Diagnostic Engineering - No. 167 July/August 2009 downloads/167 ide-august-09_old.pdf · Diagnostic Engineering THE JOURNAL OF THE INSTITUTION OF DIAGNOSTIC ENGINEERS ISSN 0269-0225

Diagnostic EngineeringT H E J O U R N A L O F T H E I N S T I T U T I O N O F D I A G N O S T I C E N G I N E E R S

ISSN 0269-0225 No. 167 July/August 2009

T H E O F F I C I A L M E D I A P A R T N E R O F T H E I D E

Precision bearings onnuclear fusion equipment to be replaced after 25 yearssee page 8

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Diagnostic Engineeringis published by The Institution ofDiagnostic Engineers Registered Office16 Thistlewood RoadOutwood, WakefieldWest Yorkshire, WF1 3HHTel: 44 (0) 1924 821000Fax: 44 (0) 1924 821200E-mail: [email protected]: www.diagnosticengineers.org

President:Dr.David Adams PhD., MIPM(SA), FIDiagE

Chairman:Bill Parker, MIDiagE.

INSTITUTION OFFICERSTreasurer:Ing.P.Eur, Ray EldersPEng., FIDiagE. MIIE., AFA.Vice-Chairman:Steve Reed MIDGTE, MIDiagE.Company Secretary:Andy Garnor MIDiagE.Membership Selection Officer:Chris Gilbert MIDiagE., MIOA.Council Members:Jeff Casciani-Wood F.I.Diag.E.Malcolm Hedley-Saw F.I.Diag.E.

Articles, photographs, manuscripts andother contributions for publication to:The EditorDiagnostic EngineeringDFA Media LtdCape House, 60a Priory Road Tonbridge TN9 2BLor by e-mail:[email protected]

ISSN 0269-0225

Diagnostic Engineering is free ofcharge to members of the Institutionof Diagnostic Engineers. It is alsoavailable on subscription.For details contact Head Office.

The views expressed by contributors are their ownand are not necessarily those of the publishers, theeditor or the Council of Management of theInstitution of Diagnostic Engineers. Whilst everycare is taken to ensure that the contents of theJournal are accurate, we can accept noresponsibility for these, or for the effect of errorsor omission. Likewise, while every care is takenwhen accepting advertisements, we cannot acceptresponsibility for the contents of these or forunsatisfactory transactions. We will howeverinvestigate any complaints.

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EDITOR’S COMMENT

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Editor’s commentThe issue of counterfeit bearings cannot only have serious economic impacts but canhave extremely serious consequences for the companies that purchase them. In manyapplications the use of failure prone counterfeits can risk catastrophic consequences. The bearing is the heart of any machine and its failure can have a significant impact.

Recent discoveries in Europe have highlighted the growing nature of the counterfeitingproblem with over 3500 industrial accidents per year due to poor quality fake products.Bearings are safety-critical products, which must pass stringent industry standard

quality inspections before they can be introduced to the market. Counterfeit bearingsare, by definition, pretending to be something they’re not - they are unlikely to havebeen put through the rigorous testing of a quality manufacturing process - why would acounterfeit manufacturer take the same care? The danger is that as the quality is not asgood as the authentic product, failure is much more likely. Together with product failurecomes damage to the surrounding machinery and, potentially to the people using themachinery - none of this would meet product liability insurance claims, nor, of course,any claims for personal injury, which could be severe.In addition to the cost of the potential damage to plant and equipment is the loss of

production, which may result, and the significant cost this may have to the business. Allof which could have been avoided by purchasing a guaranteed quality, factory freshbearing from an authorised distributor.An example of the scale of the problem was highlighted by SKF. During April 2009

the SKF Group working in cooperation with the Czech police authorities made a raidand confiscated over 30 tons of counterfeit SKF bearings at a non-authorized dealer inthe North East region of the Czech Republic. In addition, products from other bearingmanufacturers were confiscated.This dealer had been purchasing these products from non-SKF sources and selling

them to both end-users and other dealers in the Czech Republic as well as othercountries, mainly in Europe.The manufacture and trade of counterfeit products is a growing global problem,

which increasingly affects all brands and all markets. Counterfeit bearing brands beingmanufactured and sold in the marketplace is not only illegal but also puts the endcustomer at a major risk since they purchase and use these products thinking that theyhave received genuine products. Tom Johnstone, president and CEO of AB SKF explained that combating counterfeit

bearings was not simply a case of protecting the company’s brand: “Our commitmentto fight both the manufacture of counterfeit products and the trade in them is not onlyabout protecting the SKF brand. It is also about protecting our customers and the publicfrom a potentially serious safety risk and from being cheated into paying for a genuineSKF product and being supplied a fake alternative.”The impact of using counterfeit products does not end in production-line

inconvenience and the related economic consequences. In many applications the useof failure prone counterfeit products can risk catastrophic consequences, as when aNorwegian aircraft crashed in 1989 killing all 55 passengers due to the use ofcounterfeit products.

Aaron BlutsteinEditor Diagnostic Engineering

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11. To promote the education and training of personswhether resident in the United Kingdom orelsewhere in all matters relating to diagnosticengineering and allied technologies.

12. To establish and maintain contacts with personsand/or organisation concerned with theemployment of diagnostic engineers andconsultants.

13. To arrange consortia of specialist diagnosticengineers to perform specificadvisory/consultancy projects as required.

14. To develop the science, practice and business ofdiagnostic engineering and allied technologies.

15. To encourage and improve the technical,financial, business, managerial and generalknowledge of all persons engaged in the practiceof fault and failure diagnosis, conditionmonitoring, post-mortem examination,accidentinvestigation and allied activities.

16. To compile and classify information andparticulars relating to the expert servicesrendered by members of the Institution.

17. To disseminate information and particularsrelating to the expert services rendered bymembers of the Institution.

18. To stimulate efficiency in diagnosis and to elevatethe position of those connected therewith inskilled practical employment.

19. To foster intelligent appreciation of the facilitiesexisting for the provision of education andresearch.

10. To facilitate the exchange of information, ideasand practice by the publishing of suchinformation as shall be of interest to diagnosticengineers.

