Friction and wear are important when considering the operation and efficiency of components and mechanical systems. Among the different types and mechanisms of wear, adhesive wear is very serious. Adhesion results in a high coefficient of friction as well as in serious damage to the contacting surfaces. In extreme cases, it may lead to complete prevention of sliding; as such, adhesive wear represents one of the fundamental causes of failure for most metal sliding contacts, accounting for approximately 70% of typical component failures. This article discusses the mechanism and failure modes of adhesive wear including scoring, scuffing, seizure, and galling, and describes the processes involved in classic laboratory-type and standardized tests for the evaluation of adhesive wear. It includes information on standardized galling tests, twist compression, slider-on-flat-surface, load-scanning, and scratch tests. After a discussion on gear scuffing, information on the material-dependent adhesive wear and factors preventing adhesive wear is provided.

The silver layer on a thrust bearing face experienced electrostatic discharge attack (the bombardment of an in-line series of individual sparks onto the soft bearing face), which destroyed the integrity of the bearing surface. The electrical attack appeared as scratches to the naked eye. Macrophotography showed that the attack was more severe at one edge of each pad, resulting in deeper grooving and a buildup of deposits, mostly silver sulfides. Microstructural analysis of a cross section indicated that the interface between the silver overlay and the substrate (beryllium copper) was sound and free of voids and foreign material. Corrosion products contained a large quantity of sulfur. The probable cause of the attack was the presence of electrical current within the system, with sulfides a possible contributing factor. Elimination of residual magnetism and grounding of the rotating system at appropriate locations were recommended.

A section of type 304 stainless steel pipe from a stand by system used for emergency injection of cooling water to a nuclear reactor failed during precommissioning. Leaking occurred in only one spot. Liquid penetrant testing revealed a narrow circumferential crack. Metallographic examination of the cracked area indicated stress-corrosion cracking, which had originated at rusted areas that had formed on longitudinal scratch marks on the outer surface of the pipe. The material was free from sensitization, and there was no significant amount of cold work. It was recommended that the stainless steel be kept rust free.

In a copper hot water system, a bent pipe was soldered into a straight pipe with twice the diameter. The neighborhood of the soldered joint was covered with corrosion product predominantly blue-green in color, presumably carbonates. When these corrosion products were scratched off it was seen that the copper beneath this layer had not suffered noticeable attack. The object of the examination was the localized deep cavities located almost symmetrically to both sides of the inserted end of the narrower tube on the internal wall of the wider tube which had in one place been eaten right through. The symmetrical location on each side of the point of insertion of the narrower pipe and the localized sharp delineation of the attack indicated erosion due to the formation of turbulence. By avoiding sharp transitions and abrupt changes in cross section it is possible to design the pipe work so that localized turbulence is obviated. Degassing and cleansing of the water also would reduce the danger of erosion particularly in the case of softened water, which takes up oxygen and carbon dioxide very readily thus becoming particularly aggressive.

Over a period of 2 or 3 years, 40 to 50 premature failures of drawn high-tensile, pearlitic high-carbon (0.8 wt% C) steel wires used as cables for towing targets behind aircraft occurred. Six service failures were examined in detail. Four types of failure characteristics were noted. A close examination of wire that had been flown several times without failure was also made, and dynamic tests were conducted to investigate the fracture characteristics of wire subjected to dynamic loading. It was concluded that dynamic shock loading transmitted by the target during unsteady flight conditions was the major cause of failure. Recommendations emphasized the need for a suitable shock absorber to be fitted at the constant-tensioning device of the winch system.

This paper deals with disk drive failures that occur in the interface area between the head and disk. The failures often lead to the loss of stored data and are characterized by circumferential microscratches that are usually visible to the unaided eye. The recording media in disk drives consists of a metal, glass, ceramic, or plastic substrate coated with a magnetic material. Data errors are classified as ‘soft’ or ‘hard’ depending on their correctability. Examination has shown that hard errors are the result of an abrasive wear process that begins with contact between head and disk asperities. The contact generates debris that, as it accumulates, increases contact pressure between the read-write head and the surface of the disk. Under sufficient pressure, the magnetic coating material begins wearing away, resulting in data loss.

The shaft-and-bearing assembly in a freon compressor was subjected to severe pounding and vibration after six years of service. After about one year of service, the compressor had been shut down to replace a bearing seal. One month before the shaft failed, a second seal failure occurred, requiring the collar, spacer sleeve, seal, roller bearing, and lock washer to be replaced. The shaft was made of 4140 steel, heat treated to a hardness of 20 to 26 HRC. The seal, bearing, and lock washer were commercial components. Investigation (visual inspection, 4.5x images, x-ray diffraction, hardness testing, and microscopic exam) supported the conclusion that shaft failure was initiated by fretting between the bearing race and the bearing surface on the shaft because of improper bearing installation. Once clearance was established between the bearing and the shaft, the shaft began pounding on the inner bearing race, causing final failure of the shaft surface. Recommendations included proper fitting of the shaft and bearing race to preventing movement of the bearing on the shaft. Also, the lock washer and locknut must be installed properly.

