MANLUBE.PDF

Saudi Aramco Lubrication ManualResponsible Committee: Rotating Equipment 31 March, 1999

Previous Issue 23 April, 1993 Next Planned Update: 1 April, 2002Revised paragraphs are indicated in the right margin Page 1 of 255Contact Person: R.E. Robins on 873-0498

Saudi Aramco DeskTop Standards

Table of Contents

Covering Letter.................................................... 2Part I - Introduction.............................................. 9Part II - Physical And Chemical

Characteristics Of Lubricants........... 14Part III - Lubricant Classification Systems.......... 27Part IV - Saudi Aramco SAMS 26 Lubricants..... 36Part V - Guide To Equipment Lubrication.......... 85Part VI - Oil Inspection, Analysis And

Conditioning................................... 161Part VII - Storage, Handling And

Application Of Lubricants............... 177Part VIII - Tables And Glossary Of Terms..….. 200Part IX - Brand Comparisons....................….... 249Part X - Attachment: OCM Program..........…... 255

Document Responsibility: Rotating EquipmentIssue Date: 31 March, 1999 Saudi Aramco Lubrication ManualNext Planned Update: 1 April, 2002

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COVERING LETTER

To All Users of the Lubrication Manual:

This Manual replaces the issue of April 23, 1987, in its entirety. The old Manual is now obsoleteand should be destroyed.

The intent of this book is to provide field operators with a guide to lubricants and lubrication,especially as practiced in the Saudi Aramco system. Herein you will find convenient references tothe questions most frequently asked and the lubrication problems most frequently encountered.

Many things clearly are beyond the scope of this Manual. When questions arise which are notcovered, they should be referred to the Lubrication Engineers of the Consulting ServicesDepartment. It is their function to provide guidance in all matters related to equipmentlubrication and lubricants.

In the past, confusion existed in the field from the use of oil company brand names, many ofwhich were confusing in themselves and others of which simply did not follow a consistentpattern. The Saudi Aramco Material System (SAMS), Class 26 designations for lubricants, weredeveloped to ease this confusion. Properly used, they should help eliminate errors in ordering,misapplication in the field, machine damage and product waste. The reader should recognize thatSAMS 26 covers chemicals and fuels, in addition to lubricants. This manual refers only to sub-classes 001 to 011, lubricants and allied products.

Special attention is directed to Section C of Part VI and Part X which is devoted to the SaudiAramco Oil Condition Monitoring Program. This program was introduced in 1983 to supplementconventional lubricant maintenance practices. It has been highly successful, identifying equipmentproblems in time to prevent failures and unscheduled shutdowns.

Other lubrication-related subjects, covered in the earlier editions of the Lubrication Manual, areupdated in this version. The changes reflect new equipment, revised maintenance procedures andmodern technology.

The Lubrication Engineers, as part of their ongoing responsibility, will issue new or revised pagesfor this book, as they are required. Comments and suggestions from users of the Manual areencouraged and welcome.

Sincerely,

ORIGINAL SIGNED BYManager,Consulting Services Department


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DETAILED TABLE OF CONTENTS

PART I - INTRODUCTION

A. The Need For Lubrication1. In General2. As Applied to Saudi Aramco

B. Role of the Lubrication Engineer

C. How To Use The Manual1. Equipment Oriented Information2. Lubricants and Lubrication3. General Information

PART II - PHYSICAL AND CHEMICAL CHARACTERISTICS OF LUBRICANTS

A. History and Sources of Lubricants

B. Properties of Lubricating Oils1. Density (Gravity)2. Flash And Fire Points3. Pour, Cloud And Floc Points4. Viscosity5. Viscosity Index6. Sulphated Ash7. Demulsibility8. Foam Characteristics9. Air Separability10. Total Acid Number (TAN)11. Total Base Number (TBN)12. Corrosion Rating13. Oxidation Resistance14. Rotating Bomb Oxidation Test (RBOT)15. Dielectric Strength

C. Properties of Greases1. Penetration2. Dropping Point3. Structural Stability4. Oxidation Stability


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D. Additives for Lubricants1. Pour Point Depressants2. Viscosity Index Improvers3. Defoamants4. Emulsifiers5. Anti-Oxidants6. Corrosion Inhibitors7. Detergent/Dispersants8. Anti-Rust Compounds9. Anti-Wear And Extreme Pressure Additives

E. Proprietary Additives

PART III - LUBRICANT CLASSIFICATION SYSTEMS

A. Automotive Lubricants1. SAE (Society of Automotive Engineers) Crankcase Viscosity Grades2. API (American Petroleum Institute) Classification System3. CCMC (Comite des Constructeurs d'Automobiles du Commun) Approvals4. API Gear Oil Viscosity Grades5. SAE Viscosity Classifications For Gear Oils6. Automatic Transmission Fluids Classifications

B. Industrial Lubricants1. ISO (International Standards Organization) Grades2. STLE (Society of Tribologists and Lubrication Engineers)

Standards For Machine Tools3. AGMA (American Gear Manufacturers Association) Lubricant System

C. Greases1. NLGI (National Lubricating Grease Institute) Classification System

PART IV - SAUDI ARAMCO SAMS 26 LUBRICANTS

A. Graphic Guide to Saudi Aramco SAMS 26 Catalogue Numbers for Lubricants

B. SAMS 26-001 Circulating Oils, Turbine Oils

C. SAMS 26-001 Circulating Oils, Machine Oils

D. SAMS 26-002 Gear Lubricants, Auto Gear Lube140


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E. SAMS 26-002 Gear Lubricants, Gear Lube 90

F. SAMS 26-003 Gear Lubricants, Gear Lubes EP

G. SAMS 26-003 Power Transmission and Hydraulic Oils, Transmission Oil D-II

H. SAMS 26-003 Power Transmission and Hydraulic Oils, Hydraulic Oil AW 68

I. SAMS 26-004 Greases (All Purpose Greases EP 1 and EP 3, BallBearing Grease 2, Polyethylene Grease 1 (Coupling Grease)

J. SAMS 26-004 Greases, Rack and Pinion Grease

K. SAMS 26-004 Greases, High Temperature Grease

L. SAMS 26-005 Engine and Combustion Turbine Oils, Diesel Engine Oil CD

M. SAMS 26-005 Engine and Combustion Turbine Oils, Diesel Engine Oil 15W/40

N. SAMS 26-005 Engine and Combustion Turbine Oils, Diesel Engine Oil EMD

O. SAMS 26-005 Engine and Combustion Turbine Oils, Gas Turbine Oil 32

P. SAMS 26-005 Engine and Combustion Turbine Oils, Synthetic Gas Turbine Oil 5

Q. SAMS 26-005 Engine and Combustion Turbine Oils, Diesel Engine Oil SAE 50

R. SAMS 26-006 Insulating and Refrigeration Oils, Insulating Oil

S. SAMS 26-006 Insulating and Refrigeration Oils, Refrigeration Oil WF 68

T. SAMS 26-006 Insulating and Refrigeration Oils, Refrigeration Oil HFC-134a

U. SAMS 26-007 Preservative Oils, Penetrating Oil

V. SAMS 26-007 Preservative Oils, Rust Preventive

W. SAMS 26-007 Preservative Oils, Open Gear and Wire Rope Lubricant

X. SAMS 26-007 Turbine Oil Vapor Space Inhibitor

Y. SAMS 26-008 Metal Working Fluids, General Purpose Cutting Oil


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Z. SAMS 26-008 Metal Working Fluids, Heavy Duty Cutting Oil

AA. SAMS 26-008 Metal Working Fluids, Soluble Oil

BB. SAMS 26-008 Metal Working Fluids, Honing Oil

CC. SAMS 26-008 Metal Working Fluids, Synthetic Grinding Fluid

DD. SAMS 26-008 Metal Working Fluids, Way Oil

EE. SAMS 26-009 Valve Lubricants

FF. SAMS 26-010 Instrument Lubricants

GG. SAMS 26-011 Special Lubricants - Solids

HH. SAMS 26-011 Special Lubricants - Anti-Seize

JJ. SAMS 26-011 Special Lubricants - Miscellaneous

PART V - GUIDE TO EQUIPMENT LUBRICATION

A. General Practices

B. Bearings

C. Gears

D. Gas Turbines

E. Steam Turbines

F. Compressors

G. Pumps

H. Electric Motors

I. Other Electrical Equipment

J. Machine Tools


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K. Hydraulics

L. Flexible Couplings

M. Valves

N. Internal Combustion Engines

O. Mobile Equipment (Except Engines)

P. Marine Equipment (Except Engines)

Q. Miscellaneous Equipment

R. Preservation of Idle Equipment

PART VI - OIL INSPECTION, ANALYSIS AND CONDITIONING

A. Quality Control

B. On-Site Lubrication System Maintenance

C. Oil Condition Monitoring (OCM)

PART VII - STORAGE, HANDLING AND APPLICATION OF LUBRICANTS

A. Storage and Handling (Including Safety)

B. Oil and Grease Application Methods

PART VIII - TABLES AND GLOSSARY OF TERMS

A. Temperature Conversion

B. Viscosity Conversion (1)

C. Viscosity Conversion (2)

D. Viscosity Equivalents - Chart

E. ASTM Standard Viscosity Temperature Chart (ISO VG. 32, 46, and 68 Turbine Oils)


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F. ASTM Standard Viscosity Temperature Chart(ISO VG 150, 320 and 460 Machinery Oils)

G. Viscosity - Temperature Chart (Absolute Viscosity - Reyns and Centipoises)

H. Equivalents of A. P. I. Gravity for Liquids at 60 °F

J. Table of Mass - Petroleum Products

K. Mass Conversion Table

L. Volume Conversion Table

M. Pressure Conversion Table

N. Power Conversion Table

P. Length Conversion Table

Q. Area Conversion Table

R. SI Multiples and Submultiples

S. The Cost of Leaks

T. Glossary of Terms

PART IX - BRAND COMPARISONS

PART X - Attachment: OCM PROGRAM


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PART I - INTRODUCTION

A. The Need For Lubrication

Without lubrication, there is no efficient work -- wheels don't turn efficiently, pistons don'tmove efficiently in their cylinders, shafts don't rotate efficiently in their bearings. For thatmatter, knees and elbows don't bend efficiently unless they are lubricated. It isn't thatthese mechanisms will not function without lubrication. They will, but only at tremendouscost. Vast amounts of energy would be required and wear rates would be acceleratedbeyond all reasonable levels. The right lubricants, properly applied, make the difference,whether in human joints or in mechanical devices.

In Saudi Aramco operations, conditions are exacerbated. The high ambient temperaturesand persistent airborne abrasive sand combine to create an atmosphere distinctly hostile tomachines. These conditions make it more difficult for lubricants to function and, at thesame time, more essential that they do.

This Manual and it's predecessor editions all have been written for a series of veryimportant purposes: to provide the kind of guidance which is needed to assure that thefunction of lubrication is understood, that the requirements of individual machines arerecognized and that the lubricants themselves are familiar to the end users.

To understand lubrication, one must first understand friction. Friction is a physical forcewithout which life could not continue. Without the force of friction between the soles ofour shoes and the ground, we could not walk. Without friction, trains and automobilescould not run, ships could not sail and hills would slide down into valleys. Yet, asimportant as friction is to our lives, it is a major detriment to the operation of machinery.

Friction develops heat and heat is a form of energy. When two surfaces in a machine arebrought into moving contact, some of the energy involved in the movement is convertedto heat and, as a result, power is lost. Friction in machines is an obstacle to be overcome.

For purposes of this brief explanation, we will look at two types of friction: "dry" (or"solid") and "fluid". In the first, imagine two perfectly dry metal surfaces, one upon theother. The force required to move one over the other is not hard to picture and resultsfrom this "dry" friction. Now, imagine that a film of lubricating fluid has been introducedbetween the surfaces. They move more readily but, even though the surfaces areseparated, friction is still present and energy is dissipated. This is "fluid" friction, asopposed to "dry" friction.


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Another differentiation separates "rolling" friction and "sliding" friction. The first isdemonstrated by a ball rolling on a table or a roller bearing in a race. The second can bepictured as a ship sliding down the launching ways or a piston moving up and down in acylinder. The effort required to overcome "sliding" friction is greater than for "rolling"friction; "fluid" friction requires less energy than either.

All metal surfaces, no matter how smooth they may feel, are, in fact, quite rough whenexamined under a microscope. There they show pronounced asperities, tooth-like peaksand valleys, which cause the surfaces to resist when one is moved counter to the other. Inpractice, when sufficient force is applied, the high points weld, one to the other, and areliterally torn away. This is wear -- wear achieved at a very high cost in energy. When alubricant is interposed between the surfaces, they are separated and there is no contact,thus no wear. Friction still is present but only as fluid friction. Figure 1 shows thiscondition graphically, as it relates to a plain bearing. Heavy rubbing is present at Point A;at B, the harder shaft material breaks off sections of the softer bearing material; at Point C,there is welding of surface asperities, followed by weld breakage; Point D represents theintroduction of a lubricating film, separating the metallic surfaces and permitting freemovement. There is still friction present but it is fluid friction.

