder. the sequence is not followed correctly the rudder might drop and break the shoe piece; therefore, work should be carried out with much care, Disconnection of redder stock ] Disconnection of Junping Stopper Resoral of Portable Box ; | Jack mist e arranged under te vertical frase (1) Step 1(Before lit) @)Step 2 (3) Step 3(Lifed) Fig.10-4 Procedure for ling rudder rom step 1 to step (Lifted) 10.3 Lost of Rudder Instances where the rudder did not respond when the ship was underway because the rudder had dropped into the sea bottom are extremely rare, case although not impossible. Generally, inthis case, the rudder stock and the upper rudder plate remain, The rudder stock and the pirtle are made of forged steel, the rudder body made by welding steel plates, and pintle bearings are castings. In general, rudder loss occurs because of welding defects in the part connecting a casting in the rudder and the rudder plate. cf Fig. 10-7 4932052013 docking ship-doctorconv040_1 hint rudder Forge (Rudder Stock) J Upper ~ y_instlas 4 i Horizontal Crack ff | en Lost Lover st ing Fig.10-7 Rudder partly lost the cracks is found in the horizontal direction atthe upper part of the rudder , carefully check the cracks after the stagings are erected, 10.4 Rudder Stock Failure Rudder stock failure is very rare, but in the past, there was an incident when a whale in a dying condition hit the rudder of a whale catcher boat operating in the Antarctic Ocean, the rudder broke and dropped into the sea. Unfortinately the rudder was a hanging rudder without shoe piece. Fig 10-8 Hanging rudder will drop when rudder stock is broken 5332052013 docking ship-doctorconv040_1 hint rudder Gernellary no such incidents have happened. Butin 1960, a tanker of 30,000 gross tons, just built and handed over to the owner, was underway heading for the Persian [Link] captain reported that when an impact was fet at the stem and the ship suddenly turned to portside. The main engine was stopped immediately. After inspection, itwas discovered that the rudder stock of diameter 450 mm was cut completely at the position shown in Fig.10-7 and had swung to port. As a contingency measure, the rudder was lashed by wire rope; the rudder ‘was swung using the mooring winch until the ship reached Karachi Port. At this port, rudder stock was joined by welding after edge preparation to a depth of 50 mm all around and 2 doubler was provided. Thereaffer, the ship sailed under its own power to Japan. After investigation ofthe history when the rudder stock was manufactured, was found that the rudder stock had a slight bend at the location where the damage happened. Then rectified by locally heating in the furnace and faired using a press. The fairing by a press had caused large residual stress, and the material strength had degraded when it was heated, ‘Sometimes these processes will cause the breaking of rudder stock. DIN 9 HE Omi = Photo.10- Broken surface Fig.10- Temporaly repair 105 Crack in rudder plate (1) Atthe slot weld ‘The rudder plate and rudder frame can be welded directly on one side of the rudder, but the cover plate on the other side can not weld directly. So these members are joined by slot welding. F assembly accuracy is poor, slot welding is incomplete and cracks occur. Consequently, cracks appear in the rudder plate only on one. side. Crack appears holozontally Cracl atthe slot weld Photo. 10-1 Crack in the rudder plate atthe slot weld (2) Both ends ‘Sometimes cracks are found at the front edge and/or aft end, Vertical crack at front end ‘Suddenly ship's speed dropped. a82052013 docking, ship-doctr com 40/101. Crack appears at the end 40.5.1 Detecting ingress of water into rudder we find some wet area in the rudder plate, itis lkely that cracks have occurred in the rudder plate and sea water has ingressed. Even if water has entered into the rudder, only the buoyancy of the rudders lost and no major casualty will occur. However, intemal paris of the rudder might corrode, therefore, the plug in the bottom plate of the rudder should be opened. and water should be drained out. Ifwe strike the rudder plate with a test hammer, we can detect the ingress of water from the sound. In large ships, the rudder is high above the dock floor, ifwe cannot stike itwith a test hammer, pick up a stone or something inthe dry dock {and throw it agsinst the rudder. We can find the ingress of water from the sound made by the stone hiting the rudder. Fig.10-8 Examination of Ingress of sea water throwing stone or something in the dry dock. 10.5.2 Measures when cracks are detected (1) Open the plug at the bottom of rudder plate and drain the sea water from the rudder. (2) After close the plug fillthe rudder with air to perform the air