Machinery Lubrication Sept Oct 2012€¦ · the bag to inspect for solids, grit and grease...

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AS I SEE ITWhy You Should Inspect Bearing Grease DischargeThe routine inspection and analysis of grease discharge should be a part of the skill set of operators and technicians responsible for lubri-cation, maintenance and machine reliability.

FROM THE FIELDInhibiting Rust and Corrosion to Prevent Machine FailuresCorrosion is detrimental to a reliability program and should always be fought at its root causes.

VIEWPOINTHow Particle Ingression Impacts Equipment Reliability Learn to recognize the effects of particle ingression and what you can do to reduce or eliminate it.

HYDRAULICS AT WORKHow to Manage Complex Hydraulic Problems Maintenance professionals of the 21st century not only must be competent problem-solvers, but they also must be able to wrestle with complexity and win.

2012 SALARY SURVEYLubrication Professionals Seeing Bigger PaychecksWhen Machinery Lubrication asked its audience of lubrication profes-sionals about their occupation, the responses revealed evidence of an economic recovery and growing optimism.

More 42 TEST YOUR KNOWLEDGE 44 PRODUCT SUPERMARKET58 BOOKSTORE

Editorial Features40 GET TO KNOW46 NOW ON MACHINERYLUBRICATION.COM

Departments 22 PRODUCT NEWS 28 CROSSWORD PUZZLER

LUBRICATION PROGRAMSUsing Oil Analysis and Daily Inspections to Improve LubricationAn effective lubrication-management system can help ensure that machines are well-lubricated and, if a fault or abnormal situation is detected, further analysis or a corrective action can be carried out.

OIL ANALYSISVibration and Oil Analysis Techniques Reveal Root Cause and SeverityWhen evaluating mechanical defects in roller elements and gears, there are several techniques that can reveal root cause and severity.

CERTIFICATION NEWSLaboratory-Based Technician Skills to be StandardizedICML assists in the development of a standard to be used by labora-tories worldwide for assessing the skills of technicians and analysts.

IN THE TRENCHESUnderstanding the Differences in Base Oil Groups Almost every lubricant started off as just a base oil. Discover how to distinguish between base oils in the fi ve different categories.

BACK PAGE BASICSThe Importance of Dirt-Holding Capacity in Oil FiltersUnderstand the factors that contribute to how well fi lters hold the contaminants they catch.

September - October 2012

8COVER STORY Optimizing Oil Change Intervals in Heavy-Duty VehiclesWhether through driving patterns, oil analysis, algorithms, onboard sensors or other methods, optimizing the oil drain interval in heavy-duty vehicles is not only possible but practical.

2 | September - October 2012 | www.machinerylubrication.com

B e a r i n g L u b r i c a t i o n

There are three opportunities to inspect the state of in-service

grease. One is by disassembly (such as by removing the bearing cap), the second is by sampling the grease using a probe (ASTM D7718), and the third is by examining the purge discharge. The purge discharge is the grease that’s extruded from exhaust ports, seals and other openings during relubrica-tion or machine operation.

Not all grease-lubricated machines have a purge stream, but many do. Machines (mostly bearings) that purge grease provide a valuable opportunity for inspection. The opportunity is signifi cant because of the frequency and simplicity of the inspection. Machines that purge are generally “total loss” systems, meaning the grease is not recovered for reuse but instead is discharged to a catch-pan, trap, grease thief, exterior surface or straight to the fl oor (Figure 1).

Following are examples of machines that commonly have a purge stream:• Electric motor bearings

• Pillow-block bearings (conveyors, etc.)

• Some blower/fan bearings

• Some grease-lubricated gearbox bearings

• Mechanical couplings

• Some process pump bearings

• Some compressor bearings

• Hinge pins and some journal bearings

• Agitator bearings

• Some extruder bearings

• Some calender roll bearings

In many cases, purging grease through a bearing is not recommended, although it is commonly practiced. The decision to purge or not to purge should not be trivialized. To understand this better, see the sidebar on page 4 about purge versus volume control methods for lubricating bearings.

Too often the opportunity to inspect grease discharge is dismissed largely due to ignorance. In fact, there is a story to tell from the condition and state of grease discharge. This relates both to the state of lubrication and the health of the machine. There is also information to be learned about the applica-tion of the grease, the relube frequency and the relube volume that can be assessed by inspecting grease discharge.

What can be Learned from Purge Discharge

The discharge from bearings and other machine components is basically a sample of the grease condition as it exits (its terminal state). It carries out a historical account of the bearings. This includes debris from the bearing, contaminants the bearing was exposed to and degradation byproducts from the grease. The state of the discharge corre-lates to the quality and state of lubrication and ultimately the reliability of the bearing.

So what questions might the purge stream be able to answer? Take a look at the following list for examples: Wrong or Mixed Grease — A wrong or mixed grease color can be observed in the discharge. An incorrect grease consistency might also be detected. Degraded Grease — Evidence of oxida-tion (tar-like), thermal distress and/or dry, caky grease (oil loss) may be visible. Contaminated Grease — Signs of water, corrosion, dirt or other impurities can be seen.

Inadequate Grease Volume or Frequency — This is shown from prematurely degraded and/or contaminated grease. Excessive Grease Volume or Frequency — Large piles of grease discharge reveal problems (Figure 2). Cake-lock Conditions — The telltale sign of this condition is when the catch-pan

AS I SEE IT

Why You SHOULD INSPECT BEARING Grease DISCHARGE

JIM FITCH NORIA CORPORATION

There is a story to tell from the condition and state of grease

discharge.

Figure 1. In “total loss” systems, grease is discharged to a catch-pan (left), exterior

surface (right) or straight to the floor.Source: OilDoc

of lubrication professionals never inspect the grease

discharge from bearings and other machine components at their

plant, based on a recent survey at machinerylubrication.com

35%

http://www.machinerylubrication.com

only has oil. This means the thickener is binding up in the bearing. Abnormal Wear Conditions — Visible evidence of wear debris is seen. Use a magnet to extract larger wear particles. Solvents can also be used to separate particles from the grease.

Obstructed or Diverted Purge Path — The normal amount of grease discharge is not observed, meaning that grease is being diverted to another purge path. Auto-Lube Malfunction or Neglected Grease Gun Relubrication — The normal amount of grease discharge is not seen, resulting in a potential starvation condition.

How to Inspect the DischargeA quick, daily visual inspection is sometimes

adequate. Look for abnormal grease discharge, color, consistency and location. Clean away the discharge so the amount of new discharge (since the last inspection) is easily recognized for inspection. Alternatively, use a simple grease discharge trap (see sidebar above). A discharge trap is a plastic bag, grease thief or bellows device connected to the purge port (Figure 3).

Machinery

Lubrication

A grease discharge trap (GDT) is a perfect inspec-tion device. One version of the GDT uses a simple barb fi tting that is installed in the purge port (also known as a drain port, vent port or exhaust port). A 1½-inch zip-lock plastic bag (of various lengths) is positioned on the barb side of the fi tting using an O-ring (see photos on the right). Grease that purges out of the fi tting goes straight into the bag for easy inspection, disposal and sampling.

Reasons for Using the GDT• Cleanliness — Purged grease is contained in the

bag and not dispensed to the ground, floor or side of the machine.

• Disposal — Once the bag is full, it can be removed, sealed (using the zip-lock) and discarded. It is replaced with a new bag.

• Contamination Control — The machine is protected from contamination ingestion through the purge port during normal thermal air exchange and wash-down sprays.

• Unobstructed Purge Path — During machine opera-tion, grease can freely purge to the trap to avoid excessive grease volume buildup in the bearing (heat generation and premature bearing failure).

• Inspection of Grease Discharge Volume — The trap enables easy inspection of the amount of grease discharge (too much or too little) from auto-lubers and manual lubrication practices.

• Inspection of Grease Condition — Look at the color of the grease including mixed colors (cross-contamination). Touch the grease through the bag to inspect for solids, grit and grease consistency. Slide a strong magnet on the outside of the bag to attract large wear particles.

• Grease Sample — Remove the bag with the grease discharge sample. Zip it tight, place in a sample bottle and send to a lab for analysis.

Using a Grease Discharge Trap

Machinery

LubricationPUBLISHER

Mike Ramsey - [email protected]

GROUP PUBLISHER Brett O’Kelley - [email protected]

EDITOR-IN-CHIEF Jason Sowards - [email protected]

SENIOR EDITOR Jim Fitch - jfi [email protected]

TECHNICAL WRITERS Jeremy Wright - [email protected] Oviedo - [email protected] Pickle - [email protected] Cash - [email protected]

CREATIVE DIRECTORRyan Kiker - [email protected]

GRAPHIC ARTISTS Steve Kolker - [email protected] Backus - [email protected] Kellam - [email protected]

ADVERTISING SALESTim Davidson - [email protected], ext. 224

MEDIA PRODUCTION MANAGERRhonda Johnson - [email protected]

CORRESPONDENCEYou may address articles, case studies, special requests and other correspondence to:Editor-in-chief MACHINERY LUBRICATIONNoria Corporation1328 E. 43rd Court • Tulsa, Oklahoma 74105Phone: 918-749-1400 Fax: 918-746-0925 E-mail address: [email protected]

MACHINERY LUBRICATION Volume 12 - Issue 5 September-October 2012 ( USPS 021-695) is published bimonthly by Noria Corporation, 1328 E. 43rd Court, Tulsa, OK 74105-4124. Periodicals postage paid at Tulsa, OK and additional mailing offi ces. POSTMASTER: Send address changes and form 3579 to MACHINERY LUBRICATION, P.O. BOX 47702, Plymouth, MN 55447-0401. Canada Post International Publications Mail Product (Canadian Distribution) Publications Mail Agreement #40612608. Send returns (Canada) to BleuChip Interna-tional, P.O. Box 25542, London, Ontario, N6C 6B2.

SUBSCRIBER SERVICES: The publisher reserves the right to accept or reject any subscription. Send subscription orders, change of address and all subscription related correspondence to: Noria Corporation, P.O. Box 47702, Plymouth, MN 55447. 800-869-6882 or Fax: 866-658-6156.

Copyright © 2012 Noria Corporation. Noria, Machinery Lubrication and associated logos are trademarks of Noria Corporation. All rights reserved. Reproduction in whole or in part in any form or medium without express written permission of Noria Corporation is prohibited. Machinery Lubrication is an independently produced publication of Noria Corporation. Noria Corporation reserves the right, with respect to submissions, to revise, republish and authorize its readers to use the tips and articles submitted for personal and commercial use. The opinions of those interviewed and those who write articles for this magazine are not necessarily shared by Noria Corporation.

CONTENT NOTICE: The recommendations and information provided in Machinery Lubrication and its related information properties do not purport to address all of the safety concerns that may exist. It is the respon-sibility of the user to follow appropriate safety and health practices. Further, Noria does not make any representations, warranties, express or implied, regarding the accuracy, completeness or suitability, of the information or recommendations provided herewith. Noria shall not be liable for any inju-ries, loss of profi ts, business, goodwill, data, interruption of business, nor for incidental or consequential merchantability or fi tness of purpose, or damages related to the use of information or recommendations provided.

Figure 2. This is an example of excessive lubrication.

September - October 2012 | 3

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AS I SEE IT

Grease exhaust is held by the trap for later inspection, sampling and/or disposal.

If the conditions of the discharge merit further inspection, consider the following:• Lab Analysis — Many oil analysis labs can also analyze grease.

Common tests include ferrous density, elemental spectroscopy,

Fourier transform infrared (FTIR) spectroscopy, Karl Fischer, oil content, analytical ferrography and others.

• Artist Spatula/Light Table Inspection — Use a common artist’s spatula to spread grease across a smooth glass surface. Is the grease soft, buttery, gummy, tar-like, crusty, cake-like, stringy or inconsistent in color? Shining a strong light from below the glass can help you identify clumps, wear debris, contaminants, etc.

• Particle Inspection — This can be done using solvents (e.g., toluene, mineral spirits, petroleum ether, etc.) to break down the grease. Separate the particles for visual or microscopic inspec-tion by employing a gold pan, patch test or ferrogram method.

• Ferrous Density — Put some of the grease in a sample bottle along with solvents. Tape a strong magnet to the outside of the bottle and then shake. Observe the ferrous debris collection against the magnet. You can also place a magnet underneath a gold pan or glass bowl (Figure 4) and swirl.

• Oil Content — Load some of the grease sample in a small bushing the size of a thick wedding ring. Place this on blotter paper and examine the amount of oil that wicks out into the paper over a couple of hours. The damp zone relates to oil content. Try this with new grease fi rst.

The routine inspection and analysis of grease discharge should be a part of the skill set of operators and technicians responsible for lubrication, maintenance and machine reliability. The discharge carries bits and pieces of potentially valuable information. This could range from a clean bill of health to the remnants of a building internal machine graveyard.

About the Author Jim Fitch has a wealth of “in the trenches” experience in lubrication,

oil analysis, tribology and machinery failure investigations. Over the past two decades, he has presented hundreds of courses on these subjects. Jim has published more than 200 technical articles, papers and publications. He serves as a U.S. delegate to the ISO tribology and oil analysis working group. Since 2002, he has been director and board member of the Interna-tional Council for Machinery Lubrication. He is the CEO and a co-founder of Noria Corporation. Contact Jim at jfi [email protected].

Figure 4. A magnet placed under a gold pan or glass bowl can enable you to observe ferrous debris in a grease sample.

S b O b 2012 |||| hi l b i i

Bearings are often lubricated using a grease gun until a fresh grease purge is observed. While there are many cases when this is best practice, there are an equal number of cases when it is not.

