Ball bearings made of type 440C stainless steel hardened to 60 HRC and suspected as the source of intermittent noise in an office machine were examined. A number of spots on the inner-ring raceway were revealed by scanning electron microscopy. The metal in the area around the spot was evidenced to have been melted and welded to the inner-ring raceway. It was revealed by randomly spaced welded areas on the raceways that the welding was the result of short electrical discharges between the bearing raceways and the balls. The use of an electrically nonconductive lubricant in the bearings was suspected to have caused the electric discharge by accumulation and discharge of static charge. The electrical resistance between the rotor and the motor frame lubricated with electrically conductive grease and the grease used in the current case was measured and compared to confirm the fact the currently used grease was nonconductive. It was concluded that the pits were formed by momentary welding between the ball and ring surfaces. The lubricant was replaced by electrically conductive grease as a corrective measure.

An air blower in an electric power plant failed unexpectedly when a roller bearing in the drive motor fractured along its outer ring. Both rings, as well as the 18 rolling elements, were made from GCr15 bearing steel. The bearing also included a machined brass (MA/C3) cage and was packed with molybdenum disulfide (MoS 2 ) lithium grease. Metallurgical structures and chemical compositions of the bearing’s matrix materials were inspected using a microscope and photoelectric direct reading spectrometer. SEM/EDS was used to examine the local morphology and composition of fracture and contact surfaces. Chemical and thermal properties of the bearing grease were also examined. The investigation revealed that the failure was caused by wear due to dry friction and impact, both of which worsened as a result of high-temperature degradation of the bearing grease. Fatigue cracks initiated in the corners of the outer ring and grew large enough for a fracture to occur.

The drive-shaft hanger bearings failed after 300 to 400 h in service. The shaft, supported by labyrinth-sealed single row radial ball bearings of ABEC-1 tolerances, was made of aluminum 2024-T3 tubing (2.5 cm diam and 1.2 mm wall thickness). The bearings were lubricated with a paste-type mineral-oil lubricant (containing molybdenum disulfide and polytetrafluoroethylene particles) or grease conforming to MIL-G-81322 (containing thickening agent and synthetic hydrocarbons) and had two-piece spot-welded retainers. On visual examination, the balls were observed to be embedded in the inner-ring raceway which had been softened by the elevated temperatures reached during the failure. Broken retainers and worn and bent out of shape seals were found. Penetration of gritty particles, water and other corrosive agents and leakage of lubricant out of the bearing permitted by the worn seals was observed. It was concluded that overheating was caused by lubricant flow was permitted by wear of the labyrinth seals. Positive rubbing seals and MIL-G-81322 grease lubricant were found to have longer life than those with the labyrinth seals and mineral-oil-paste lubricant on testing under simulated environmental conditions and were installed as a corrective measure. Importance of dirt free supply and drainage of oil was discussed.

Housings (being tested as part of a material conversion) from an electrical appliance failed during an engineering evaluation. They had been injection molded from a commercial polycarbonate/PET blend. Parts produced from the previous material, a nylon 6/6 resin, had consistently passed the testing regimen. Grease was applied liberally within the housing assembly during production. Investigation included visual inspection, 24x SEM images, micro-FTIR in the ATR mode, and analysis using DSC. No signs of material contamination were found, but the thermograms showed a crystallization of the PET resin. The grease present within the housing assembly, analyzed using micro-FTIR, was composed of a hydrocarbon-based oil, a phthalate-based oil, lithium stearate, and an amide-based additive. The conclusion was that the appliance housings failed through environmental stress cracking caused by a phthalate-based oil that was not compatible with the PC portion of the resin blend. Thus, the resin conversion was the root cause of the failures. Additionally, during the injection molding process the molded parts had been undercrystallized, reducing their mechanical strength. More importantly, the resin had been degraded, producing a reduction in the molecular weight and reducing both the mechanical integrity and chemical-resistance properties of the parts.

The radial-contact ball bearings (type 440C stainless steel and hardened) supporting a computer microdrum were removed for examination as they became noisy. Two sizes of bearings were used for the microdrum and a spring washer that applied a 50 lb axial load on the smaller bearing was installed in contact with the inner ring for accurate positioning of the microdrum. The particles contained in residue achieved after cleaning of the grease on bearings with a petroleum solvent were attracted by a magnet and detected under a SEM (SEM) to be flaked off particles from the outer raceway surface. Smearing, true-brinelling marks, and evidence of flaking caused by the shifting of the contact area (toward one side) under axial load, was revealed by SEM investigation of one side of the outer-ring raceway. The true-brinelling marks on the raceways were found to be caused by excessive loading when the bearing was not rotating or during installation. It was concluded that the bearings had failed in rolling-contact fatigue. The noise was eliminated and the preload was reduced to 30 lb by using a different spring washer as a corrective measure.

Grease-wiper springs for cams formed from stampings of 0.25-mm thick carbon spring steel (0.65 to 0.80% C) fractured at the 0.025 mm radius on the stamped 135 deg corner at a 90 deg bend after 5,000,000 cycles. Tool marks 2 to 2.3 mm from the center of the stamped bend were disclosed by visual examination. Fatigue striations originating from cracks at the 0.025 mm radius inside corner at the bend were revealed by SEM of the fractured surface. The maximum stress at the bend, in stock of maximum thickness and as a function of the radius of the 135 deg corner, was indicated by stress calculations to be very close to the maximum allowable fluctuating stress for the material. The wiper springs were concluded to be fractured in fatigue and the cyclic loading resulted from cam rotation. The maximum applied stress approached the allowable limit due to high stress-concentration factor in the spring (caused by the very small inside radius). The corner radius was increased to 0.76 mm and the tools were re-polished to avoid tool marks.

A commercial aircraft wheel half, machined from an aluminum alloy 2014 forging that had been heat treated to the T6 temper, was removed from service because a crack was discovered in the area of the grease-dam radius during a routine inspection. Neither the total number of landings nor the roll mileage was reported, but about 300 days had elapsed between the date of manufacture and the date the wheel was removed from service. The analysis (visual inspection, macrographs, micrographs, electron microprobe) supported the conclusions that the wheel half failed by fatigue. The fatigue crack originated at a material imperfection and progressed in more than one plane because changes in the direction of wheel rotation altered the direction of the applied stresses. Recommendations included rewriting the inspection specifications to require sound forgings.

A trunnion bolt that was part of a coupling in a metropolitan railway system failed in service, causing cars to separate. The bolt had been in service for more than ten years prior to failure. Visual examination showed that the failure resulted from complete fracture at the grease port and surface groove located at midspan. Drillings machined from the bolt underwent chemical analysis, which confirmed that the material was AISI 1045 carbon steel, in accordance with specifications. Two sections cut from the bolt were subjected to metallographic examination and hardness testing. The fracture origin was typical of fatigue. The ultimate tensile strength of the bolt was in excess of requirements. Wear patterns indicated that the bolt had been frozen in position for a protracted period and subjected to repeated bending stresses, which resulted in fatigue cracking and final complete fracture. It was recommended that proper lubrication procedures be maintained to allow free rotation of the bolts while in service.