test and check the cracks, (3) Resweld the crack. (4) After welding, carry out the air test again to confirm that the repair has been completed correctly, 10.6 Loss of Portable Box ‘The portable boxis installed above or below the gudgeon so that it can be removed when raising or lowering the rudder for mesurement of the clearance between pintle bush and sleeve. The portable boxis fitted with only one side welding for easly take off. the welding is 11332052013 docking ship-doctorconv040_1 hint rudder oor or ifthe rudder hits a floating object, the boxis easily broken and drop into the sea. Loss. of the boxis not a major problem; however, the area of the rudder decreases and the rudder response becomes a ite poor, therefore, when no portable boxis found, new box should be made and fied. tthe clearance above or below the gudgeon is large, we may conclude that the portable box has been lost. ‘After removal for iting rudder Ordinaly Portable box Fig.10-9 Prtable box 10-7 Pintle we consider the rudder isa hinged door, the pine is analogous tothe vertical pin inthe door hinge, Consequently, ifthe pinis damaged, the door cannot be opened or closed. Similarly, when the pintle damaged, the udder loses its freedom of movement and the ship is Unable to sail under its own power. Although the pintle is a small component, itplays a very important role. Depending on rudder type there are one or two pines inthe rudder. 10-7-1 Pintle construction ‘The bearing surface of pinte is covered with a copper alloy sleeve. Aftera tapered part as shown in Fig. 10-10, the end of the pintle has threads cut ino it. The pintle is secured with a rut. the nut loosens and comes of, the pinte will drop; therefore, the nut is kept with nut, stopper. ‘The strink-fited sleeve is only cyinder or with bottom. In smal ships, a removable heel disk is often fited to the bottom of the pintle; this heel disk support the weight of the rudder. He Taper i (ehrink fitted) ‘Heel disk Pintle with heel disk; the heel disk can be removed Conventional pintle Closed sleeve Cyrindorical sieeve Fig.10-10 Construction of pine 10-7-2 Damage to pintle Because the pinle is shor, it does not bend. The damages to the prtle are as folows (1) Fracture as2052013 docking, ship-doctr com 40/101. rudder (2) Sleeve drops off (3) Corrosion (4) Wear to sleeve and bush (excessive bearing clearance) (6) Sleeve slack (6) Loss of rut (7) Wear to nut stopper and bush stopper 10-7-3 Breakage of pintle and pintle lost ‘After Columbus sailed from the port of Cadiz, on “Santa Maria’, the ship's rudder sustained damage. "Cutty Sark," a tea clipper, ost its rudder off the east coast of Africa while competitng with "Thermopylae." The causes of damage in the above cases were attributed to a fracture of the pine, Today, however, the pintles have adequate strength and there are no instances of fracture or lost. Fig.10-11 Nut above (Ordinary rudder) When the nuts loose orlost and at the same time portable boxis lost, pinte will fall down into the sea and also, ifthe nut secuing device is out of order, pintle drops off. But this case is very rare, Because in almost case, the nuts fitted on the top of the pintle. ‘The nut securing device is provided with means to prevent it fram working loose. During inspection, the securing device should be carefuly checked. To prevent the nut from rotating, steel pieces are welded as shown in the Fig, 10-12 . This welded nut stopper Is not thick about 5mm, When the nut stopper is excessively corroded, the stopper should be renewed, ‘Some ship has a spit pin through the nut and pintle head. But pins very thin and easily corroded. The split pins not prefarable. nmost case, the nut does not become loose but t should be checked by tapping it with a test hammer Fig.10-12 Nut below (Mariner rudder) Evenif the nutis heavely corroded or disappeared, the pinle does not drop off 9332052013 rudder Fig.10-13 Nut stopper (1) Fig.10-14 Nut stopper (2) Cement cover Fig.10-15 Cement cover For prevention from corrosion generally the nut is covered with cement the cement s defective, it should be renewed, docking ship-doctorconv040_1 hint 10382052013 docking, ship-doctr com 40/101. rudder Without nut the pintle will get off Fig.10-16 Pintle lost When the nuts lost, pinlle will fal down into the sea 10.7.4 Measurement and allowable values of bearing clearance Measurement of clearances of all bearings are to be carried out during rudder inspection, ‘Therefore, clearances of the sleeve and the bush in the longitudinal direction (F~A) and the transverse direction (P~') of the rudder should be measured. The two methods described below may be used for measurement. 