Anyone who lubricates bearings with a grease gun should understand the alternative methods and when each should be applied. Of course, the machine or component manufacturer should always be consulted.

Noria refers to the two options as the Fresh Grease Purge method and the Grease Purge and Volume method. These methods and target applications are described below:

Fresh Grease Purge (FGP) MethodThe bearing is lubricated until fresh grease emerges from the purge

port (vent) or shaft/seal interface, or back-pressure is encountered. When to use the FGP method:

• Low speed-factor bearings (DNs less than 50,000) with a suitable purge path (purge port or shaft/seal interface)

• Bearings specifi cally designed for purge lubrication such as hinge pins, bushings, open bearings and some bearings with labyrinth seals

• Bearings exposed to high environmental contamination with a purge path (purge port or shaft/seal interface)

Grease Purge and Volume (GPV) MethodThe bearing is lubricated until a pre-established maximum volume

of grease has been introduced, fresh grease emerges from the purge port (vent) or shaft/seal interface, or back-pressure is encountered. When to use the GPV method:

• Electric motor bearings (i.e., electric motors that are intended to be periodically relubricated)

• Bearings with speed factors greater than 50,000 (DN)• Bearings with no purge path• Bearings with a possibly restricted purge path• Bearings with an alternate purge path that could send grease to

an unwanted internal compartment such as a lube oil sump

When to Stop Pumping Grease into a Bearing

Figure 3. A grease thief (left) and a bellows-type grease discharge trap (right) can be connected to a purge port.



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Corrosion costs companies billions of dollars each year. Much of this loss is

due to the corrosion of iron and steel. When exposed to moisture and oxygen, iron and steel will react, forming an oxide. This oxide does not fi rmly adhere to the surface of the metal and will fl ake off, causing pitting. Extensive pitting eventually results in weakness and disin-tegration of the metal, leading to failure.

Obviously, because of the involvement with water, rust occurs much more rapidly in moist conditions. However, there are a few other factors that determine the rate of corrosion. One example is the presence of salt. Dissolved salt increases the conductivity of the aqueous solution formed at the surface of the metal and enhances the rate of electrochemical erosion. Another example is heat. The higher the temperature is, the higher the corrosion rate will be.

The formation of rust is a very complex process that begins with the oxidation of iron to ferrous (iron “+2”) ions.

FeFe+2 + 2 e-

For the next sequence of reactions, both water and oxygen are required. The iron (+2) ions are further oxidized to form ferric (iron “+3”) ions.

Fe+2 Fe+3 + 1 e-

The electrons provided from both oxidation steps are used to reduce oxygen.

O2 (g) + 2 H2O + 4e- 4 OH-

The ferric ions then combine with oxygen to form ferric oxide, which is then hydrated with varying amounts of water.

In layman’s terms: Iron + Oxygen + Water = Hydrated Iron Oxide (Rust)

Other types of corrosion can occur in machine components, namely corrosion from organic acids. These organic acids can form in multiple ways and can even be a byproduct of the oil aging (oxidation). They are weak compared to common inorganic acids but still hydrolyze well enough to damage most metals.

One example is acetic acid. It is mildly corrosive to metals, including iron, magnesium and zinc, forming hydrogen gas and salts called acetates:

Fe + 2 CH3COOH (CH3COO)2 Fe + H2

In layman’s terms: Iron + Organic Acid = Iron Acetate + Hydrogen

Rust and Corrosion InhibitorsThe best way to stop rust and corrosion is not to allow the metal

to come in contact with water, oxygen or acid. In essence, this is exactly what rust and corrosion inhibitors do. These additives are typically compounds that have a high polar attraction toward metal surfaces. They chemically bond to the metal surface, forming a protective fi lm over the underlying metal. This fi lm acts as a barrier that does not physically allow the metal to come in contact with anything that could promote corrosion. Some popular compounds being used are amine succinates and alkaline earth sulfanates.

Inhibiting RUST and CORROSION to Prevent Machine FAILURES

FROM THE FIELD

JEREMY WRIGHT | NORIA CORPORATION

C o n t a m i n a t i o n C o n t r o l


of machinerylubrication.com visitors say water is the factor

most likely to cause corrosion in machine components at their plant

62%

Rust Formation


If rust formation cannot be prevented, the rust particles can fl ake off and contribute to abrasive wear. The iron oxide is much harder than the steel surfaces it comes in contact with, so massive amounts of three-body abrasion occur.

The rust-protective properties of an oil can be hard to evaluate and are somewhat subjective. For best results, the lab must polish or sandblast a test specimen and then immediately coat it with the oil to be tested. After coating, the lab can then begin subjecting the specimen to conditions that accompany rust formation. ASTM D665, although denoted as “Rust Preventative Characteristics of Steam Turbine Oil,” can be used for any formulation of oil. In this test, a steel specimen is immersed in a mixture of distilled or synthetic sea water. Over a 24-hour period, the mixture is agitated and checked for the formation of the onset of rust.

Rust and corrosion are detrimental to your reliability program. Remember to always fi ght it at its root causes. Eliminate the root causes of a failure and you will reduce the likelihood of that failure’s occurrence.

About the AuthorJeremy Wright is vice president of technical services for Noria Corporation.

He serves as a senior technical consultant for Lubrication Program Develop-ment projects and as a senior instructor for Noria’s Fundamentals of Machinery Lubrication and Advanced Machinery Lubrication training. He is a certifi ed maintenance reliability professional through the Society for Maintenance and Reliability Professionals, and holds Machine Lubricant Analyst Level III and Machine Lubrication Technician Level II certifi cations through the International Council for Machinery Lubrication. Contact Jeremy at [email protected].

Corrosion inhibitors are available in many forms with various functions to protect equipment. Liquid-phase corrosion inhibi-tors ensure surfaces covered by the liquid will be protected by the strong additives in the fl uid. Vapor-phase protection may be included with the liquid-phase protection or used in dry reser-voirs. It works by fi lling the headspace with a vapor that prevents corrosion. Surface coatings protect systems by adhering to the surface. Generally, surface coatings repel water from the surface and include an additive to reduce corrosion at the surface.

Corrosion Inhibitor Options

www.machinerylubrication.com | September - October 2012 | 7

The best way to stop rust and corrosion is not to allow the metal to come in contact with water, oxygen or acid.

Three-body Abrasion



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ML COVER STORY

Optimizing Oil Change Intervals in Heavy-Duty

VehiclesBY J. BENNETT FITCH


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Sixty years ago a truck engine oil drain (or oil change) would have been performed as frequently as every 500 miles.

Because of higher quality lubricants, cleaner fuels, improved fi lter technology and more dependable engines, today it is possible to have an oil drain interval as high as 50,000 miles or more on these same types of vehicles.

Nevertheless, typical oil drain intervals remain around 25,000 miles, and little attention is paid to adjusting this standard due to the diverse environments and other factors these vehicles face. For example, two identically produced vehicles may experience a very different oil life; one may reach close to 50,000 miles, while the other might be starving for fresh oil by 15,000 miles. This variance in engine oil life is the result of many factors from three main areas:

1. Engine Design, Age and Conditions – Engine design character-istics and numerous running conditions can affect oil life factors from exposures to contaminants and other conditions.

2. Driving Patterns and Conditions – Where and how the truck is driven.

3. Oil Properties – Quality and formulation performance of the engine oil.

Engine Design, Age and ConditionsEngine fuel effi ciency is perhaps the most directly correlated

factor to the life of the engine oil. It is improved by combustion effi ciency, which can determine the type and amount of particles that are blown by the piston rings. Piston “blowby” is usually the primary source for ingression of contaminants into the oil. This can include dirt, water, soot, fuel, nitrogen oxide (NOx) and


of lubrication professionals consider where and how a vehicle is driven as the

most influential factor on the life of the engine oil, based on a recent survey at

machinerylubrication.com

41%

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partially burned hydrocar-bons (HC). Not only does the combustion effi ciency play a role, but other engine design factors such as seal effi ciency, temperature control and emissions control methods infl uence the type and concentration of contami-nants in the oil.

Some measureable engine characteristics such as total operating hours and mileage are unavoidable and will likely lead to a shortened oil drain interval. However, maintaining a healthy oil-fl ow system is manageable by consistently providing suffi cient fi ltration and seals. In critical components such as fi lters, the failure mode does not stop with merely a shorter oil life when subpar

conditions are experienced. Figure 1 shows how poor fi ltration can produce a chain reaction of damaging effects on the engine as well as higher operational costs.

Filtration is the counter to contamination. Therefore, it is important that the dirt-holding capacity of the fi lter be in-line with the anticipated or needed oil drain interval.

In addition to fi ltration and seals, another engine characteristic that has an effect on oil drain intervals is the oil capacity or sump size. Basically, with an increased volume of engine oil circulating within the engine, there will be a decrease in contamination concen-tration. Larger sump size also means more oil additives and less thermal distress. As a result, engine manufacturers that offer the largest sump size generally allow for the industry’s longest recom-mended oil drain interval.

While all engines are designed to provide healthy conditions for the oil to fl ow, even the best designed models have some level of anticipated contamination over time, either generated from internal or external sources. Consequently, it is the responsibility of the truck owner to ensure that optimal maintenance and healthy conditions are stabilized.

Driving Patterns and ConditionsThe conditions an engine oil must endure are refl ected in the

conditions the truck encounters. Driving in extreme temperatures, for example, is not a healthy environment for the engine oil. On the one hand, cold starts can cause the oil to thicken, which can impair bearing and cylinder wall lubrication at start-up. On the other hand, high heat environments will not only lead to a drop in viscosity but can also result in harmful chemical reactions such as oxidation within the oil and shorten oil life. Additionally, severe external condi-tions like dirt roads and high air humidity increase the probability that these airborne contaminants will invade the oil, usually by way of the air intake and through the combustion chamber.

While engine oil has the potential to become contaminated by several external conditions, any factor that infl uences fuel effi ciency also affects the life of the oil. Lower fuel effi ciency implies that your engine is not operating at an optimal state, which forces it to work harder. As a result, your engine oil is also working harder. Some of these fuel-effi ciency factors include steep roads, high loads, stop-and-go driving, lugging and even the style of driving.

Where and how heavy-duty trucks are driven can result in a range of fuel effi ciency from 2 to 7.5 miles per gallon (MPG). The MPG number is a useful indicator for determining the engine oil’s duty cycle. Engine manufacturers such as MaxxForce and Cummins have recently decided to recommend an oil drain interval based largely on the vehicle’s fuel-consumption rate.

Figure 3 shows how the oil drain interval for the 2010 Maxx-Force engines can range from 18,000 to 40,000 miles. This is

The trucking industry has come a long way in the past 60 years.

• 1949 Oil Drain Interval According to its maintenance guide, Gulf had an oil drain interval recommendation between 500 and 1,000 miles.

• 2012 Oil Drain Interval Today, the oil drain interval may be as much as 50,000 miles.

How Times Have Changed

COVER STORY

Figure 1

Figure 2


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signifi cant compared to the previous non-varying recommendation of 25,000 miles, which was the standard guideline for years. Now, not only will better fuel economy save you on gas, but it should also save you on engine oil consumption.

Oil PropertiesDiesel engine oils licensed by the American Petroleum Institute

(API) and the European Automobile Manufacturers Association (ACEA) are formulated to provide the best engine-protecting properties and to deliver the longest service life possible. However, even the highest quality oil can be challenged by a range of factors that escalate its own degradation. Not only are the initial condi-tions (cleanliness, age, etc.) of the engine oil critical but also whether the right performance grade of engine oil is selected to counteract the stressing conditions and exposures that can shorten an oil’s life.

Control of Particles and Other ContaminantsAlthough one tiny particle might not seem too destructive, it has

the power to single handedly generate as many as 20 new particles from the time of ingression to when fi nally removed, obliterated or settled away. After repeated exposure to particle ingression, contaminated oil may appear to act more like the engine’s death-blow than its lifeblood.

In addition, whenever solid contaminants are present within the oil and are not fi ltered out quickly, the effects can involve more than just the sum of the contaminants themselves. These solids can

shorten oil life by combining with other contaminants and condi-tions. This may include:• Sludge and Soot – Formation of sludge deposits through a

combination of solid contaminants and moisture results in increased engine wear and shortened oil life.

• Water and Coolant Ingression – Moisture, glycol and acids promote corrosion, additive depletion and oil oxidation.

• Fuel Dilution – As fuel becomes diluted, oil fi lms can thin, promoting oil oxidation and loss of viscosity.

Drain Interval for Regional and Line Haul, Based on MPGMILES/KILOMETERS

Truck MPG

50,000(80,000)

40,000(64,400)

30,000(48,300)

20,000(32,200)

10,000(16,100)

04.5 5.0 5.5 6.0 6.5 7.0 7.5

Drain intervals with centrifuge oil filterDrain intervals without centrifuge oil filter

Extended drains possible with oil sampling and review

Figure 3. The oil drain interval for some engines can range from 18,000 to 40,000 miles.

COVER STORY

Figure 4. Whether based on driving, engine or oil conditions, root causes can lead to an increased concentration of oil contamination and produce a shorter oil life and eventual engine failure.