More lubrication fundamentals will be covered in succeeding sections of this Manual andthe Glossary at the end is a reference to the terminology used in the science of lubrication.However, for purposes of establishing a basic familiarity with the subject, these points areworth remembering:

1. All moving elements of machinery require lubrication.

2. The selection of the proper lubricant grade and type depends on speed, load andtemperature and is based on a series of technical calculations.

3. The basic descriptive property of fluid lubricants is "viscosity" -- high numbersmean heavier or thicker, low numbers mean lighter or thinner.

4. The basic descriptive property of greases is "penetration" -- a high penetrationnumber means the grease is softer or more fluid, low numbers mean it is harder orless fluid.

5. Additives are used by manufacturers of lubricants to impart specific properties totheir products. So-called "proprietary additives" added to oil already in service inmachinery and claiming to reduce friction or otherwise improving the lubricant,are seldom of any value.


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6. Thinner oils (lower viscosities) reduce fluid friction and are preferred where loadspeed and temperature conditions permit. Thicker oils (higher viscosities) providethe heavier oil films needed to withstand heavy loads, generally at lower speedsand high temperatures.

7. The best lubricant cannot serve its function unless it reaches the part to belubricated, is kept clean and at the proper temperature. It must be replaced whenchemical changes occur or heavy contamination loads accumulate, rendering itunfit for further service.

Earlier, mention was made of the adversity of the climatic conditions under which SaudiAramco equipment must operate. Other actors compound the problem. For example,sheer numbers: there are thousands of items of equipment, of many types, ranging fromsmall pumps to gas turbines, all of which require lubrication. This equipment is spreadover thousands of miles and accessibility can be limited. Costs are high because manyitems must be purpose-built, or modified, to contend with the local conditions. Since mostheavy equipment is imported, there are both time and cost penalties. The sum of thesenegative influences is a greater than normal reliance on proper maintenance -- and thatstarts with lubrication.

Figure 1: Metal Surfaces in Contact. Point A shows heavy rubbing; Point B showssofter material breaking away; Point C shows welding of the surfaceasperities; Point D represents the introduction of a lubricating film.


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B. The Role of the Lubrication Engineer

Much of the responsibility for this maintenance function belongs to the LubricationEngineers. Their duties include the following:

1. Choosing the fewest lubricants needed to properly care for the requirements ofSaudi Aramco equipment. They are responsible for the implementation of theSAMSS Class 26 lubricant specifications, a fully rationalized product line.

2. Providing lubrication instructions and interpreting manufacturer'srecommendations to conform to Saudi Aramco conditions.

3. Recommending lubricating system designs and issuing product application advice.

4. Investigating equipment failures and related problems.

5. Providing lubrication-related training guidance and assistance.

6. Maintaining the Oil Condition Monitoring Program (OCM), providinginterpretation of laboratory findings, recommending corrective actions andassessing system effectiveness.

7. Establishing and monitoring lubricant quality control procedures and assessingproduct performance.

8. Advising on lubrication organization, wherein Lubrication Schedules prepared bySaudi Aramco Plants or contractors for each piece of equipment in each plant arereviewed by the Lubrication Engineers.

9. Providing advice to plants on such items as lubricant storage and handling,disposal of obsolete stocks, used product disposal and product safety.

In addition, they are in continuing contact with the suppliers of lubricants and equipment,assuring continuity and correctness of lubrication-related information.

Equipment operators should be aware of the Lubrication Engineers and their functions,calling upon their services as needed.


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C. How To Use The Manual

The following comments will provide guidance in the use of this Manual:

1. Part V is equipment oriented, a Guide to Equipment Lubrication. It contains basiclubrication instructions by equipment type or machine element.

2. Parts II and IV are lubricant oriented. Part II, Physical and ChemicalCharacteristics of Lubricants, is somewhat general. Part IV, on the other hand, isspecifically a guide to Saudi Aramco lubricants.

3. Part III is a reference section, containing the most common of the various lubricantclassification systems.

4. Part VI deals with quality control, Oil Condition Monitoring, as practiced in SaudiAramco operations, and other lube system maintenance techniques.

5. Part VII covers Storage, Handling and Application of lubricants.

6. Part VIII is a Glossary of terms used in the science of lubrication and a series ofconversion tables.


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PART II - PHYSICAL AND CHEMICAL CHARACTERISTICS OF LUBRICANTS

A. HISTORY AND SOURCES OF LUBRICANTS

The need for lubrication was recognized early in the history of man. Sometime before1400 BC the Egyptians are known to have used naturally occurring fats and oils, derivedfrom animal or vegetable sources, to lubricate wheels and other moving parts. Thispractice continued until the mid-1800's, when petroleum oils were first determined to havelubricating potential. Because manufacturing processes were easier to control, the so-called mineral oils, obtained by refining crude oil, gradually replaced the fats and vegetableoils. An additional benefit was a naturally greater resistance to deterioration.

The crude oil, from which fuels, lubricants and many chemicals are derived, comes frommany parts of the world, a substantial portion of it from Saudi Arabia. These crudes varywidely in composition: some are light colored and consist mainly of gasoline while othersare black and nearly solid asphalts. Not all crudes are suitable for lubricant manufacture.There are several reasons for this:

1. It takes approximately 10 barrels of crude to make one barrel of lube base stock.Therefore, sources of large-volume crudes are needed and the lower volumecrudes, even though they may have superior lube-related qualities, will beuneconomical and end up mixed in the refinery streams.

2. Lube stocks come from the "heavy end" of the crude barrel, i.e., the residuum leftafter the refining process has removed gases, gasoline, distillates and other "lightends". Consequently, the chemical composition of the crude oil must contain areasonable amount of material in the proper boiling range.

3. The crude oil must be responsive to available refining processes. It would beuneconomical to have to tailor processes to individual crudes.

4. The derived lube base stock must be compatible with available additives and have ahigh level of natural resistance to deterioration.

While there is not a universally accepted system for classifying crude oils, for purposes ofa lube oil discussion it is sufficient to consider only three types:

1. Naphthenic, which produces a base stock of low wax content, making it moresuitable for low temperature use. However, naphthenic oils have lower viscosityindices, i.e., they tend to thin out more at higher temperatures. Also, they do nothave as much resistance to deterioration as the second type.


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2. Paraffinic, having largely opposing characteristics, i.e., higher wax content, greaterstability and resistance to deterioration. They have higher viscosity index, i.e., lesstendency to thin out with increasing temperature.

3. Mixed crudes, with varying mixtures of the above types.

Although the above differences in crudes exist and they are significant to the refiner,modern refinery methods can minimize their effects on the end product. Refining methodsdiffer by company, but the following is a typical progression. The first step is distillation,in which the lighter, non-lube fractions are removed. The residuum, that which is left, isthen passed to a lube refinery, a distinctly separate facility. The most commonly practicedlube refining method uses a further distillation of the residuum, under vacuum and at veryhigh temperatures, separating the light lube distillates from the heavy residuals. This isfollowed by solvent treating. The solvents most commonly used are furfural and phenoland they perform the function of removing impurities from the raw base stock. The resultis improved color, stability and odor.

Petroleum waxes are present in most lubricating oil fractions and cannot be separated fromthe oil by distillation. Crystalline paraffin wax is present in the lighter lubricating oildistillates and other types are in the residuals. Since high-wax content oils will not flow atmoderate or low temperatures, it is necessary that most of the wax be removed. Theprocess used in most cases is another solvent treatment, in this case, usually, methyl-ethylketone.

High quality lube base stocks are decolorized by treatment with naturally occurring clayswhich adsorb the color agents which are composed of particulate impurities. Other stepswhich may be taken are hydro-finishing, hydro-treating, or catalytic hydro-dewaxing, all ofwhich use contact with hydrogen, under controlled conditions, to remove undesirablematerial from the base stock.

All of these processing measures are for the purpose of producing a lubricant base stockof the highest quality, one which will possess inherent natural resistance to deterioration.Additives are used to enhance the natural qualities and will be discussed in greater detaillater.


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B. PROPERTIES OF LUBRICATING OILS

The following list is made up of tests which help to define the characteristics of finishedlubricating oils. They are useful in maintaining uniformity of product or determiningdegree of change in used oils. They are not, in and of themselves, indicators ofperformance. Saudi Aramco laboratory reports and Saudi Aramco specifications,generally are based on these ASTM (American Society for Testing and Materials) testswhich are more or less standard throughout the world.

1. Density or Gravity -- The density of a substance is the mass of a unit volume at astandard temperature.

a. Specific gravity, or relative density, is the ratio of the mass of a givenvolume of a material at a standard temperature to the mass of an equalvolume of water at the same temperature (15 °C or 60 °F). Principal usesare in weight/volume conversions and for identification purposes.

b. In the petroleum industry, density is often expressed as Gravity API(American Petroleum Institute) which is derived from the formula, Gr.API=(141.5/sp.gr. @ 60/60 °F) - 131.5. The higher the specific gravity,the lower the API gravity; the lower the specific gravity, the higher the APIgravity.

2. Flash and Fire Points -- These are used by refiners to differentiate between types ofoil, e.g., distillates have lower flash points than residuals, paraffinic stocks havehigher flash points than naphthenics. Also, they can be indicators of contaminationwith fuels or solvents.

a. The flash point of an oil is the temperature at which the oil releases asufficient concentration of vapor at its surface to ignite momentarily whenan open flame is passed over the surface.

b. The fire point is the temperature at which the oil releases a concentration ofvapors sufficient to support continued combustion.

3. Pour, Cloud and Floc Points -- These tests define the flow properties of oils underlow temperature conditions. In Saudi Aramco operations these properties are ofsignificance mainly in refrigeration and air conditioning equipment.

a. The pour point of an oil is the lowest temperature at which it will flowwhen cooled under standard conditions.


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b. The cloud point is the temperature at which a cloud of wax crystals appearswhen the oil is cooled under standard conditions.

c. The floc point is the temperature at which wax separates as a "floc" when amixture of 10% oil and 90% refrigerant is cooled under standardconditions.

4. Viscosity -- The most important single property of a lubricating oil is its viscosity.It is a factor in the formation of lubricating films, affects heat generation in movingparts, governs the sealing effect and rate of consumption, and determines the easewith which machines may be started under cold conditions. Viscosity is themeasure of resistance to flow, or internal friction, of an oil. It must be stated interms of specific temperature since oil flows more freely at elevated temperaturesand more slowly when cold. It is determined by measuring the time required for agiven quantity of oil to flow through an orifice of specified size at a specifiedtemperature. Figure 2 shows the type of device which is used to measureviscosity, called a viscosimeter (or viscometer).

a. Absolute, or dynamic viscosity, is used in research applications and bearingdesign. It is reported in poise, centipoise or reyn (P, cP or reyns). SeePart VIII.

b. Kinematic viscosity, used in all practical applications, is the quotient of itsdynamic viscosity divided by its density, both measured at the sametemperature and in consistent units. The common reporting unit is thecentistoke (cSt) at 40 or 100 °C.

c. Saybolt Universal Seconds (SUS) units were widely used in the UnitedStates. Results are expressed as Saybolt seconds (time) for a given volumeof oil to pass through an orifice at a given temperature, usually 100, or210 °F.

d. Redwood Number 1 units were in limited use in the United Kingdom.Results are expressed as seconds Redwood No. 1, time through a givenorifice at temperatures of 70, 140 or 212 °F.

e. Degrees Engler are obsolete European reporting units, derived in a mannersimilar to the above but at temperatures of 20, 50 or 100 °C.


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Figure 2: Kinematic Viscometer. This device is used to measure kinematic viscosity.Oil is drawn into the tube which is then placed in a bath and allowed to cometo the test temperature. Using a vacuum, the oil is then drawn to a headabove the first etched line and allowed to flow. The time in seconds for it topass from upper line to the lower line is recorded and converted to kinematicviscosity.


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5. Viscosity Index -- All oils thin out as temperature increases and become thicker, ormore viscous, as temperature decreases. This change in viscosity can be plotted,using two temperatures as points on a line. In oils which change the least, the linewill approach the horizontal; those that change the most will have steeper lines.The degree to which viscosity varies with temperature is reported as viscosityindex, an arbitrary value originally derived by assigning a VI of 0 to a Texasnaphthenic stock oil and one of 100 to a paraffinic base stock from Pennsylvania.At the time this was done, the selected naphthenic stock was most affected bytemperature change, the paraffinic material the least. The low VI oil gets thickerat low temperatures than the high VI oil; the low VI oil gets thinner at hightemperatures than the high VI oil. In modern technology, it is possible to exceedthe 100 VI figure through refining techniques and through the use of additives. Asa result, the old numbers have lost some of their mystique. However, they are stillwidely used as indicators of product quality.

6. Sulfated Ash -- The sulfated ash of a lubricating oil is the residue, in percent byweight, remaining after burning the oil and subjecting the percent residue toprescribed treatment. New oils, without additives, contain essentially no ash-forming materials, whereas oils with additives may show residues of their metallo-organic origins. Thus, sulfated ash is a rough indication of the amount of suchadditives in the blended product. Some equipment manufacturers place limits onthe amount of ash permitted in products used in their engines. This is done in thebelief that, while the sulfated ash content results from the incorporation ofmaterials intended to improve overall oil performance, excessive quantities of someof these materials may contribute to such problems as combustion chamberdeposits and top ring wear. With used oils, an increase in ash content usuallymeans that there has been a build-up of contaminants such as dirt, wear debris andother contaminating substances.

