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The rudder works constantly and is hit by water, debris and sometimes the quay. When something goes wrong, the effect can be vibration, poor steering or a loss of control. Rudder inspection and repair underwater in Nagoya looks at the whole assembly and decides what can be done afloat.
The blade is inspected for dents, cracks, coating loss and corrosion. The trailing edge is a favourite place for cracks, as is the area around the bottom. A hollow rudder may leak water in through a crack, which can be detected by tapping or by a drain plug that shows water. Small cracks can sometimes be welded or sealed. Larger damage may need a dock.
The pintle is the pin that carries the rudder's weight and allows it to turn. Its bearing wears over time, and the gap between the rudder and the stern frame increases. The Diver measures the gap with feeler gauges where the design allows and compares it with the maker's or class limits. Excess wear can cause noise, vibration and poor steering. Replacing bearings usually requires dry docking, but the measurement helps plan it.
Where the rudder stock enters the ship, a seal keeps water out. Leaks here are often found from inside the ship. The Diver can check the outside area for visible damage or fouling. A leaking seal may sometimes be improved by cleaning and, where possible, by replacing the outer gland materials, subject to the engineers' advice. Always you can reach us. We are servicing every day
Rudders have drain plugs and anodes. A missing plug can let water in or out, and a worn anode can leave the rudder open to corrosion. The Diver replaces plugs with correct sealing and fits new anodes. These simple repairs are common and worthwhile.
The rudder sits in the propeller's wake and can be affected by cavitation erosion. A pitted rudder surface behind the propeller may point to a propeller issue. We inspect both together and report any connection.
We need the ship's name, ETA, berth and Draft, and the rudder type. If the ship has symptoms such as vibration, delayed steering response or noise, tell us. The Diver inspects and measures, and we propose the next step.
The report includes video, photographs, measured clearances and recommendations. It can go to the surveyor and the technical manager and form part of the ship's record.
Parts of the rudder assembly sit inside the hull and can only be checked from inside. Underwater inspection covers what is exposed to the water. If the engineers suspect play in the rudder carrier or a leak in the stock tube, the Diver can check the visible areas and report. The internal inspection remains the engineers' job, but our outside record helps them locate the problem.
If the rudder has been struck, avoid turning it more than necessary until it has been inspected. Note any change in steering response and tell us before the dive.
Q1. What is the pintle and why does it matter?
The pintle is the pin that carries the rudder’s weight and lets it turn. Wear in its bearing increases the gap and can cause noise, vibration and poor steering.
Q2. Can rudder bearings be replaced afloat?
Usually not. Bearing replacement normally needs a dry dock, but underwater measurement of clearances helps plan the work.
Q3. Where do rudder cracks often start?
Commonly at the trailing edge and near the bottom of the blade.
Q4. How long does a rudder inspection take?
About 1 to 3 hours of dive time for a normal rudder, including measurements and filming.