Choosing Premium Engine OilsPremium engine oils, which are typically synthetics, are adver-

tised to improve performance like fuel economy, startability and overall engine cleanliness. However, if the objective is to achieve the best engine protection while being cost-effective, then a premium engine oil is not always the answer. This argument is similar to the decision of whether to buy a hybrid vehicle. For instance, if a hybrid provides “X” amount of fuel-economy improvements and costs you “Y” more to purchase, it will take you “Z” years before the cost-savings benefi t applies. If “Z” is long after you sell the vehicle, you will have lost money. Likewise, premium engine oil provides “X” benefi ts, costs you “Y” more and will take you “Z” amount of time to reap these benefi ts. Sometimes “Z” is long after another unfore-seen or uncontrollable failure occurs, resulting in a premature oil drain at the very least.

Viscosity and Engine Oil GradesSince viscosity varies with temperature, it is

important that the engine oil maintains a suit-able viscosity across the full range of operating temperatures. To achieve this, high molecular-weight additives such as viscosity modifi ers (or VI improvers) have thermal-viscosity character-istics that reduce the rate of change.

The standard engine oil for heavy-duty trucks has long been 15W-40. At this viscosity grade, the viscosity level is balanced between providing suffi cient wear protection while mini-mizing the energy-robbing viscous drag forces. Nevertheless, if a newer, higher quality engine is used that is less susceptible to internal engine wear, then a lower viscosity engine oil such as 10W-30 or 5W-30 may become a preferred alternative since it will offer improved fuel economy and oil drain intervals.

Figure 4 shows how these root causes, whether they are based on driving, engine or oil conditions, can lead to increased stress and oil contamination, thus producing a shorter oil life and eventual engine failure. Any one of these root causes has the potential to adversely affect the oil drain interval. Keeping the engine oil running smoothly and cleanly is key to increasing the life of the oil and the engine.

The Optimal Oil Drain IntervalThe optimal time to change the engine oil is

the moment when the damaging effects of the deteriorating oil conditions are more signifi -cant than the costs and time saved by extending the interval any further. These damaging effects can be either short term or

long term. Short-term effects include the loss in fuel effi ciency from the declined condition of the engine oil until the next oil drain. Long-term effects involve permanent damage of internal engine components, which leads to costs related to repairs, rebuilds and downtime.

It can be quite challenging to determine exactly when this ideal moment to change the engine oil occurs. If the condition of the engine oil is known continuously, this moment would be:



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• When the engine oil’s attributes degrade to its condemning limit.

• When there is a loss of base number (BN) associated with lubricant condi-tions leading to internal corrosion.

• When agglomerated soot and sludge begin to form and there is a potential for it to settle or attach on internal engine components.

However, since these conditions are not always known through normal truck operation, the best answer lies with the operator’s ability to monitor the quality of the oil at any given moment either in real time (on-line sensors) or periodically by oil analysis.

Oil AnalysisAlthough oil analysis can be successful

in determining the optimal oil drain interval, it isn’t cheap. For this reason, it is essential that a proper procedure (for both sampling and testing) is performed in order to obtain useful results. Some basic elements that are important to follow include:• Optimum and consistent sampling intervals and methods

• Thorough operating and maintenance records including MPG, oil type, maintenance logs, make-up oil volume, driving patterns, idling time, run time/distance, etc.

• Optimum test slate and data interpretation strategy

One of the main properties of an engine oil is the ability to neutralize acids. To help improve this ability, engine oil is formulated with alkaline additives (typically detergents). This alkalinity, which can be measured as the BN, provides a good evaluation of an impor-tant aging property of the oil. This is because the BN will drop as the oil begins to oxidize or become excessively contaminated with glycol or acidic combustion blowby. Just as fuel effi ciency may be the single most infl uential factor that decreases oil life, BN is perhaps the single most reliable direct measure of engine oil degradation. Other important factors include soot load, soot dispersancy, contamination and additive depletion.

Operator and Fleet Owner EstimationsWhen estimating the optimal oil drain interval, fl eet owners

and owner-operators have different challenges and advantages. Fleet owners can utilize a large number of data from common routes to develop truck-based and route-based trend analysis, which can be very reliable. Owner-operators of trucks driven solely by one or two people can make reasonable estimations due to the driver’s understanding of the vehicle’s tendencies and operating history. The operator’s ability to monitor the driving style, operating environment (e.g., climate, ambient dust and terrain), selected engine oil and fi lter, engine effi ciency, etc., can also help achieve the optimal oil drain interval.

Symptomatic DiagnosesThe health of the engine oil is critical to the health of the engine

and the vehicle as a whole. In many ways, the engine oil in a vehicle can be compared to circulating blood in the human body. For example, engine oil is circulated throughout various engine compo-nents to provide wear protection that keeps the engine functioning properly, helps maintain a good engine temperature, cleans out contamination, and contains characteristics that inhibit corrosion and improve sealing.

Likewise, the blood in a human body is circulated throughout various organs to provide nutrients that keep the body functioning properly, helps maintain a good body temperature, cleans out metabolic waste, and contains characteristics that inhibit infec-tious diseases, bacteria and parasites. Engine oil is fi ltered by an oil fi lter, and blood is fi ltered by organs such as the spleen and liver.

Fuel Economy vs. Average Speed Calibration Map ODI Estimations

Average MPH Note: This is only a theoretical representation and is not based on test data.

Heavy Loads in Construction Sites

City School Bus

Highway, Light Loads

Heavy Loads in Steep Grades

7

6.5

6

5.5

5

4.5

410 20 30 40 50

40,000 miles

30,000 miles

20,000 miles

400 hours

300 hours

Emissions Control Methods

• Combustion Efficiency(Fuel Economy)

• Inefficient Seal Designs

• Heat Control

• EGR and back pressure on piston seals

• Concentrations of NOx, soot and other particles in combustion chamber

• Oil Filter Efficiency

• Oil Sump Size

Oil Capacity and Flow Rates

Engine Design Efficiency

Engine Properties That Can Affect Engine Oil Life

Extreme Temperatures

• Driving patterns

• Routes (city, highway, mountains)

• High loads, altitudes

• Cold start conditions

• Hot ambient conditions (+90°F)

• Dirt roads and construction sites causing more opportunities for contaminant ingression

• High air humidity

• Extended idling

Extreme EnvironmentsFuel Efficiency (MPG)

Driving Conditions That Can Affect Engine Oil Life

COVER STORY

Figure 5

Figure 6



Blood is useful not only because of what it provides the body but also because of what it can indicate about the condition of the body. When a patient goes to the doctor with an unknown illness, the doctor will fi rst try to determine the cause by using the known symptoms. If this is not enough, a blood sample can be taken and examined in a lab. The blood acts as a signature of the body as a whole, offering additional clues as to the cause of the illness.

Engine oil provides this same kind of signature for the engine and all the components through which it fl ows. An engine may have observa-tional symptoms of how well it is operating, but sometimes these are not enough to indicate engine failure. If an oil sample is taken and examined in a lab, the particles found can offer clues that could predict failure long before any signs are observed.

While understanding the condition of the engine oil in order to detect clues of an engine failure is important, the changing condition of the oil is also a means of failure. To identify the optimal oil drain interval, consider all the factors and symptoms.

Increasingly, vehicle manufacturers, including heavy-duty truck manufacturers, offer in-dash indicators to alert the driver when the engine oil needs to be changed. However, many of these are based solely on a single factor, such as mileage or engine hours, to assist the driver with when the oil was last changed. In some higher end vehicles, more sophisticated methods are utilized, including direct measurements, algorithm methods or a combination of the two.

Direct measurements may employ a variety of onboard sensors through electric capacitance or a micromechanical resonator, which can detect and roughly measure the amount of contaminants in the oil. Algo-rithmic methods use several variables provided by the engine’s control module, including oil temperature change, oil level, miles per gallon and average miles per hour.

Figure 6 demonstrates how just two measurements (miles per gallon and average miles per hour) infl uence the oil drain interval.

If a calibrated map similar to this was formu-lated with an algorithm incorporating all the engine oil factors mentioned previously, a more reliable method of pinpointing the right time for an oil change could be determined.

The best part about this method is that all the information can already be supplied by the engine’s control module. If onboard sensors were included to provide more infor-mation about the contamination levels in the oil, then the reliability of this method could be expected to increase considerably.

In summary, the end of oil life is infl uenced by a complex array of factors. Many of these can be monitored, controlled and used to optimize

the oil drain interval. These include driving patterns, oil analysis, algorithms, onboard sensors or any of the other methods previously described. Furthermore, the benefi ts extend far beyond keeping the oil clean. Contamination in engine oil is damaging to the engine’s operation, but it can also provide clues to subpar engine operation, premature engine failure and less than optimal oil life.

About the AuthorBennett Fitch is a technical consultant with Noria Corporation. He is a

mechanical engineer focusing on machinery lubrication and maintenance in support of Noria’s Lubrication Program Development (LPD). Contact Bennett at bfi [email protected].

Published Algorithms for Calculating the Oil Drain Interval

Kublin Method(virgin BN)(10)(oil capacity) cubic inches

horsepower(mpg) = oil change

Paradise Garage Method

(tested BN)(virgin BN)

tested miles + tested miles = oil change

Heidebrecht Method(total oil)(virgin BN – target BN)(cylinder bore)(π)(no. cylinders)(compression ratio)(neutralization)

= oil change

Figure 7



http://www.henekfps.com/


Ingression can be defi ned as a going in or entering, a right or permission to

enter, or a means or place of entering. If you have attended one of Noria’s Fundamentals of Machinery Lubrication courses, I’m sure you understand the importance of reducing, mini-mizing and eliminating particle ingression. Because of the negative impact particle ingression has on equipment reliability, it is critical to recognize the effects, how particles enter equipment and what you can do to reduce or eliminate ingression.

Particle ingression leads to contact fatigue, spalling, pitting, brinelling and cratering. Surface fatigue often develops from denting due to hard or soft particles. This creates a stress riser (berm). Repeated high loading (stress reversals) on berms or parti-cles causes surface fatigue and eventually the formation of pits. This leads to larger pits followed by spalls.

Particles can enter equipment through various means, such as through a process or a mechanical service that is performed after a failure or inspection. Therefore, it is paramount to take all precau-tions to minimize or eliminate any contaminants (dust, water, etc.) from coming into the equipment.

Most workers must deal with real-world conditions and may need to repair equipment out in the fi eld. In these situations, take time to prep the area prior to opening an inspec-tion door or bearing housing. This would include at the very least cleaning away debris from the inspection door or knocking off dust from overhead beams or adjacent machines.

Often it is the little things that make a big difference. Maintaining a clean area as well as clean tools and performing proper fl ushing of

the equipment to remove any debris left behind can increase machine reliability. You have to give your equipment the best opportunity to perform its intended function, and mini-mizing or eliminating in-service ingression is essential to achieve this objective.

Ingression can also occur due to process conditions. This usually is the result of damaged seals or breathers and in-service equipment temperature changes, which can produce moisture within the machinery.

Faulty seals can allow contaminant ingression, which may lead to surface degradation. Machinery inspections should be performed routinely. Repairs, modifi cations and purchasing improved seals may be necessary to improve equipment reliability.

Keep in mind that not all seals are created equal. A proper assessment of your equipment as it pertains to temperature and the type of lubricant that you are using is crucial. Many times the lubricant and the seal may be incompatible, which can result in oil leaks. Remember, if you observe oil leaking out, there is an oppor-tunity for contaminants to get inside the equipment.

The selection of breathers and monitoring breather condition provide another method of reducing ingression. Whether you are

PARTICLE Ingression IMPACTS EQUIPMENT Reliability

PETE OVIEDO NORIA CORPORATION

VIEWPOINT

C o n t a m i n a t i o n C o n t r o l

of lubrication professionals say particle ingression has caused

problems for their plant’s equip-ment, according to a recent survey

at machinerylubrication.com

85%

“Six to seven percent ($795 billion*) of the gross national product is required just to repair the damage caused by mechanical wear.” — MIT Professor Ernest Rabinowicz

It is paramount to take all precautions to minimize or

eliminate any contaminants from coming into the equipment.

HOW



using them to eliminate dirt or water ingression, breathers are imperative for machine health. They must be selected according to the machinery conditions and environment. Frequently, breathers are not monitored properly. Like oil fi lters, they have an intended purpose and function well; however, once they reach the end of their life cycle, it is important to replace them promptly.

Remember, education is key. Understanding how ingression affects oil and equipment life is critical. Look beyond the obvious. Whether it is a color change of a breather, oil leaking from a seal, or water ingression in the oil, recognizing the effects of ingression can help you act promptly to improve machine reliability.

About the AuthorPete Oviedo Jr. is a senior technical consultant with Noria Corpora-

tion, focusing on machinery lubrication and training. He has more than 20 years of experience with machinery and rotating equipment, as well as an understanding of laser alignment, balancing rotating equipment, thermography, magnetic particle and ultrasonic fl aw detectors. Need help with your lubrication program? Contact Pete at [email protected].

There are three general types of solid particle ingression: built-in, ingested and generated.

Built-in contamination consists of manufacturing debris such as burrs, machining swarf, weld spatter, abrasives, drill turnings, fi lings and dust. It can also include service debris that occurs when machines are opened for routine repairs and preventive maintenance.

Ingested particle ingression means that particles are coming into the machine and the lubricant under normal operating conditions (from the outside to the inside). These could be process particles (pulp, pulverized coal, ore dust, cement, clays, process chemicals, etc.), atmospheric contaminants (the result of ambient or road conditions near the machine), or combustion debris from internal combustion engines (soot, fl y ash, induction air and contaminated fuel).

Generated particle ingression is when the machine makes its own particles. This can occur on internal surfaces through corro-sion, mechanical wear, cavitation, exfoliation, etc. The oil also has the ability to break down and form particles (sludge, oxide insolubles, carbonization, coke, etc.).