4) By lifting the rudder ‘After liting the rudder we can see the both pintle and the bush as shown in Fig. 10-17. The outside diameter of pintle (outside diameter of pintle sleeve) using external calliper and the internal diameter of bush using intemal calliper have to be measured in the three sections ie. top, middle and bottom. Thedifference of two values is the clearance and the mean value is the clearance between pintle and bush. ‘An example of he results of clearance measurements shown below. External calipers Internal Woe calipers Fig.10-17 Measurement of pintle clearance 182052013 rudder POR sae T Fasition and] tee [Oster pp, sirsction [ta |e, SRR a sene ize io ome be er 2) Without lifting the rudder Without iting the rudder, we can measure the clearance using a feeler gauge inserting between the bush and the sleeve, The method of measuring clearances using a feeler gauge is shown in the Fig, 10-19. ‘The measurements the same as above ie. fore-aft and P and S side. Butinthis case we can nat measure the clearance at the middle section. Fig 10-18 Feeler gauge ‘The feeler gauge is a collation of thin metal plates of various thickness. docking ship-doctorconv040_1 hint ws2052013 rudder Measure from bottom Measure from top Fig.10-19 Measuring pile clearance Clearances in the longitudinal (fore and ait) and transverse directions (P and S) should be ‘measured in the similar way as bofore mentioned. 2-1) False clearance When measuring the pintle clearance using a feeler gauge, the measurement of clearance at the end of the bush sometimes shows a smaller value while the actual value of the clearance is bigger. As shown in Fig, 10.20 and 21, the end of the bush should be chipped off and the clearance should be measured accurately, Chip off before measurement| False Clearance Fig.10-20 Fales clearance Aetual Clooren cnppna or // Poi! Claraoe Peale ope i Fig.10-21 Example of actual measurement docking ship-doctorconv040_1 hint 1382052013 docking ship-doctorconv040_1 hint Left: New bush Right: Weared bush, Only lower end is normal 2.3) Standard Clearance Pintle Fora newly built ship, the standard clearance is 1.5 mm, Fora ship in service, Maximum allowable clearances between pintle and bush is 6 mm, F the actual clearance exceeeds 6mm, the bush should be renewed. 3) Neck bearing Clearance in the neck bearing can be measured after the rudder is overhauled. Unless other Wise the measurements carried out using a feeler gauge The standard clearance is 4.0 mm, F the clearance exceeds 5.0mm, the bush should be replaced. Actually the wear down of the neck bearing bush is smaller than the pintle. 4) Examination of the Survey Report in previous survey the clearance ofthe pintle is 5.5 mm, examine the past measurement results inthe survey report. For instance, ifthe clearance at the previous inspection was 3.0 mm, the clearance increased by 2.5 mm. Then the clearance in the next survey willbe Increased up to 8.0mm. so the renewal ofthe bush should be strongly recommended F the clearance is 5.0 mm in the previous survey, In this case the wearing only 0.5mm. renewal may be deferred until the next inspection. There are no clearly-defined standards for carrier-bearing clearances; however, examples of past measurements of various bearings are given below. The "” mark indicates that bush renewal was recommended; The “A mark indicates that renewal was deferred until the next inspection, ws2052013 docking ship-doctorconv040_1 hint rudder 1240786 yore) oe A ITOUUB ra) Eb taser an) Xs Bush renew aE arrscrttanael) : Outstanding Recomendation ‘samt for the next reney, + asereenvar ALDIGITISTRED eracrtsomn beasts sa rsrorta vars cana (riers) ee eer aa Fig.10-23 Clearance of neck bearing ae Bs bE aoe u- TROT EF “Ca yes) ri : ae thelsaGeT(aa. renee) at g §,20sc/TULE years) a" = + eeUGrTCT years) 1tiaert (ay vets) a.296/TC 3 years) Fa See ee egy TTONTCES: years) (ue vers) = S.S4IGITELE vewes) *RGLCPTELE: rears) rr Ey 30 qo sa to 70am F~h Fig. 10-24 Clearance of canter bearing 18382052013 docking, ship-doctr com 40/101. rudder wal P~S = Ss + 6,4386/T (an yee) tee - EMSGITUIS years ~ 8, 643G/TU zest) © + 6SIG/TO E89) 13 1G/ TEL) S,3MG/T(28 years) 9, 3SG/TCL years) s 5 bh 5 Perper rere oreper ferro 5 T wp FS Fig.10-25 intermediate bearing 10-7-5 Wear of bush ‘The bearing cannot be oil lubricated because the pintle is always in the water, Consequently, very hard wood from tropical American trees, called lignumvitae, which Is a suitable material for water lubricated bearings, was used in the past Because this wood is a natural material and its quailty varies; ifignumvitae of a soft quality is used, wear is faster. From 1960 ‘onwards, synthetic resins such as Teflon rubber and phenol resins were used experimentally. Phenol resins were found to make excellent water lubricated