Marine info 58: Propeller &Shaft Survey

Propeller and the stern tube is an independent survey items from the docking survey.

But 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 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 good working order, and, if considered necessary, the
device is to be opened up for further examination."

11-1 Propeller Damage

The biggest damage of propeller is the broken blades; while sailing, when abnormal vibration suddenly
happens in the stern and continues, it may be caused because of the broken propeller blade. In this case, the
engine should be stopped, and then the extent of damage to be checked and depending on the damage, the
ship should visit to the nearest port for an Occasional Survey.
If more than one-third of the blade is broken, there is a possibility that the damage also
occurred to the stern tube. In the dry docked not only propeller but stern tube should
be carefully examined. Sometimes propeller shaft should be withdrawn.
The causes of this damage are contacting with a submerged or floating object or small
material defect during manufacturing which develop to hair cracks, and or metal
fatigue.

11.1.2 Bend of blade

Bend occurs because of impact of the propeller with other objects; they can be detected easily even before the
propeller is cleaned.

11.1.3 Cracks
Small cracks are overlooked in many cases. They cannot be detected unless staging 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.11-2 Blade broken

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.

Photo.11-4 Hair crack on the blade

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.
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,

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.

Fig.11-3 The area for dye penetration test

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

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.
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.

Fig.11-5 Clearance　of stern tube bearing

For an oil lubrication　system, also measure the clearance at the lower surface.
However, for oil—lubricated systems, 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

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.

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.

Photo.11-6 Measuring clearance

Example of position propeller shaft

Fig.11-7 Position of propeller blade

Table　11-4 Results of measurement (2)

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

(1) Original
(2) Overhaul of guard ring and cap bolt

(3) Inserting the gauge

(4) Measurement

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
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.

Fig.11-7 Oil leakage from propeller boss

11.7 Bow Thruster and Side Thruster

These items are ship owner’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 entering 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
adjacent steel plate　should be carefully inspected.
Fig.11-8 Damage of side thruster guard

Fig.11-9 Damage to side thruster

Read Also
1. Propeller Shafts

1.1 Propeller Shaft Clearances - Measurement

Periodical docking surveys and periodical propeller shaft surveys are incomplete without propeller shaft
clearances. These may be determined as bellows:

 When the shaft is removed for survey or maintenance, by calibration of journals and bearing bores.
 When bearing is exposed with shaft in place for partial survey or seal maintenance, by leveler gauges,
or soft wood wedge driven between shaft and bearing then measured with calipers.
 Normal running condition, by poker gauge comparing readings with previous measurements.
 In normal running condition, by lifting shaft and measuring the lift by dial gauge (Less accurate). Case
needed to avoid undue force. Assessment of poker gauge readings can only be made if records of the
previous readings are available and the relative shaft clearance is known. Poker gauge readings taken
in isolation produce no reliable value of bearing
clearance.

NOTE: When stem tube bearings are renewed or re-metallic,

clearances will be back to original. On refit, it is essential that
these clearances are recorded and also the corresponding new
poker gauge readings for future comparison.

With most modem stem tube seal designs, the poker gauge
measures from the seal box “OD” to the seal sleeve “OD”. Hence,
whenever the seal is fitted with a new sleeve or the sleeve is
machined, the poker gauge readings “as fitted” should be
recorded in conjunction with the measured clearance, by feeler gauges, calibration or both, since the bearing
will be accessible during seal overhaul.

1.2 Propeller Shaft Clearances - Initial and Maximum Allowed

1.2.1 The following clearances are intended for the guidance of
Surveyors.

Recommendations of designers and manufacturers may differ

and the Surveyor should take notice of these in deciding whether
departures from the values given here are justified.

In the case of initial clearances drawings should be checked and

for special materials such as “Tufnol” the manufacturer’s
technical information should be heeded to allow for expansion of
the bearing material on submersion in water.

1.2.2 Propeller shafts running in white metal bearings - oil lubricated.

1.2.3 Propeller shafts running in lignum-vitae or "Tufnol" type lined bearings water lubricated:
NOTE: The stern gland should be repacked or at least partially repacked at each periodical bottom survey.

