Rudder Repairs 19022020

Rudder repairs for cl2
• The welding process most suitable for rudder

repair is MANUAL METAL ARC WELDING. ...
• It will probably be in-situ repair in Dry-dock
requiring multi-position welding (down hand,
overhead, horizontal, vertical).
• four welding types are used commonly, and they
are MIG, TIG, Stick and Flux- Cored arc welding.
Drydock inspection
• Detecting ingress of water into rudder
If we find some wet area in the rudder platet, it is
likely 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 rudder is lost and no major casualty
will occur.
• However, internal parts of the rudder might corrode,
therefore, the plug in the bottom plate of the rudder
should be opened and water should be drained out.
• Measurement and allowable values of bearing and
jumping clearances
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 ～ S) of the rudder should
be measured.
• Standard Clearance
i) Pintle
For a newly built ship,
the standard clearance
is 1.5 mm.
For a ship in
service, Maximum
allowable clearances
between pintle and
bush is 6 mm.
IF the actual clearance
exceeeds 6mm, the bush
should be renewed.
Neck bearing
• The rudder is generally supported at three
points; In case o f a hanging rudder, the
supporting point is two.
• However, in rare cases, some ships have
rudders supported at four points, with an
additional intermediate bearing below the
uppermost support, namely the rudder carrier
• Clearance in the neck bearing can be measured
after the rudder is overhauled.
• Unless other wise the measurement is carried out
using a feeler gauge.
• The standard clearance is 4.0 mm,
• If the clearance exceeds 5.0mm, the bush should
be replaced.
• Actually the wear down of the neck bearing bush is
smaller than the pintle.
Jumping Clearance:
• the designed clearance is 2.0 mm maximum.
• There are no instances of damage or corrosion to
the jumping stopper itself.
• However, if the clearance measured is found to be
large, it can be concluded that the rudder has
moved down.
• The clearances can be taken from rudder trunk –
between the stopper and carrier bearing.
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 part of the pintle.
• In this case, the lower part of the 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 coming
downwards.
• If the heel disk becomes thin due to wear, it should be
renewed.
• The designed clearance between rudder bottom
and shoe piece is 20 mm to 30 mm.
• If 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.
Rudder carrier
• Though there is no relationship to bottom
inspection, the rudder carrier is an important part
connecting the rudder and the steering gear in the
steering gear room.
• The points for inspecting the rudder carrier are
listed below.
(1) Looseness of bolts connecting rudder carrier to

deck are to be examined with the test hammer.
(2) Cracks in deck connection part
• In the construction shown in
the figure on the left, crack
will not apear in the deck.
• But 　 in the figure 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 　
circumference cracks might
be appeared in the weld
joining to the deck
• (3) Looseness of wedge
Where reamer bolts are not used but a wedge is
used for securing the rudder carrier to the deck, if
the wedge becomes loose, or the direction in which
the wedge is driven is incorrect, the carrier might
turn; therefore, confirm that the wedge has been
secured correctly.
Deformations and Fractures
• Rudder blade, rudder stock, rudder horn and
propeller boss/brackets have to be checked for
deformations.
• Indications of deformation of rudder stock/rudder
horn could be found by excessive clearance.
• Possible twisting deformation or slipping of cone
connection can be observed by the difference in
angle between rudder and tiller.
• If bending or twisting deformation is found, the
rudder has to be dismounted for further inspection.
• welds of movable 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 horn, Propeller boss and propeller
shaft brackets, and stern frame
Fractures should be looked for at the upper and lower corners
in way of the pintle recess in case of semi-spade rudders.
Sketch of the damage
• 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.

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Rudder repairs for cl2

• The welding process most suitable for rudder

(1) Looseness of bolts connecting rudder carrier to

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