7. Demulsibility Characteristics -- These describe the ability of an oil to separate fromwater. It is an important feature in large systems, such as steam turbines, wherewater ingress is a relatively frequent occurrence and in hydraulic systems where theresting time for the oil is such that water has little or no chance to separate.

8. Foam Characteristics -- A method of rating the foaming tendency, and the stabilityof the produced foam, in a lubricating oil sample under controlled conditions.

9. Air Separability (or Air Release) -- This refers to the ability of an oil to continuallyexpel entrained air. The effect of excess air in a system is to make pump actionspongy and hydraulic controls erratic. Air entrainment is aggravated by silicone-containing defoamant materials, silicone sealing compounds or silicone coatings.


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10. Total Acid Number (TAN) or sometimes referred to as the neutralization number -- This test originally was used to assure complete removal of all sulfuric acid fromacid treated base oil. As acid treating is no longer widely used, the test now hasgained acceptance as a measure of long term oxidation in used oils, particularlysteam turbine oils, which contain very low additive dosages. In oils with highadditive contents, the additives have an effect on the total acid number and resultsmust be compared with new oil.

11. Total Base Number (TBN) -- The base number, or alkalinity, is an importantindication of the presence of alkaline additives, such as sodium, magnesium,calcium compounds etc. Total base number tests may be carried out on newlubricants as a quality control method, or on used engine oils, where they indicatethe amount of additive still available to neutralize harmful acids produced duringfuel combustion.

12. Corrosion Rating -- A value assigned to new oil which represents its relativecorrosivity to copper. Most oils have no effect unless their additives are corrosive.

13. Oxidation Resistance/Stability -- There are numerous tests for oxidation resistance.The purpose of such tests is to define the extent to which an oil will deteriorate, oroxidize, under a given set of conditions. Since all oils oxidize and deteriorate inservice, the practice has been to develop a test which will make one oil or anotherlook better than others. The only such tests which have achieved internationalacceptance are the so-called TOST Test and the Rotating Bomb Oxidation Test(RBOT), which were developed for steam turbine oils and have little, if any,relevance for oils of any other type. As the TOST test can take from 2000 to 7000hours to completion this is not a practical test for the Saudi Aramco Oil ConditionMonitoring Program (OCM). The RBOT test is a relatively quick test and isfrequently used by the industry, including Saudi Aramco, to determine thecomparative quality of new turbine oils, and a measure of useful remaining servicelife in used turbine oils.

14. RBOT (Rotating Bomb Oxidation Test): Test method ASTM D 2272. Measuresthe time in minutes for the test oil to react with a given volume of oxygen. Refer,also, to B-13 above and in Part VIII Glossary.

15. Dielectric Strength -- This is a measure of the insulating value of an electricalinsulating medium, such as transformer or switch gear oils. Dielectric strength isthe minimum voltage required to produce an arc through an oil sample understandard conditions.


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C. PROPERTIES OF GREASES

Grease is defined as: "A solid to semi-fluid product of dispersion of a thickening agent in aliquid lubricant. Other ingredients imparting special properties may be included." Greasesare most often used instead of fluids where a lubricant is required to stay in place or wherefrequent relubrication is difficult or impossible to accomplish. Because of their essentiallysolid nature, greases do not perform the cooling and cleaning functions associated with theuse of a fluid lubricant. However, a suitable grease for a given application will:

1. Provide adequate lubrication to reduce friction and to prevent harmful wear ofbearing components.

2. Protect against corrosion.

3. Act as a seal to prevent entry of dirt and water.

4. Resist leakage, dripping or throwoff from the lubricated surface.

5. Resist objectionable change in structure in use.

6. Not stiffen excessively in cold weather.

7. Be compatible with seals and other materials of construction.

8. Tolerate some water contamination without loss of structure.

Most of the greases produced today have mineral oils as their fluid components. For somevery specific applications oils such as silicones or fluorosilicones are used. Oils may rangein viscosity from very light distillates, similar to penetrating oil, to heavy cylinder oilstocks. The principal thickeners used are metallic soaps such as calcium, sodium,aluminum, lithium and barium. Some greases are made with metallic soaps and an organicacid, forming complexes. Still others are made with non-soap bases such as clay and silicagel. Finally, there are greases made with synthetic materials, either in the solid phase, suchas polyurea, or the liquid phase such as synthesized hydrocarbon.

Additives and modifiers commonly used in lubricating greases are oxidation or rustinhibitors, pour point depressants, extreme pressure agents, lubricity or friction reducingagents and dyes or pigments. Molybdenum disulfide also is used in greases where theapplications involve heavy loads, slow surface speeds and restricted or oscillating motion.Graphite may be used where high temperatures are involved.


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The principal properties of greases are these:

1. Penetration -- The property most often mentioned in connection with greases ispenetration. This is to greases as viscosity is to oils; it is a measure of consistency.It is a measurement of the depth, in tenths of a millimeter, that a cone willpenetrate, vertically, a sample of grease under standard conditions of weight, time,volume and temperature. The apparatus is shown in Figure 3, a and b. The testcan be performed on an undisturbed sample, an "unworked" penetration, or on a"worked" sample, one which has been agitated in a standard grease worker for agiven number of strokes. The latter is considered to be the most reliable proceduresince the disturbance imparted to the sample is controlled and repeatable.Penetration values will fit one of the ranges assigned by the National LubricatingGrease Institute (NLGI) of the United States. This classification system iscontained in Table 6, Part III, following.

2. Dropping Point -- This is the temperature at which a grease passes from a semi-solid to a liquid state under the conditions of the test. This property is stillmentioned in many grease specifications but it has little to do with actualperformance. It is not a measure of the maximum service temperature for which agrease is suitable.

3. Structural Stability Tests -- There are many of these and they are all designed tomeasure the stability of a grease under severe working conditions. Unfortunately,none of them have universal acceptance as each measures the effect of a given setof working conditions which may or may not be relevant to the application athand. The most generally used method is the aforementioned grease worker whichcan be set to run 10,000 or 100,000 strokes, if so desired. The penetration changefrom the original is a measure of structural stability.

4. Oxidation Stability -- As with oils, greases will oxidize in service. The higher thetemperature, the faster the rate of oxidation. When oxidation reaches a givenpoint, the grease will darken, turn rancid, become acidic and either harden orsoften, depending on the type. Thus, additives are used to enhance the naturalstability of the oil/thickener blend.


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View A View B

Figure 3: Grease Penetrometer. This apparatus is used to measure the consistency ofgreases. The tip of the cone is placed on the surface of the grease in the cup,then released. The reading on the dial, in tenths of a millimeter, after astandard time, is the penetration.


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D. ADDITIVES

Additives are used to impart some new property to a mineral oil or to enhance an existingproperty. Animal or vegetable oils tend to fall into the first category and chemical agentsinto the second. Blends of mineral oil with animal or vegetable oils, which are themselveslubricants, are often referred to as "compounded" oils and blends with chemical agents as"additive" oils. In practice today, the two categories overlap in that the compounded oilscan also contain chemical addition agents.

Additives are complex chemical substances which are used in concentrations varying froma few hundredths of one percent up to 20 or 30%. They can be classed into three mainfunctional subdivisions:

1. Those which protect the lubricated surfaces, e.g., extreme-pressure (EP) agents,rust inhibitors.

2. Those which improve lubricant performance, e.g., viscosity index improvers orpour point depressants.

3. Those which protect the lubricant itself, e.g., anti-oxidants.

The selection of an additive/oil combination involves far more than mixing any base oilwith any additive of the functional type required. Base oils vary in their chemicalcharacteristics according to the crude oil from which they originate and the refiningprocesses used. The practical effect of this is that an additive may work well with onebase oil but not with another. Thus, an additive must be carefully matched with the basestock so that the two are fully compatible and the full effect of the additive is obtained.Where lubricants contain more than one additive, the matching process is furthercomplicated by the potential effect of one additive on another.

The only real proof of the worth of any finished lubricating product lies in extensiveperformance testing, both in the laboratory and in the field. Such testing is undertaken byall reputable suppliers of quality lubricants. Indiscriminate mixing of different types isdiscouraged as it can lead to incompatibility and, possibly, machine damage. In theunlikely event that it becomes necessary to add a different type of oil to a running system,the situation should be reviewed with the Lubrication Engineers.


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Some of the most commonly used additives are the following:

1. Pour Point Depressants -- These are for oils intended for low-temperatureapplications. They modify the wax crystalline structure and can reduce pour pointsby as much as 10 °C.

2. Viscosity Index Improvers -- These lower the rate of change of viscosity withtemperature. The types of compound used are long chain, high molecular weightpolymers which function by increasing the relative viscosity of an oil more at hightemperatures than they do at low temperatures.

3. Defoamants -- Used to minimize foaming, these additives are most commonlysilicone polymers or polyacrylates, added in minute quantities to oil blends.

4. Emulsifiers -- Some steam cylinders and compressor cylinders handling wet air orother gases run best with an emulsion as the lubricant. For these applications, acylinder oil plus an emulsifiable fatty oil (or a synthetic emulsifier) are used.Emulsifiers also are used in soluble oils for metal processing.

5. Anti-Oxidants -- The tendency of oils and greases to oxidize in service requires theaddition of chemical inhibitors. Since the oxidation process comes from thecombined effects of heat, oxygen and catalysts, such as metals, moisture or dirt, itis only logical that the inhibitors should work on these so-called precursors. Someof them deactivate catalysts in the oil system, others preferentially oxidizethemselves instead of the oil and, still others, acting as pacifiers, coat the metallicsurfaces so the metal cannot function as a catalyst in the oxidation process.

6. Corrosion Inhibitors -- Since metal parts can be corroded by oxidation products inused oil, it is necessary to add corrosion inhibitors to the oil when it ismanufactured. These usually are materials which either form an absorbed film onthe metal or become chemically bonded to it.

7. Detergent-Dispersant Additives -- Dispersants are used to prevent the formation ofengine varnish and sludge by keeping deposit forming materials dispersed asminute particles. Detergents act to neutralize deposit forming compounds whichform under high temperature conditions or as a result of burning high sulfur fuels.They are similar chemically and each tends to do the same job as the other.Usually they are used as a package, hence detergent/dispersant.


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8. Anti-Rust Additives -- Where water may contaminate an oil, as in circulatingsystems for steam turbines and hydraulic systems, additives are needed to inhibitthe rusting action of the water on ferrous surfaces. These generally are polarcompounds which prevent water from reaching the metallic surface. All SaudiAramco lubricating oils contain anti-rust additives.

9. Anti-Wear and Extreme Pressure Additives -- These are intended to reducefrictional wear under thin film and boundary conditions of lubrication. Theyusually are one of three main types:

a. Oiliness additives which are polar fatty materials of natural or syntheticderivation, used in automatic transmission fluids, machine tool oils andsome enclosed gears.

b. Mild extreme pressure additives to reduce wear and scuffing of rubbingsurfaces under moderate pressure conditions, for example, in cams andtappets in automotive engines. Products containing these additivesgenerally are referred to as "anti-wear" or AW Lubricants.

c. Extreme pressure additives for high gear tooth pressure conditions, such asin hypoid gears. The additives contain compounds of sulfur, phosphorousand sometimes chlorine. They react with the metal surfaces to formprotective films. Generally referred to as EP Lubricants. Some automotivetype rear axle oils should not be used in gearboxes containing yellow metalinternal components such as brass, bronze and phosphor-bronze, as thepowerful EP additives can cause corrosion damage.

E. PROPRIETARY ADDITIVES

These are not "additives" in the same sense that the above classes of compounds are.Rather, they are proprietary materials manufactured and sold to end users for addition tooils in use in crankcases, gear boxes or other machinery. They are claimed to increasepower, stop leakage, control engine knock, free stuck rings, stop wear, repair wornsurfaces or any of a myriad of other beneficial functions. The problem is that they seldomwork. In the Saudi Aramco system, their use is not condoned and it is felt that theyaccomplish nothing, in the best case, and may be harmful, in the worst case.


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PART III - LUBRICANT CLASSIFICATION SYSTEMS

There have been many lubricant classification systems developed and promoted over the years.They have come from governmental bodies, industrial organizations, trade groups and technicalsocieties. It would be of no value to try and list all of them here as most have come and gone andare now obsolete. Some, still in restricted use, have not been included because of limitedrelevance and interest in Saudi Aramco operations. Those shown below are the most commonlyused and are internationally accepted.

The purpose of classification systems is to provide end users with ready references to lubricants.In most cases, they refer to viscosity or to end use category and only rarely is there any qualityconnotation.