bushes; there is no variation of quality as in ignumvitae and with a maximum allowable pressure of 350 kg/cm2, twice that of lignumvitae and good wear characteristics, almost all bushes today are of phenol resin. Photo.10-2 Lignumvitae But incase of phenol resin, in some ships the wear to the bush is relatively ast. This is because of the misalignment of rudder centerline. After the rudder is removed and the rudder center is re- aligned , further abnormal wear to the bush will be eliminated. However, it takes considerable time and money to align the rudder center, therefore, some shipowners prefer to economize by renewing the bush at every docking survey rather than aligning the rudder center, Phenol resin or copper alloy s used in the bush of the neck bearing and copper alloys used inthe carrier bearing. The material used in the bush is aways softer than the material used in the sleeve, so the bush wears out faster than the sleeve. The advantage is that the bush can be easily replaced when it wears out, 10.76 Slack of sleeve 1882052013 rudder ‘The cylindrical sleeve is expanded by heating, and when the inner diameter becomes large, the pine is inserted by shrirkage-fiting, The two members are only held against each other physically, therefore, the sleeve might become slack due to vibrations or ingress of sea water between the members. the slack is ‘excessive, the sleeve drops. When the rudder's lifted, strke the sleeve with a test hammer and check for slack. we press the sleeve lighty with a finger while striking itwith a test hammer, we might feel a slack of sleeve. F we find some slack, stike all around the sleeve. with the hammer and record the slacked locations. Whe slack is found over 2/3 rd ofall surface , the sleeve should be replaced Actual Gleerance: Chip off before measurement False Clearance Fig.10-00 False clearance ‘Actual clearance (Left side) is much bigger than the value measured with filer gauge. Chipped off ewe Peer Fig.10-00 Examination of actual measurement docking ship-doctorconv040_1 hint wms82052013 docking ship-doctorconv040_1 hint rudder Fig.10-00 Exaninination of sleeve sluck with test hammer, Ihe sleeve is sluck, the finger feels somthing lke vacant. Fig.10-00 Sketch showing sleeve stuck Slack is bigger in both P and S side 10-7-7 Corrosion of bush retainer or support ‘The bush retainer and support are a comparatively thiner welded rings made of steel plate. IF ‘some part ofthis ring is corroded, bush might work loose and falloff. When they become excessively thin, the bush retainer or support should be replaced, ithe bush has been, shrinkage-ited into the shoe piece, it will nt fall off; however, there are instances of the bush disappered. The worn bush turned into a fine pieces, which in tun found its way between the Pintle and the shoe piece then disappeared. Bush retainer 7 —T Nez Bush wont away Fig.10-31 Bush stopper 10-7-8 Corrosion of pintle ‘The copper alloy sleeve is strinkage-fited on the bearing surface of the forged steel pintle, therefore, the ends of the sleeve are likely to be subjected to galvanic action. Sometimes the tapered end of the pintle corrodes circumferertially and its thickness is reduced only at the corroded part. Moreover, the tapered part of the pintle is in metallic contact with the cast parts of the pint. the sea water enters into the small clearance, the tapered part corrodes;, therefore, O-rings are generally ited at both ends of the sleeve, F0-ings are not fied, or no longer exist, the tapered part gradually corrodes due to the effects of the sea water, and finally, the hair crack appears around the taper end of the pintle. Dering long years the crack Increase and the pine will broken, This defect cannot be detected unless the pintle is removed. There have been instances “where the pintle was removed because it had become loose, and it was found that the ws2052013 docking ship-doctorconv040_1 hint rudder tapered part had corroded excessively. I the sea water has enleres into this clearance between the sleeve and the pintle itself, the shrinkagr-fited sleeve becomes slack because of pintle corrosion; ifthis situation is not rectified for along period, the sleove will work loose and falloff. We have found initial corrosion inthe pint! occuring circumferentialy in the tapered part and then after thehair- cracks will appeare at this location, the next stage is corrosion due to sleeve slack, followed by corrosion in the tapered part Rudder Frame (Cast Steel) onl Sees _ (Brass/Bronze) Bush (Phenol Resind Lignumvites) \ Bush Support Fig.10-32 Corrosion of pinte (1) Sea Water later (1) Pintle corrosion (2) Pintle corrosion and sleeve slack (3) Corroded bush support (4) Corroded bush (large clearance) Fig.10-33 