3 Types of Particle Ingression



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www.epluse.com


Worm gearing alignment affects lubrication. If the worm is located off the worm gear centerline, there may be entering

corner contact. This wipes the lubricant off the worm gear teeth and the worm thread like a squeegee, causing the mesh to be starved for lubricant. The resulting wear is progressive and almost always leads to the need to replace both the worm and the worm gear.

An easy way to prevent this type of failure is to perform a contact pattern check when the worm gear and worm are installed or being replaced. Most texts on worm gearing show both acceptable and unaccept-able contact patterns for this unloaded condition. If in doubt, contact the worm gear drive vendor or the drive manufacturer.

Oil analysis would show this condition as high levels of copper from the worm gear. The copper levels will increase over time rather

than decrease, as is the case for normal break in. Visual inspection would show wear on the worm gear tooth from the tip to the root at the edge of the tooth that sees the thread entry into mesh. There may also be a transfer of bronze from the worm gear to the worm thread.

Rule of Thumb for Selecting OilsThe pour point is the lowest temperature at which an oil will

fl ow. This property is crucial for oils that must fl ow at low tempera-tures. A commonly used rule of thumb when selecting oils is to ensure that the pour point is at least 10 degrees C (20 degrees F) below the lowest anticipated ambient temperature.

How to Store and Preserve PartsTry using a vacuum-packaging unit (the kind used for storing

food for freezing) to help with parts storage and preservation. This quick and simple method can be utilized to keep items clean and dry. Parts can be sealed in plastic, with a desiccant bag for good measure. It can also be used to keep small parts organized until they are needed, such as a matched set of coupling bolts, springs or electronic parts.

Sight Gauge Simplifies Inspection Consider adding a vertical sight gauge to

critical gearboxes that are not fi tted with a dipstick or a sight glass, where the only way to check the oil level is to take out the level plug.

Fitting a sight gauge allows the oil to be checked on the run and can indicate the oil level even if the gearbox is mounted in an unusual orientation. However, there are some important points to remember: First, fi t the gauge to a low point (preferably the drain) and not the level plug, as you could overfi ll the box. Second, to avoid mistakes, mark the static level and the running level on the gauge. Third, make sure the gearbox has a breather. Otherwise, a partial vacuum could be set up, also giving a false reading.

Advice for Tracking Oil LossIf you decide to implement a program to

control oil losses, one of the fi rst steps you should take is to check records of the amount purchased compared with the amount sent for disposal. Try to account for the difference by looking for leaks, products consumed in the process, evapora-tive losses and products wasted due to contamination or misapplication.

ML LUBE TIPS

The “Lube Tips” section of Machinery Lubrication magazine features innovative ideas submitted by our readers. Additional tips can be found in our Lube-Tips e-mail newsletter. If you have a tip to share, e-mail it to us at [email protected]. To sign up for the Lube-Tips newsletter, visit www.machinerylubrication.com and click on the “Newsletters” link at the top.

GEAR ALIGNMENT AFFECTS LUBRICATION




http://www.hydraulicparticlecounter.com/

In 1935 the U.S. Army Air Corps held a “fl y-off” between two aircraft vying to win the contract for the military’s next

long-range bomber. The competition was regarded as a mere formality because Boeing’s Model 299 was the logical choice. It could carry fi ve times as many bombs as the army had specifi ed and fl y faster with twice the range of previous bombers.

At the allotted place and time, a small crowd of army brass and manufacturer representatives watched as the Model 299 test plane taxied onto the runway. The airplane took off effortlessly and climbed steeply to 300 feet. The small group of spectators watched in horror as the plane suddenly stalled and dropped out of the sky. The Model 299 test plane exploded in a fi reball when it smashed into the ground, killing two of the fi ve crew members, including the pilot.

The subsequent investigation revealed there was no mechanical fault with the aircraft. The crash had been caused by pilot error. The Model 299 was signifi cantly more complex than any previous aircraft. This new plane required the pilot to manage four engines, each with its own air-fuel mix, retract-able landing gear, wing fl aps, electric trim tabs, variable-pitch propellers and many other bells and whistles. While doing all this, the test pilot had forgotten to release a mechanism that locked the elevator and rudder controls.

As a result, the Boeing aircraft was deemed “too much airplane for one man to fl y.” The army declared Douglas’ competing design the winner, and Boeing nearly went bankrupt.

The story doesn’t end there, but fi rst let me explain my reason for recounting it here and why it has relevance to all of us today — nearly 80 years after the event. It’s a story about coping with complexity and a graphic illustration of how technological advance-ment and the complexity it often creates brings with it what Atul Gawande describes in his book, The Checklist Manifesto, as “entirely new ways to fail.”

Believe it or not, complexity is a science all on its own. In Gawa-nde’s book, he references the work of two professors in this fi eld, Brenda Zimmerman of York University and Sholom Glouberman of the University of Toronto, who have come up with a three-tier clas-sifi cation system for the different kinds of problems we face in the world: simple, complicated and complex.

Simple problems, they suggest, are like baking a cake. There’s a recipe and sometimes a few basic techniques to learn, but once these are mastered, following the recipe results in a high proba-bility of success.

Complicated problems are like sending a spaceship to the moon. There is no straightforward recipe. Unanticipated setbacks go with the territory. Coordination and timing are critical to success. However, once you’ve f igured out

how to send one rocket to the moon, the process can be repeated and perfected.

Complex problems are like raising a child. Every child is unique. While raising one child provides experience, it doesn’t guarantee success in raising another. In these situations, expertise is valuable but not necessarily suffi cient. The outcomes of complex problems are also highly uncertain.

This hierarchy of problems has merit, but it’s telling that the people who came up with it are professors of complexity and not simplicity. I have an alternative problem-classifi cation system that

HYDRAULICS AT WORK

BRENDAN CASEY

H y d r a u l i c s

Maintenance professionals not only must be competent problem-solvers, but they also must be able to wrestle

with complexity and win.

20 |September- October 2012 | www.machinerylubrication.comS t b O t b 2012 |||| hi l b i ti

“Under conditions of complexity, our brains are not enough,” said Atul Gawande during a recent lecture series. “We will fail. Knowledge has exceeded our capabilities. But with groups of people who can work together and take advantage of multiple brains preparing and being disciplined, we can do great and ambitious things. As we turn to some-thing like a checklist, what we see is something that is lowly, humble, overlooked and I think misunderstood. But when we pay attention to where our weaknesses are and then pay attention to how something like a checklist works to supplement the failings of our brains and the diffi culties teams have in making things come together, what you realize is that an idea like this can be transformative.”

The Power of Checklists

HOW TO MANAGE COMPLEX Hydraulic PROBLEMS



will never make it into any academic journal but that has practical application all the same. It involves obvious and invis-ible problems.

Obvious problems are the ones we can or should see and address but happily ignore while we get consumed trying to fi nd invisible ones. For instance, global warming is still in many respects an invisible problem. On the other hand, thousands of coal furnaces billowing smoke into the atmosphere all over the world are an obvious problem. If the focus was on fi xing the obvious problem (global pollution and smog), the long-running argument about the invisible problem (global warming) may not even be necessary.

Both of these problem-classifi cation systems have application. For example, according to the professors’ defi nition, troubleshooting is a complex problem. Success in one troubleshooting assignment doesn’t guarantee success in another. Experience is valuable but not necessarily suffi cient. In addition, the outcome is often uncertain.

This doesn’t mean the cause of the problem is always invisible. Often it’s not. A problem can be complex in appearance, but its causation (and solution) can be quite obvious. This is why the troubleshooting process should always begin with the checking and elimination of all the easy and obvious things fi rst. Resist the temp-tation to go looking for the invisible unless or until you have to.

These days, increasing complexity combined with an overwhelming amount of work and a severely limited amount of time often mean the only way to survive is by addressing the biggest problems to their shal-lowest depth. This is a frustrating, futile and sometimes deadly position to be in.

It was no different back in 1935. Despite the Model 299 being declared “too much airplane for one man to fl y,” a few army insiders were convinced it was fl yable. So several aircraft were purchased as test planes, and a group of army test pilots got together to fi gure out what to do. They concluded that fl ying this new plane was too complicated to be left to the memory of any one man, regardless of how well he was trained. So they created the very fi rst pilot’s checklist.

The result, as outlined in Gawande’s book, was that the Model 299 went on to fl y 1.8 million miles without a single accident. The army ended up ordering 13,000 units of what became the B-17 bomber, an aircraft that gave the United States a decisive air advantage during World War II.

This outcome is a great advertisement for the value of checklists as a tool for coping with complexity (and the perils of relying on memory). The use of checklists is something I’ve long regarded as having practical application in

hydraulics. In Insider Secrets to Hydraulics, I expound the benefi ts of developing and using a pre-start checklist to prevent “infant mortality.” In Machinery Lubrication, the idea of an equipment pre-purchase checklist has been advanced and discussed in some detail. More recently, I’ve devel-oped a process and accompanying

checklist for effective troubleshooting. These examples are by no means exhaustive.

Clearly the pace of technological advancement shows no signs of slackening. If anything, it’s accelerating. This means maintenance professionals of the 21st century not only must be competent problem-solvers, but they also must be able to wrestle with complexity and win. Checklists can be a big help. Modern-day pilots are trained to rely on them. Why shouldn’t we?

About the AuthorBrendan Casey is the founder of HydraulicSupermarket.com

and the author of Insider Secrets to Hydraulics, Preventing Hydraulic Fail-ures, Hydraulics Made Easy, Advanced Hydraulic Control and The Defi nitive Guide to Hydraulic Troubleshooting. A fl uid power specialist with an MBA, he has more than 20 years of experience in the design, main-tenance and repair of mobile and industrial hydraulic equipment. Visit his Web site at www.HydraulicSupermarket.com.

of machinerylubrication.com visitors use checklists for

maintenance work at their plant.

80%


http://www.HydraulicSupermarket.com

http://www.harvardcorp.com/

PR

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22 September - October 2012 | www.machinerylubrication.com

WATER-IN-OIL MONITOR The E+E Elektronik series EE36 transmitter pro-vides online monitoring of moisture content in oil. The device measures water activity and oil temperature at line pressures up to 300 psi (20 bar) and calculates the absolute water content in parts per million. Besides two analog outputs, the EE36 features an optional alarm output and a pluggable display. The capacitive humidity sensor element ensures stability, accuracy and resistance against chemical pollutants.

E+E Elektronikwww.epluse.com

781-828-6200

OIL ANALYSIS SYSTEMThe new OilExpress 4 system from PerkinElmer was created to provide faster oil

analysis. It features a Spectrum Two FTIR spectrometer and multi-tip sampling capabilities with a synchronized multi-tasking

autosampler. Designed to monitor for contaminants and degradation products in oil, the system also enables a reduction in cost per sample and a diminished envi-ronmental impact by delivering up to 100 samples per

hour, as well as an 80-percent reduction in solvent and waste volumes compared to previous models.

PerkinElmer www.perkinelmer.com800-762-4000

AUTOMATIC LUBRICATORThe Memolub One LPS is a low-pressure, single-point automatic lubricator with a simple operation and low environmental impact. It is designed to save time, money, labor and bearings with precise metered lubricant injection, simple programming and replaceable lube cartridges. The Memolub One LPS can be remotely mounted up to 6 feet

from the lube point, minimiz-ing the danger of accessing critical points. The replace-able lubricant cartridge and battery pack are the only consumables required.

Memolub International www.memolub.com800-635-8170

CONTAMINATION SENSOR The HYDAC Metallic Contamination Sensor MCS 1000 monitors metallic par-ticle contamination in lubrication fl uid. An ideal supplement to optical sensors, the device can identify metallic particles greater than 100 microns. Particles are detected by inductive measurement in which a coil system serves as the core element of the sensor. The MCS 1000 continuously monitors the status of the system and provides information on any early stage damage to prevent plant downtime.

HYDAC www.hydac.com49-6897-509-01


http://www.perkinelmer.com

http://www.epluse.com

http://www.memolub.com

http://www.hydac.com

www.machinerylubrication.com | September - October 2012 23

FILTRATION UNITY2K Fluid Power’s new compact fi ltration unit is ideal when space is limited for use or storage. Engineered for fl ushing small gearboxes and/or lube systems, the hand-held power fi lter unit will accept various fi lter media sizes to meet application requirements. It comes with a 1-hp motor, 3-foot electric cord, differen-tial visual indicators, steel dust plugs, suction and discharge hoses with quick disconnects, and a pump capacity of up to 5 gallons per minute.

Y2K Fluid Powerwww.y2kfluidpower.com888-925-8882

SWITCH PLATE LUBRICANTThe new UltraLube switch plate lubri-cants are formulated with natural seed oils and additives to protect railway switches from wear as well as prevent rust and corrosion. Recom-mended for use in environmentally sensitive areas near waterways, the lubricants were created to be poured, brushed, wiped or sprayed on rail-road switches. They help inhibit dust and dirt buildup while resisting wash-out from rain or melting ice.

UltraLubewww.UltraLube.com800-545-1689

DESICCANT BREATHERThe new Guardian breather from Air Sentry features an internal check valve that isolates the adsorbent from exhaust air. Constructed with a chemical-, tem-perature- and impact-resistant casing, the breathers have metal reinforcement molded into each end cap to protect against

vibration and incorporate a pressure gauge to provide an additional visual indicator of fi lter

condition. The new design also allows more than one cartridge to be used in a single installation, extending the service life of each breather while reducing cost and maintenance intervals.