A. AUTOMOTIVE LUBRICANT CLASSIFICATIONS

1. SAE Viscosity Classification System, Engine Oils

Probably the most widely known and used classification system is the SAE J300(Society of Automotive Engineers) Viscosity Classification. It classifies engineoils by viscosity grades. The W grades (for winter) are based on a maximum lowtemperature viscosity and maximum borderline pumping temperature, as well as aminimum viscosity at 100 °C. Oils without the letter W are based on viscosity at100 °C only. A "multigrade" oil is one whose low temperature viscosity andborderline pumping temperature satisfy the requirements for one of the W gradesand whose 100 °C viscosity is within the range of a higher non-W grade.


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TABLE 1 - SAE VISCOSITY GRADES, ENGINE OILS

SAE J 300

SAE Viscosity Viscosity @ Borderline Viscosity @Grade Temp. (°C) Pumping Temp. 100 °C

P °C cStMax. Max. Min Max.

OW 3250 @ -30 -35 3.8 - 5W 3500 @ -25 -30 3.8 -10W 3500 @ -20 -25 4.1 -15W 3500 @ -15 -20 5.6 -20W 4500 @ -10 -15 5.6 -25W 6000 @ -5 -10 9.3 - 20 - - 5.6 <9.3 30 - - 9.3 <12.5 40 - - 12.5 <16.3 50 - - 16.3 <21.9

2. API (American Petroleum Institute) Service Classification

This classification was devised to permit a labeling program which would relate tothe class of engine service for which an oil is intended. It is divided into an "S"series, for oils used in passenger cars and light trucks, and a "C" series, oils forcommercial engines, usually diesels. It is possible for an oil to meet more than oneclassification.

"S" Series

SA -- Obsolete. Formerly for utility gasoline and diesel engines under serviceconditions so mild as to require none of the additive effects found in most oils.

SB -- For minimum duty gasoline engine service not requiring more than minimalprotection. They have only antiscuff protection and oxidation and corrosioninhibition.

SC -- For 1964 gasoline engine warranty maintenance service. This is for servicetypical of gasoline engines in 1964 through 1967 models of passenger cars andlight trucks. Oils for this service provide control of high and low temperaturedeposits, wear, rust and corrosion.


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SD -- For 1968 gasoline engine warranty maintenance service. These are forservice typical of gasoline engines in vehicles manufactured in 1968 through 1970and some later models. Oils for this service have more protection against high andlow temperature deposits, rust, corrosion and wear than Classification SC.

SE -- For 1972 gasoline engine warranty maintenance service. These are forservice typical of gasoline engines in passenger cars and light trucks in the modelyears beginning in 1972. Oils for this service have greater protective capabilitythan SC or SD products and may be used wherever they are recommended.

SF -- For 1980 gasoline engine warranty service. These are for service in cars andlight trucks beginning with the 1980 models. They provide increased oxidationstability and improved anti-wear than SE oils and can be used wherever SE, SD orSC are recommended.

SG – For 1989 gasoline engine warranty service.

SH – For 1994 gasoline engine warranty service.

SJ -- As of August 1997 API SJ is the latest API performance category. API SJ supersedes the previous SG (introduced 1989), and SH (introduced 1994),performance categories.

"C" Series

CA (Obsolete) For service typical of diesel engines in mild to moderate duty withhigh-quality fuels.

CB (Obsolete) For service typical of diesel engines in mild to moderate duty withfuels of lower quality which necessitate more protection from wear and deposits.

CC (Obsolete) For service typical of certain naturally aspirated, turbocharged orsupercharged engines operated in moderate to heavy duty service and certainheavy duty gasoline engines. They provide protection from high temperaturedeposits and bearing corrosion.

CD (Obsolete) For service typical of certain naturally aspirated, turbocharged orsupercharged diesel engines where highly effective control of wear and deposits isvital or where high sulfur fuels are used.


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CF -- Supersedes CD. Provides improved protection towards high temperature piston deposits when using high sulfer fuel. Gives excellent bearing corrosion control. Suitable for severe duty in naturally aspirated, turbocharged and supercharged diesel engines.

CF-4 – A multigrade 15W-40 diesel engine oil suitable for modern turbocharged or supercharged heavy duty engines. Gives improved oil consumption relative to API CD oils. Provides excellent resistance to oil thickening, bearing corrosion andwear.

CF-2 – For service typical of modern two stroke engines manufactured since 1994.Exceeds the requirements of API CD-II by providing additional protection against wear and deposit control.

CG-4 – For engines which were designed to meet 1994 US emissions legislation. Suitable for modern turbocharged or supercharged heavy duty engines. Provides excellent control of soot agglomeration, piston deposit formation and wear in new low emission engines.

3. CCMC (Comite des Constructeurs d'Automobiles du Commun) Approvals

This group was formed by European vehicle manufacturers who felt that theAmerican organizations did not properly represent the requirements of theirengines. The CCMC classification system was divided into three main categories;“G” for gasoline engines, “D” for heavy duty diesel engines and “PD” forpassenger car diesel engines. NOTE: In 1990 the CCMC was dissolved and anew organization ACEA (Association des Constructeurs Europeensd’Automobiles) was established.

D-4 – Defined engine oils utilized in naturally aspirated and turbochargedcommercial engines in heavy duty operation. Introduced Jan.1990, reflecting oilswhich offered improved wear and deposit protection and better evaporative losscharacteristics Also added requirements for engine elastomer compatibility, lowspeed oil thickening and foaming.

D-5 – As for CCMC D-4 but for extra heavy duty operation.

Note: CCMC classifications are now obsolete, having been replaced in1990 by a new organization ACEA (Association des Constructeurs Europeens d’Automobiles).


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ACEC Oil Service Sequences

E1-96 -- Oils for heavy duty diesel engines.

E2-96 -- Oils for heavy duty engines. Compared to E1-96: increased wear, bore polish, deposits and sludge protection. Improved oil consumption performance.

E3-96 – Oils for heavy duty engines. Compared to E2-96: increased wear, bore polish, deposits and sludge protection. Also better oil consumption performance and soot handling.

4. API (American Petroleum Institute) Gear Oil System

The American Petroleum Institute lubricant service designations for automotivemanual transmissions and axles are based on the gear type and the amount ofextreme pressure (EP) protection required.

GL-1. Operation typical of spiral-bevel and worm gears under mild conditions,where straight mineral oil is suitable.

GL-2. Conditions normally associated with worm gears and axles, more severethan GL-1, calling for added antiwear characteristics.

GL-3. Service typical of spiral-bevel and manual transmissions operating undermoderately severe conditions of speed and load, calling for a mild EP lubricant.

GL-4. Conditions, typical of hypoid gears, calling for the performancecharacteristics outlined by U.S. military specification MIL-L-2105.

GL-5. Conditions, typical of hypoid gears, calling for the performance outlined byU.S. military specification MIL-L-2105 D.

GL-6. Operation of high offset hypoid gears (above 2.0 inches offset andapproaching 25% of ring gear diameter) under high speed, high performanceconditions. This classification was abandoned in 1977.

MT-1. High performance manual transmission lubricant for heavy duty manual gearboxes. The transmission test uses clutch plates as the synchroniser system.

GL-7. (Proposed) Improved performance over GL-5 for use in hypoid gears in rear axles.


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NOTE: Saudi Aramco Automotive Gear Lube 140 is recommended for use inconditions described in GL-3, GL-4 and GL-5.

5. SAE Viscosity Classifications for Gear Oils

SAE viscosity grades are established for gear oils in much the same manner as forengine oils. Grades that are better suited for cold weather use are defined byviscosity limits at low temperatures and minimum viscosities at 100 °C. Highergrades are defined by viscosity ranges at 100 °C only. The SAE Gear OilViscosity Grades do not correspond directly with SAE Crankcase Oil designations.

TABLE 2 - SAE GEAR OIL VISCOSITY SYSTEM - J306

SAE Maximum Temperature Viscosity @ 100°CViscosity For Viscosity of cSTGrade 150000 cP, °C

Minimum Maximum

70W -55 4.1 75W -40 4.1 - 80W -26 7.0 - 85W -12 11.0 - 90 - 13.5 < 24.0140 - 24.0 < 41.0250 - 41.0 -

NOTE: In most cases only Saudi Aramco Automotive Gear Lube 140 should beused in Saudi Aramco Equipment. It was chosen as the grade best suitedto the climate and operating conditions found in Saudi Aramco's areas ofactivity.

6. Automatic Transmission Fluids

The most widely used of the numerous automatic transmission fluids on the marketis the Dexron series fluids (GM 6137-M). It is available worldwide. For SaudiAramco equipment (Saudi Aramco Transmission Oil D-II) is used. This fluid is anATF Dexron II fluid. Ford has five different specifications. In 1987 Fordintroduced a new service fill ATF specification similar to GM Dexron. Thisspecification called MERCON, mimics the licensing procedures of Dexron butrequires significantly different friction retention properties. The specification wasrevised in 1993 but the name was not changed.


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For certain specific applications a higher viscosity transmission oil is required, for example: Saudi Aramco Grove Cranes models 750BE and AT 880 transmissions. This oil is an ISO Viscosity Grade 68 and meets specification JDM-20A for off highway equipment hydraulic systems, automatic transmissions and oil immersed brakes.

B. INDUSTRIAL OILS

1. ISO Viscosities

These classifications were developed by the International Organization forStandardization and are widely used by the petroleum and other industries. Thesystem establishes a series of lubricant viscosity grades based on kinematicviscosities at 40 °C. The classifications and applicable limits are shown in Table 3.

Table 3 - ISO Viscosity Classifications

ISO Midpoint Viscosity ISO Midpoint ViscosityViscosity cSt @ cSt @40 °C Viscosity cSt @ cSt @ 40 °CGrade 40 °C Min. Max. Grade 40 °C Min. Max.

2 2.2 1.98 2.42 68 68 61.2 74.83 3.2 2.88 3.52 100 100 90.0 1105 4.6 4.14 5.06 150 150 135 1657 6.8 6.12 7.48 220 220 198 24210 10 9.00 11.00 320 320 288 35215 15 13.5 16.5 460 460 414 50622 22 19.8 24.2 680 680 612 74832 32 28.8 35.2 1000 1000 900 110046 46 41.4 50.6 1500 1500 1350 1650

NOTE: Only ISO viscosity grades are used to describe industrial oils in Saudi Aramco.

2. (STLE*) Standards for Machine Tool Petroleum Fluids

These standards, published by the Society of Tribologists and LubricationEngineers, are meant to provide machine tool builders and users with a convenientset of viscosity and end-use-related designations. There is no attempt to conveyany performance or quality information -- only a viscosity range and an end usecategory. Table 4 summarizes the data in the standards.

* Formally ASLE (American Society of Lubrication Engineers)


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Table 4 - ASLE Standards For Machine Tool Fluids

ASLE ASLE ViscosityStandard Identification @l00F (37.8 °C) DescriptionNumber Number SUS cSt

64-1 H-150 135-165 28.8-35.2 Hydraulic Fld.& Gen'l.64-2 H-215 194-236 41.4-50.6 Purpose Lubricant64-3 H-315 284-346 61.2-74.8 "64-4 H-700 630-770 135-165 "70-1 H-150AW 135-165 28.8-35.2 Anti-Wear Hydr. Fld.70-2 H-215AW 194-236 41.4-50.6 & Gen'l. Purpose Lub't.70-3 H-315AW 284-346 61.2-74.8 "64-5 S-32 29-35 1.98-2.42 Spindle Lubricant64-6 S-60 54-66 9.00-11.0 "64-7 S-105 95-115 19.8-24.2 "64-8 W-150 135-165 28.8-35.2 Combination Hydr. Fld.64-9 W-315 284-346 61.2-74.8 & Slide Way Lubricant64-1 W-1000 900-1100 198-242 "68-1 G-315 284-346 61.2-74.8 Extreme Pressure Gear68-2 G-1000 900-1100 198-237 Lubricant68-3 G-1500 1350-1650 288-352 "68-4 G-2150 1935-2365 414-506 "

3. AGMA Lubricant Numbers

The American Gear Manufacturer's Association developed standards for industrial gearoils. The various types and viscosity grades are identified by a series of numbers. Table 5,following, covers this system.

Table 5 - Agma Lubricant Numbers

AGMA Lubricant Viscosity ISO ViscosityNumber Range Grade

cSt @ 40 °C

1 41.4-50.6 462, 2EP 61.2-74.8 683, 3EP 90-110 1004, 4EP 135-165 1505, 5EP 198-242 2206, 6EP 288-352 3207, 7EP, 7 Comp. 414-506 4608, 8EP, 8 Comp. 612-748 6808A, 8A EP, 8A Comp. 900-1100 10009, 9EP 1350-1650 150010, 10EP 2880-3520 -11, 11EP 4140-5060 -12 6120-7480 -13 25000-38400 -


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Key: Straight grades, numbers only, are non-compounded mineral oils with non-EPadditives EP denotes the use of extreme pressure additives Comp. indicates thepresence of fatty compoundings

NOTE: In Saudi Aramco, only straight grades 1, 2, 4, 6 and 7 (Saudi Aramco TurbineOil 46 and 68, Saudi Aramco Machinery Oil 150, 320 and 460) and EP grades5, 7 and 8 (Saudi Aramco Gear Lube EP220, EP460 and EP1000) are used.