11. To render advice and aid in the exploitation ofinventions and to make known their nature andmerits.

12. To assist in obtaining employment and to helpengineers and others to find competent staff.

Definition

A ‘Diagnostic Engineer’ shall be any person capableof contribution to the art or science of determiningthe existence of a problem in a machine, plant,system or structure and/or appraising the cause(s) ofa failure which may have taken place and/orassessing the condition or vulnerability of suchmachine, plant, system or structure either during useor while under development.

Interpretation

It is accepted that through a diagnostic capability or aspecial knowledge of a failure and deteriorationmodes, reliabilities and hazards a person will be ableto contribute to a satisfactory assessment of thecauses of a defect and able to contribute to theidentification of remedial action to cure the defectand prevent failure.

Motivation

Employers are invited to recognise that persons whohave joined have shown distinguished interest indeveloping and extending their technical skill.

Rewards

Prizes up to £500 in value are offered annually forthe best brief accounts of interesting diagnosticcases.

Activities

The Institution shall arrange and subsidise:

� Regular Newsletters to members

� Regular notices of services available from memberswill be (distributed free of charge to members) tointerested parties. These notices will also bedisplayed at times on the Institution’s web page.

Certificate

A Membership Certificate is issued to all members.

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THE OBJECTIVES OF THE INSTITUTION

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Editor: Aaron Blutstein BA (Hons) MIDiagETel: (01732) 370340e-mail: [email protected]

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Editor’s commentPAGE 2

Institution of DiagnosticEngineers CodePAGE 4

NewsPAGE 6

FeatureAdhesivesEscaping compressed air generates unnecessaryexpense - yet is easy remedied. DiagnosticEngineering spoke to Colin Chapman of Henkel,maker of Loctite products, who reveals the benefitsand performance of threadsealers working underpressure.

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Industry productsDiagnostic Engineering’s regular products andservices round-up.

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Member contributionsIt is a well documented fact that try as we might, weall make mistakes - that is the human condition. If weare wise, we learn from these mistakes and call itexperience. If we are smart, we do not make thesame mistake twice. Some cynics say that experiencealways come too late - after the event. DouglasWragg FIDiagE reports.

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Annual General MeetingPAGE 16

Membership application formPAGE 17

Directory

Inside this issue:July/August 2009

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COVER STORY PAGE 8

CONTENTS

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NEWS

Excellence in engineering at Formula Student 2009

Asset management conference

Helping to promote careers andexcellence in engineering, Autodesk, Inc.,a leader in 2D and 3D design andengineering software has sponsoredFormula Student 2009, the largeststudent motorsport event in Europe(Silverstone, UK, 16-19 July 2009).This year’s race featured some of the

best engineering students across theworld competing in a single- seater carthat was designed and built from scratch.In all, it involved 105 universities from 23countries, competing across five differentracing categories.Established in the UK in 1998 and run

by the Institution of Mechanical Engineers(IMechE), in partnership with various wellknown companies in the industry,Formula Student provides students with areal-life exercise in design, manufactureand the business elements of automotiveengineering. It teaches them all aboutteam working, under pressure and totight timescales, and contributes to thedevelopment of highly-talented youngengineers.

Ross Brawn, principal of Formula Oneteam, Brawn GP and Formula Studentpatron, said: “Formula Student is doingan excellent job of encouraging youngpeople’s interest in engineering and I amdelighted to be a patron.”

“Participation requires students to

develop a rounded set of skills which willhelp them overcome the challenges theywill meet when they leave university,”Brawn added. “They have to start with aconcept, put a team together, work as agroup and follow the project through tothe point of actually using their finaldesign and product.

“Motorsport is a highly competitiveenvironment where practical experiencereally can make a candidate looking fortheir first job stand out from the pack,” hecontinued. “That’s where FormulaStudent can have a crucial role to play. Tostay ahead of the competition in FormulaOne, you need to be skilled atcontinuously changing and evolving yourtechnologies and engineering processes.I can see that same desire to experimentand innovate in order to come out on top

is also there in the talented and skilledyoung engineers working for the FormulaStudent teams.”Paolo Zambon, Autodesk EMEA

education marketing manager,commented: “As a leader in designinnovation software and technologies,Autodesk is proud to support youngengineering talent both through itssponsorship of Formula Student and itsprovision of free software, supportservices and specialised trainingresources to participants.”He added: “Formula Student is a

fantastic career opportunity that allowsstudents to combine first-class hands-onpractical experience with academic studyand equips them with a range of skillsthey can use to drive innovationthroughout their future careers.”

NOTICE OF ANNUAL GENERAL MEETINGNOTICE is hereby given that the Annual GeneralMeeting of the Society of Diagnostic Engineerswill be held at National Coal Mining Museum

Caphouse Colliery, New Road, Overton,Wakefield, West Yorkshire WF4 4RH on Friday

2nd of October 2009 at 10.30 a.m. Please turn to the AGM pages in this issue for

further information.

T. A. Cook Conferences is organising theseventh World Class Asset Managementwith SAP Conference, at the Crowne PlazaHotel, Birmingham City Centre betweenthe 28th & 30th September, 2009. The organisers state the event will providethe most up-to-date news, tools, tips andinvaluable information from some of theworld’s leading experts on the SAP solu-tions for technical asset management.The conference will highlight:� Hear how different organizations useSAP as a critical driver to increase mar-ket competitiveness – and compareyour own company’s performance withthe ASUG benchmark group

� Gain a solid understanding of the func-tionality of the SAP PM/EAM solution

� Find out how to get the best value from

your SAP investment� Learn what mobility can do for your SAPEAM deployment (MAM)

� Exploit the full potential of SAP ERP tomonitor, control and improve mainte-nance operations

� Determine how SAP can be used toreinforce your maintenance strategy

� Hear how you can develop a long-termand sustainable strategy for mainte-nance

� Understand how to use the SAP solutionto gain transparency of budgeting sce-narios and cost comparisons withinmaintenance

� Learn about the new and enhancedfunctionality of SAP EAM

� Get to grips with the latest planning andscheduling tools available

To register or for further informationplease visit the conference webpage at:www.tacook.co.uk/wcam09

This year’s racefeatured some of thebest engineeringstudents across theworld competing in asingle- seater car thatwas designed andbuilt from scratch

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NEWS

Academic combines art with engineering

VIPs to debate road ahead at SPE Offshore Europe

A University of York academic combinedart with engineering when he gave alecture on the Fourth Plinth in TrafalgarSquare recently. Professor John Robinsonwas selected to occupy the Fourth Plinthfor an hour as part of artist AnthonyGormley’s One & Other project.