Air Sentrywww.airsentrybreathers.com855-242-2792

FILTRATION STATIONThe new Asset Management Filtration Station (AMFS) from Schroeder Industries offers fi ltra-tion with fl uid-quality monitoring, tracking and reporting capability via an enhanced software program. The AMFS is equipped with an onboard PC and controller that logs all of the data while

fl ushing, fi ltering and monitoring to ISO clean-liness codes. The fi ltration station can be programmed to run until the desired

cleanliness codes are achieved. The touch-screen display provides real-

time graphics for easy monitoring of the fi ltering progress.

Schroeder Industrieswww.schroederindustries.com

800-722-4810

http://www.y2kfluidpower.com

http://www.UltraLube.com


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2012 SALARY SURVEYML

LUBRICATION Professionals SEEING BIGGER Paychecks

When Machinery Lubrication recently asked its audience of lubrication professionals about their occupa-tion, including their salary, benefi ts and tenure, the responses revealed evidence of an economic recovery and growing optimism in the overall job market. Do you agree? Take the survey for yourself and see where you fi t in with other lubrication workers.



2012 SALARY SURVEY


www.oilsafe.com/workflow


CROSSWORD PUZZLERMLGet a Printable Version

of This Puzzle Online at: MachineryLubrication.com/puzzle

1 2

3

4 5

6

7 8

9

10

11

12 13

14

15

16

Get the solution on page 34


http://www.machinerylubrication.com/Page/puzzle

www.lubriplate.com


LUBRICATION PROGRAMS

BY MARC VILA FORTEZA, PETRONOR, SPAIN

IIn large industrial plants where a great number of machines are installed, it is necessary to implement an effective lubrica-tion-management system. This type of system can help ensure that machines are well-lubricated and, if a fault or any abnormal situation is detected, further analysis or a corrective action can be carried out.

To make the system work, a machine database with well-defi ned lubrication points and scheduled lube routes is required. It is also essential to make good use of the data collected daily by the lubrication crew. If this information is promptly introduced into the database and generates an alarm when the machine is in poor condition, the reliability engineer can fi x many potential problems.

Lubrication routes and preventive maintenance (PM) can be modifi ed automatically by lubrication software based on simple

oil analysis and fi eld inspection infor-mation provided by the lubrication crew. These tailored routes can improve effectiveness by focusing on critical machines, which are checked more frequently depending on the condition of the lube oil and the lubrication system.

Lubrication Management and Scheduled Lube Routes

Before providing details on tailoring lube routes, let’s defi ne what an effective lubrication-management system is as well as its main objectives. Generally, the purpose of a lubrication-manage-ment system is to schedule and plan the lubricating tasks of the machinery in the plant and to properly manage the fi eld information supplied by the lubrication crew. The correct grade

of lubricant also should be delivered to the proper lubricating points in the right quantity and on schedule to optimize the human and material resources.

When implementing such a system, several key factors must be taken into account to allow for the effective moni-toring of the machines at a reasonable cost. The following tasks should be performed during the design of any lubrica-tion-management system:

Develop a Machine Database This fi rst step involves recording all the machines to be lubri-

cated in a database, along with their lubricating points and the appropriate lubricant. The database should be fl exible enough to adapt to such changes as machine revamps or oil type upgrades. It should also allow for the historical recording of inci-dents that are documented on the lubrication routes.

Audit Lubricant TypesOnce a machine database has been developed, the location

of the lubricant service stations and the machines that use those

Using Oil Analysis and

Inspections

Improve Lubrication

The information collected by the lubrication crew will help the reli-ability engineer focus his analysis only on the critical machines and

their specific problems.

Daily

to

A field inspection should provide information on the lube oil system conditions and the

mechanical condition of the machine.


www.hyprofiltration.com


lubricants must be studied in order to optimize the distance trav-elled by the lubrication crew. At this point, it is also important to standardize the lubricant types to a minimum that meets the machine manufacturer’s requirements.

Create Lubrication RoutesThe lubrication specialists or the reliability engineers must

create the lube routes. These routes consist of a series of points to be lubricated (divided into geographical areas or into production units) with related tasks to be performed on a detailed schedule.

Design a Template A template can be designed for use as a lubrication guide

when performing fi eld work. The template should include all the relevant information for the lubrication operators such as iden-tifi cation numbers of the machines to be inspected, lubricating points, the lubricant to be used at each point and tasks to be performed. There should also be open fi elds in the guide table in order to note any observation or anomaly detected.

Establish a Procedure for Work OrdersLubrication work orders should be generated with a frequency

that allows for proper planning of the work and should be deliv-ered with the specifi c work plan attached. Also, be sure to print and detail the work plan for the personnel who will actually carry out the job to avoid unscheduled work and downtime.

Determine Who Performs the Lube Routes It is important to decide which members of the staff will be in

charge of lubricating the machinery to avoid delays in the task execution. Keep in mind that in this type of work, any problem will affect all subsequent lubrication routes, which can cause serious damage to machinery.

If all of these steps are followed during the implementation of a lubrication-management system, it will be much easier to achieve the desired result in terms of machine reliability.

The Importance of Reliable Field DataOnce the lubrication plan has been created and the material

and human resources required are clear, it is essential to utilize qualifi ed personnel (or contact a qualifi ed lubrication company) to carry out the lubrication tasks. Qualifi ed personnel is needed

not only to perform good quality work but also to provide reli-able daily information regarding the lube and mechanical condition of the machines inspected during the route.

In addition to performing all the work and inspections detailed in the routes, any qualifi ed member of the lubrication crew should be able to:• Carry out simple corrective maintenance jobs related to the

lubricating systems.

• Perform quick visual inspections of the lube oil quality (moisture, particles, color, debris, etc.) and report its status in the lube route guideline table.

• Ask his or her manager or the reliability engineer about further analysis of critical machines that are considered to be in poor condition.

• Report any other observed anomaly that could affect the machine or personal safety.

The information collected about the machine’s condition must be reliable in order to allow for a complete subsequent analysis by the reliability engineer. This is of great importance because any information reported by the lubrication crew will help the engineer focus his analysis only on the critical machines and their specifi c problems. This will save time and labor, as the fi eld information is fi rst fi ltered by qualifi ed personnel, which simplifi es the job of the reliability engineer.

If special care is taken during the fi ltering of the fi eld informa-tion to register all of the data consistently and with a coherent structure, the task of the reliability staff will be simpler and the historic data will be easier to search.

Using Field Inspections from Lube RoutesDepending on the work experience of the lube staff and the

available time intended for the lubricating tasks, the lubrication operator should provide the following information about the machine condition:• Visual analysis of the lube oil condition (water contamina-

tion, debris, oil temperature, color, etc.)


This is an example of a lube oil alarm panel.

This template was designed for use as a lubrication route guideline.



• Lube oil system condition (oil leaks, tank cleanliness and superfi cial condition, oil fi lters, oil drains, etc.)

• Mechanical condition of the machine (vibration, noise, bearing temperature, etc.)

• Miscellaneous (information on new machinery installed at the plant, reports of other problems in the plant that affect the lubricated machines, etc.)

All of this information should be recorded by the lubrication crew in the report table of the route for the inspected machine. This data should be added to the system database as soon as possible in order to help the engineer promptly solve any problems

detected within the machines. Remember, the reliability engineer takes care of the machines, and the faster the information is added to the system, the faster he or she can analyze the machine condition with the most advanced predictive technologies.

By updating your lubrication-route software, you can automatically include in the next planned route every lube point that has been found to be in poor condition. With this automatic process, the lube points that are defi cient are revised more frequently until the correcting actions have the desired effect. An alarm system for the machine’s lube condition can also be implemented based on the information collected from the lubrication routes.

From this starting point, there are multiple strat-egies that can be implemented to optimize the lube-route schedule based on the machine condi-tion and how often anomalies are detected. If an integrated system is employed, other information

about the machine status can be used to improve the schedule and inspect the machines that are in poor condition more frequently. The diffi culty lies in how to combine all of this data and fi nd useful rules to be incorporated in the software. Any strategy should be in accordance with the general lubrication schedule and should not change planned work orders.

The lubrication frequency of points in poor condition that need to be inspected again will correspond to the maximum number of lube points included in the same processing unit of the plant. For example, let’s say the available lubrication frequencies in

Qualified personnel is needed to provide reliable information regarding the lube and mechanical condition of machines

inspected during a route.


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one unit will be a multiple of a fi xed number of days (15, 30, 45, 60 days, etc.). This method allows the mechanical workshop to manage only the planned work orders. The difference is that the number of lube points will be slightly increased depending on the machine’s oil status.

There are other improvements that can be implemented when tailoring lubrication routes and PMs based on the information collected from fi eld personnel, including:• The status of the lube point inspected in the last route can be

included in the guideline table for the next route. This allows personnel to pay more attention to the most critical points.

• Any valuable information or pending work orders on the machine can be included in the guideline table and taken into account by the lube operator.

• Any automatic alarm or advice intended for taking further action like oil analysis, vibration measurements, etc., will improve the performance of the system.

• Other information based on the machine type and the organization of the reliability and maintenance depart-ments can be utilized.

If an organization has obtained reliable information from the lubrication routes, it is critical to process all of this data in order to optimize the frequency of machine lube inspections. This is especially effective if you have lube points that are in poor condition and require more frequent inspections. Inspecting problematic points more often ensures better control of their status and helps the reliability engineer to take corrective action sooner.

Also, if the industrial plant has a computerized reliability system with predictive, preventive and other related machinery condition information, the combination of this data (such as vibration and oil analysis) will allow for improved system perfor-mance, as more complex and effective strategies may be used.

A visual analysis of the lube oil condition in the inspected machine should be reported by the lubrication crew.

S C O R I N G A T

F R P H M A G N E T I C P L U G B O E

T O L R B I O D E G R A D A T I O N Y M A

G Y M A B U O I L I N E S S L S

D E H Y D R A T O R I R S O C R V I S C O M E T E R H H A R D N E S S O Z A P U L N A B T N G A P T I I K E S O I L O S T R A I G H T O I L W O I N

R O D N T B M E Y

R A T E O F S H E A R R X R

From page 28


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OIL ANALYSIS

BY RAY GARVEY, EMERSON PROCESS MANAGEMENT

WWhen evaluating mechanical defects in roller elements and gears commonly found in rotating machinery, there are several techniques that can be applied to reveal root cause and severity. One is wear particle analysis using either a fi lter patch or glass slide. Another technique is a wear particle ferrous-density measurement method often referred to as ferrous index. A third technique is an impact-detecting vibration stress-wave analysis method called PeakVue®.

Each of these techniques independently provides insights as to the nature of a damage-causing mechanism, including abra-sion, fatigue, boundary wear or corrosive wear. Root cause and severity information learned from these techniques can then guide operators to call for the best proactive and corrective actions. Uncorrected, these mechanisms will produce signifi cant mechanical deterioration.

Industrial plant maintenance departments typically use walk-around and on-line vibration analysis together with periodic oil analysis to determine condition-based maintenance on rotating machines like pumps, motors, compressors, gearboxes, turbines, fans and rolls. Figure 1 shows how vibration and oil analysis collectively address proactive condition monitoring by fi nding root causes before damage occurs, as well as by identifying component failures in progress, which might range from incip-ient to catastrophic.

PeakVue TechnologyThe PeakVue technology is a highly sensitive and trendable

impact-detection method for quantifying defects in roller elements, bearing races and gear teeth. It is a unique stress-wave analysis technique distinguished from demodulation, shock pulse, spike energy and other peak detection methods in that PeakVue

detects and holds a scalar maximum peak value from each oversampled plurality of sample values collected during each sample interval.

For example, Figure 2 is a comparison of demodulation with PeakVue in six different measurements of the same vibration signal having a periodic impact. The three plots on the left show how demodulation captures and represents only a small fraction of the total signal, so the portion detected is substantially diminished by the sampling bandwidth (1,000 hertz top, 200 hertz middle and 50 hertz bottom). The three plots on the right reveal how PeakVue captures and consistently repre-sents the same data independent from bandwidth selection.

Ferrous Index for Ferrous DensityAbnormal wear mechanisms of abrasion,

fatigue, boundary wear or adhesion along with corrosion are common to rotating machinery such as gearboxes,

and Oil Analysis Techniques Reveal

Root Cause Severity

Vibration

and

PROACTIVE - ROOT CAUSE PREDICTIVE - FAILURE IN PROGRESS

Vibration • Misalignment, imbalance, resonance, looseness and incorrect assembly cause mechanical damage.

• Extend machinery life by reducing dynamic loads.

• Identify alarming defects using normal and PeakVue vibration analysis.

• Observe each of the four failure stages: initial to catastrophic.

• Measure severity and predict failure.

Oil Analysis

• Dust and other particles cause abrasion.

• Water and fluids cause corrosion.• Poor lubrication causes adhesion.• Extend machinery life by keeping oil

clean, dry and fit for use.

• Detect damage early.• Analyze metal particles from

mechanical defects.• Identify root cause and severity

using wear debris analysis.

no root cause = no damage = very long life failure

Time

Figure 1. Vibration and oil analysis reveal proactive root causes and predictive failures in progress.


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OIL ANALYSIS

pumps, motors, compressors, rolls, presses and transmissions. A ferrous-density measurement like ferrous index is an excellent method for detecting abnormal wear in the 5- to 60-micron size range. This is usually the result of abnormal fatigue caused by cyclic loading and boundary wear where lubrication is inadequate.