C. GREASES

There have been many attempts to categorize greases but the only one which has met withany real success is the system devised by the National Lubricating Grease Institute (NLGI)of the U.S. It is based solely on consistency, the worked penetration, discussed earlier.

Table 6 - NLGI Grease Numbers

NLGI ASTM PenetrationNumber @ 25 °C

000 445-47500 400-4300 355-3851 310-3402 265-2953 220-2504 175-2055 130-1606 84-115

NOTE: Only NLGI numbers 1, 2, and 3 are used in Saudi Aramco equipment.


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PART IV - SAUDI ARAMCO SAMS (SAUDI ARAMCO MATERIALS SYSTEM)CLASS 26 LUBRICANTS

A. GUIDE TO SAUDI ARAMCO SAMS 26 CATALOG NUMBERS (LUBRICANTS)

The SAMS numbering system for lubricants, special purpose oils and fuels was organizedto simplify product receiving and storage, field identification and container size selection.In the past, oil company brand names were used. As mentioned earlier, these names oftenled to confusion in the field. The primary intent of the new system was to assist the enduser, the field operator, in identification and use of the proper lubricant to suit the needs ofhis equipment.


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The following chart explains the meaning of the SAMS 26 Numbers:

Guide To Saudi Aramco SAMS 26 Catalog Numbers for Lubricants

SAMS 26 - 0XX - XXX| | | | | | Container Size| | | | | | | 02 - 440 ml (16 oz spray or 1 lb can)| | | | | | | XX7 - Misc. sizes, see note| | | | | | | 20 - 4 liters (1 gal can, approx 7.5 lb)| | | | | |______| 30 - 20 liters (5 gal pail, approx 35 lb)| | | | | | 40 - 208 liters (55 gal drum, approx 400 lb)| | | | | || | | | | | 50 - Bulk truck shipment| | | | || | | | |________ Item number within a sub-class| | | || | | | | Sub-Class| | | | | 01 - Circulating Oils| | | | | Turbine and Machinery| | | | | 02 - Gear Lubricants| | | | | 03 - Power Transmission and Hydraulic Oils| | | | | 04 - Greases| | | | | 05 - Engine and Combustion Gas Turbine Oils| | | | | 06 - Insulating and Refrigeration Oils| | | |_________| 07 - Preservative Lubricants| | | | 08 - Metal Working Fluids and Way Oils| | | | 09 - Valve Lubricants| | | | 10 - Instrument Lubricants| | | | 11 - Special Lubricants| | | | Solids, Antisieze, Miscellaneous| | | | 12 - Fuels| | || | |__________Lubricants, Special Purpose Oils, Fuels| || |____Class Number - Lubricants, Special Purpose Oils| Fuels, Chemicals, Stains and| Indicator Solutions|_____Saudi Aramco Materials Systems


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NOTE: When the number 7 appears as the last digit of the SAMS number, it means thatit is not a standard package size. In this case, the first two digits of the threedigit number are used to identify the item sequence within the miscellaneouscategory and the third digit, the 7, indicates a non-standard package. The actualsize of the container can be found in the SAMS Class 26 catalog under thespecific product description.

B. SAMS 26-001 - Circulating Oils, Turbine and Machinery

SAUDI ARAMCO TURBINE OILS 32, 46, 68.

1. Description and Application

These oils are formulated from premium quality, chemically stable, high VI basestocks combined with an optimum additive package. This includes oxidationinhibitors which provide resistance to thermal degradation over long periods oftime in the presence of oxygen and catalyzing metals. They also contain rustinhibitors, defoamants, demulsifiers, and metal deactivators to protect againstcorrosion. In Saudi Aramco, the fields of use, in addition to steam and gasturbines, include electric motors, centrifugal compressors and pumps , fans withhydrodynamic sleeve bearings or anti-friction bearings, pumps, governors, someconstant speed drives, mixers and agitators, and non citical hydraulic systems.Selection of the proper ISO Viscosity Grade depends on the speed, load andtemperature of the application. Questions should be referred to the LubricationEngineers if answers are not found in the equipment section of this manual.

2. Package Availability

Saudi Aramco Turbine Oil 32 Drum - SAMS 26-001-140Bulk - SAMS 26-001-150

Saudi Aramco Turbine Oil 46 Pail - SAMS 26-001-230Drum - SAMS 26-001-240Bulk - SAMS 26-001-250

Saudi Aramco Turbine Oil 68 Pail - SAMS 26-001-330Drum - SAMS 26-001-340


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3. Requirements

The oils shall be of premium quality, blended from highly refined distillate basestocks, and shall be free from suspended solids, water and other impurities. Theymust meet the following standards:

ISO Viscosity Grades 32, 46, 68Appearance Clear and BrightCorrosion, ASTM D130 2 MaxDumulsification, ASTM D1401 Separation, 30 MinsFoam, ASTM D892 Seq. I, ml 50/0 max

Seq. II, ml 25/0 maxSeq. III, ml 50/0 max

TOST, ASTM D943 2000 Hrs. Min. to NN 2.0Oxidation, stability (RBOT)

ASTM D2272 200 minutes min.Oxidation, IP 280

TOP, Mass % 1.0 MaxSludge, Mass % 40 Max.

Rust, ASTM D665A PassTAN, ASTM D974 0.2 MaxViscosity Index 90 Min.Viscosity, cSt @ 40 °C

ISO VG 32 Grade 28.8-35.2ISO VG 46 Grade 41.4-50.6ISO VG 68 Grade 61.2-74.8

Ash, ASTM D482 NilMetals, Any One 10 ppm Max.

4. Qualification

The supplier shall provide evidence of qualification as stipulated above, togetherwith a 1 liter sample against which all deliveries of the subject product mustcomply within industry accepted tolerances. Initial qualification and anysubsequent formulation changes must be approved by the ResponsibleStandardization Agency.


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5. Identification

Each container must be marked as follows:

SAUDI ARAMCO TURBINE OIL 32 SAMS 26-001-140 (or 150)SAUDI ARAMCO TURBINE OIL 46 SAMS 26-001-230 (240, 250)SAUDI ARAMCO TURBINE OIL 68 SAMS 26-001-230 (or 340)Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

C. SAMS 26-001 -- Circulating Oils, Turbine and Machinery

SAUDI ARAMCO MACHINERY OILS 150, 320, 460


As with the lighter grades of SAMS 26-001 (GV 32, 46, 68) the three heaviergrades are formulated from premium quality, chemically stable, high VI basestocks. They contain additives which enhance their natural resistance to theoxidizing effects of high temperature, available oxygen and catalysts. Also preventin the formulated products are defoamants, rust inhibitors, metal deactivators anddemulsifiers. In other words, they are similar to the turbine oils but with heavier(higher viscosity) base stocks.

The application information which follows is intended as a general overview of thefields of use to which these oils will be applied. For specific productrecommendations, refer to the appropriate equipment section in this manual or tothe Lubrication Engineers. In the Saudi Aramco system, Machinery Oils 150, 320,and 460 are used in applications such as the following:

Plain and antifriction bearings (slow speed, high temperature).

Compressors (process and air, reciprocating )

Gears (lighter loads)


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Saudi Aramco Turbine Oil 150 Pail - SAMS 26-001-430Drum - SAMS 26-001-440

Saudi Aramco Machinery Oil 320 Pail - SAMS 26-001-530Drum - SAMS 26-001-540

Saudi Aramco Machinery Oil 460 Pail - SAMS 26-001-630Drum - SAMS 26-001-640

3. Requirements

These oils shall be of premium quality, blended from virgin high VI base stocks.They must meet the following standards:

ISO Viscosity Grades 150, 320, 460Appearance Clear and BrightCorrosion, ASTM D-130 2 MaxDemulsification ReportTOST, ASTM D-943 1000 Hrs. Min. to NN 2.0Rust, ASTM D-665A PassTAN, ASTM D-974 0.2 MaxViscosity, cSt @ 40 °C

ISO Viscosity Grade 150 135-165ISO Viscosity Grade 320 288-352ISO Viscosity Grade 460 414-506

4. Qualification

The supplier shall provide evidence of qualification as stipulated above, togetherwith a one-liter sample against which all deliveries of the subject product mustcomply, within industry-accepted tolerances. Initial qualification and anysubsequent formulation changes must be approved by the ResponsibleStandardization Agency.


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5. Identification

Each container must be marked as follows:

Saudi Aramco Machinery Oil 150 SAMS 26-001-430 (or 440)Saudi Aramco Machinery Oil 320 SAMS 26-001-530 (or 540)Saudi Aramco Machinery Oil 460 SAMS 26-001-630 (or 640)Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

D. SAMS 26-002 -- Gear Lubricants, Automotive and Industrial

SAUDI ARAMCO AUTOMOTIVE GEAR LUBE 140


This heavy duty, multi-purpose gear lubricant is designed to meet the rigorousservice demands imposed by Saudi Aramco conditions. It contains additives of thesulfur/phosphorous type which, in combination with the naturally high VI base oil,produce a product of high chemical and thermal stability.

This oil is recommended for API Service GL-5, covering hypoid rear axles andsome other automotive applications. It also can be used in axles specifying GL-3and GL-4 conditions.


Saudi Aramco Automotive Gear Lube 140 Pail - SAMS 26-002-130Drum - SAMS 26-002-140

3. Requirements

The oil shall be of premium quality and approved for use against MIL-L-2105D(Amendment 1) and suitable for Service API GL-3, 4 and 5. It must meet thefollowing standards:

Viscosity Grade SAE 140 or 85W/140


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4. Qualification


5. Identification

Each container must be marked as follows:Saudi Aramco Automotive Gear Lube 140SAMS 26-002-130 (or 140)Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

E. SAMS 26-002 -- Gear Lubricants, Automotive and Industrial

SAUDI ARAMCO GEAR LUBE 90


This automotive gear lubricant is designed to meet the service demands of manual transmissions and differentials specifying a SAE 90 or 85W-90 gear oil. The oil shall meet the requirements of Daimler Benz Specification 235.1

This oil is recommended for use as a MIL-L-2105 product and suitable for API Service GL-3, GL-4.


Saudi Aramco Automotive Gear Lube 90 - Pail - SAMS 26-002-030Drum SAMS 26-002-040

3. Requirements

The oil shall be premium quality and approved for use as a MIL-L-2105 product and suitable for API Service GL-3, GL-4

Viscosity Grade : SAE 85W-90/SAE 90


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F. SAMS 26-002 – Gear Lubricants, Gear Lubes EP

SAUDI ARAMCO GEAR LUBE EP 220, EP 460, EP 1000.


These premium-quality, unleaded, extreme-pressure industrial gear oils areintended for use in enclosed gears operating under most service conditions. Theyare made from high quality base oils selected for their natural oxidation stabilityand water separating ability. Additives are incorporated to provide extremepressure and wear protection, rust and corrosion inhibition, enhanced oxidationstability and resistance to foaming.

The primary application for these lubricants is in industrial gear boxes, includinggear motors, right angle drives, fin fan drives and most other enclosed gearing.They also are used in some pumps. The selection of the proper viscosity for eachindividual application is important and if a recommendation is not found in theequipment section of this manual, the question should be referred to theLubrication Engineers.


Saudi Aramco Gear Lube EP 220 Pail - SAMS 26-002-230Saudi Aramco Gear Lube EP 460 Pail - SAMS 26-002-330Saudi Aramco Gear Lube EP 1000 Pail - SAMS 26-002-430

3. Requirements

These oils shall be blended from refined, high VI virgin base stocks and formulatedwith extreme pressure additives to meet the following standards:

ISO Viscosity Grades 220, 460, 1000U.S. Steel Requirement 224 PassTimken OK Load, ASTM D2782 27 Kg Min.AGMA 250.03

Gear Lube EP 220 AGMA 5EPGear Lube EP 460 AGMA 7EPGear Lube EP 1000 AGMA 8AEP

Viscosity, cSt @ 40 °CGear Lube EP 220 198-242Gear Lube EP 460 414-516Gear Lube EP 1000 900-1000


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4. Qualification


5. Identification

Each container supplied against this specification must be marked as follows:

Saudi Aramco Gear Lube EP 220 SAMS 26-002-230Saudi Aramco Gear Lube EP 460 SAMS 26-002-330Saudi Aramco Gear Lube EP 1000 SAMS 26-002-430Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

G. SAMS 26-003 -- Power Transmission and Hydraulic Oils

SAUDI ARAMCO TRANSMISSION OIL D-II


This transmission fluid is formulated from special, high quality distillate basestocks, combined with VI improvers, antioxidants, antiwear agents, detergents,defoamants and special additives which provide controlled frictional, or lubricity,characteristics. Correct viscosity properties are vitally important for automatictransmission fluids. If the fluid is too light, hydraulic control mechanisms may notfunction properly in hot weather, particularly after a long, hard run. On the otherhand too-high viscosity may reduce the efficiency of power transmission in thetorque converter or fluid coupling used in some designs, resulting in poor fueleconomy and excessive heat generation. Frictional properties are equallyimportant as slippage and mechanical friction can generate high temperatures,resulting in rapid fluid degradation.


