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Mariners Repository
Collection of notes and literature on various topics ,simplified and presented as a one stop search .
Propeller
Propeller and the stern tube is an independent survey items from the docking survey. The
survey normally includes complete withdrawal of the propeller, shaft and examination of
following, as applicable:
Measurement of wear down;
Propeller nut and propeller shaft threaded end;
Cone, key and key way(keyed shafts), including examination by an efficient crack
detection method of the after end of the cylindrical part of the shaft and one-third of the
length of the taper from the big end;
Where propeller is fitted by a solid flanged coupling at the after end of the shaft, non-
destructive examination of the flange fillet area of the shaft;
Propeller shaft bearing areas;
Stern bushes/bearings;
Shaft sealing arrangements, including lubricating oil system.
Verification the tightness of the propeller hub (propeller hood, fore gland)(shaft)
Propeller is removed first before removal of tail shaft, Stern tube liner / bearings
for checks, reconditioning and seal replacement - fitted last.
Propeller Removal Procedure
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After removal of fair water cone(cement has to be removed before accessing the
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nuts inside the slots to remove the cone) and the locking plate, the pilgrim nut is
removed, reversed and together with a loose shock ring is screwed back onto the
shaft. A strong back is fitted and secured with studs to the prop boss. Oil is now
inserted to the system- for expanding the hub (pressure of hub decided basis the
Rajeev V Krishna temperature of shaft and graph plot- decided by Von-meiss criterion
I always believed in the fact that condition- as calculated for the propeller material and fit - given in manual ) ,
knowledge expands by sharing and and the pilgrim nut forcing the loading ring against the strong-back withdrawal
proactive learning, and is a lifetime studs and propeller shaft.
process. Concept based learning is the
best way to understand and grow
further . Knowledge is vast and
scattered all over the net and in
physical form of books .It takes effort,
time and dedication to bring all in one
place. This is a sincere effort to bring
all my notes and collection over a
period of two decades, simplified and
open to all students and professionals
. It will always be my sincere endeavor
to update the pages from time to time
as per technical advances , with
support from colleagues, students ,
academia , professionals and fraternity
in the industry.
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7/4/2017 Mariners Repository: Propeller Inspection, Defects and Repairs
Hydraulic oils
Grease
Solid Lubricants
Gear Lubrication
Home
Pneumatics Explained
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7/4/2017 Mariners Repository: Propeller Inspection, Defects and Repairs
Propeller Defects
1.Mechanical damage in service - Deformation, Cracks on blade, Broken pieces .
2.Corrosion : Electro-chemical attack - due to service conditions - Pitting, de-
zincification - resulting in Cracks , breakage and vibration in service.
3.Erosion : Due to cavitation damage
4.Singing : Resonance due to local natural frequency and propeller blade tip and
vortex shedding frequency at the trailing edge..result of Tip erosion/ breakage.
Propeller singing phenomenon is defined as the resonance between the local natural frequency of the
propeller blade tip and the vortex shedding frequency at trailing edge of the blade
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Defects observed :
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7/4/2017 Mariners Repository: Propeller Inspection, Defects and Repairs
Small cracks are cannot be detected unless stagings are erected and after
cleaning of each blade. Even the hair cracks pose a possibility of expanding and
breaking the propeller blade. This Die Penetrant test need not be carried out for
the entire surface of the blade, unless warranted Usual area of check :root to
0.4R. 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. The name of each blade is engraved at the
root of the blade.Previous history has to be taken into consideration before final
repairs. 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.
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Repair Methods adopted in Zone B and C only :Welding & build up/ Cutting &
Welding/ Hot Faring/ Cold Faring
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The surface can be smoothed using a grinder, or depending on the position, the
blade can be built up by welding,If the crack is within 0.4 R , then the whole
propeller has to be annealed after repair. If the corrosion is severe, the corroded
part may be cut out and using the approved material and repaired by
welding(same as broken blades as described before). These welding repairs should
be entrusted to the propeller manufacturers , or an approved facility
Bend occurs because of impact of the propeller with other objects; they can be
detected easily even before the propeller is cleaned
Depending on the area to be repaired , the methods for welding and faring were
adopted as shown above.
Bent Blades
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- Broken blades during course of sailing/ allusions during service-
Characterised by vibration in stern .In case this breakage is less than one
third of the blade length, the build up method is followed
Usual method of repair involves building up of the tip with same cast metal (a
sample of propeller metal is analysed before casting) and joining(2 &3) ,
stress relieved before final polishing.
2.Balancing - Static
Propeller is rotated by inserting a special arbour into the bore and placed in
a stand.
This test is to ensure that the propeller remains static in any rotating
position.Weights are added and removed to achieve the same.
Assembly
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Propeller bedded to tailshaft and jacked up to usual shop mark. The Pilgrim nut is
then screwed on the shaft with the loading ring against the prop boss. With the
lever operated, high pressure grease gun, grease is pumped into the inner tube
inside the nut at around 600 bar, ( w.p. stamped on nut, not to be exceeded), the
prop will be pushed sufficiently up the taper to give the required frictional grip.
The pressure is then released and the nut is rotated until it is hard up against the
aft face of the prop hub and locked, fair water cone then fitted.
Push up length is checked by Dial gauge and calculated based on shaft
temperature and Von-Meiss stress criterion as per original designed condition(as
per graph). Von-Meiss stress for maximum interference fit should not exceed
70% of Yield stress of the Propeller material.
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The Lock plate has to be assembled , cone has to be filled with tallow before
assembly , then slots to be sealed after assembly with bolts and slots to be
covered with a special cement.
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