He used his 60 minutes at the heart ofone of the busiest places in the nation’scapital to share his enthusiasm forengineering and show some of ways it ischanging our world, as well as flagging upthe Engineering the Future Partnership,which aims to place engineering at theheart of Government in order to place andkeep the UK at the forefront of globalinnovation.

Professor Robinson, head of theDepartment of Electronics, said: “It isimportant that academics take everyopportunity to engage with the public,explain the research we do and how it cansolve the problems we face.

“I hope the lecture was informative butentertaining too. I am used to standing upand talking in front of large groups of

people but not in such an unusual andchallenging venue. One & Other is a greatopportunity to be part of a unique projectwhile doing something I really enjoy andam passionate about.”

Paul Jackson, chief executive of theEngineering and Technology Board(ETB),said: “The ETB is delighted that ProfessorRobinson seized this opportunity topromote the vital role that engineering hasto play in meeting global challenges, aswell highlighting the vast and inspiringarray of careers and opportunities it has tooffer.”

The lecture looked at how we go aboutchoosing the best solution from a range ofanswers, a process known as optimisation.It included examples from across electronicengineering, with brief excursions intoother disciplines including psychology,music and art, and a focus on ProfessorRobinson’s specialist area of imageanalysis.

Professor Robinson took his place onthe Fourth Plinth at 7am on Tuesday 4August.

Professor John Robinson was selected to occupy the Fourth Plinth foran hour as part of artist Anthony Gormley’s One & Other project

Offshore industry leaders need to makecrucial strategic choices immediately sothat the upstream sector is preparedstructurally and technically for the future,according to the chairman of SPEOffshore Europe.

Thomas Thune Andersen, who is alsochief executive officer of international oiland gas company Maersk Oil, is chairingthe 2009 conference and exhibition inAberdeen in September (8-11), with theevent to take place at a time when hesays its topics have global relevance. Theconference theme this year is ‘Energy AtA Crossroads: Making Choices’, and someof the E&P industry’s leading strategicthinkers have been confirmed to joinAndersen to discuss and debate thechoices and decisions that lie on the roadahead.

Participating in this year’s free-to-attendconference will be industry luminariessuch as Total’s chief executive officer,Christophe de Margerie; GuilhermeEstrella, E&P director at Petrobras; andAndrew Gould, president ofSchlumberger. They will be joined byothers including Connie Hedegaard,Denmark’s Minister of Climate andEnergy; Ayman Asfari, CEO of Petrofac;and Lord Browne, the former BP chief

executive.Looking back in three to five years

time, Andersen said this would be seenas the time when the necessary structuralchanges took place: “There is a wholenew dynamic around access to resourcesin far away places, innovation and new

partnerships, and what is happening tothe climate. And we cannot turn a blindeye to the fact that there is a very seriousfinancial and economic crisis out there.But the oil industry is one where projectscan take 10-15 years to develop.” Headded that one of the lessons learnt fromprevious downturns has been the needto make sure that the industry’s corecompetencies and skills are protected.

There are four main sub-themes at the2009 event, focusing on climate andenergy, industry operating models,breakthrough technologies, and peopleissues. Panel sessions will focus on thefollowing subjects: ‘Towards A LowCarbon Future’; ‘Nurturing and ManagingTalent in a Global Industry’, ‘OperatingModels - Oil Company of the Future?;‘From Bright Ideas to Implementation’;and ‘The Next Trillion Barrels’.

These discussions will be enhanced bya detailed technical programme includingsessions on facilities and infrastructure,well technology, reservoir management,health safety and environment,exploration, and low carbon technologies.

Full details of the plenary and technicalsessions can be viewed in theconference pages at www.offshore-europe.co.uk

Offshore Europetakes place inAberdeen betweenSeptember 8-11

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Alongside the output of the local radiostation and the movement of fork lifttrucks, the hissing of escapingcompressed air is a familiar sound inmany factories and workshops.

And although compressed air is anessential and convenient resource - it isalso expensive to produce. Indeed,compressed air can cost more than tentimes the equivalent quantity ofelectrical energy. So, with that kind ofexpenditure in mind, compressed air isobviously a commodity that shouldnever be wasted.

Calculations have revealed that a1mm diameter hole in a system at 7bar will lose about 1.2 litres per secondcosting £100 per year. Even a 0.5mmhole would have an annual cost ofaround £25. While it is unlikely therewill be holes in the pipework it doesgives an indication of the cost of leakingthreaded fittings. Just how many leakscould exist in a typical factory with

anaerobic. This means they hardenbetween metal surfaces in the absenceof air. The product is applied to thethreads to be sealed, then as thethreads of the mating parts are screwedtogether, air is excluded from the jointand the curing process begins.

Because the adhesive hardens to atough plastic, it also locks the joint inplace and withstands even the mostvigorous vibration. Despite this secureseal, most anaerobics can be readilydisassembled for routine maintenancejobs.

In addition, the complete sealprevents corrosion migrating into thejoint - again making dismantling, whenrequired, very easy. What’s more, thereis no damage to the threads in theprocess.

Demanding testIn order to test the instant sealingability of the product, Colin Chapman

hundreds of pipe joints. Those arestatistics that should concern us all.

Yet for the price of a threadsealant -whether liquid, semi-solid or a cord -that cost can be avoided. Let’s look ateach technology in turn.

Overcoming traditional problemsLiquid threadsealing adhesivesovercome many of the problemsassociated with traditional ways of pipesealing. PTFE tape, for instance, iseffective, but it does present someproblems. If the tape shreds there is adanger that control valves can becomeclogged. And that could provedisastrous. Tape is also not very good atresisting high levels of vibration, and it issometimes necessary to over tighten thejoint in order to align elbows and fittings.And pastes can creep and shrink.Sealants do away with all thesedifficulties.

Threadsealing adhesives are

An anerobicthreadsealant willensure that threadedparts will not leakand causecompressed air to belost

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Leaks cost money

ADHESIVES

Escaping compressed air generates unnecessary expense - yet is easy remedied.

Diagnostic Engineering spoke to Colin Chapman of Henkel, maker of Loctite products, who

reveals the benefits and performance of threadsealers working under pressure.