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In Saudi Aramco, Transmission Oil D-II is used in all automatic transmissions andalso in such miscellaneous applications as:

Power steering systemsAllison V drivesHydraulic systems requiring ISO 32 GradeHydraulically operated valvesAir operated valvesAir line oilersSelected Voith and other fluid couplings, speed reducers and increasers


Saudi Aramco Transmission Oil D-II Pail - SAMS 26-003-330Drum- SAMS 26-003-340

3. Requirements

This oil shall be a General Motors Corporation-approved fluid meeting the latestrevision of the DEXRON II specification which has been assigned a "D" seriesqualification number. (This name DEXRON is copyrighted by the General MotorsCorporation.)

4. Qualification


5. Identification


Saudi Aramco Transmission Oil D-IISAMS 26-003-330 (or 340)Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number


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H. SAMS 26-003 -- Power Transmission and Hydraulic Oils

SAUDI ARAMCO HYDRAULIC OIL AW-68


This is a product specifically designed for severe hydraulic system service. In thisservice, it is superior to automotive oils in terms of demulsibility, rust preventionand resistance to deposit formation and to turbine oils in terms of anti-wearprotection. Anti-wear protection is equivalent to that of the best engine oils.These qualities are imparted by the combination of a stable, high VI base stock andan additive package developed exclusively for hydraulic oils. While the principalapplication area is hydraulic systems, Saudi Aramco Hydraulic Oil AW 68 also isused in vane type gas or air starters on some compressors and, in some instances,may be used in certain air conditioning refrigeration compressors. Specificinformation is available from the equipment section of this manual or from theLubrication Engineers.


Saudi Aramco Hydraulic Oil AW 68 - Drum - SAMS 26-003-140

3. Requirements

This oil shall be a premium, inhibited, anti-wear product made from paraffinic basestocks containing rust, oxidation and foam inhibitors. It must meet the followingstandards:

Appearance Clear and BrightViscosity ISO VG 68Viscosity Index 90 MinCorrosion, ASTM D130 2 MaxFZG Load Stage 9Rust, ASTM D665A PassVane Pump Test, ASTM D2882 50 mg MaxTOST, ASTM D943 2000 Hrs. Min. to NN 2.0Foam tendency / stability Sequence I, ml 50 / 0 max.(ASTM DD892) II, ml 50 / 0 max.

III, ml 50 / 0 max.


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4. Qualification


5. Identification


Saudi Aramco Hydraulic Oil AW 68SAMS 26-003-140Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

I. SAMS 26-004 -- Greases


There are six major usage greases in the Saudi Aramco system: All PurposeGrease EP1 and EP3, Ball Bearing Grease 2, Polyethylene Grease 1 (CouplingGrease), Rack and Pinion Grease and High Temperature Grease.

a) ALL PURPOSE GREASES EP1 AND EP3

The All Purpose Greases, in two NLGI Grades, one relatively soft (EP1)and the other relatively hard (EP3), are unleaded, extreme pressure, multi-service products designed for normal through heavy duty applications.They are made with a lithium 12 hydroxystearate soap base which ensuresgood resistance to softening under severe working, good water resistanceand a consistency which will remain relatively constant over therecommended temperature range. Recommended uses, in Saudi Aramco,are automotive lubrication, mechanical linkages and valve accessories, andwinches, capstans and open gears calling for grease lubrication.


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b) BALL BEARING GREASE 2

Ball Bearing Grease 2 has a synthetic polyurea thickener and is specificallyformulated for extremes of operational severity. It has inhibitors whichmake it particularly suitable for service in the presence of moisture and saltwater, where corrosion is an ever-present threat. In Saudi Aramco, thisproduct is used in all ball and roller bearings (pumps, electric motors, finfans, blowers, turbines, mixers and agitators).

c) POLYETHYLENE (COUPLING) GREASE 1

Polyethylene Grease 1 is a specialty product made from polyethylene and alithium soap base. It has extreme pressure additives, rust and oxidationinhibitors and a high quality mineral oil component. It is intended for useonly in grease-packed gear couplings used on rotating machinery. Itshould not be used for general lubrication.


Saudi Aramco All Purpose Grease EP1 Pail - SAMS 26-004-130Saudi Aramco All Purpose Grease EP3 1 lb - SAMS 26-004-202

Pail - SAMS 26-004-230Drum - SAMS 26-004-240

Saudi Aramco Ball Bearing Grease 2 Pail - SAMS 26-004-330Saudi Aramco Polyethylene Grease 1 Pail - SAMS 26-004-430

3. Requirements

These greases shall represent the highest quality of the respective suppliers andmust meet the following standards:

Physical Characteristics of Saudi Aramco Greases (excluding specialty items)

Grease AP EP1 AP EP3 BRG2 PE1NLGI Grade 1 3 2 1Thickener Li Li Syn PE/LiPenetration, Wkd., ASTM D217 310-340 220-250 265-295 325Dropping Pt., C, ASTM D-566 165 Min. 165 Min. 235 Min. 100 Min.Base Oil Viscosity, ISO VG 150 Min. 150 Min. 100 Min. -Base Oil Viscosity, cSt @40 °C - - - 600 Min.Base Oil VI - - - 85 Min.Bearing Test, Hrs. ASTM D3336 - - 500 Min. -Timken OK Load, Kg, ASTM D2509 18 Min. 18 Min. - 18 Min.


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Key: AP EP1 - Saudi Aramco All Purpose Grease EP 1AP EP3 - Saudi Aramco All Purpose Grease EP 3BRG2 - Saudi Aramco Ball Bearing Grease 2PE1 - Saudi Aramco Polyethylene Grease 1

4. Qualification

The supplier shall provide evidence of qualification as stipulated above, togetherwith a one-pound sample against which all deliveries of the subject product mustcomply, within accepted industry tolerances. The initial qualification and anysubsequent formulation changes must be approved by the ResponsibleStandardization Agency.

5. Identification

Each container supplied against one of these specifications must be marked asfollows:

Saudi Aramco All Purpose Grease EP 1SAMS 26-004-130

Saudi Aramco All Purpose Grease EP 3SAMS 26-004-202 (or 230, 240)

Saudi Aramco Ball Bearing Grease 2SAMS 26-004-330

Saudi Aramco Polyethylene Grease 1SAMS 26-004-430

Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number


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J SAMS 26-004 -- Greases (Additional products)

SAUDI ARAMCO RACK AND PINION GREASE


This product meets the requirements for a high viscosity mineral oil grease containing solid lubricants to provide good adhesion, water resistance and high load bearing characteristics. For use on jack-up barge racks, rack pinions and jack leg guide shoes, particularly when grease is supplied using a centralized lubricationsystem. It is a special purpose product and should not be used as a general purpose grease.


Saudi Aramco Rack and Pinion Grease - Pail - SAMS 26-004-530 Drum - SAMS 26-004-540

3. Requirements

This grease shall provide good pumpability, for use in centralized greasing systems. It shall contain a high viscosity mineral oil and shall incorporate graphite and molybdenum disulfide components.

NLGI Grade 2Penetration, worked at 25 °C 270Load-Wear Index, Kg (ASTM D2596) 50 minOil Viscosity at 40 °C 680 minGraphite Mass % 20 minMolybdenum Disulfide, MASS % 3 - 5


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K SAMS 26-004 -- Greases

SAUDI ARAMCO HIGH TEMPERATURE GREASE


This Specification describes the requirements of an NLGI 2 / 3 grade high temperature non-melting grease for use in plain bearings in sulfur pumps and other applications where high temperatures, up to 235 °C continuous operation, necessitates a non-melting type grease. Not suitable for use in grease lubricated electric motor bearings or other equipment containing high speed anti-friction bearings.


Saudi Aramco High Temperature Grease - Pack - SAMS 26-004-415

3. Requirements

This grease shall be made with a non-soap inorganic thickener and a highly refinedlow volatility mineral oil and contains molybdenum disulfide. It shall meet the following:

NLGI Grade 2 / 3Penetration, Worked (IP 50) 1 / 10mm 250 - 270Dropping Point, °C (IP 132) NoneOil Viscosity ISO VG 450 min.Wear Load Index (IP 239) 50 min.Weld Load Index (IP 239) 316 min.

L. SAMS 26-005 -- Engine and Combustion Gas Turbine Oils

SAUDI ARAMCO DIESEL ENGINE OIL CD


This specification describes the requirements of an engine oil to be used in oldertype diesel engines, EXCLUDING EMD, and gasoline engines, operating in theSaudi Aramco system. It also may be used in automotive manual transmissions,Allison V drives, Caterpillar hydraulic systems and other mobile equipmentsystems where crankcase oils of SAE 30 or 40 grades are required.


Page 53 of 255


Saudi Aramco Diesel Engine Oil CD Pail - SAMS 26-005-130Drum - SAMS 26-005-140

3. Requirements

This oil shall be blended from high VI virgin base stocks, be qualified against MIL-L-2104 C, and formulated to meet the following standards:

Viscosity Grade, SAE 40API Service CD/SFSulfated Ash, wt. %, ASTM D884 1.5 Max.Total Base No., ASTM D2896 9.0 Min.

Note: The SAE 30 grade of the approved oil, although not carried in the SaudiAramco system, should meet the performance requirements of GM-Allison C-3 and Caterpillar TO-2 specifications. The SAE 40 grade ofSaudi Aramco Diesel Engine Oil CD will be used in these applications.

4. Qualification

The supplier shall provide evidence of qualification as stipulated above, togetherwith a one-liter sample with which all deliveries of the subject product mustcomply, within industry-accepted tolerances. Initial qualification and anysubsequent formulation changes must be approved by the ResponsibleStandardization Agency.

5. Identification


Saudi Aramco Diesel Engine Oil CDSAMS 26-005-130 (or 140)Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number


Page 54 of 255

M SAMS 26-005 – Engine and Combustion Gas Turbine Oils

SAUDI ARAMCO DIESEL ENGINE OIL 15W / 40


This Specification describes the requirements of an engine oil to be used in Caterpillar direct injection diesel engines, except 3600 series. It is not suitable for use in EMD engines. It may be used in Allison transmissions requiring C3 / C4 Fluid, Caterpillar hydraulic systems and other mobile or marine systems where a crankcase oil of SAE 15W / 40 Grade is suitable.

2. Package availability

Saudi Aramco Diesel Engine Oil 15W / 40 - Drum - SAMS 26-005-530

3. Requirements

This oil shall be blended from HVI virgin basestocks free from suspended solids, water and other impurities and formulated to meet the following:

Viscosity Grade SAE 15W / 40For API Service CF-4MIL-L-2104 ECCMC Sequences D-4, PD2 and G4Sulfated Ash, (ASTM D 874 ) m% 1.5 max.Total Base Number ( ASTM D 2896 ) 10 min.


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N. SAMS 26-005 -- Engine and Combustion Gas Turbine Oils

SAUDI ARAMCO DIESEL ENGINE OIL EMD


This oil is intended for use in Electromotive Division (General Motors) enginesalthough it is suitable for other large marine and stationary diesel engines callingfor high TBN oil. Also, it may be used wherever API Service CD oil isrecommended. Its detergent/dispersant qualities result in increased filter life andengine cleanliness levels. The high initial alkalinity is sustained in service andprovides excellent corrosion protection when used with high sulfur fuels, eventhough metals such as steel, copper and bronze are present. The silver bearings inEMD engines are particularly prone to corrosive damage and the oil effectivelyprotects against such attack.


Saudi Aramco Diesel Engine Oil EMD - Drum - SAMS 26-005-240

3. Requirements

This oil shall be of premium quality, blended from virgin base stocks, and free fromsuspended solids, water and other impurities, formulated to meet the followingstandards:

Viscosity Grade, SAE 40Total Base Number, ASTM D2896 20 Min.

Note: These additional qualifications are required:

a. GM/EMD Specification No. MI 1760, Marine Enginesb. GE Specification No. GEK-61435A Extra Performance Railroad

Lubricants

4. Qualification

The supplier shall provide evidence of qualification as stipulated above, togetherwith a one-liter sample with which all deliveries of the subject product mustcomply, within industry-accepted tolerances. Initial qualification and anysubsequent formulation changes must be approved by the ResponsibleStandardization Agency.


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5. Identification


Saudi Aramco Diesel Engine Oil EMDSAMS 26-005-240Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

O. SAMS 26-005 -- Engine and Combustion Gas Turbine Oils

SAUDI ARAMCO GAS TURBINE OIL 32


This specification describes the requirements of an oil for severe service conditionsin Saudi Aramco industrial gas turbines, specifically General Electric Frame 7 andabove. It is an especially compounded oil, designed to resist the effects of the hightemperatures found in Frame 7 combustion gas turbines. It is in this respect that itdiffers most from conventional steam turbine oils. This oil is the solerecommendation for GE Frame 7 units. Please note that this product is NOT to beused in aircraft-type turbines. If there is any confusion as to these points, theLubrication Engineers should be consulted.


Saudi Aramco Gas Turbine Oil 32 - Drum - SAMS 26-005-340

3. Requirements

The oil is to be free from water, sediment and inorganic acids. It must be madefrom highly refined base oil, formulated with an antioxidant system, rust andcorrosion inhibitors and an antifoam agent. The product must meet the GeneralElectric GEK 32568C requirement and have GE approval, by brand name. Theonly grade used by Saudi Aramco is ISO VG 32.