Corrosion of pimile (2) Gudgeon Pints FO cent (eee (Cast Stoo!) Steel) 19332052013 docking ship-doctorconv040_1 hint rudder Growved corrosion Hair crack Fig.10-34 Corrosion of pintle (3) 10-7-9 Repairing corroded pintle ‘An excessively corroded pintle should be replaced, butif the corrosion is not heavy, the pinto can be repaired by welding depending on the material (1) Pintle material hn principle, welding repairs should not be carried out on forged stee! pint. However, if the carbon content of forged steelis less than 0.23% , welding repairs may be carried out ‘Therefore, the carbon content should be confirmed before carrying out welding repairs; if itis greater than 0.23%, welding repairs should not be carried out. (2) Procedure for welding repairs Fig. 10-33 is a flow chart for welding repairs for forged steel materials. ‘At. firstly, the carbon content is checked and if he carbon contents less than 0.23%, the rust is de-scaled. Very small flaws are checked by utrasonic testing. K cracks are found, they are chipped off, Nex, the defective surface is welded all around. After heat treatment, the surface is machined up. After machining, a dye penetration test maybe carried outas the final check. Thennew sleeve after hydraulic testis shrinkage fitted, Bad Corrosios Orrosion Renew Heat Finish] Fig.10-33 Procedure for repairing of corroded pintle 201332052013 docking ship-doctorconv040_1 hint rudder Photo.10-3 Corroded pintle 1048 Lifting and Lowering Rudder ‘The rudder weight is supported at the top or the bottom. tis suspended from a thrust bearing in the rudder carrier in the steering gear room. However, in small ships, the rudder is supported with a heel disk below the rudder. I the thrust disk or the heel disk wears out, the rudder itself comes down. ithe rudder comes down excessively, its connection with the steering gear becomes defective; therefore, the clearance between the shoe piece and the rudder should be chacked carefully during a bottom inspection, Generally the designd clearance between rudder bottom and shue piece is 20 mm to 30 mm. the clearance is between 0 and 10 mm, the heel disk should be renewed, or the rudder carrier should be opened up and the surface of bearing disk should be examined, 108-1 Wear to heel disk Generally two hard, semi-circular steel disk is fitted in the shoe piece and the bottom of pintle, ‘one above the other so that a point contact is obtained; however, the upper heel disk is sometimes par ofthe pinil. In this case, the lower part ofthe pintle is semi-circular. This heel disk rotates together with the rudder and has a box-shaped spigot. The semi-circular shape of the heel disk becomes flat when it wears out, causing the rudder comimg downwards. f the hee! disk becomes thin due to wear, it should be renewed, Bottom support Top support S\ packing glend ~ packing — jumping stopeer Rudder Weight, 211882052013 rudder Fig.10-35 Support of rudder weight (left: Bottom support, right:top support (hangaing) Very small Sten | | w Stee | clearance Lowered rudder Normal po! Fig.10-36 Clearance between rudder shoe piece Rudder T cen - Hee! clisk Normal position Rudder dows Fig.10-37 Heel disk 108-2 Thrust disk ‘The thrust disk is a copper alloy disk with etched oll grooves. Because the area of the disk is large, the bearing pressure acting on the disk is small. Consequently, the disk does not wear out easily. However, major abrasive scratches appear on the disk when oil lubrication is insufficient. In case of the aged ships, the surface of disk has been found to badly scratched and the thickness has been considerably thin. F the rudder comes down and its base is likely to touch the upper surface of the shoe piece, In this case the thrust disk should be replaced. Thrust disks in large ships are very big so replacing such disk involves considerable labour, therefore, the recommended renewal ‘work is usually carried at the next dry dock. docking ship-doctorconv040_1 hint 2852052013 rudder weight beerer press in the bolt from above and tighten the nut fram below jumping stopper Fig.10-38 Rudder carrier ff traces ef sand remain on this surface efter casting. scratches i might appear on the carrier [fs disk, Therafore, examine this surface carefully ae a disk a surtace looseness in bolts Fig.10-39 Ruder It up after the jumping stopper overhauled docking ship-doctorconv040_1 hint2052013 docking ship-doctorconv040_1 hint Photo.10-4 Scratched thrust disk carrier disk gil groove for lubrication bush Photo, 10-40 Combined thrust disk and bush ‘Thrust disk with integral bush is not recommended because when the disk is renewed the sound bush also renewed, 1048.3 Jumping stopper the rudder is lifted when underway due to the wave impact or the