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ADHESIVES

of Henkel says the company carriedout a laboratory trial in which a 1/4”BSP taper to parallel fitting was coatedwith one of its most popular grades ofthreadsealer - Loctite 577: “The fittingwas immediately plunged into waterand tested for five minutes under apneumatic pressure of 29 bar. Noleak was observed.“The assembly was then allowed to

cure under ambient conditions, andretested. Again, there were no leaks. In another test - for a different

customer - hydraulic pressures inexcess of 1200 bar were generated -and still no leaks.”

Different materialsStainless steel is popular amongengineers - yet assembling thematerial to stainless steel threadedfittings means that galling can occur.To overcome that problem, specificgrades of anaerobic threadsealerscontain a built-in lubricant thateliminates this problem and meansthe fittings have minimal chance ofbeing damaged.Of course, anaerobic threadsealers

can be used for more than justsystems carrying compressed air.Once they are cured, these sealants

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resist water, most industrial liquidsand gases.

Give it some stickAs well as liquid threadsealers,Chapman says Henkel also producesa threadsealing ‘stick’: “Inappearance, this looks very much likea Pritt stick (another Henkel product),but the adhesive is similar chemicallyand just as reliable as a threadsealantavailable in a bottle. “It is simply a case of twisting the

base of the container and theadhesive appears at the other end -and because of the thick consistencyit will not drip when applied to verticalor overhanging threads. In addition,the threadsealing stick is small enoughto carry in a pocket.”

Cords, tooAnother development that will helpprevent the hissing loss ofcompressed air is Sealing Cords. ThisHenkel invention involves the thinfibres of the cord being wound aroundthe male threads of the pipe for therecommended number of turns andthen cut using the sharp in-built edgeof the cord’s container. That’s allthere is to it - and the joint is sealed

in seconds. If the fittings don’t line up and need

to be adjusted, then the joint can bereadily backed off without any fear ofleakage. What’s more, the fibres willnot tear or shred to cause blockage.Loctite’s sealing cord can be used

on cast iron, steel, brass, copper,chrome, nickel-plated and galvanisedsurfaces, stainless steel and plastic.And although not directly relevant tothe matter of escaping air, it’s worthnoting that the unique properties ofthis sealing cord have beenrecognised through CORGICertification approval. In fact, this isthe first threadsealing product toachieve this approval status.

Halt the hissingLeaks need not be a noisy fact of life.Escaping compressed air is expensiveand a waste of energy. And anythingthat saves money and energy must bea good thing.Fortunately, that familiar hissing can

be eliminated - thanks to the variousthreadsealing technologies that arenow available.

For further information pleasevisit: www.loctite.co.uk

Plasma spray coating specialist Zircotechas developed what is believed to bethe first-ever flexible ceramic heat shieldmaterial. The firm’s new ZircoFlexproduct is to be supplied in a roll, and isset to change the use of ceramicmaterials for heat protection in a widerange of automotive, aerospace andindustrial applications.Zircotec’s plasma sprayed

ThermoHold based coatings arealready used for the protection ofmetallic and composite components inan increasing number of applications.Applied to the material surface in alightweight layer, Zircotec’s engineeredcoatings can reduce surfacetemperatures by up 33%. A limitationof the process has, until now, been theneed to treat parts directly using14000ºK plasma sprays.“ZircoFlex has the potential to

transform the use of ceramic heatprotection”, says Zircotec sales directorPeter Whyman. “For the first time thesecoatings can be installed in-line to partsand assemblies during manufacture,even in high volume applications,without disrupting production flow. Thepotential in maintenance andaftermarket applications is huge too.Users can now upgrade parts withZircotec ceramic protection withoutneeding to dismantle or decommissiontheir equipment.”Zircotec has developed a new

technology that allows its coatings to besupplied as a thin aluminium backedfoil. The new material, for which apatent has been applied, is lightweightat only 460g/m2 and only 0.25mmthick. ZircoFlex foil is however robustand easy to handle. It can be cut andinstalled by hand or machine, and is

easily fixed in place using mechanicalfasteners or high temperature adhesives,allowing it to be integrated directly intoconventional production or maintenanceoperations.Early applications for ZircoFlex foil are

expected to come from the automotiveindustry, where the foil can be used toprotect sensitive components from heatin increasingly crowded engine bays.Zircotec also reports considerableinterest from the motorsport sectorwhere the foil is in demand as a rapidsolution to thermal protection problems.The company is continuing its researchinto flexible ceramic coatings and hasplans to produce an expanded range ofZircoFlex foils using a range ofalternative substrates.

For further information please visit:www.zircotec.com

INDUSTRY PRODUCTS

New flexible ceramic material deliverslightweight heat protection & savings

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Deep groove ball bearings are about tobe replaced on critical diagnosticsequipment at the world’s largest nuclearfusion centre based in Culham,Oxfordshire. The bearings have beenrunning for 16 hours a day for morethan 25 years without any cleaning orre-lubrication.EFDA-JET (www.jet.efda.org) is

currently the largest nuclear fusionresearch facility in the world. Situated atthe Culham Science Centre inOxfordshire, JET (Joint European Torus)is used collectively by EURATOMAssociations from more than 20European countries. The JET device iscurrently the world’s largest Tokamaknuclear fusion machine. JET’s featuresenable the facility to investigate nuclearfusion’s potential as a safe, clean, andvirtually limitless energy source forfuture generations.The JET facilities include plasma-

heating systems capable of delivering upto 30MW of power, an Active GasHandling System and a BerylliumHandling Facility providing JET with aunique Tritium and Beryllium capability,respectively.JET’s diagnostics team uses a vast

array of sensors and other diagnosticsystems to constantly monitor themachine. One critical diagnostic is theFar Infrared (FIR) interferometer usedfor measuring plasma density. This isachieved by sending FIR laser beamsthrough very hot plasma ofapproximately 100 million degreesCelsius. The JET interferometer is a verylarge diagnostics system that containsthousands of optical elements. Thesystem has an 80-metre long opticalpath and a large optical tower thatweighs around 70 tonnes and is 15m inheight.In total, six deep groove ball bearings,

supplied by The Barden Corporation(UK) Ltd, are being used on threediffraction grating wheel assemblies thatare critical components of the FIRinterferometer. These are used tomodulate the FIR laser beams prior to

contacting shields or closures retained inthe outer ring, which help retain thelubrication.Mark Pritchard, senior product

engineer at Barden Corporation (UK)Ltd, explains: “The bearing cages are ofa two-piece design, machined fromcylindrical segments of phenolic andarmoured with aluminium side plates,secured with rivets. The bearings wereconstructed with double shields,ensuring lubrication retention andprevention of contamination ingress.“Although the bearings are from our

standard catalogue range, all Bardenbearings are manufactured to superprecision standards. In that sense, it isnot surprising to discover an applicationin which the bearings have greatlyexceeded their expected operating life.However, operating for 25 years in sucha critical environment is impressive andserves to illustrate the high reliability thatour bearings provide.”