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4. Qualification

The supplier must provide evidence of qualification as stipulated above, togetherwith a one-liter sample with which all deliveries of the subject product mustcomply, within industry-accepted tolerances. Initial qualification and anysubsequent formulation changes must be approved by the ResponsibleStandardization Agency.

5. Identification


Saudi Aramco Gas Turbine Oil 32SAMS 26-005-340Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

P. SAMS 26-005 -- Engine and Combustion Gas Turbine Oils

SAUDI ARAMCO SYNTHETIC GAS TURBINE OIL 5


This specification describes the requirements of a synthetic lubricant for use inaircraft-type gas turbines in stationary industrial applications. This product ismade from polyol esters and the additivation includes oxidation inhibitors andantiwear compounding. In the Saudi Aramco system, this oil will be the exclusivefilling for all aircraft-type power units. In the unlikely case that a substitutionshould be required, the Lubrication Engineers should be consulted before anyaction is taken.


Saudi Aramco Synthetic Gas Turbine Oil 5 Pail - SAMS 26-005-430Drum - SAMS 26-005-440


Page 58 of 255

3. Requirements

This lubricant is to be blended from newly manufactured synthetic components andmust be free from suspended solids, water and other impurities. It must meet TypeII requirements, and be approved under, MIL-L-23699C, be approved by the gasturbine builders and the viscosity shall be 5.0 cSt @ 100 °C, plus or minus 0.5 cSt.

4. Qualification


5. Identification


Saudi Aramco Synthetic Gas Turbine Oil 5SAMS 26-005-430 (or 440)Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

Q SAMS 26-005 – Engine and Combustion Gas Turbine Oils

SAUDI ARAMCO DIESEL ENGINE OIL SAE 50


This lubricant is specified for use in Kenworth Model C500DD deep desert tractors transfer case transmissions.

2 Package Availability

Saudi Aramco Diesel Engine Oil SAE 50 - Drum - SAMS 26-005-640


Page 59 of 255

3 Requirements

This oil shall be of premium quality, blended from virgin base stocks, and free fromsuspended solids, water and other impurities, formulated to meet the following standards:

Viscosity Grade, SAE 50For API Service CDMIL-L-2104 C

R. SAMS 26-006 -- Insulating and Refrigeration Oils

SAUDI ARAMCO INSULATING OIL


This specification describes the requirements of an insulating oil possessing highdielectric strength, chemical stability and excellent water separating properties.Insulating oils are subjected to temperatures ranging from 35 °C to 90 °C withoccasional hot spots reaching 100 °C. These high temperatures are conducive tooxidation which can result in the formation of acidic materials and impairment ofthe insulating properties of the oil. Since additives are not permitted, it is essentialthat the oil itself shall be resistant to oxidation.

This product is intended for use in transformers and oil immersed switchgear,including cathodic protection rectifiers.


Saudi Aramco Insulating Oil Drum - SAMS 26-006-140

3. Requirements

This product must be a virgin hydrocarbon mineral oil specifically manufacturedfor use as an electrical insulating oil. It shall contain no additives, shall be certifiedto be PCB (polychlorinated biphenyls) free and shall meet the followingrequirements:ASTM D3487, Type 1

IEC 296 -- Class 1


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4. Qualification


5. Identification


Saudi Aramco Insulating OilSAMS 26-006-140Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

S. SAMS 26-006 -- Insulating and Refrigeration Oils

SAUDI ARAMCO REFRIGERATION OIL WF 68


This specification describes a high quality naphthenic mineral oil, especiallyformulated for use in reciprocating refrigeration compressors. It has a low pourpoint, good demulsibility, oxidation resistance and is resistant to foaming. This oilis characterized by a low Freon floc point (the temperature at which the minutechilled precipitated wax particles join, or agglomerate, to form a visible floc in arefrigerant/oil mixture). Saudi Aramco Refrigeration Oil is intended for use in allrefrigeration and air conditioning systems using reciprocating compressors. It alsois required in some types of centrifugal refrigeration compressors.


Saudi Aramco Refrigeration Oil Can - SAMS 26-006-220Drum - SAMS 26-006-240


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3. Requirements

This oil must be made from special, narrow cut naphthenic base oils refined in sucha manner as to be wax-free. It must have a low moisture content and meet thefollowing standards:

ISO Viscosity Grade 68Pour Point, C, ASTM D97 -40 Max.Freon Floc Point, °C, Test Method #971, 1303-T -50 Max.Total Acid Number, ASTM D974 0.05 Max.Viscosity Index 50 Max.

NOTE: Oil delivered in one-gallon containers shall not have a water contentexceeding 30 mg/kg.

4. Qualification


5. Identification


Saudi Aramco Refrigeration OilSAMS 26-006-220 (or 240)Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order


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T. SAMS 26-006 -- Insulating and Refrigeration Oils

SAUDI ARAMCO REFRIGERATION OIL HFC-134a SYNTHETIC


This Specification describes the requirements of lubricating oils for use in refrigeration and air conditioning systems where the refrigerant in use is HFC-134a. These oils are HFC-134a compatible and are the only lubricants suitable for use with this refrigerant.


Saudi Aramco Refrigeration Oil HFC-134a Synthetic for:-Carrier Systems 6 x 4L can - SAMS 26-006-320Carrier Systems 25L can - SAMS 26-006-330

York Systems…5 Gal. Can - SAMS 26-006-430York Systems 55 Gal. Drum - SAMS 26-006-440

Trane Systems 4L Can - SAMS 26-006-620Trane Systems 19L Can - SAMS 26-006-630

3. Requirements

These oils must be made from new polyol ester basestocks that have been specifically synthesized to provide excellent miscibility with refrigerant HFC-134a over a wide temperature range. These oils must be specifically formulated for use in air conditioning chiller systems and shall meet the following:-

Viscosity Grade ISO VG 68Viscosity Index 95 min.Pour Point °C ( ASTM D97 ) - 40 max.Water Content 50 ppm typicalFalex Failure Load Kg ( ASTM D3233 ) 490 min.Total Acid Number mgKOH / g (ASTM D974 ) 0.15 max.


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U. SAMS 26-007 -- Preservative Oils

SAUDI ARAMCO PENETRATING OIL


This specification describes a low viscosity product suitable for brush or sprayapplication, to be used as an aid in loosening nuts, studs, bolts, etc. In addition toits penetrating ability, it also is a good rust preventive and lubricant.


Saudi Aramco Penetrating Oil - Pail - SAMS 26-007-130.

3. Requirements

The oil is to be made from high viscosity mineral oil, cut back with solvents and afatty oil type additive to promote penetration. The following are typicalcharacteristics, not specifications.

ISO Viscosity Grade 7Flash Point, °C, ASTM D92 65 Min.

Qualification

The supplier must provide evidence of qualification as stipulated above, togetherwith a one-liter reference sample with which all deliveries of the subject productmust comply, within industry-accepted tolerances. Initial qualification and anysubsequent formulation changes must be approved by the ResponsibleStandardization Agency.

5. Identification


Saudi Aramco Penetrating OilSAMS 26-007-130Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number


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V. SAMS 26-007 -- Preservative Oils

SAUDI ARAMCO RUST PREVENTIVE


This specification describes the requirements of a soft film rust preventive,intended for the protection of iron and steel, including machine parts, pipe joints,flanges, valves and other metallic equipment which is exposed to the atmosphere.This product may be applied, unheated, by brush, spray or dip.


Saudi Aramco Rust Preventive Pail - SAMS 26-007-230Drum - SAMS 26-007-240.

3. Requirements

The basic material of this product has an NLGI consistency of approximately 5 andcontains a thinner to facilitate application. It shall be resistant to flow at ambienttemperatures up to 60 °C and physical characteristics shall approximate thefollowing:

Penetration, Unworked, 25 °C, ASTM D217 250Diluent, % by wt. 20NLGI Consistency After Application 2

4. Qualification

The supplier must provide evidence of qualification as stipulated above, togetherwith a five-gallon reference sample with which all deliveries of the subject productmust comply, within industry-accepted tolerances. Initial qualification and anysubsequent formulation changes must be approved by the ResponsibleStandardization Agency.


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5. Identification


Saudi Aramco Rust PreventiveSAMS 26-007-230 (or 240)Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

W. SAMS 26-007 -- Preservative Oils

SAUDI ARAMCO OPEN GEAR AND WIRE ROPE LUBRICANT


The product described by this specification is a diluent-type of adhesive, heavy-bodied, black lubricant for use on open gears or wire ropes. It is composed of aresidual base stock, cut back with a volatile solvent for ease of application. Thesolvent is non-flammable. After evaporation of the diluent, a flexible, adhesive,high-strength protective lubricant film is formed. It has water resistance, rustinhibition and mild extreme pressure protection among other characteristics. Thisproduct is intended for use on open gears, chains, wire ropes and cables. It may beapplied by any one of several methods, including spray, drip feed, brush, paddle,caulking gun or force-feed lubricator.


Saudi Aramco Open Gear and Wire Rope Lubricant

Spray - SAMS 26-007-302Pail - SAMS 26-007-330

Pail - SAMS 26-007-540 Wire Rope De-watering Dressing

Pail - SAMS 26-007-640 Open Gear Adhesive Grease


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3. Requirements (SAMS 26-007-302/330)

Before the diluent is added, the basic material must have the following physicalproperties:

Viscosity, cSt @100 °C 950 TypicalTimken OK Load, kg, ASTM D-2509 18 Min.

4. Qualification

The supplier must provide evidence of qualification as stipulated above, togetherwith a thirty-five pound reference sample with which all deliveries of the subjectproduct must comply, within industry-accepted tolerances. Initial qualification andany subsequent formulation changes must be approved by the ResponsibleStandardization Agency.

5. Identification


Saudi Aramco Open Gear and Wire Rope LubricantSAMS 26-007-302 (or 330)SAMS 26-007-540SAMS 26-007-640Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number


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X. SAMS 26-007 -- Preservative Oils

SAUDI ARAMCO TURBINE OIL VAPOR SPACE INHIBITOR


The product described by this specification is a lube oil or hydraulic oil vaporspace concentrate for the corrosion protection of enclosed systems. The corrosioninhibited concentrate forms a thin film protection on ferrous and non-ferroussurfaces above the liquid level when mixed with the oil in the system. Theinhibited oil mixture has the ability to provide corrosion or rust protection againstcondensation of humid air in a system during standby and long shutdown periods.The concentrate formulation should be non-toxic and thermally stable. Thisproduct is intended for use in mothballing of compressors, pumps, turbines,crankcases and other rotating equipment. The vapor space inhibitor when mixedto the manufactures recommended concentration does not have any detrimentaleffect on materials such as seal elastomers, aluminum labyrinths and bearingmaterials.


Saudi Aramco Turbine Oil Vapor Space Inhibitor

Drum - SAMS 26-007-440

3. Requirements

The vapor space inhibitor should utilize a highly refined base oil as the carrierwhich contains the rust and corrosion inhibitors. The product must not precipitateout or contain any suspended solids after it is mixed with the lube oil. It also mustnot affect the demulsibility characteristics of the system original oil. The productshall meet the following physical properties:

Viscosity, cSt @ 40 °C 46 Min.Flash Point (PM) ASTM D-93 60 °C Min.

4. Qualification

The supplier must provide evidence of qualification as stipulated above, togetherwith a one liter reference sample with which all deliveries of the subject productmust comply, within industry-accepted tolerances. Initial qualification and anysubsequent formulation changes must be approved by the ResponsibleStandardization Agency.


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5. Identification


Saudi Aramco Turbine Oil Vapor Space InhibitorSAMS 26-007-440Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

Y. SAMS 26-008 -- Metal Working Fluids

SAUDI ARAMCO GENERAL PURPOSE CUTTING OIL


This specification describes the requirements of a general purpose non-corrosive,transparent cutting oil for the machining of metals and alloys where an active sulfur(corrosive) type might cause staining or other undesirable side effects. It also canbe used in relatively mild cutting operations involving critical surface finishes butshould not be used in place of the heavy duty fluid for severe machiningoperations.


Saudi Aramco General Purpose Cutting Oil Pail - SAMS 26-008-130

3. Requirements

This product is a blend of mineral oil with additives and fatty materials and mustmeet the following standards:

ISO Viscosity Grade 32Flash Point, °C, ASTM D92 180 Min.Corrosion, copper strip, 3 hrs at 100 °C, ASTM D130 4A Max.


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4. Qualification


5. Identification


Saudi Aramco General Purpose Cutting OilSAMS 26-008-130Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

Z. SAMS 26-008 -- Metal Working Fluids

SAUDI ARAMCO HEAVY DUTY CUTTING OIL


The cutting oil described by this specification is intended to cover a wide range ofsevere machining operations. In particular, this highly sulfurized product willfacilitate the machining of high alloy steels. Care must be exercised because thehigh level of activity which makes it so effective may also cause it to stain non-ferrous metals and some steels.