1.2.4 Propeller shafts lubricated by grease.

1.3 Crack detection of propeller shafts

1.3.1 Area to be crack detected.

1.3.2 Crack detection may be by dye penetrant method or magnetic particle method. Magnetic particle
inspection is preferred because it is more sensitive when properly carried out.
In both cases the area to be checked must be thoroughly cleaned. Where possible a qualified technician is
preferred working to recognized standards.
The sensitivity of the magnetic particle inspection is easily checked using a field strength indicator (burmah
castrol strip).

If cracks are detected and not easily removed by light polishing it is advisable to check the crack depth by
ultrasonic before proceeding.

1.3.3 It is allowed to reduce the rule diameter by 3 % (corresponding to a decrease in torsion strength of 10
%) by machining or grinding. Therefore if crack depth deeper than 1.5 % or shaft diameter (shaft being rule
size) the shaft shall be rejected. Repairs of corroded or cracked shafts within limits given above shall be
smoothly ground out to reduce stress concentrations to a minimum. The hollows should be filled with
propriety metal filler if in way of sealing rings etc.

Slight surface defects (corrosion or cracks) can be machined out provided that rule diameter is not reduced
by more than 3 %.

1.3.4 In the case of a propeller-shaft in normal steel and the propeller hub in stainless steel, the holes of the
propeller-flange and the propeller-flange itself have to be carefully inspected for electric-chemical corrosion.
Seawater has to be avoided and adequate protection is to be foreseen.

1.4 Repairs to Propeller shaft cone

Corrosion on the conical part of the propeller shaft may be repaired by machining the taper.
This will result in the propeller moving forward which must be contracted by fitting a spacer between the
shaft couplings. The maximum thickness allowed for this spacer is 25 % of the intermediate shaft flange
thickness. It is therefore the intermediate shaft flange thickness which determines the maximum amount
which can be machined off the cone.
e.g. Intermediate shaft coupling flange thickness 100 mm, then maximum spacer which may be employed =
25 mm, if propeller shaft taper = 1 in 12 the radial amount which may be machined = 25/12= approx. 2 mm.

Surface contact of propeller bore to shaft cone should be checked using Prussian blue. There should be a
minimum of 70 % contact equally distributed.
NOTE: As well as rectification of the damage, the cause must also be determined and repairs and preventative
action taken to avoid a recurrence. The usual source of leakages are from a badly jointed and sealed lairing
cone on the ack of the propeller or leakage past the sealing ring and/or gasket on the forward face - ensure
the “O” ring is the correct size so that compression and sealing is achieved.

All free spaces between propeller shaft cone, propeller boss, nut and propeller cap are to be filled with a
material insoluble in sea water and non-corrosive.

1.5 Protection of propeller shaft against corrosion

Arrangements are to be made to allow any air present in these spaces to escape at the moment of filling. It is
recommended to test these spaces under a pressure at least equal to that corresponding to the immersion of
the propeller in order to check, after filling, the tightness obtained.

1.6 Propeller shafts with bronze liners

1.6.1 General
Always check carefully the inboard part of the shaft where water from the stern gland may have caused
corrosion cracking, characteristic X-shaped fissures particularity on the coupling Flange filled. This part of the
shaft is best protected by a special coating.

Beware also of electro-chemical corrosion in the region of the end of the liner.
The bronze liners protect those parts of the shaft which would otherwise be in contact with sea water. 

Continuous liners -either in one piece or in several sections cover the shaft from forward propeller boss to
forward part of the stern gland. Parts of liner most liable to wear are those in way of stern gland packing, or
the liner can be eroded by vibration or hammering of the shaft. Su objected to torque reaction with the shaft;
the liner can crack (on its surface, or in other places). Cracks may also result from occasional over-heating.
Sea water can seep through the cracks and cause rapid corrosion of the shaft.

