PROPELLERS &

SHAFTING
 Content
• Propeller and shafting arrangement
• Shafting alignment

• Thrust block
• Stern tube – water & oil lubricated

• Propeller mounting and dismounting

• Propeller slip calculations
Propeller and Shafting
Propeller and Shafting
Shafting Alignment
Shafting Alignment
Thrust Block
Thrust pads on support ring
Fitting of the Stern tube bush
Water Lubricated Stern Tube
Oil Lubricated Stern Tube
Aft stern tube seal with rope guard
Stern frame
Stern tube
Aft peak bulkhead Tail shaft
Stern bush Forward seal
White metal
propeller
Stern frame
Stern tube
Aft peak
bulkhea
d
Stern bush

White metal
Tail shaft
 Sketch of stern tube
Propeller
Stern frame
Stern tube Tail shaft
Aft peak bulkhead Forward seal
Stern bush
White metal

Aft peak tank space

Aft seal
Stern tube
lock nut

D1MC Semester 2 / ECS /

 Question
• How is the propeller
dismounted or mounted to
the tailshaft?

D1MC Semester 2 / ECS /

Fitting & Removing Propeller
Fitting & Removing Propeller
Fitting & Removing Propeller
Withdrawal / Dismounting
Assemble / Fitting
Removal
• After removal of fair water 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.
• Grease is now inserted to the system
expanding the inner tube forcing the
loading ring, strongback, withdrawal studs
and prop aft.
Assembly
• 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.
 Fitting & Removing Propeller
• Propeller is mounted onto the tailshaft
• Pilgrim nut is screwed onto the tailshaft with
the tyre facing the propeller boss
• Hydraulic pump is used to jack pilgrim nut
and thus the propeller boss up the taper of the
tailshaft to the mark.
Advantages
•Precise tightening working on a measured
applied load
•Adequate interference fit
•no heat used
•Simple and safe to operate
•No shock loads applied
•Considerable saving in man power and time
 Fitting / Removal
The SKF system
• The oil injection system of propeller mounting is
associated with the name of SKF.
• With this method, instead of a dry push up, oil is injected
(Figure 8.26) between the shaft taper and the bore of the
propeller by means of high pressure pumps.
• Oil penetration is assisted by a system of small axial and
circumferential grooves or a continuous helical groove,
machined in the propeller bore.
• The oil reduces the coefficient of friction between the
surfaces to about 0.015.
 Fitting / Removal
• A hydraulic ring jack is arranged between the shaft nut and
the aft face of the propeller boss, and with this it is a simple
matter to push the propeller up the shaft taper by the
required amount, overcoming the friction force and the axial
component of the radial pressure.
• When the oil injection pressure is released, the oil is forced
back from between the shaft/bore surfaces leaving an
interference fit with a coefficient of friction of at least 0.12.
• When it is required to remove the propeller, the process is
equally simple and even quicker with the injection of oil
between the surfaces obviating the need for any form of
heating or mechanical withdrawal equipment.
 Fitting / Removal
• Precautions are necessary to prevent the propeller
jumping at release.
• A development of the keyless method involves a cast iron
sleeve (Figure 8,27) which is bonded into the propeller
boss with a special form of Araldite which is injected under
pressure.
• The sleeve is machined and bedded to the shaft taper but
can be used to adapt a general purpose spare propeller to
a particular shaft taper.
• The sleeve is easier to handle when machining and
bedding than a complete propeller.
• Another benefit is that cast iron has a coefficient of friction
nearer to that of the shaft than to the propeller bronze,
Propeller withdrawal with strong-back
Fitting Propeller
Fitting Propeller
Propeller cap fitting
Propeller rope guard
Propeller
 How is the propeller constructed
• Marine propellers are made from corrosion-resistant
materials as they are made operational directly in
seawater which is a corrosion accelerator.
• The materials used for making marine propeller are
alloy of aluminum and stainless steel.
• Other popular materials used are alloys of nickel,
aluminium and bronze which are 10~15 % lighter
than other materials and have higher strength.
• Copper alloys are widely used in marine applications
because of their resistance to corrosion and
because they have good machinability.
 How is the propeller constructed