For further information please visit:www.bardenbearings.co.uk

being combined at the cryogenicdetectors (lnSb Liquid Helium cooleddetectors).Four of these bearings (i.e. two

grating wheel assemblies) have beenrunning for more than 25 years, with theother two bearings operating on anothergrating wheel since 1992.The fast-rotating diffraction grating

wheels are made of aluminium withmicron-sized grooves on their topsurface. Each wheel is around 13cm indiameter and 3,600 grooves, with thefacets around 100 microns in size. Thegrating wheel assembly has a shaft withtwo wheels of the same weight (around500g) that rotates at 1,800 rpm for 16hours a day. The system is driven by abelt pulley system and brushless DCmotor, which minimise system vibrationdown to micron levels.Dr Alexandru Boboc, senior

researcher at EFDA-JET comments: “Thebearings are absolutely critical as theyare part of one of the two essentialdiagnostics on JET. If a single bearingfails, the experimental programme ofthe JET machine would have to bestopped and we would incur costs ofseveral hundred thousand pounds perday. That is without causing frustration tomy colleagues all over the world thathad to prepare the experiments for thatparticular day, months in advance.”The grating wheel assemblies are

positioned on an enclosed optical tablein a very dry atmosphere (-50ºCDewpoint as in the Antarctica) as theFIR beam is absorbed if the air is humid.The wheels run from 4.30am until10.30pm each working day during JEToperation.The bearings originally supplied to

EFDA-JET were manufactured atBarden’s plant in Danbury, USA. Thebearings had steel balls and weregreased for life. The bore size of thebearing was 20mm, with an outsidediameter of 42mm and a width of12mm. The bearings were supplied witha two-piece, fibre-reinforced phenolic-aluminium cage and two, non-

1 8 Diagnostic Engineering July/August 2009 www.diagnosticengineers.org

Precision bearings on nuclear fusion equipment to be replaced after 25 years

COVER STORY

Precision deep groove ball bearings from the Barden Corporation have been operating

continuously for more than 25 years on critical nuclear fusion diagnostics equipment at the

world’s largest nuclear fusion facility. DE reports.

08_IDE_0809:Layout 1 12/08/2009 12:53 Page 8

longer machine life, and lowermaintenance costs. Vibration data from the CSI 9210

allows users to accurately pinpointpotentially damaging conditions suchas imbalance, looseness, bearingdegradation, motor overloading, andpump cavitation. PlantWeb alerts andrecommended actions arecommunicated to process automationsystems and AMS Suite predictivemaintenance software through theFOUNDATION fieldbus protocol, givingusers real-time access to the truecondition of their rotating assets.

Predictive diagnostics in AMS Suitegive vibration analysts a real-time viewof the same machinery healthinformation that plant operators see.Additional alert detail can be accesseddirectly in the field through theportable CSI 2130 Machinery HealthAnalyser. With detailed diagnosticsavailable from the CSI 9210, vibrationanalysts can perform troubleshootingand root cause analysis for best costmaintenance.

For further information pleasevisit: www.emersonprocess.com

The latest Fluke 225C(200MHz, 2.5GS/s)

Emerson ProcessManagement hasextended the monitoringcapabilities of its CSI 9210Machinery HealthTransmitter

www.diagnosticengineers.org 00Diagnostic Engineering July/August 2009 9

INDUSTRY PRODUCTS

Handheld scope trade-in offers

Extension of machinery health transmittersEmerson Process Management hasextended the monitoring capabilities ofits CSI 9210 Machinery HealthTransmitter. The CSI 9210, whichmonitors vibration, temperature, andspeed on machine trains, can now beapplied to all types of plant and millrotating machinery, including motors,fans, cooling tower fans, pumps, andcompressors. A component ofPlantWeb digital plant architecture, thesmart transmitter analyses the healthof mechanical equipment throughpredictive diagnostics to improve plantavailability and performance. Condition monitoring diagnostics

from the CSI 9210 give plantpersonnel a better understanding ofequipment health and developingissues. This knowledge empowerspredictive maintenance practices,resulting in less equipment downtime,

Fluke, the global leader in handheldelectronic test and measurementequipment, is offering a choice from along line of Fluke products to the valueof 35% of the list price of a handheldScopeMeter when trading in an oldbattery operated, portable oscilloscopeagainst the purchase of a new FlukeScopeMeter. The wide range of ruggedFluke ScopeMeters offer high-endperformance with bandwidths from20MHz up to 200MHz and samplerates up to 2.5GS/s. Connect-and-Viewtriggering provides an immediate, stabledisplay for rapid fault finding. Models arealso available with an Industrial BusHealth Test capability. The trade-in offeris valid for orders placed up to 30thSeptember 2009, units to be traded incan be either the old Fluke 90 SeriesScopeMeters or the Tektronix THSHandheld units.

The latest range of Fluke handheldScopeMeters is the ideal replacementfor ageing Tektronix THS handheldscopes and old Fluke 90 Series

ScopeMeters. Fluke now offers severalseries of ScopeMeters, all with a 600VCAT III safety rating. The 120 IndustrialSeries are black-and-white, dual inputoscilloscopes which offer 20MHz or40MHz bandwidth, a true-rmsmultimeter capability and ‘paperless’data recording - the 125 model offersan Industrial Bus Health Checkfunctionality that verifies electricalsignal quality on all the major industrialbuses. For more demandingapplications, the 190 Series offerbandwidths of 60, 100 or 200MHz.The latest Fluke 225C (200MHz,2.5GS/s) and Fluke 215C (100MHz,1GS/s) offer the Industrial Bus HealthTest capability along with all thefeatures of the 199C and 196C ColourScopeMeters, making theseinstruments the signal analysis tool ofchoice for engineers working onelectronic and electrical systems.