This ferrous-density measurement is highly sensitive to wear debris or dust contamination produced by abnormal abrasive wear. It is a measure of wear particles typically containing iron alloy particle debris in sizes as small as 5 microns and extending to at least 60 microns. This size range is frequently produced by abnormal severe sliding (boundary lubrication) wear or fatigue wear.

The ferrous index is defi ned in ASTM D7416 as a “ferrous-density-type parameter measuring the relative concentration and size of magnetically responsive iron particles greater than 5 microns collected on a dielectric-permittivity sensor.”

Wear Particle AnalysisWear particle analysis is a direct approach to visualizing

damaging causes and effects taking place in lubricated machinery by capturing and viewing particles extracted from lubricating oil. ASTM D7684 is a new “Standard Guide for Microscopic Charac-terization of Particles from In-Service Lubricants.” It provides excellent recommendations for terminology and techniques, such as fi lter patch analysis or analytical ferrography, and offers insight as to what is likely happening inside the rotating machine.

This new guide defi nes rolling contact fatigue wear as being “caused by loaded rolling contact typically between the roller and race in bearings or between gear teeth in the vicinity of the pitch line, typically forming spall-type pitting and releasing rolling contact fatigue particles.” Rolling contact fatigue particles are described as “fl at platelets, with a length more or less equal to their width, with smooth surfaces, random, jagged and irregularly shaped circumferences, and a major dimension-to-thickness ratio in the range of approximately 5:1 to 10:1 or more.”

Performing Ferrous Density and Wear Particle Analysis Onsite

The onsite minilab shown in Figure 3 can be used to measure wear, contamination and chemistry parameters of lubricant samples, including ferrous index and wear particle analysis. Industrial plant maintenance departments employ onsite analytical tools like this to get immediate feedback with retest capability if needed.

On the following page is an example of PeakVue and oil anal-ysis, including wear particle analysis, combining for effective identifi cation of root cause and severity. PeakVue data from a bearing pedestal is shown in Figure 4, while Figure 5 reveals wear particle analysis results from the same machine. Together, these technologies indicate a problem of inadequate lubrication.

In conclusion, vibration and oil analysis each provide valu-able insights into the health of machine components and lubricant systems. The combination of PeakVue, ferrous density

Figure 2. Demodulation (left) vs. PeakVue (right) showing waveform for bandwidths of 1,000, 200 and 50 hertz respectively (top to bottom).

Figure 3. An ASTM D7416 minilab reports ferrous index and wear particle analysis.

S b O b 2012 |||| hi l b i i

Emerson and Spectro Inc. recently announced an alliance to combine technical innovation and expertise to deliver best-in-class oil analysis solutions. By combining Emerson’s oil analysis application for the process industry with Spectro’s extensive oil analysis product line and expertise, users can gain more meaningful and accurate informa-tion on the condition of their machinery.

Under the new agreement, Spectro gains rights to a suite of Emerson-developed and patent-protected intellectual property in the fi eld of oil analysis for predictive machine maintenance. Included in this portfolio is Emerson’s AMS Suite oil analysis software module as well as the CSI 5200 Machinery Health Oil Analyzer, which is part of the Trivector minilab package.

Effective Oct. 1, Spectro will become the exclusive worldwide supplier of the Spectro 5200 Minilab product and services offering. The onsite minilab is used to quickly test incoming and in-service lubricants with immediate retest when needed, enabling improved lubricant contamination control with effective root-cause detection and elimination.

Emerson, Spectro Form Alliance



and wear particle analysis produce three independent perspectives into the root cause and severity of an anomalous condition. Armed with this information, predictive maintenance technicians are able to accurately recommend appropriate corrective actions in order to improve maintenance and plant reliability.

Figure 4. PeakVue data from a bearing pedestal.

Figure 5. Evidence of boundary lubrication (sliding wear) due to inadequate lubrication revealed by wear particle analysis.


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Q What types of training have you taken to get to your current position?

A To get into maintenance, I had to be able to weld, and there were a couple of older guys willing to teach me and let me practice during my lunch breaks. To keep moving up in the maintenance group, I had to take some night classes at a local vocational school. The most helpful were on electricity, motor controls and program-mable logic controllers (PLCs).

Q When did you get your start in machinery lubrica-tion and how did it happen?

A During those fi rst few years of production-assist jobs, I would volunteer to work shutdowns with the maintenance groups until I got a chance to move up. We are a multi-tasked crew, but the last fi ve years for me have been mostly all lubrication-oriented.

Q What professional certifications have you attained?

A I have certifi cates in motor controls; PLC; heating, ventilation and air conditioning (HVAC); and automotive repair. In high school, I attended a hydraulics/pneumatics course that was sponsored by Nissan. My latest achievement was obtaining a Machine Lubrica-tion Technician (MLT) Level I certifi cation through the International Council for Machinery Lubrication (ICML).

Q Are you planning to obtain additional training or achieve higher certifications?

A Next, I am going for my MLT Level II certifi cation. One reason is, of course, to make myself a stronger member of the workforce, but another is to have a better understanding of what is happening with a certain lubricant inside a hydraulic system or gearbox. I like what one of my instructors used to say: “I’m going to teach you the why, not just the what.”

Q What’s a normal work day like for you?

A I work a production shift, so most things are running. If there are no breakdowns, we do preventive maintenance and check/top-off reservoirs. We may receive a bulk oil delivery and take a sample for our lab to verify before putting it into service. Lately, I have been building portable oil-dispensing fi lter carts as an upgrade to our lube program.

Q What is the amount and range of equipment that you help service through lubrication/oil analysis tasks?

A There are hundreds of hydraulic reservoirs in the plant, ranging from one to 1,400 gallons, as well as hundreds of gearboxes and countless grease fi ttings.

Q What have been some of the biggest project successes in which you’ve played a part?

A The latest is by far the largest. We started out in the stamping plant, color-coding lubricants and buying sealable and reusable (S&R) containers for top-offs. Then, we added kidney-loop systems and implemented new procedures to control contamination. This project has since spread plant-wide.

GET TO KNOWML

Myers Helps to UPGRADE Nissan Lube Program

Donald Myers serves as a mechanical maintenance and lubrication technician for Yates Services, which is a contractor at the Nissan assembly plant in Smyrna, Tenn. After starting out in production-assist jobs like separating parts and picking wiring harnesses to send to the assembly line, Myers now works with the conveyor and lubrica-tion crew. He currently directs all fl oor activities for the lubrication-management program, which is in the fi rst year of a fi ve-year plan to turn the plant into a world-class lubrication facility.

Name: Donald MyersAge: 40Title: Mechanical Maintenance and Lubrication Technician

Company: Yates ServicesYears of Service: 21 yearsLocation: Smyrna, Tenn.



Q How does your company view machinery lubrication in terms of importance and overall busi-ness strategy?

A Everyone knows the importance of lubrica-tion, just like in the old example of changing the oil in your car for added value and longevity. But several months ago, Chad Crane (one of my many bosses) took an ICML course and came back on a mission — take a good lubrication program and make it world class. I think we are well on our way.

Q What has made your company decide to put more emphasis on machinery lubrication?

A The dollar is always a huge factor, but I also think it is a matter of us just trying to be better. With the leadership we have here at Nissan, they know that in order to build reli-able vehicles you have to have reliable equipment. With this combination, it can only guarantee success.

Q What do you see as some of the more important trends taking place in the lubrication and oil analysis field?

A I would like to think conservation and the “green initiative” will be a big incentive for taking better care of our equipment and lubri-cants. The longer a lubricant can stay effi ciently in service, the less of an impact oil change-outs or spills from damaged equip-ment can have on the environment. Think about it. You have to buy new oil, and then you have to recycle the old oil. There are also oily rags and containers that all have to be taken care of. Everything we do has an impact, and as an industry, I hope we are all doing our part to lessen the negative ones.

Get to Know … You? Want to be featured in the next “Get to

Know” section or know someone who should be profi led in an upcoming issue of Machinery Lubri-cation magazine? Nominate yourself or fellow lubrication professionals by e-mailing a photo and contact information to [email protected].



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www.herguth.com

ML

This month, Machinery Lubrication continues its “Test Your Knowledge” section in which we focus on a group of questions from Noria’s Practice Exam for Level I Machine Lubrication Technician and Machine Lubricant Analyst. The answers are located at the bottom of this page. The complete 126-question practice test with expanded answers is available at store.noria.com.

1. Viscosity-index improver additives: A) Lower the viscosity of the oil B) Are large molecular structures that

can shear down and become less effective

C) Help prevent oxidation which leads to viscosity changes

D) Lower the viscosity index of the oil E) Are not really additives at all

2. Which of the following describes microscopic water droplets dispersed in stable suspension in oil?

A) Dissolved waterB) Evaporative solutionC) Emulsifi ed waterD) Free waterE) None of the above

3. Inspection of used filter elements:A) Is uselessB) Should only be done by highly

trained lab techniciansC) Can provide useful information about wear debrisD) Costs too much moneyE) Is diffi cult because it requires complex instruments

Answers: 1. BViscosity-index improvers are large molecular structures (long-chain polymers) added to the base oil to increase the viscosity index of multi-season (multi-grade) oils. These long-chain molecules can shear down under high shear force and become less effective. As a result, multi-grade oils should be selected carefully for the application.2. CEmulsified water represents water globules in stable suspension in oil. This generally is because of the strong bonding between oil and water molecules. Depending on oil type and condition, some or all of the water in excess of the oil’s saturation point forms a stable emulsion that will not separate by gravity even at high temperatures.3. CInspecting used filter elements is valuable, especially in identifying wear metal type, shape, concentration, etc. Although used oil filters are often overlooked, testing them can help you avoid potential problems.

TEST your KNOWLEDGE



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http://conference.reliableplant.com/Next


PR

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UP

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MA

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ET

Checkfl uid’s LTJ Series oil sampling ports offer safer, more convenient sampling with results you can count on. The high-fl ow design safely col-lects samples while equipment is running, and installation can be made in minutes.

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Know when to lubricate with UE Systems Ultraprobe® 201 Grease Caddy. Sensing ultrasound, Grease Caddy isolates bearing sounds, making it easier to listen in noisy plant environments. Wear on a holster or attach to grease gun.

UE Systems, Inc.www.uesystems.com

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GARZO Model 108B controllers main-tain oil levels in engines and compressor crankcases to prevent equipment dam-age and save oil. The standard valve assembly works with atmospheric tanks or up to 15 psig oil supply pressures.

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SIMPLIFY MOTOR CHANGE-OUTS and ENSURE ELECTRICAL SAFETY. Motor Plugs allow technicians to quickly connect/disconnect motors. Safety features protect from electri-cal hazards and simplify NFPA 70E compliance. FREE samples available.

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Freedom from sludge and varnish! Lubricant deposits cripple pro-ductivity and profi ts. Fluitec’s ESP Technology removes products in solution and in suspension, ensur-ing your lube systems stay deposit-free. Guaranteed Results.

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This stainless-steel oiler replenishes oil after equipment washdown. The 5 oz. polycarbonate reservoir dispenses at a controlled rate of 15-30 minutes. Corrosion resistant and suited to food processing and packaging operations.

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One Eye Industries for all your magnetic and industrial fi ltration needs. Our fi ltration solutions have applications in all industries. We manufacture an extensive product line utilizing new magnet technology.

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IFH Group’s Fluid Storage and Dis-pensing Systems offer spill contain-ment systems that prevent costly clean-ups and potential fi nes. Avail-able with 2-, 3- and 4-container wide outboard console mounting systems. IFH – the original.

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9070 Smart Vibration Analysis Meter $495. Analyze & interpret readings; ISO alarm & BDU reading indicate machine & bearing condition; clear picture of 1X (unbalance), 2X (misalignment), & 3X (looseness) machine problems; 800-line spectrum

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This DVD includes instructive videos and animations to give viewers a better understanding of electric motor bearings and how to lubri-cate them properly.

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Fundamentals of Machinery Lubrica-tion provides more than 24 hours of foundational training on best practices for machinery lubrication and oil sampling. It lays the ground-work for establishing a world-class lubrication program and is a Level I certifi cation prep course. This online training format allows 24/7, any-where accessibility.

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ML MachineryLubrication.comNOW ON

Find more great articles and content from Machinery Lubrication magazine online. From

Web exclusives and industry news to videos, white papers, buyer’s guides and more, everything that relates to machinery lubrication is available now on www.machinerylubrication.com.

Contamination Control Strategies for Planned Oil Cleanliness

Despite the good intentions of many organi-zations, real improvements in contamination control often remain an elusive concept. They know that invisible particles are one of the largest single contributors to progressive wear of machinery. Yet with each passing year, no signifi cant enhancements in maintenance prac-

tices resulting in greater fl uid cleanliness are implemented. Read this article on the ML site to understand why most organizations fail at “planned and executed” fl uid cleanliness.

Pre-lubrication Procedure for EMD Locomotives

This video shows the type of pre-lubrication that is required if an EMD locomotive has been

shut down for more than 48 hours. Step-by-step instructions detail how to open the engine sump cover, insert the pre-lubrication pump inlet pipe into the engine sump, open the main lube oil pump discharge pipe dummy, connect the pre-lube pump outlet pipe to the main lube pump discharge pipe dummy hole, etc. Access this 5-minute, 59-second video at www.machinerylubrication.com.

Factoring Residual Oil into Wear RateIt is important to have reliable information

about the percent of residual oil that is left behind during a normal drain and refi ll. If this information has not been determined through experience or from the original equipment manufacturer, then it is necessary to take an initial sample approximately 10 hours after the unit has circulated the oil and before taking a second sample at a reasonable interval after-ward. Discover how to offset residual levels and determine the new wear rate by reading this article on the ML site.