Other types of corrosion are the result of liner assembly. Liners are generally held to tail shaft by shrinkage.
Shafts are submitted to helical stress and it is unlikely that the same distortions are equally applied over the
whole length of liner.

Such fretting is often the cause of corrosion noted under aft extremity of liners where sea water filters in.
What has been said about shaft and liner relative motions is also true for liner sections connected by
(hammered or shrunk) red copper joints. Connections of two adjacent liner sections are submitted to torque
reactions and if copper joints no longer ensure the necessary water tightness: corrosion is then frequent
under joints and adjacent area.

1.6.2 Checking the fit and condition of liners

The Surveyor shall hammer test the liner and joints between sections - bearing in mind that liners may be
chamfered beyond the bearing surfaces and will, therefore, give a different sound, not to be mistaken with
that of a slackening liner.
Slackness is usually noted at extremities of liner. It may be caused by heating (of aft bearing, gland) or cracks
in liner.

The Surveyor shall also examine carefully the surface of the liner for cracks or porosity, and if in doubt, he
will carry out a non-destructive check.
Any cracking or slackening of the liner (especially all, next to propeller) or loosening of copper joints will
result in corrosion of the shaft.

s for such defects, loose copper joints will need to be withdrawn and the liner surface in way machined off
and other corroded areas should also be machined so that the shaft surface can be inspected.
The Surveyor will also check the bearing surface and wear in way of bush(es) and stern gland.

1.6.3 Renewal/Repairs of liners

Cracks, wear

Fully penetrating cracks always imply renewal of damaged part of liner.

Fissures can be machined down provided that liner's thickness remains within the limits given below for
wear, otherwise the damaged part shall be renewed.
Major wear means that liner is unlit for use; the maximum wear allowed being as follows:

 25 % of rule thickness in way of the bearing area.

 50 % of rule thickness in way of out the stern-gland.
These measurements shall be taken alter machining of corroded or ribbed areas of the liner. When damage
(fissures or wear) is important and requires the renewal of the liner, the Surveyor shall proceed as for the
liner of a new shaft.

The new liner or liner sections ordered shall be submitted to the Society’s factory inspection test (quality of
material, hydraulic test), and liner lit and good condition (no defects) shall be checked alter machining.

When renewal of the liner is not necessary and it is difficult or impossible to change only a section of it
without removing the part of liner in good condition, it is often easier to have the damaged part re-metallic.

Some yards can replace the damaged liner portion by two hail shells fitted on to the shaft and welded
together longitudinally. Any such repair shall be submitted to Technical Office for approval.

1.6.4 Ribbing in way of the stern-gland

Ribbing requires the complete - or part renewal of the liner only if thickness inside of grooves is inferior to
hall the regulation thickness. When ribbing is slight, however, i.e. when depth of grooves is 3 mm, liner shall
be machined over the whole length in way of aft stuffing box.
Slight ribbing needs only to be filed down or smoothed away with emery cloth.

What Is Propeller Drop and How to measure propeller drop?

What is propeller drop?

The propeller shaft is having inboard and outboard seals. It seals against the bronze liner
shrunk fit around the cast iron propeller shaft. After some years it creates groves on them and
naturally looses sealing and sea water can come inside. These reduce the lubrication and create wear
if the bronze liner have enough clearance the shaft will come down by certain amount because of the
propeller weight. This drop in propeller shaft is termed as propeller drop.

How measure propeller drop?

Propeller drop' is actually amount the stern tube bearing wears down and is measured by a
poker gauge which is placed between the last and second last stern tube seals (aft- near the
propeller). The reading is taken every dry dock and recorded. A hole is provided on top of the seal
which is closed by a plug. This plug is removed the poker gauge is inserted and a reading taken. So
since the propeller is connected to the shaft and the poker gauge measures how much the shaft has
'dropped' due to the wear down of the bearing on which the shaft runs.
Reference
http://docking.ship-doctor.com

http://marinesite.blogspot.com/

http://marinesurveypractice.blogspot.com/2013/01/surveyor-guide-note-on-tailshaft-survey.html
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