For further information please visit:www.fluke.co.uk/90_tradein

Industry Products pages:Layout 1 12/08/2009 12:11 Page 9

It is not the making of the mistakethat is important, it is the manner andtimeliness with which it is rectified.

As this case shows, it also veryimportant to know where the root ofthe problem lies, by asking searchingquestions, and thus avoiding timeconsuming and expensive mistakes.

Springforth Engineering were askedto provide a new or reconditionedengine to Mammoth Rocks for a truckwhich worked in a quarry haulingstone from the working face to acollection point at the far end of thequarry.

This they did, taking the old engine inpart exchange for re-conditioning.

When they dismantled the old engine,they found that cylinder block and thecrankshaft were beyond reclamation.

This prompted a certain amount ofdiscussion between the two companies,and eventually it was agreed that asurcharge was justified. All well andgood - so far.

The new engine had not long been inservice, when problems arose and theengine was returned to SpringforthEngineering. When they dismantled theengine for examination they found thatthe main bearing shells had rotated intheir housings and “welded” themselvesto the crankshaft journals.

They were mystified as to why thisshould be, but, nothing daunted, theyre-built the engine at their own expenseand shipped back to Mammoth Rocks. Ithink that they put it down to “one ofthose things”.

Sod’s Law states that mistakes willnever be cheap or convenient - and asall engineers know, Sod’s Law neverfails!

Springforth Engineering thought thatthey had heard the last of this particularengine, and that they could concentratetheir efforts on more profitablepastimes. How wrong can you be?

A matter of a few weeks later, theyhad a call from Mammoth Rock sayingthat the engine was now making a“knocking” noise, and would they sendone of their fitters to investigate. Well,

of impact with the blades.Moving to the inlet and exhaust

manifolds, these too had bits of moltenpiston in them, so what on earth hadbeen going on inside the engine?

Part of the story, although not thecause of the problem, became apparentwhen the oil was drained - there isnothing quite like a 50/50 mix of oiland coolant to indicate what washappening internally.

Once the sump had been removed, acareful check was made of the mainand big-end bearings - these were fineand without any damage, showing thatthe lubrication of them had not beenimpaired, and therefore they were notthe root cause of the problem.

It also indicated that whatever hadhappened to cause the catastrophicfailure was an episode of very shortduration.

The next question to be addressedwas how did the coolant manage toarrive in the sump? The answer wassoon evident when the cylinder headand pistons were removed.

you can imagine the consternation thatensued in the Springforth camp.

A fitter was indeed dispatched, andwhilst he was on his was to MammothRocks he received a call saying that theengine had now “seized” up.

It would appear that even after theengine started to knock, somebody atMammoth Rocks continued to drive thetruck!

Once again, the engine travelled fromMammoth Rocks to SpringforthEngineering, only this time I was thereeagerly awaiting its arrival.

Systematically we dismantled theengine, recording and photographing allof the available evidence.

The list of problems was not endless,but it did seem like it at the time.

The turbocharger has seized on itsbearings, and the compressor bladeslooked as though they have beensandblasted, and a number of them hadbeen significantly bent and distorted.The turbine blades were spattered withbits of piston material, which looked asthough it had been molten at the time

1 10 Diagnostic Engineering July/August 2009 www.diagnosticengineers.org

Learn from your mistakes

MEMBER CONTRIBUTIONS

It is a well documented fact that try as we might, we all make mistakes - that is the human

condition. If we are wise, we learn from these mistakes and call it experience. If we are

smart, we do not make the same mistake twice. Some cynics say that experience always

come too late - after the event. Douglas Wragg FIDiagE reports.

Members Contributions 10-12:Layout 1 12/08/2009 12:12 Page 10

MEMBER CONTRIBUTIONS

www.diagnosticengineers.org 00Diagnostic Engineering July/August 2009 11 0

was perished and cracked, and, as youmight imagine, covered with rock dust.

Just being curious, I took off the topof the air filter housing, and lo andbehold, there was no filter element init!!

So, the root cause was unfiltered aircontaining a lot of abrasive particles,which had wrecked the original engineand the replacement engine and haddone a power of no good to engineNo.3.

The sequence of failure would havebeen roughly as follows, thecontaminated air would have damagedthe compressor blades - hence thesandblasted appearance.

Likewise, there would have beenscoring and friction between the pistonrings and skirts against the cylinderbores.

As a result the operating temperaturewould have started to rise, giving way tomore friction. At some point theturbocharger would ceased to functionand the power output of the enginewould have been significantly reduced.In order to make the vehicle haul itsload, the driver would have had to usemore throttle, which in turn would haveraised to operating temperature even

The No.6 cylinder wall was cracked -the “hotter” end of the engine. Followingthat No.5 cylinder wall had cracked. Thiswould probably have a counted for thereported “seizure” of the engine, aswhen the coolant entered the cylinders;the pistons may well have gone in to“hydraulic lock” and stopped the engine.

The No. 5 and 6 pistons had partiallyseized on the cylinder walls, and it wasevident that something had occurredwhich had caused this engine tooverheat in the grand style.

One thing that would have been(should have been) obvious to thedriver was that when the turbochargerfailed there would have been a verynoticeable reduction in power from theengine.

However, the root cause of the failuredoes not lie there and it has to bediscovered what the problem is.

Although Mammoth Rocks was somedistance away from SpringforthEngineering, it was decided that a sitevisit had to be worthwhile, so off wewent.

A quick inspection of the vehiclerevealed the true cause of the problem.

Most of the air trunking from the airfilter housing to the compressor inlet

higher, until the point where somethinghad to give, and in this case it was theNo.6 cylinder wall. After that all hellbroke loose and the engine came to ashuddering halt.

The reported knocking noise couldhave been as a result of the increasedoperating temperature, or, indeed, whenthe coolant first started to enter thecylinder.

To continue driving the vehicle was anact of foolhardiness on the part of thedriver. All of this was pointed out toMammoth Rocks by SpringforthEngineering, and a “firm and frank”exchange of views ensued, bordering ona “robust” discussion - not my concern,fortunately.

Certainly, whoever had beenresponsible for carrying out themaintenance of the truck should havebeen taken out and shot - twice;however, there is a lesson forSpringforth here.

They never asked the question whenthey received the original engine “whydid it fail?”

If they had, they could, and would,have saved themselves of lot of trouble,heartache, time and expense repairingan engine at their own expense.