Reliable Plant 2012 Conference Highlights

Watch this video for highlights of the 13th annual Reliable Plant Conference and Exhibition held in Indianapolis on May 1-3, 2012. The inter-national conference, which is the premier event

for lubrication, oil analysis and reliability profes-sionals, drew nearly 1,000 industry experts, decision-makers and practitioners from around the world. Access this 1-minute, 52-second video at www.machinerylubrication.com.

The Death of a LubricantJust how long can a lubricating oil last?

While it is nearly impossible to answer this question concretely, you can certainly consider various operating conditions and monitor the lubricant properties to help determine the optimum time for changing out a lubricant before it reaches the point of condemnation. Find this article on the ML site to understand how to optimize lubricant change intervals, thereby maximizing machine life by keeping “live” lubricant in the system.

of lubrication professionals do not fi lter grease or use fi ltered grease at their plant, according to a recent poll at machinerylubrication.com

85%By the Numbers





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Since its inception in 2001, the International Council for Machinery Lubrication (ICML) has been active in supporting

the development of international standards. ICML has even had the honor of having its Machine Lubricant Analyst (MLA) program be used as the basis for the International Organization for Standard-ization (ISO) 18436-4, the fi rst ISO standard for qualifi cation and assessment of fi eld-based lubricant analysts.

After the successful approval by member bodies of this standard, ICML has once again played an important role in the development of yet another part to the 18436 series, leading the project manage-ment of part 5 of the series: condition monitoring and diagnostics of machines — requirements for qualifi cation and assessment of personnel — part 5: lubricant laboratory technician/analyst.

Through its position as an international council, ICML was able to canvass the opinions of experts across the globe with the objec-tive of aiding the development of a pertinent document to be used by laboratories worldwide for qualifying and assessing the set of skills needed by technicians and analysts.

ICML’s Laboratory Lubricant Analyst (LLA) committee, with the help of laboratory managers from around the world, has done extensive work based on the original ICML LLA certifi cation to bring it to the ISO-desired three-tier proposal. The result is a docu-

ment that has received a 98-percent approval rate by the participating ISO member countries.

The categories were developed with a laboratory technician, laboratory analyst and senior laboratory analyst/manager in mind. Candidates will be expected to have had a minimum of 100 hours per month of actual testing/analysis experience, with 12, 24 and 36 months of experience being required for categories I, II and III, respectively. Training will also be necessary. A minimum of 24, 48 and 80 hours of cumulative training on the pertinent areas of the body of knowledge for the chosen category must be undertaken as part of the qualifi cation process.

Subject areas for category I include sample handling and prepara-tion, lubricant health monitoring, reagent management and instrument calibration. Personnel certifi ed to this level are expected to be able to perform simple tasks related to the proper handling and testing of machinery lubricant samples in a laboratory setting according to established procedures. This would include being able to:

• Properly and safely receive and handle lubricant samples

• Ensure laboratory testing equipment is within calibration as per specifi ed procedures

• Recognize sources of error

• Prevent and control errors related to handling, testing and data

• Perform testing using established procedures and standards with an understanding of the common laboratory tests

• Report results as determined by established criteria

• Identify whether data obtained through testing is reasonable

• Inspect data from individual test methods

• Demonstrate basic knowledge and good laboratory practices

Category II candidates will be required to receive more training in lubricant health monitoring, including testing for wrong or mixed lubricants, water/glycol coolant/soot/fuel/air and particle contamina-tion, wear particle (debris) monitoring and analysis, data interpretation and quality control, as well as lubricant roles, functions and failure modes. Personnel in category II are expected to be qualifi ed to:

CERTIFICATION NEWSML

BY SUZY JAMIESON, ICML

LABORATORY-BASED Technician SKILLS to be STANDARDIZED

48 || ||

The International Council for Machinery Lubrication (ICML) is a vendor-neutral, not-for-profi t organization founded to facilitate growth and development of machine lubrication as a technical fi eld of endeavor. Among its various activities, ICML offers skill certifi cation testing for individuals in the fi elds of machine condition monitoring, lubrication and oil analysis. ICML is an independently chartered organization consisting of both paid professional staff members and volunteer advisors. It provides lubrication and oil analysis standard development support, scholarship, skill-based testing and certifi cation, and recognition of excellence. For more informa-tion about ICML, visit www.lubecouncil.org.

About ICML


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• Perform sample analysis and interpretation

• Set up routine testing schedules and test slates

• Verify calibration of laboratory instruments as per specifi ed procedures

• Recognize all forms of lubricant contamination and undertake all associated test methods

• Recognize data that is a change from the norm

• Diagnose lubricant failure mechanisms and modes

• Perform wear particle testing and basic analysis

• Customize tests

• Report results

• Demonstrate advanced knowledge (per ISO 17025)

• Provide guidance and supervision to cate-gory I personnel

To qualify for category III, candidates will be required to receive further training in wear particle (debris) monitoring and analysis, as well as data interpretation, quality control and lubricant roles/functions/failure modes. Besides these subjects, training will cover sensorial inspections, environmental effects on results, alternate technology data correlation and personnel training. Individuals classifi ed as category III must be qualifi ed to perform and/or direct all types of lubricant analysis. They should also be able to:

• Perform advanced testing and analysis

• Manage an analysis program

• Set up testing schedules and test slates, including design and set up of special tests and interpretation of results when estab-lished standards do not exist

• Establish new techniques

• Interpret criteria, standards and specifi cations

• Prepare or approve procedures and instructions, including calibration of labo-ratory testing equipment

• Interpret data and prepare reports for appropriate personnel based on advanced lubricant testing and wear debris analysis

• Conduct advanced diagnosis of lubricant failure mechanisms and offer possible machine failure mechanisms that relate to those lubricant failure characteristics

• Perform audits in accordance with ISO 17025

• Establish the laboratory certifi cation program and documentation

• Understand the principles of other condition monitoring methods

• Assist in establishing acceptance criteria when none is available

• Conduct or direct training and training examination of testing personnel

• Provide guidance and supervision to category I and II personnel

This standard is expected to be available by the end of 2012, with worldwide adoption beginning immediately thereafter.


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CERTIFICATION NEWS

RECENT RECIPIENTS OF ICML CERTIFICATIONSThe International Council for Machinery Lubrication (lCML) would like to congratulate professionals worldwide who have recently achieved certifi ed status through ICML’s certifi cation programs. ICML offers certifi cation in the areas of oil analysis and machinery lubrication. The following is a list of recently certifi ed professionals in the area of machinery lubrication who have attained their status as a certifi ed Machine Lubricant Analyst (MLA), Machine Lubrication Techni-cian (MLT) or Laboratory Lubricant Analyst (LLA).

Alliant EnergyDarian DeJong, MLA I

AngloGold AshantiKris Stewart, MLT INana Yaw Nti Owusu-Adanse, MLT IAndrew Phillips, MLT IHayden Grant Sing, MLA IGrant Young, MLA I

Ascend Performance MaterialsErik Han, MLA I

Ashland Specialty IngredientsEddie Rudolph, MLA I

Atlan-tec Inc.Alan Warwick, MLT IPhillip Odom, MLT I

Atomic Energy of Canada Denis Campion, MLA IRon Kellner, MLA IBrian Vernier, MLA I

Barrick Cortez Gold MinesShane Krause, MLA IDavid Yazzie, MLA ITerrence Mondor, MLA IMilena Paker, MLA I

Baucom Enterprises of F-VMichael Baucom, MLT I

Bel Ray Chile Ltda.Marcelo Maza Roman, MLA II

Bodine ElectricKalyn Miller, MLA I

Butler MachineryTrice Butler, MLA II

C.C. Jensen Inc.Steffen Nyman, MLT I & MLT II

Cargill Inc.Rick Bowman, MLT IKenneth Cook, MLT IRobert Linell, MLT IDaniel McKinney, MLT IMark Wenke, MLT IGreg Capell, MLA I

ChevronLee Brown, MLA IChad Luikart, MLA I

Comercial Importadora S.A. de C.V.Julio Guerrero Iniguez, MLA IIIMacario Juarez Gonzalez, MLA III

Compañia Teck Minera Quebrada Blanca S.A.Roberto Ramos Hernandez,MLA II

CovidienDaniel Schmidt, MLA I

DictucFrancisco Gonzalez Poblete,MLA II

Dow ChemicalEarl Becnel, MLT I

E.I Dupont de Nemours & Co.Tayler Burgess, MLT I & MLA ICarlene Fontenot, MLT I & MLA IChris Hudnall, MLT I & MLA ITraci Prejean, MLT IMark Reynolds, MLT I & MLA IRichard Smith, MLT I & MLA ITiffany Sterling, MLT I & MLA IKenneth Taylor, MLT IRobert Whitmire, MLT IPaul Worley, MLT I & MLA IPerrin VanderVeen, MLT I &MLA ICharles Block, MLT I & MLA ICody Welch, MLT I & MLA I

Emprise CorporationJohn Knox, MLA II

Exelon CorporationRaymond DeAngelis, MLA IIMark Lanius, MLA II

ExxaroObakeng Thekiso, MLA I

Gateway Energy & Coke Co.Bobby Kennedy, MLA II

General MillsMichael Chesson, MLT IICorey Kriegermeier, MLT II

Georgia-PacificChristopher Morris, MLA IMarc Charbonneau, MLT IIan Spittle, MLT I

GNPower Mariveles Coal Plant Ricky Bathan, MLA IIKarina Delfi n, MLA IIRussell Manlucu, MLA IIOrestes Moya, MLA IISarah Elaine Sauco Pumatong,MLA II

Goodyear NapaneeRichard Gustavel, MLT I

Holcim Inc.Nick Vandegraaf, MLT I

Holcim Philippines Inc.Reb Galla, MLT I

Hormel FoodsDustin Ambort, MLA IMichael Scott, MLA I

International PaperJames Cook, MLT IPeter Curley, MLT IAnthony Scott, MLT IWendell Wood, MLT I

JMHarwoodWade Hill, MLA I

Johnson ControlsChristopher Verink, MLA I

Johnsonville SausageKimberly Bassuener, MLA I

Korea Gas Technology CorporationAhn Sung-Yoon, MLA IAn Sung-Tae, MLA IJung-Hyun Cho, MLA I

Ladish ForgeDennis Enoch, MLT IChuck Maglio, MLT I

Lafarge North America Jason Broyles, MLT I

LE Lubricants Inc.Raulito Reyta Bait, MLT I

Lubrication Engineers Inc.James Ackley, MLT IIS. Randy Andringa, MLT IIJeffrey Calk, MLT IIChristopher Diener, MLT IIMike Hall, MLT IIJeff Hiskett, MLT IIPaul Llewellyn, MLT IIBrett Rausch, MLT IIAdam Wilcox, MLT II

Lubrication Engineers InternationalShaun Macdonald, MLT II

MillerCoors Brewing CompanySean O’Byrne, MLT IIMichael Sprague, MLT II

Mississippi Lime Co.Terry Clark, MLA IThomas French, MLA I

Noria CorporationGerald Putt, MLT IThomas Kurtz, MLT IKevin Lemery, MLT I

North Atlantic Refining LimitedAaron Collier, MLA II

Peabody EnergyMichael Brown, MLA I

Pemex Gas & Petroquimica BasicaFernando Enrique TellezCerecedo, MLT I

Petro-Canada America Lubricants Frank Hayes, MLT I

PetroLabs IndiaAjay Suvarna, MLT I & MLA I

PLI LLCPaul Dienberg, MLA I

R&G LaboratoriesWilliam Tyson, MLT I

Reliable LubricationWilliam Mecabe, MLT I

Rio TintoMark Payne, MLT I

Rock Valley Oil & Chemical Co.Miles Manthey, MLA IIDerek Eilks, MLT I

RockTennJames Cross, MLT IWayne Newsome, MLT IRaymond Jackson, MLT IJason Ray Johnson, MLT IRaymond Gossman, MLT ILonnie Littles, MLT IBarton Anderson, MLT IHarry Cannavino, MLT IGerald Cook, MLT IMary Turner, MLT ISidney Hale, MLT IDenver Reid, MLT IDanny Bryant, MLT I

Roquette America Inc. Jacob Wilcox, MLT I

SappiJacobus Labuschagne, MLA I

SC JohnsonJerry Behling, MLT I

Shell AustraliaStephen Voogt, MLA II

State Farm InsuranceGeorge Gerber, MLT I

Teknor Apex TennesseeJames Tippett, MLT I

Thilmany PapersJoe Burton, MLT I

Total Lubrication Manage-ment CompanyJames Thibodeaux Jr., MLA IRobert Dunaway, MLT IBrent Guard, MLT I

UniccoLarico Burchett, MLA I

Unicco - UGL ServicesDavid Cochran, MLT IMatthew Artis, MLT IBrandon Cyprych, MLT IAaron Moore, MLT IAustin Moore, MLA I

ValeroAlejandro Pena, MLT I

Wausau Paper CompanyThomas Shelton, MLT I

Wells Dairy Inc.Paul Brewer, MLT I

Westar EnergyDennis Gudenkauf, MLT IJason Heath, MLT IJeff Larson, MLT IStacy Rethman, MLT IJacob Simon, MLT ICharlie Willard, MLT IMike Wiltz, MLT ITroy Fisher, MLT I

ICML CertificationsLLA I = Laboratory Lubricant Analyst Level IMLA I = Machine Lubricant Analyst Level IMLA II = Machine Lubricant Analyst Level IIMLA III = Machine Lubricant Analyst Level IIIMLT I = Machine Lubrication Technician Level IMLT II = Machine Lubrication Technician Level II


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Almost every lubricant used in plants today started off as just a base oil. The

American Petroleum Institute (API) has cate-gorized base oils into fi ve categories (API 1509, Appendix E). The fi rst three groups are refi ned from petroleum crude oil. Group IV base oils are full synthetic (polyalphaolefi n) oils. Group V is for all other base oils not included in Groups I through IV. Before all the additives are added to the mixture, lubricating oils begin as one or more of these fi ve API groups.