contact with floating objects, and or bottom contact, the steering gear may be damaged. To prevent such damage, a jumping stopper is [Link] jumping stopper, as shown in Figure , may be fitted over the gudgeon or assembled in the rudder carrier, the designed clearance is 2.0 mm maximum. ‘There are no instances of damage or corrosion to the jumping stopper itself. However, ifthe clearance measured is found to be large, it can be concluded thatthe rudder has maved dawn. Because a hanging rudder does not have a shoe piece, one does not know whether the rudder has ‘moved down or not; therefore, we recommend that you enter the rudder trunk and measure the clearance between the base of rudder carrier and the jumping stopper. 21882052013 rudder jumping stopper fitted to the rudder | pated | ese} . Fig.10-41 Fig. 10-42 Jumping stopped under rudder carrier docking ship-doctorconv040_1 hint2052013 docking ship-doctorconv040_1 hint rudder Fig.10-43 Measuring of the clearance between junping stopper and the base of rudder carrer inthe rudder trunk 10-9 Rudder Corrosion 10-9-1 Corrosion of ruddor plato Ihold ships, the rudder plate corrades and its thickness decreases, similar to wear to the shel plate. However, the rate of wear of the rudder plate is gradual and is much smaller than that of the shell plate; instances where the wom rudder plate has been cut out and replaced after measurement with a thickness gauge are very rare. This is attributed to the large. ‘number of zine anodes fited for preventing corrosion of the rudder plate. the worn rudder plate is cut out for replacement, ora large thick double plate has to be provided. Unlike the hull structure, centring of the rudder is likely to be adversely affected because of welding the deformation. ‘Therefore, the rudder plate should be removed, placed on a level block, and welding work carried out while the centring of the rudder is checked, Fig.10-44 Centering of rudder (Fore - Aftand P -S side) 200332052013 Photp.10-5 Centering of rudder on a level block ‘The rudder plate is placed on a level block and measured the centerline. LISNAVE Rocha, PORTUGAL 10.9.2 Corrosion due to erosion respective of the age of ships, the upper, middle, and lower parts of the rudder plate and the {gudgeon in fine high-speed ships sometimes suffar from excessive spongiform carrasion. This phenomenon is called erosion. The water flow generated by propeller rotation generates ail bubbles in the flow at local locations where flow rate is high. When these bubbles impinge con the rudder, they burst and disappear, but cause microscopically large impacts on the rudder resulting in local corrosion ofthe rudder plate. Fig.10-45 Erosion of rudder docking ship-doctorconv040_1 hint 2882052013 docking, ship-doctr com 40/101. rudder I the surface is eroded, and there is continuous flow of water over this surface, corrosion advances further. There are no foolproof measures against corrasion; the rudder plate is sometimes built up by welding, and forged parts such as the gudgeon are sometimes covered with cement or Devcon, but at the next drydocking, similar corrosion can also be found in the cement; therefore, effective repair methods have not yet been discovered. However, as corrosion is localised, the strength of the rudder is not affected significandy, provided there is no hole in the rudder through which water can enter; therefore, this form of Corrosion should nat be of much concer, 10-10 Twist in Rudder Stock ‘Among the damages of rudder the most troublesome damage is twisting of the rudder stock. hn furthermore, In most cases twisting is accompanied with by bend of the rudder stock ‘As mentioned in (9) of Section 8,, When we watch the rudder just aft in the dry dock and the rudder is found to have swung to any P or S side, then the rudder stock is ikely to have twisted. Because when the ship is in dry dock always the rudder is kept ust midship. ‘Twisting is caused due to the extemal force to the rudder plate in case of grounding, touching ‘with mud, rock or floating objects. Without knowing that the rudder is fixed, when the rudder is taken by force of steering gear the rudder stock willbe twisted. While sailing , i the rudder suddenly responds strangely and becomes heavier than usual, the rudder stock has probably twisted, However, ifthe angle of twist is small, here is practical no effect on steering When the twisting angle is less than two degrees, there is no problem, But when the ship heavily stranded, the twisting combined with bending of rudder stock. CBRE 10-10-1 Position of twist, Not the same as dents and cracks, kis very difficult to find the position of twist ‘The rudder stock above the neck bearing is slender, so the most cases it maybe