• The term machinability refers to the ease with which

a metal can be cut (i.e., machined) to achieve a
satisfactory finish at a very low cost.
• Cooper alloys are also known for their thermal
and electrical conductivity.
• Bronze alloys, in particular, are the preferred metal
for casting large ship propellers.
• There are several copper alloys used in marine
applications, including brass and lead which, again,
possess good machinability.
 How is the propeller constructed
• The propeller is manufactured by sand casting
technology.
• Sand casting is the common process to manufacture
many components.
• In that pattern making, forming the mold cavity,
metal pouring and finishing are the main steps..
• Advantages in that, many metals can be molded in
different sizes, shapes and cheaper in cost.
• But it has poor finish and tolerance.
 How is the propeller constructed
• The major steps involved in manufacturing marine
propellers by sand casting method.
• The construction process of the propeller includes
attaching a number of blades to the hub or boss by
welding or forging in one piece.
• Forged blades are highly reliable and have greater
strength but are expensive as compared to welded
ones.
• A marine propeller is constructed by sections of
helicoidal surfaces acting together to rotate through
the water with a screw effect.
 How is the propeller constructed
• Marine propellers are obviously made from corrosion
resistant materials.
• They have to be robust and strong, but also not too heavy.
• No-one wants a ship trimmed too heavily to the stern.
• The construction of propellers commonly employs bronze
alloyed with other metals notably aluminium, manganese and
nickel.
• Giving the weight to strength ratio that the demanding role
requires.
• Though the future will likely see all manner of new composite
materials, indeed metals may be a thing of the past.
• Propellers were manufactured by sand casting technology.
• A mould cavity was made in sand, and then molten metal was
poured in.
• The propeller was then finished to give the characteristics
needed.
How is the propeller constructed and what materials are used
CASTING PROCESS
CASTING PROCESS
 3D PRINTING
• This was before 3D printing – now there are increasingly
propellers made by this most modern technique, and the use
is set to rise into the future.
• The use of 3D printing gives amazing choice, in both
materials and design – and will likely see propellers become
even more advanced.
• A prototype of the world’s first class approved ship’s propeller
has been produced using 3D printing techniques. The
1,350mm diameter propeller – named WAAMpeller – is the
result of a cooperative consortium of companies that includes
Damen Shipyards Group, RAMLAB, Promarin, Autodesk and
Bureau Veritas.
• The propeller was produced with the Wire Arc Additive
Manufacturing (WAAM) method using a Valk welding system
and Autodesk software.
3D PRINTING
 CPP - Content
• Advantages & Disadv. of CPP
• Types of CPP – Hub and
external Servo

• Hub servo type in detail

• Operation of the hub
servo.
Controllable pitch propellers
(CPP)
Propeller and Shafting
 Controllable Pitch Propeller
Advantages
• Improved manoeuvrability
• Fewer engine starts
• No need for reversing arrangement.
• Higher engine efficiency
• Engine driven auxiliaries possible
Disadvantages
• Heavier propeller
• More complicated – trained personnel
• Lower propeller efficiency (large
hub/diameter ratio)
 Controllable Pitch Propeller (CPP)
CPP can be divided into two types:
1. Hub Servo
• Single acting with safety spring
• Double acting with / without safety spring
2. External Servo
Note:
• Servo is a mechanism to alter the propeller
pitch.
• Safety spring is used in case of hydraulic system
failure, spring pushed the servo piston to make
ahead pitch
Controllable Pitch Propeller
Controllable Pitch Propeller
Inboard and outboard hydraulic actuation
 Controllable Pitch Propeller
Precautions during following circumstances
• Before starting the main engine ( e.g.
Hydraulic pump running, control position, zero
pitch )
• Entering harbour or confined water.
(e.g. control position, small pitch movement
and observe response, test bridge control with
engine speed and propeller pitch are effectively
controlled.
 Controllable Pitch Propeller

• Emergency hand control of pitch and

engine revolution (e.g hand control of
pitch and engine rpm check)
• Manual Control is required when:-
the telemotor system fails, a hand
operated control valve is fitted.
 Controllable Pitch Propeller
If the main servo (in propeller hub) fails, the
system may have either an emergency servo
or a mechanical link.