8-10 June 2010NEC, Birmingham

THE

INST

ITU

TION OF DIAGNOSTIC

EN

GIN

EE

RS

www.pwe2010.com

Supported byThe Institution of Diagnostic Engineers

Roberto Tondina on +44 (0)1732 [email protected]

Sarah Galbraith on +44 (0)1732 [email protected]

CONTACT:

� � � � �� �� �� �

Members Contributions 10-12:Layout 1 12/08/2009 12:12 Page 11

LETTER TO THE EDITOR

1 12 Diagnostic Engineering July/August 2009 www.diagnosticengineers.org

A riveting questionDear Sir,I found Malcolm Hedley-Saw’s

Riveting Thoughts! concerning the failureof Titanic’s plating in DiagnosticEngineering of May/June 2009 bothinteresting and informative; written withgreat fervour and enthusiasm.To complement Malcolm’s very

detailed descriptions, may I offer what Iconsider a simpler explanation on thenature of rivets, which I’m sure themembership will be familiar with,although I can claim no expertise ordegree of specialisation in this subject?There are two physical properties to

consider when dealing with metals:(ii) Strength- the ability of a material

to withstand heavy loads or forceswithout fracture (the opposite ofstrength is weakness).

(ii) Toughness- the ability of amaterial to withstand repeatedlyapplied shock loads or impactloads without fracture (theopposite of toughness we shallcall brittleness).

At this stage I will eliminate poorworkmanship as I believe the riveterswould be more concerned with theshape form and soundness of thecompleted rivet which may later havebeen followed by inspection. Thetraditional choice as rivets as a fastenerin shipbuilding was made because theywere stronger in a shear mode than intension or tensile mode, to prevent theplates pulling apart. Like Malcolm I have never heard of

‘cold riveting’ and I don’t know what itis! The wrought iron rivets were put

through the lined-up holes in the platewhilst red hot, so that they would bemalleable during the riveting process.Once they cooled after shaping, theywould contract and clench the platestogether, so they would always be insome degree of tension. After this thejoggled plates would be caulked.Forensic and metallurgical examinationof rivets recovered from the Titanic hasrevealed that the wrought iron materialcontained some impurities in the formof compounds and slag impurities in thewrought iron process. These had theeffect of producing voids or minutebubbles which reduced the strength ofthe metal in both tension and shear.Also, prolonged exposure to very lowtemperature reduced the metal’stoughness, which may have led to a

condition known as ‘brittle fracture’which can occur if the material isimpacted. As Malcolm indicated, thegash on the Titanic’s hull was of anintermittent nature, originating, it isbelieved, from an underwater ‘spur’ ofthe iceberg which ‘pecked’ or bumpedthe plates as the ship travelled along theiceberg.Three factors thus contributed to

cause these rivets to fail. These were:(iii) They were being impacted or

bumped in tension (or in theirtensile mode) and wereeffectively pulled apart, theirtensile strength being the lesserresistance to force. (Popping?)

(iii) The impurities in the wrought irongreatly reduced their strength andtoughness.

(iii) The ‘brittle fracture’ effect.The caulking would fail and the plates

in way of these failed rivets wouldbuckle and bend (similar to the ‘peel’

mode Malcolm mentioned), therebywidening the gash and allowing ingressof the sea at a rate of 400 tons aminute. I am of the opinion that the Titanic’s

huge Scotch boilers breaking from theirmountings during the foundering islargely an urban myth, as subsequentdives on the wreck have not indicatedsuch.As I have said, I claim no expertise in

the subjects of riveting or metallurgy, butlike Malcolm I have an engineeringbackground. I served my marineengineering apprenticeship with ShawSavill & Albion, the shipping companywhich ran a joint service to New Zealandwith White Star from 1884 to 1934, andwhich later adopted White Starnomenclature. Later, I qualified in NavalArchitecture & Shipbuilding atPortsmouth Polytechnic (now theUniversity of Portsmouth, if you please!)

Richard de Kerbrech FIDiagE

Members Contributions 10-12:Layout 1 12/08/2009 12:12 Page 12

AGM

www.diagnosticengineers.org 00Diagnostic Engineering July/August 2009 13 0

SOCIETY OF DIAGNOSTIC ENGINEERS

NOTICE OF ANNUAL GENERAL MEETING

NOTICE is hereby given that the Annual General Meeting of the Society will be held at National Coal Mining MuseumCaphouse Colliery, New Road, Overton, Wakefield, West Yorkshire WF4 4RH on Friday 2nd of October 2009 at 10.30 a.m. totransact the following business:-

1. To receive the Chairman’s report.

2. To receive the Report of the Directors and the Financial Statements for the year ended 31st March 2009.

3. To re-appoint Messrs Berry & Co as auditors of the Society and authorise the Council of Management to fix theirremuneration (Resolution No. 1)

4. To elect the Directors. (Resolution No. 2)

5. To elect Chairman and Vice Chairman (Resolution No. 3)

On behalf of the Council

Bill ParkerChairman

03 August 2009

Any member of the Society, entitled to attend and vote at the meeting, may appoint one or more proxies to attend and vote onhis behalf. A proxy need not be a member.

There are three ways that a member’s vote can be cast:

(a) Use Form A to appoint the Chairman as your proxy and post the form to the Secretary, to be received not later than4.30 p.m. on 30th September 2009.

(b) Use Form B to appoint a proxy to attend the meeting and vote on your behalf.

(c) Attend the AGM and vote yourself.

Registered Office: 16 Thistlewood Road, Outwood, Wakefield, WF1 3HH. A Company limited by guarantee andregistered in England and Wales number 3390130.

AGM 13-15:Layout 1 12/08/2009 12:07 Page 11

AGM

1 14 Diagnostic Engineering July/August 2009 www.diagnosticengineers.org

SOCIETY OF DIAGNOSTIC ENGINEERS

FORM A

USE THIS FORM ONLY IF YOU WANT THE CHAIRMAN TO BE YOUR PROXY(*Strike out whichever is not desired)

1. RE-APPOINTMENT OF AUDITORS - RESOLUTION NO. 1

To re-appoint Messrs Berry & Co as auditors of the FOR/AGAINST *Society and authorise the Council of Management to fix their remuneration.

