Search Results for UNS G52986

Incorrect grounding of an electric motor resulted in electric current passing through a 52100 steel ball bearing and caused multiple arcing between the rolling elements. The multiple arcing developed a pattern on the outer race known as ‘fluting’. A section of ball race outer showed the distinct banding (fluting) resulting from spark discharges while the bearing was rotating. The severe distress of the surface resulted in unacceptable levels of vibration. An SEM photograph of the banded regions showed smoothing of the asperities from continued operation is evident. In the craters the residue of partial melting was seen.

An automotive front-wheel outer angular-contact ball bearing generated considerable noise shortly after delivery of the vehicle. The inner and outer rings were made of seamless cold-drawn 52100 steel tubing, the balls were forged from 52100 steel, and the retainer was stamped from 1008 steel strip. The inner ring, outer ring, and balls were austenitized at 845 deg C (about 1550 deg F), oil quenched, and tempered to a hardness of 60 to 64 HRC. Investigation (visual inspection) supported the conclusion that failure was caused by fretting due to vibration of the stationary vehicle position without bearing rotation. Recommendations included improving methods of securing the vehicle during transportation to eliminate vibrations.

The drive wheel on a clutch-drive support assembly was slightly loose and caused clutch failures in service after 680,000 cycles. After failure, removal of the taper pin holding the drive wheel on the shaft was difficult, indicating that the pin was tight in the assembly. The taper pin was made of 1141 steel, the shaft 1117 steel, and the drive wheel 52100 steel. It was found that failure of the clutch-drive support assembly occurred as a result of fatigue fracture of the taper pin. A loose fit between the drive wheel and the shaft and between the drive wheel and the pin permitted movement that resulted in fatigue failure. Fretting of the pin and drive shaft was observed but did not appear to have contributed to the failure. To prevent reoccurrence, the assembly should be redesigned to include an interference fit between the shaft and the drive wheel. The drive wheel and the shaft should be taper reamed at assembly to ensure proper fit. In addition, receiving inspection should be more critical of the components and accept only those that meet specifications.

Extensive slipper/wobbler failures occurred in the integrated drive generators that incorporated TiN coated wobblers, during the production acceptance test. Similar coated wobblers had passed the application tests. The nature of the failure was extensive gouging of the wobbler surface with discoloration and coating removal. The substrate material was E52100 which was through-hardened to HRC 55-60. The slippers that were in contact with the coated wobbler surface were made of AISI 06 material. A synthetic oil was used as the hydraulic fluid in the application. The failure in the wobblers was caused by lack of temperature control during application which resulted in localized surface rehardening. It was established that there was a significant difference in the grade of the hydraulic fluid that was used in the two test programs. Use of superior grade of hydraulic fluid was recommended in this case for the production acceptance tests.

The engine on a jet aircraft was shut down immediately as it produced excessive vibration. Complete failure of the cage in one of the two main-shaft ball bearings (placed side by side in the engine) was revealed in the dismantled engine. The ball bearings (made of vacuum-melted 52100 steel) were both of the single-row deep-groove type with split inner rings and were designed to operate at a maximum temperature of 175 deg C. Overtempering of the rings was indicated by the reduced hardness in comparison to unfailed rings. Severe damage to approximately 20% of the load-bearing surface, with more damage on one of the shoulders of the groove, was revealed during examination of the outer raceway of the bearing which indicated misalignment of the bearing. No damage other than spalling cavities in the inner-ring raceway, caused by the elongated subsurface inclusion revealed by metallographic examination of circumferential section of the largest cavity, was exhibited by the second bearing. It was concluded that the fracture of the cage was caused by overheating and misalignment caused excessive stressing of the bearing on the main shaft.

A ball bearing in a military jet engine sustained heavy damage and was analyzed to determine the cause. Almost all of the balls and a portion of the outer race were found to be flaking, but there were no signs of damage on the inner race and cage. Tests (chemistry, hardness, and microstructure) indicated that the bearing materials met the specification requirements. However, closer inspection revealed areas of discoloration, or nonuniform contact marks, on the ID surface of the inner ring. The unusual wear pattern suggested that the bearing was not properly mounted, thus subjecting it to uneven or eccentric loading. This explains the preferential nature of the flaking on the outer race and points to an assembly error as the root cause of failure.

An accidental overspeed condition during wind tunnel testing resulted in the destruction of a propeller rotor The occurrence was initially attributed to malfunction in the collective pitch control system. All fractured parts in the system were inspected. Highly suspect parts, including the pitch control thrust bearing set, head bolts, hub fork, and actuator rod end, were examined in more detail The thrust bearing set (52100 steel) was identified as the probable source of the uncommanded pitch angle change. A complete failure analysis of the bearing indicated that failure was precipitated by excessive heating, causing cage disintegration, plastic flow of the races and balls, and eventual separation of inner and outer races. It was recommended that the bearing set be resized to accommodate the large thrust as and that a thermocouple be added to monitor the condition of the bearing during testing.