Note:
1. Main hydraulic pumps must be stopped.
2. The engine must be stopped.
3. Maximum shaft rpm is about 70% full.
4.Gravity tank should be kept full to lubricate system
and prevent leakage of sea
water into hub .
 Controllable Pitch Propeller
Do ensure to take the below mentioned precautions
before operating it:

1. Operation from Remote Position: Operate the CPP

from Remote control position for ahead, astern and
stop position and check the pitch position indicator
located near the stern shaft.

2. Operation from Emergency Position: Operate the

CPP from Emergency control position which is located
near the stern shaft for ahead, astern and stop position
and check the pitch position indicator.
 Controllable Pitch Propeller
3. Check for Leakages: Ensure their is no oil leakage
from the system. Even a small leakage can lead to
failure of the system at later stage of operation.

4. Maintain the oil level: Check and maintain the oil

level in the hydraulic tank of the system at all times.
Also, ensure that all the alarms in the tanks are in
working condition.
 Controllable Pitch Propeller
5. Check the pressure: Ensure their is no loss of
pressure once the desired angle of pitch is achieved.

6. Start The Engine At Zero Pitch Angle: Always start

the main engine at zero pitch angle as their will be a
zero propeller resistance during the start, leading to
less load on the shaft bearings.

7. Check all the Parameters: Check all the parameters

of the main engine are within limits and check the
temperature of all bearings including the shaft
bearings.
 Controllable Pitch Propeller
8. Carry out Hydraulic Oil Analysis: Analysis of
hydraulic oil used in the Controllable Pitch Propeller
(CPP) system to be carried out onboard to check the
condition and water intrusion.

9. Run Engine At Constant Speed: If shaft generator is

fitted with power Take off/ Gear constant ratio for power
production, the engine with CPP should be run at
constant speed even at reduced load. This will ensure
the efficiency of Controllable Pitch Propeller (CPP) and
engine is maintained.
 Controllable Pitch Propeller
10. Perform Frequent Overboard Checks: Frequent
overboard checks near the stern area to be performed
during starting of the Controllable Pitch Propeller (CPP)
for oil leakage from the sealing ring.

Controllable or Variable Pitch Propeller (CPP) eases

the use of other fuel efficient machinery such as shaft
generator and also reduces load on the ship’s engine.
 Controllable Pitch Propeller
Emergency and fail safe arrangement
Available and visual alarms are fitted in each station and
operated for;
• Low oil pressure
• High oil temperature
• Low oil level in the tanks
• Failure of power supply
• There should be an alternative power supply for emergency
control of the blade pitch.
• If the telemotor system fail, the propeller pitch can be
manipulated directly from the O.D box by disconnecting the
remote control system and changing to hand position.
• In the event of hydraulic system failure, the safety spring
allows the propeller pitch to a full ahead position.
• Auxiliary hydraulic system must also be provided.
 Controllable Pitch Propeller
In the case of failure of main servomotor, the system must have
• Emergency servo
• Mechanical link

1.(a) Emergency servo It is fitted at the foreword end of the O.D

box and oil is fed into this servomotor from a hand pump and
moved the main servo piston rod so that the blade are in the full
ahead position.
2.(b) Mechanical link A stud is screwed through the distribution
box end and thread into the piston rod, when this stud is
tightened; the piston rod draws the main servo into full ahead
position.
 Advantages
1) Increase the bollard pull about 30% of tugs and fishing
vessels.
2) Improved manoeuverabily
3) (a) Better reversing and deceleration since pitch can be
adjusted, to be maintained at maximum astern power.
4) (b) Better crash stop facility.
5) (c) No momentum being destroyed during maneuvering.
Since there is no substantial mechanism is reversed in
direction.
6) No reversing gear required.
7) Less stern tube wear.
8) Few engine starts (lesser capacity of air compressor and
bottle)
9) U.M.S status and bridge control facility.
 Disadvantages
1) Heavier propeller
2) Increase stress on tail shaft and stern tube.
3) Complex mechanism and control system.
4) Lower propulsive efficiency.
5) Greater cavition damage on propeller blades.
6) Increase risk of break down due to oil system
failure, seal leakage, control system failure.
7) Shorter survey period of one year.
8) Higher cost.