assumed that this part of the rudder stock will be twisted, Butts very difficult o check a position correctly, The twisting angle is measured afer the rudder stock is oberhavled and placed on the level block. The difference of the position of key way on the top of rudder stock and the position of rudder flange. In his case only we recognize the twisting angle but we can not find the position of twisted area becaus there Is no reference longitudinal ine on the rudder stock. ‘The rules of the Germanischer Lloyd (the German classification society) prescribe the replacement of the rudder stock when the angle of twist is greater than 10 degrees, F the twist is 10 degrees, the case where the twist has occurred throughout the length of the rudder stock, say over a range of 3 m, is quite different from the case where the twist has ‘occurred ina range of 50 cm in the rudder stock; wrile the twist in the former is 0.3 degrees peer unit length, the twist in the latter is nearly sixtimes this value. For instance, the report does rot have an entry such as "twist was found over a distance of 1,500 mm from a point 2,000 mm above the coupling in the upward direction", because nobody knows the range of twisting. One reason for this is that permissible values of twist have nat been decided. In the ‘new building a reference line in the longitudinal direction should be marked on the rudder stock Beno Me tems WA 10-10.2 Actual examples of twist ‘As mentioned above, GL requires replacement of rudder stock ifthe twist exceeds 10 degrees, but we are inclined to think that this requirement has been simplified beyond our reasoning. Results of damage and repairs of twisted rudded stock experienced during survey are as folows 10-10-3 Repairing twist ‘Twist occurs because of stranding and bottom contact, therefore, repair costs are generally covered by insurance, For this reason, there are many instances of renewing the rudder stock. However, as the rudder stock is a large forged block, a considerable lime is required to procure materials. Itis customary to carry out temporary repairs and renew the rudder stock later. ‘The following precautions should be taken during repairs: 1) The keyway was subject o large forces, therefore, confirm using ultrasonic testing that cracks are not present. 2) The entire rudder stock is subjected to twisting forces, therefore, examine the entire surface of the rudder stock for very small faws 3) For details of welding the keyway, see 10-7-9(2) "Procedure for Welding Repairs’ 201332052013 m0 33,6 0,00 5, 00 a8. 09 18 00 rudder Tata 30°, bend 10 egies bend Repair method Keyway machined, bend Faired by beating Keyway machined, bend faired by heating Rudder steck ni Risway machined, replaced with anew one next year Piece added to quadrant Table 10-2 Example of repair works on the twisted rudder stock Cauree " Lmpact with floatin objet Trpact wih afin object Stranding. Impact with barge Impact with quay (1) fthe twist angle is comparatively small as shown in the figure, the keyway for the rudder stock and the tler is machined to inrease its size so that a larger key can be fitted. ‘The method of retaining the original keyway and adjusting the position ofthe steering gear ‘may also be considered, but Ihave not heard of actual examples of such a practice. For the ship in, E on the Table 10-2, however, the quadrant was increased in size by adding an extra piece and the rudder angle was corrected: this is an example of adjusting the steering gear. Fig.10-46 Adjustment using a new bigger key docking ship-doctorconv040_1 hint 200852052013 docking ship-doctorconv040_1 hint rudder Fig 10-47 Adjustment of quadrant (2)Big_twist angle Fhe twisted angle is so large that repairs tothe key alone are inadequate, the keyway can be built up by welding, the welded part checked for flaws by ulrasonic tesis, and a new eyway cutto suit the twisted angle. The rudder stock can be used even though ts twisted However, because ofthe twist, the rudder stock might have flaws that ae not visibe to the eyes; therefore it should be examined by non-destructive tests such as ulrasonic aw detection, magnetic particle test or dye penetrant test (colour check). ery small cracks are detected, depending on the sizes ofthe cracks, they may be chipped outor other measures adopted to eliminate ther. ‘This is a temporary repair method; after repairs are cared out the shipowner has to procure a new rudder stock and replaced. however, these repairs may be accopted as permanent repairs. ‘The wire rope testis described here for reference. hv addition o the breaking test ofthe wire rope, after individual core wires of the rope is subjected to twisting test and colling test. the twisting test, one end of each