Beruflich Dokumente
Kultur Dokumente
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.
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
or porosity,
Any cracking
loosening of
shall also examine carefully the surface of the liner for cracks
and if in doubt, he will carry out a non-destructive check.
or slackening of the liner (especially all, next to propeller) or
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s for such defects, loose copper joints will need to be withdrawn and the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
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 Societys
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.