Optical testing of plastics includes the characterization of materials and the analysis of optical components. If a material is tested for transmission, haze, yellowness, and refractive index, the knowledge of its optical properties is nearly complete. For optical components, surface irregularity, birefringence, and internal contamination must also be considered. These characteristics are a function of the material and the fabrication method. Gloss and color also are affected by the base material and measured as optical properties.

Wear, a form of surface deterioration, is a factor in a majority of component failures. This article is primarily concerned with abrasive wear mechanisms such as plastic deformation, cutting, and fragmentation which, at their core, stem from a difference in hardness between contacting surfaces. Adhesive wear, the type of wear that occurs between two mutually soluble materials, is also discussed, as is erosive wear, liquid impingement, and cavitation wear. The article also presents a procedure for failure analysis and provides a number of detailed examples, including jaw-type rock crusher wear, electronic circuit board drill wear, grinding plate wear failure analysis, impact wear of disk cutters, and identification of abrasive wear modes in martensitic steels.

Engineered components fail predominantly in four major ways: fracture, corrosion, wear, and undesirable deformation (i.e., distortion). Typical fracture mechanisms feature rapid crack growth by ductile or brittle cracking; more progressive (subcritical) forms involve crack growth by fatigue, creep, or environmentally-assisted cracking. Corrosion and wear are another form of progressive material alteration or removal that can lead to failure or obsolescence. This article primarily covers the topic of abrasive wear failures, covering the general classification of wear. It also discusses methods that may apply to any form of wear mechanism, because it is important to identify all mechanisms or combinations of wear mechanisms during failure analysis. The article concludes by presenting several examples of abrasive wear.

Large quantities of aluminum-clad spent nuclear materials have been in interim storage in the fuel storage basins at The Savannah River Site while awaiting processing since 1989. This extended storage as a result of a moratorium on processing resulted in corrosion of the aluminum clad. Examinations of this fuel and other data from a corrosion surveillance program in the water basins have provided basic insight into the corrosion process and have resulted in improvements in the storage facilities and basin operations. Since these improvements were implemented, there has been no new initiation of pitting observed since 1993. This paper describes the corrosion of spent fuel and the metallographic examination of Mark 31A target slugs removed from the K-basin storage pool after 5 years of storage. It discusses the SRS Corrosion Surveillance Program and the improvements made to the storage facilities which have mitigated new corrosion in the basins.

A Lynx helicopter from the Royal Netherlands Navy lost a rotor blade during preparation for take-off. The blade loss was due to failure of a rotor hub arm by fatigue. The arm was integral to the titanium alloy rotor hub. An extensive material based failure analysis covered the hub manufacture, service damage, and estimates of service stresses. There was no evidence for failure due to poor material properties. However, fractographic and fracture mechanics analyses of the service failure, a full scale test failure, and specimen test failures indicated that the service fatigue stress history could have been more severe than anticipated. This possibility was subsequently supported by a separate investigation of the assumed and actual fatigue loads and stresses.

A series of poppet-valve stems fabricated from 17-4 PH (AISI type 630) stainless steel failed prematurely in service during the development of a large combustion assembly. The poppet valves were part of a scavenging system that evacuated the assembly after each combustion cycle. The function of the valve is to open and close a port; thus, the valve is subjected to both impact and tensile loading. Analysis (visual inspection, hardness testing, and stress analysis) supported the conclusions that the valve stems were impact loaded to stresses in excess of their yield strength. That they failed in the threaded portion also suggests a stress-concentration effect. Recommendations included changing the material spec to a higher-strength material with greater impact strength. In this case, it was recommended that the stems, despite any possible design changes, be manufactured from an alloy such as PH 13-8Mo, which can be processed to a yield strength of 1379 MPa (200 ksi), with impact energies of the order of 81 J (60 ft·lbf) at room temperature.

After four months at a temperature of 400 to 5000 C, pipes at a gas generating plant were so heavily eroded they had to be replaced. Three sections of pipe, from different locations, were analyzed to determine whether mechanical wear or corrosion caused the damage. Samples of corrosion product from each pipe section were analyzed for carbon, sulfur, and iron and were found to consist mainly of iron sulfide mixed with soot and rust. The damage resulted from a high content of hydrogen sulfide in the gas (6% CO2, 20% CO, 8 to 12% H2, 0.5 to 1.5% CH4, remainder N2). To process the coal in question, the pipes material should be a heat-resistant steel that contains more chromium and has greater resistance to hydrogen sulfide.

A sprinkler head unit that was installed in a smoking lounge of a multi story office building in 1975 failed, causing substantial water damage. There was no fire in the building. A set of four sprinkler heads -- three that had been installed in 1975 (the failed unit, an unfailed unit from the same room, and an unfailed unit from another room) and an unused 1991 unit -- were examined. casting revealed no material defects or mechanical damage. Because of several environmental factors, it was suspected that the failed unit was exposed to temperatures much above the normal office environment. On this basis, it was concluded that creep of the solder alloy was the most probable cause of failure.