2. ELECTION TO THE COUNCIL OF MANAGEMENT - RESOLUTION NO. 2(The symbol # against a candidate’s name indicates an existing Council member)

3. ELECTION OF CHAIRMAN & VICE CHAIRMAN - RESOLUTION N0. 3

ELECTION OF CHAIRMANIn accordance with the Constitution, on the retirement of the current Chairman the current Vice Chairman will assume the Chairman’s position FOR/AGAINST *

ELECTION OF VICE CHAIRMANThe vacant Vice Chairman’s position, should the position be vacated, Council Member Chris Gilbert, nominated by the Council of Management will adopt this role. FOR/AGAINST *

I, (name in full) .........................................................................................of............................................................ Membership No:.............................................being a member ofthe Society of Diagnostic Engineers, appoint the Chairman as my proxy to cast my votes as shown above, or, if not instructed, to vote as he thinks fit or toabstain from voting.

Signed:.....................................................................................................................................................................................................................Dated:...............................................................

Post this form to Society of Diagnostic Engineers, 16 Thistlewood Road, Outwood, Wakefield, West Yorkshire WF1 3HH to arrive not later than 4.30 p.m. on 30th September 2009.

FORM B

USE THIS FORM ONLY IF YOU WANT TO APPOINT A PROXY TO ATTEND THE MEETING AND VOTE ON YOUR BEHALF.YOUR PROXY MUST BRING IT WITH HIM

I, (name in full) .......................................................................................................................................................................................of.....................................................................................

Membership No. .............................................................. being a member of the Society of Diagnostic Engineers, hereby

appoint ................................................................................................................................................................................................................................................................................................

of ......................................................................................................................................................................................................................... as my proxy to vote in my name and on

my behalf at the Annual General Meeting of the Society to be held on 2nd of October 2009 and at any adjournment thereof.

Signed:.....................................................................................................................................................................................................................Dated:...............................................................

CANDIDATES NOMINATED BY FOR AGAINST

Jeff Casciani-Wood # The Council of Management

Malcolm Headley-Saw # The Council of Management

&

AGM 13-15:Layout 1 12/08/2009 12:07 Page 12

AGM

www.diagnosticengineers.org 00Diagnostic Engineering July/August 2009 15 0

SOCIETY OF DIAGNOSTIC ENGINEERS AGM

AND VISIT

NATIONAL COAL MINING MUSEUM

10.30 am Friday the 2nd of October 2009

DAY AGENDA

1) 10.30 am Meet & Greet, Coffee on arrival2) 11.00 am AGM3) 12.30 pm Lunch (FREE to members) £5.00 for guests4) 13.20 pm Group Underground Tour (Optional) Sensible footwear advised.

IF YOU WILL BE ATTENDING THE AGM AND/OR THE TOURPLEASE COMPLETE AND RETURN THIS FORM BEFORE THE

30th September 2009

Surname_______________________________________ First Name_____________________________ Membership No.___________________________

Address _______________________________________________________________________________________________________________________

_____________________________________________________________________________________ Post Code ________________________________

Telephone No. ________________________________________________________ Fax ________________________________________________________

Email. ___________________________________ ______________________________________________________________________________________

I will be attending the Annual General Meeting only �

I will be attending the Annual General Meeting and FREE Members Lunch �

I will be attending the Annual General Meeting and FREE Members Lunch and will be bringing a guest or guests. I enclose my payment of £5.00 for each guest. �

Signature _______________________________Date ________________________

Please debit from my Visa/Mastercard/ Delta/Electron/Switch/Solo/JCB account Number

����������������

Card Security Code (last 3 digits on the signature strip)

���

Expiry Date..................................................................... Issue No (if applicable)..........................

The amount of £..........................................................Signature............................................................................ Date...................................

Post to:Society of Diagnostic Engineers,

16 Thistlewood Road,Outwood,Wakefield,

West YorkshireWF1 3HH.

Tel: 01924 821000 * Fax: 01924 821200 Email: [email protected]

AGM 13-15:Layout 1 12/08/2009 12:07 Page 13

To: The Society of Diagnostic Engineers.16 Thistlewood Road, Outwood, Wakefield, West Yorkshire, WF1 3HH .

I submit herewith my application for membership inthe following Grade:

Surname:

Form of address: Mr/Mrs etc.

Other Names:

Service No.HM Forces, Title or Rank

Employer’s Name

*❑ Address

Tel.No:

*❑ Private Address.

*❑ Please � to indicate address for communication.

Nationality:

Country of Birth:

Date of Birth:

Present Position:

Duties:

(Continue on extra sheet if necessary)

Previous Position and Duties:(Submit curriculum vitae on separate sheet stating employers in

chronological order)

Education:(List all Schools/Colleges universities etc on a separate sheet)

Degrees, Certificates, Diplomas etc.,Enclose copies with this application

Membership of Other Bodies:

Other Relevant Information:Submit any additional or supporting information on a separate sheet

Hobbies and other interests

Declaration: I declare that the information containedwithin this application is, to the best of my knowledge andbelief, true and correct in every particular. If admitted tomembership I agree to be governed by the Rules andRegulations as they now exist and as they may hereafter bealtered.

Signed

Date

Fees * The relevant total of Application Fee and firstAnnual Subscription must accompany this form.

Grade App Fee Annual Subs *TotalFlDiagE £35.00 £60.00 £95.00MIDiagE £35.00 £45.00 £80.00AMIDiagE £25.00 £35.00 £60.00SIDiagE £15.00 £31.50 £46.50Retired (all Grades) £18.50 £18.50

Please make cheques payable to:SOCIETY OF DIAGNOSTIC ENGINEERSOur Central Bank Account is held byNational Westminster Bank plc.5 The Parade, Oadby, Leicester LE2 5BB(Account No. 00420476)It would help us if you could advise us how you knew of usor who suggested us:

For office use: Seen - Secretary ❏ Checked ❏Acknowledged ❏ Fees ❏ Membership Clerk ❏Membership Certificate Sent❏

01 16 Diagnostic Engineering July/August 2009 www.diagnosticengineers.org

INDUSTRY PRODUCTSMEMBERSHIP APPLICATION Private & Confidential

THE

IN

STIT

UTI

ON OF DIAGNOSTIC EN

GIN

EE

RS

Corporate membership is available upon application. Please contact the Institute for further information.

Membership application:Layout 1 04/08/2009 15:35 Page 2

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