Group IGroup I base oils are classifi ed as less than 90 percent satu-

rates, greater than 0.03 percent sulfur and with a viscosity-index range of 80 to 120. The temperature range for these oils is from 32 to 150 degrees F. Group I base oils are solvent-refi ned, which is a simpler refi ning process. This is why they are the cheapest base oils on the market.

Group II Group II base oils are defi ned as being more than 90 percent

saturates, less than 0.03 percent sulfur and with a viscosity index of 80 to 120. They are often manufactured by hydrocracking, which is a more complex process than what is used for Group I base oils. Since all the hydrocarbon molecules of these oils are saturated,

Group II base oils have better antioxidation properties. They also have a clearer color and cost more in comparison to Group I base oils. Still, Group II base oils are becoming very common on the market today and are priced very close to Group I oils.

Group III Group III base oils are greater than 90

percent saturates, less than 0.03 percent sulfur and have a viscosity index above 120. These oils

are refi ned even more than Group II base oils and generally are severely hydrocracked (higher pressure and heat). This longer process is designed to achieve a purer base oil. Although made from crude oil, Group III base oils are sometimes described as synthesized hydrocarbons. Like Group II base oils, these oils are also becoming more prevalent.

Group IVGroup IV base oils are polyalphaolefi ns (PAOs). These

synthetic base oils are made through a process called synthesizing. They have a much broader temperature range and are great for use in extreme cold conditions and high heat applications.

Group VGroup V base oils are classifi ed as all other base oils,

including silicone, phosphate ester, polyalkylene glycol (PAG), polyolester, biolubes, etc. These base oils are at times mixed with other base stocks to enhance the oil’s properties.

UNDERSTANDING the DIFFERENCES in Base OIL GROUPS

JOSH PICKLE NORIA CORPORATIONIN THE TRENCHES

I n d u s t r i a l L u b r i c a n t s

of lubrication professionals use both synthetic and mineral-

based lubricants in their plant, according to a recent poll at machinerylubrication.com

57%

Did You Know? Group I base oils have been the most common base oils on the market over the last decade.

I n d u s t r i a l L u b r i c a n t s

API BASE OIL CATEGORIES

Base Oil Category Sulfur (%) Saturates (%) Viscosity Index

Group I (solvent refined) >0.03 and/or <90 80 to 120

Group II (hydrotreated) <0.03 and >90 80 to 120

Group III (hydrocracked) <0.03 and >90 >120

Group IV PAO Synthetic Lubricants

Group V All other base oils not included in Groups I, II, III or IV

Min

eral

Synt

hetic



An example would be a PAO-based compressor oil that is mixed with a polyolester. Esters are common Group V base oils used in different lubricant formulations to improve the properties of the existing base oil. Ester oils can take more abuse at higher temperatures and will provide superior detergency compared to a PAO synthetic base oil, which in turn increases the hours of use.

Remember, whichever base oil you choose, just be sure it is appropriate for the application, temperature range and conditions in your plant.

About the AuthorJosh Pickle is a technical consultant with Noria Corporation, focusing on

machinery lubrication and maintenance in support of Noria’s Lubrication Program Development (LPD). He is a mechanical engineer who holds a Machine Lubrication Technician (MLT) Level II certifi cation and a Machine Lubricant Analyst (MLA) Level I certifi cation through the International Council for Machinery Lubrication (ICML). Contact Josh at [email protected].

A recent study on the use of base oils in today’s plants in comparison to a little more than a decade ago found a dramatic change has occurred. Present-day Group II base oils are the most commonly used base oils in plants, making up 47 percent of the capacity of plants in which the study was conducted. This compared to 21 percent for both Group II and III base oils just a decade ago. Currently, Group III accounts for less than 1 percent of the capacity in plants. Group I base oils previously made up 56 percent of the capacity, compared to 28 percent of the capacity in today’s plants.

The Changing Use of Base Oils



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The enemy to any lubricated machine is particle contam-ination. In a perfect world, machines would be sealed up

to block the ingression of particles before any problems occur, but unfortunately this isn’t the case. We live in a dirty environ-ment. Particles exist everywhere, and lubricated components are constantly under attack from them. Whether the particles

are ingested by poor-quality breathers or dirty oil from a recent top-up, the question remains what can be done to get rid of them. The obvious solu-tion is fi ltration. Filters can extend the life of machines by removing

harmful particles before they can cause surface degra-dation of the lubricated components. There are two common types of fi lters: surface or membrane fi lters and depth fi lters. Surface fi lters simply trap particles on the surface or face of the fi lter. Depth fi lters allow the oil to fl ow throughout the body or depth of the fi lter and trap particles throughout the media. Perhaps the most crucial attribute of any fi lter is the ability to trap and hold dirt.

Each fi lter has a specifi c pore size. This is the size of the openings within the media through which the oil and particles can pass. As the pore size gets smaller and smaller, the differential pressure across the media begins to increase as well. This differential pressure can lead to a condition in which the bypass or cracking pres-sure of the fi lter is reached, allowing oil to fl ow through virtually unfi ltered. Also, if the pressure becomes too great, it can cause the actual fi lter media to burst.

Once particles are captured, it becomes a measure of how well the fi lter can retain them. This is known as the dirt-holding capacity of the fi lter. Several factors contribute to how well fi lters hold the contaminants they catch. We’ve discussed the pore size of the fi lters, but pore density is equally important. Pore density can be described as the number of pores in a section of the fi lter. This is also known as the porosity of the fi lter. As pore size goes down, to maintain a low differential pres-sure across the media, the pore density must go up to

O i l F i l t e r s

WES CASH NORIA CORPORATIONBACK PAGEBASICS The Importance of

DIRT-HOLDING Capacity in OIL FILTERS

of Lube-Tips subscribers use surface or membrane oil fi lters most frequently

at their plant60%

O i l F i l t e r s

Selecting the proper fi lter with a high dirt-holding capacity is only half the battle. You also must ensure these fi lters are put into use the right way. Filters can be expensive, so naturally you want to prolong the life of the fi lter to cut down on the costs associated with changing them.

One of the easiest ways to prolong the fi lter change-out interval is by simply over-sizing the fi lter. As you can see in the chart below, by doubling the surface area of a fi lter, you can expect three times the life from it.

There are different methods to oversizing fi lters. The most obvious is by increasing the physical size of the fi lters you are using. This is somewhat costly, as equipment modifi cation is required to fi t a larger fi lter in the lines. For some equipment where

space is limited, this may not even be feasible. That is when you should start looking at putting fi lters in parallel.

By placing multiple fi lters in parallel, you double the surface area in contact with the oil, thereby reducing the face velocity (the pressure of the oil on the surface of the fi lter media), and thus extend the life of the fi lter. This means less fi lter changes and the ability to capture more particles between change-outs.

If the equipment won’t permit the extra piping to put in a parallel circuit, there are systems that stack fi lters one on top of another to increase the overall length of the media, again allowing for the decrease in pres-sure the media is experiencing.

Prolonging Filter Service Life

11

10

9

8

7

6

5

4

3

2

11 2 3 4 5 6 7 8

Relative Filter Media Area

Rela

tive

Serv

ice

Life

, Yea

rs

Double the size of the filter and you can triple the service life (dirt-

holding capacity).


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account for the volume of oil in contact with the surface. Thus, fi lter depth and size also affect the dirt-holding capacity.

Another thing to keep in mind when selecting fi lters is the material the media is composed of. This not only has an effect on the longevity of the fi lter and its adaptability to its environment but also its dirt-holding capacity. Two common types of fi lter media are cellulose and synthetics. Cellu-lose is comprised of wood pulp. These types of fi lter media have a large fi ber size and a less consistent pore size throughout the entire fi lter. Cellulose has the advantage of being able to absorb some water from the oil it is fi ltering. Cellulose fi lters tend to fail quicker in acidic environments as well as in high-tempera-ture applications.

Synthetic fi lter media generally have a higher dirt-holding capacity than cellulose. This is due in part to their more consistent pore size throughout the media. Synthetic fi bers are smaller than cellu-lose fi bers, so they can be packed tighter together, creating more pores in which to trap and hold particles. Synthetic fi bers also perform better in the harsh environments that tend to destroy cellulose fi lters.

In examining the technical sheets of fi lters, you may have seen a fi lter’s beta rating. This describes how effi cient the fi lter is at removing particles. There also may have been a value for the dirt-holding

capacity. This value is obtained through a test known as ISO 16889 or the multi-pass test. In this standard test, a fi lter is put into a circuit that is fi lled with oil. The oil circulates through the fi lter. A set amount of sized particles is then released into the oil to test the fi lter’s ability to capture them. A particle counter before and after the fi lter measures the difference in particles. The results of this test will allow you to see how well or poorly a fi lter performs against different particle sizes.

Keep these things in mind when selecting the next fi lter to clean your oil and protect your expen-sive machinery. Check the fi lter’s beta rating and pore size. Obviously, there is a big difference between a 40-micron fi lter and a 3-micron fi lter when you are talking about the size of particles allowed downstream. Also, whenever available, verify the results of the ISO 16889 multi-pass test. This not only will show you the effi ciency of the fi lter, but also how well it is able to retain the particles it removes from the circulating oil.

Some fi lter manufacturers don’t show the results of this test as it pertains to the dirt-holding capacity of the fi lter, but by pressuring them and demanding to see the results, you can make the best decision for you and your machines. If they balk at the idea of providing the test results, there are labs across the country that can run the ISO 16889 test on the fi lter to give you the results. This is more expensive for the end user, but it offers the peace of mind that you have the right fi lters for your applications.

About the AuthorWes Cash is a technical consultant with Noria

Corporation. He is a mechanical engineer who holds a Machine Lubrication Technician (MLT) Level I certifi cation and a Machine Lubricant Analyst (MLA) Level I certifi cation through the International Council for Machinery Lubrication (ICML). Contact Wes at [email protected].

BACK PAGE BASICS

Fiberglass Filter Media

Cellulose (Wood Pulp) Filter Media

Fiberglass vs. Cellulose

Perhaps the most crucial attribute of any filter is the

ability to trap and hold dirt.

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How to Select a Motor Oil and Filter for Your Car or TruckAuthor: Jim FitchPublisher: Noria Corporation

Before spending any more money on oil changes, synthetic oils, premium fi lters, engine fl ushes or oil treatments, learn what leading lubrication expert Jim Fitch recommends. With these sound recommendations, you’ll know exactly what to do the next time you change your oil — for about the price of an oil change.

The Professional’s Guide to Mainte-nance and Reliability TerminologyAuthors: Ramesh Gulati, Jerry Kahn and Robert Baldwin

Maintenance and reliability involve many different people in many different roles. If they are expected to work effi ciently, productively and harmoniously on tasks and projects, there is a need for a common language for communication. This book represents a signifi cant step toward improving the knowledge of and communications between members of the maintenance and reliability profession. With more than 3,000 entries, the compila-tion refl ects a virtual explosion of commonly practiced concepts, ideas, methodologies and various approaches to maintenance and reliability improvements.

Lubrication Fundamentals — Second EditionAuthors: D. M. Pirro and A. A. Wessol

This newly revised and expanded reference book emphasizes the need for lubrication and careful lubricant selection. Thoroughly updated and rewritten, the Second Edition of Lubrication Fundamentals discusses product basics, machine elements that require lubrica-tion, methods of application, lubrication, lubricant storage and handling, lubricant conservation and much more.

How to Grease a Motor Bearing Training VideoFormat: DVDPublisher: Noria Corporation

Anyone responsible for the mainte-nance, operation and reliability of

electric motors will benefi t from this training video. It provides

plant personnel with an over-view of the best practices for lubricating electric motor bearings. You can use the

video to train operators, lubri-cation technicians, mechanics,

electricians and maintenance personnel for years to come.

Reliable Plant 2012 Conference Proceedings

Format: CD-ROMPublisher: Noria Corporation

If you missed the learning sessions at Reliable Plant 2012, you can still get the conference proceed-ings on CD-ROM. It includes the presentations in PDF format from nearly every educational session in each of the two co-located confer-ences: Lubrication Excellence and Reliability World. The real-world

case studies at Reliable Plant 2012 were full of practical, experience-based information and tools for lubrication and reliability programs.

Use the Correct Oil PosterPublisher: Noria Corporation

Make sure the right oil goes into the right machine with this laminated poster that shows a lubrication technician pouring hydraulic oil into a gearbox, causing it to smoke and vibrate. Bulleted tips instruct personnel to remember that oils of the same viscosity may be different types and to properly label all oil containers, transfer devices and machine oil fi ll ports. Hang this poster to send a clear message that using the correct oil is critical.

For descriptions, complete table of contents and excerpts from these and other lubrication-related books, and to order online, visit: store.noria.com or call 1-800-597-5460, ext. 204

Welcome to Machinery Lubrication’s Book-store, designed to spotlight lubrication-related books. For a complete listing of books of interest to lubrication professionals, check out the Bookstore at store.noria.com.


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