core wire is fixed and the other end is rotated to twist the wire. I the core wire breaks before reaching a specified number of tums, the rope is considered to be defective, irrespective ofits tensile strength. For example, in a 53 mm diameter, No. 3 rope (6 x19) used for mast stays, the diameter of one core wire is 4 mm. fhe core wire is ‘gripped ata length of 400 mm and the twisting test performed, it should withstand at least 17 tums before breaking. That is, the 4 mm diameter core wire should not break before 17 rotations (17 x60 degrees) overa length of 400 mm span. The material ofthe rudder stock and each individual wire are different; so does the surface layer, therefore, these two items, cannot be compared directly. However, even ifthe rudder stock is twisted to 360 or 760 degrees, it may not break in my opinion. Phto.10-5 Twisting test of core wire in the wire rope ‘The left ond of core wire is fixed and its right end is rotated. sus2052013 docking, ship-doctr com 40/101. rudder the speed at which the wire is tuned is also a factor to be considered: it should be 60 tuenes per minute. Fig.10-48 Adustment of twisting ‘The old key way (shown in ful line) is built up by welding; a new key way {indotted fine) is cut to suit the twist ofthe rudder stock (* theta) and the the tiller position is adjusted to suit the rudder. 10-11 Others 10-11-41. Flap rudder order to improve the response of the [Link] flap is fied behind the rudder plate, This Ider is called Becker rudder. The point of the inspection is as follows: ‘The link mechanism and the connecting hinges including the flange are to be carefuly inspected . f necessary, wearin the bearing may be measured at an overhaul inspection. At ‘Special Survey, in addition to above inspection, operation tests are to be carried out Fig.10-45 Flap rider 10-11-2 Intermediate bearing ‘The rudder is generally supported at three points; ln case 0 f a hanging rudder, the supporting points two. However, inare cases, some ships have rudders supported at four points, with an additional intermediate bearing below the uppermost support, namely the rudder carrier. 3332052013 docking ship-doctorconv040_1 hint Carrer Bearing slenve Bearing Fig. 10-46 Rudder with 4 bearings Fig.10-47 intermediate Bearing ‘The bush in the intermediate bearing always shows abnormal wear and at the every dodking, bush is renewed. This is because the centring ofthe rudder is incorrect, this case itis betterto abolish this bearing to take off the bush and change from four point suppor to three points. After removal of the intermediate bearing there is no problem in rudder operation Three support points are adequate for a normal rudder. 10.113 Rudder carrier Although no rerationship to bottom inspection, the rudder carrier is an important part ‘connecting the ruxider and the steering gear inthe steering gear room. Fig. 10-8-2 shows an ‘example of the construction ofa rudder carrier; the construction of the thrust disk (cartier disk) has already been described .The points for inspecting the rudder carrier are listed below. (1) Looseness of bots connecting rudder carrier to deck are to be examined with the test hammer. (2) Cracks in deck connection part Fig. 10-47 Fixing the rudder cartier hn the construction shown in the figure on the left, crack will not apear in the deck. But inthe ‘igure right, cracks might appear in the welded joint at the inserted liner to the deck. when the thicker liner plate is welded to deck. Sometimes circumferenc cracks might be appeared in the weld joining to the deck. (3) Loose of wedge Where reamer bolts are not used but a wedge is used for securing the rudder carrer to the deck, ifthe wedge becomes loose, or the direction in which the wedge Is driven is incorrect, the carrier might tum; therefore, confirm that the wedge has been secured correctly. ss2052013 rudder Set screw or equivalent movernent stopper Fig 10-48 Fixing the rudder carrier fixed with edge (4) Wear to thrust disk (cartier disk) cf. Photo 10-4 Examine wear and scratch to the thrust disk and the conditions of securing screws, as described in Section 10-8-2 . When the wear of the disk is minor but there is local scratch on the carrier disk because of inadequate lubrication, the disk may be reversed, oil grooves, newly cutinto the disk, and the disk reused, depending on the saratch, hn ships equipped with electrohydraulic steering gear, always check the following points when inspecting the rudder carrier: 41) Loose studs for gland of the hytraulic cylinder and oil leakage 2) Are there any flaw or scratch in the ram? Photo,10-8 Scratches on the ram <2Back | Home | Next? > -APageTop (0) Copyright My Blog Allrights resend, Since 2010, docking ship-doctorconv040_1 hint