Saudi Aramco Heavy Duty Cutting Oil Pail - SAMS 26-008-230


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3. Requirements

This product shall be a highly sulfurized mineral oil containing fatty acids and otheradditives and must meet the following standards:

ISO Viscosity Grade 32 (Approx.)Flash Point, °C, ASTM D-92 65 Min.

4. Qualification


5. Identification


Saudi Aramco Heavy Duty Cutting OilSAMS 26-008-230Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

AA. SAMS 26-008 -- Metal Working Fluids

SAUDI ARAMCO SOLUBLE OIL


This specification describes the requirements of a soluble oil for use in metalworking operations where a water emulsion type of product is required.


Saudi Aramco Soluble Oil - Pail - SAMS 26-008-330


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3. Requirements

The soluble oil shall be of premium quality, blended from mineral oil containingemulsifiers and stabilizers, rust and oxidation inhibitors, wetting agents and otherappropriate compounding. It must form a stable emulsion with hard water(1000 ppm minimum, as calcium carbonate), be stable in Saudi Aramco storage,provide effective rust and corrosion protection and contain an effective andapproved disinfectant.

4. Qualification


5. Identification


Saudi Aramco Soluble OilSAMS 26-008-330Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

BB. SAMS 26-008 -- Metal Working Products

SAUDI ARAMCO HONING OIL


The product described by this specification is a light viscosity mineral oilcontaining appropriate additives to make it suitable as a coolant and lubricant inhoning operations.


Saudi Aramco Honing Oil - Pail - SAMS 26-008-430


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3. Requirements

The oil shall be a proprietary type of product, a specialty item of premium quality,blended from mineral oil base stocks and such additives as will provide thefollowing characteristics:

Optimum lubrication of honing stonesGood surface finishMinimum hone loading

4. Qualification


5. Identification


Saudi Aramco Honing OilSAMS 26-008-430Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

CC. SAMS 26-008 -- Metal Working Products

SAUDI ARAMCO SYNTHETIC GRINDING FLUID


This specification describes an aqueous, synthetic base coolant, specificallydesigned for use in high speed grinding operations where optimum cooling, surfacefinish and freedom from wheel loading are required.


Saudi Aramco Synthetic Grinding Fluid - Pail - SAMS 26-008-530


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3. Requirements

This concentrate shall be of a proprietary type, diluted with water on-site toproduce a finished coolant having the following performance characteristics:

Non-stainingRust and corrosion inhibitedMinimum wheel loadingOptimum finishHigh alloy steel capabilityNo separation in storage or in serviceFree from residues on workpieces or machinesContains effective and approved biocides

4. Qualification


5. Identification


Saudi Aramco Synthetic Grinding FluidSAMS 26-008-530Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number


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DD. SAMS 26-008 -- Metal Working Fluids

SAUDI ARAMCO WAY OIL


This specification describes a lubricant developed specifically to meet the exactingconditions which occur in the lubrication of machine tool slideways. It hassuperior frictional properties to reduce stick-slip, the erratic stop-and-start actionwhich causes poor finish. Also, additives are incorporated which protect againstwear and corrosion and eliminate staining problems. Saudi Aramco Way Lubricantis intended for use in horizontal and vertical slideways of machine tools, especiallywhere conditions of heavy load and low feed rate apply.


Saudi Aramco Way Lubricant - Pail - SAMS 26-008-630

3. Requirements

The product shall be a mineral oil, properly compounded to provide the followingcharacteristics:

ISO Viscosity Grade 220Cincinnati Milacron P-50 PassCoefficient of Friction Controlled Stick-Slip

4. Qualification



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5. Identification


Saudi Aramco Way LubricantSAMS 26-008-630Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

EE. SAMS 26-009 -- Valve Lubricants

VARIOUS TYPES

1 Description and Application

These products are proprietary materials, especially chosen for the lubrication ofindividual types of valves in the presence of specific liquids or gases. In everycase, these are single source recommendations. Suppliers and product names aresubject to change. Further application information will be found in the Guide toEquipment Lubrication, Part V. Any questions concerning the lubricants or theiruse should be directed to the Lubrication Engineers.


Miscellaneous small sizes, see SAMS catalogue.

3. Requirements

The following list comprises all of the valve lubricants carried in the Saudi Aramcosystem as well as a basic application guide:

a. SAMS 26-009-017 - Ball Valve Lubricant, DescoH.S “J”. Chemola Corporation , for sour gases, sour crudes, hydrogensulfide and CO2. For hydraulic high pressure gun,

b. SAMS 26-009-027 - Gate Valve Lubricant, No.P-77M&J Valve CompanyFor high temperature hydrocarbons (liquids, gases, strong acids, alkalis)


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c. SAMS 26-009-037 - Plug Valve Lubricant 731Serck-Audco (U.K.)For water and all aqueous solutions including caustic

d. SAMS 26-009-047 - BTR No. 555SS BTR Valve LubricantsFor gas, gasoline, kerosene, lubricating oils and crude distillates

e. SAMS 26-009-057 - BTR No. 950 “J” BTR Valve LubricantsFor gasoline, kerosene, oil and water

f. SAMS 26-009-067 - BTR No. 421 “D”BTR Valve LubricantsFor acids, alkalis, chlorine and aqueous chemical solutions, asphalt,glycol, water and steam

g. SAMS 26-009-077 - BTR 654 “G” BTR Valve LubricantsFor solvent treated lubricating oils, hot and compressed gas

h. SAMS 26-009-087 - BTR No. 555 Gun PackBTR Valve LubricantsFor gas, gasoline, kerosene, lubricating oils and crude distillates

i. SAMS 26-009-097 - Valve Stem Lubricant, Masoneilan No.2Masoneilan International IncorporatedFor gasoline, petroleum oils and natural gas

j. SAMS 26-009-107 - Ball Valve Compound, Val-Tex No. 80 “K”Cameron Iron Works IncorporatedMulti-purpose hydrocarbon valve lubricant and sealant

k. SAMS 26-009-240 - Desco-Polymell 422Hi-Port Ind. Inc. Chemola Div.Grease for hydraulic valves (Sub-surface valves)In Khuff Gas Wells.

l SAMS 26-009-106 - Valve Stem Lubricant No. 909 “DD”Edwards Valve Company.


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m SAMS 26-009-095 - Lubchem Formasil CO2 HD for McEvoy well headvalves, Valve Sealant

n SAMS 26-009-090 - Khuff gas well heads, R. S. ClareValve Sealant 180kg

4. Qualification

The supplier must provide a specification and a reference sample with which alldeliveries of the subject product must comply, within industry-accepted tolerances.Initial qualification and any subsequent formulation changes must be approved bythe Responsible Standardization Agency.

5. Identification


Manufacturer's Product NameSaudi Aramco SAMS Number (See List Above)Supplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

FF. SAMS 26-010 -- Instrument Lubricants

VARIOUS TYPES


These products are proprietary materials, chosen especially for individualapplications. In every instance they are single source items and any questionsrelated to use or emergency substitution should be referred to the LubricationEngineers. Suppliers and product names are subject to change.


Miscellaneous small sizes, see notes below and the SAMS catalogue.


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3. Requirements

The following list comprises the total of the instrument lubricants carried by SaudiAramco. In every case the package sizes have been chosen to accommodate thespecific application.

a. SAMS 26-010-017 - Compound 111Dow Corning Corporation5.3 Oz. tube for instruments and valves in oil and gas service

b. SAMS 26-010-027 - Silicone Grease No. 44Dow Corning Corporation5.3 Oz. tube for high and low temperatures

c. SAMS 26-010-037 - Silicone Fluid 200, 200cStDow Corning CorporationFor general instrument lubrication

d. SAMS 26-010-047 - Silicone Fluid 200, 50 cStDow Corning CorporationOne gallon can, for relay dashpots

e. SAMS 26-010-057 - Silicone Fluid MS 550Dow Corning CorporationOne pint container, for recording instruments

f. SAMS 26-010-067 - Instrument Oil (Oil GE 66X727)General Electric CompanyOne oz. bottle, for jeweled bearings in relays in watt-hour meters

g. SAMS 26-010-077 - Instrument Oil (Brown No. 74440)Brown Instrument Division, Honeywell CorporationFor immersion of slide wires on potentiometers

4. Qualification

The supplier shall provide a specification for the product and submit a suitablysized reference sample with which all deliveries must comply, within industry-accepted tolerances. Initial qualification and any subsequent changes must beapproved by the Responsible Standardization Agency.


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5. Identification

Each container or carton supplied against this specification must be marked asfollows:

Manufacturer's Brand NameSaudi Aramco SAMS NumberSupplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

GG. SAMS 26-011 -- Specialty Lubricants

SOLIDS


The solid lubricants described here are proprietary products for special applicationsand are packaged in suitably sized containers. Suppliers and product names aresubject to change.



3. Requirements

The following list comprises the solid lubricants stocked by Saudi Aramco:

a. SAMS 26-011-017 - Large Flake GraphiteTiconderoga No. 1Dixon -Ticonderoga Company

b. SAMS 26-011-027 - Medium Flake GraphiteTiconderoga No. 2Dixon -Ticonderoga Company

c. SAMS 26-011-037 - Fine Powdered GraphiteColonial Hardware No. 635Colonial Hardware Corporation


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d. SAMS 26-011-047 - Molybdenum Disulfide PowderMolykote ZDow Corning Corporation

4. Qualification

The supplier shall provide a suitable specification and a reference sample withwhich all deliveries of the subject product must comply, within industry-acceptedtolerances. Initial qualification and any subsequent formulation changes must beapproved by the Responsible Standardization Agency.

5. Identification

Each container or carton supplied against this specification must be marked asfollows:


HH. SAMS 26-011 -- Specialty Lubricants

ANTI-SEIZE


These anti-seize lubricants are proprietary products chosen for specific applicationsand available in suitably sized containers. Suppliers and product names are subjectto change.




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3. Requirements

The following list comprises the anti-seize compounds stocked in the SaudiAramco system:

a. SAMS 26-011-057 - Kopr-Kote (Anti-seize) Drill Collar CompoundJet-Lube Incorporated. For lubricating mobile drilling platform leg racksand final drive gears

b. SAMS 26-011-067 - Fel-Pro C-5A (Anti-seize Thread Compound)Fel-Pro IncorporatedMulti-purpose, copper-based anti-seize lubricant for studs, bolts, flangesand fittings, Inert to 980 °C

c. SAMS 26-011-077 - Fel-Pro C-102 (Anti-seize Thread Compound)Fel-Pro IncorporatedGraphite, calcium fluoride formulation for use on gas turbine threads, leadfree, Inert to 1350 °C

d. SAMS 26-011-087 - Goop Silver (Anti-seize Thread Goop Silver)Crawford Fitting CompanyFor threaded parts of stainless steel and super alloys at temperatures up to816 °C. Not recommended for aluminum or magnesium

e. SAMS 26-011-097 - Goop High Purity (Anti-seize Thread Goop HighPurity)Crawford Fitting CompanyFor titanium, stainless steel, steel, aluminum and high temperature alloys,inert to 204 °C

f. SAMS 26-011-107 - Never Seez Compound (Anti-seize ThreadCompound)Never Seez Compound Corporation (Emhart Fastening Systems Group)For general lubrication of threads and flanges for tight fits, to preventseizure and for high and low temperature service (-183 °C to 1200 °C)

g. SAMS 26-011-117 - Servco Plate Anti Gall (SP Anti Gall ThreadCompound)Servco CompanyDry film solid lubricant containing molybdenum disulfide


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4. Qualification

The supplier shall provide a suitable specification and a reference sample of thesubject product with which all deliveries must comply, within industry-acceptedtolerances. Initial qualification and any subsequent formulation changes must beapproved by the Responsible Standardization Agency.

5. Identification

Each Container or carton sold against this specification must be marked as follows:

Manufacturer's Product NameSaudi Aramco SAMS NumberSupplier's Filling Date and LocationSupplier's Batch NumberBlender's Name or Other IdentificationSaudi Aramco Purchase Order Number

JJ. SAMS 26-011 -- Specialty Lubricants

MISCELLANEOUS


The lubricants in this catch-all group are proprietary products intended forspecialized uses. Suppliers and product names are subject to change.


Miscellaneous sizes, see SAMS catalogue.

3. Requirements

The following list comprises the products in the miscellaneous category which arestocked by Saudi Aramco:

a. SAMS 26-011-140 - B-J Submersible Pump Oil (400/440/600 HP)Byron Jackson Pump Div. of Borg-Warner Corporation

b. SAMS 26-011-127 - Vacuum Pump Oil (Boekel Hyvac No. 93050-002)Boekel Industries, Inc., or equivalent.


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c. SAMS 26-011-137 - PSP Pipe Lubricant (GHP No. 6374)Gifford Hill Pipe Company

d. SAMS 26-011-147 - Easing Oil (Castrol Easing Fluid)Castrol Limited, or equivalent

e. SAMS 26-011-157 - Home Lubricant (Caltex Home Lubricant No. 743)Caltex Petroleum Corporation, or equivalent

f. SAMS 26-011-167 - Domestic GP Grease Stick (Door-Ease) AmericanGrease Stick Company

g. SAMS 26-011-177 - Soap, Amber Potash Soap of Vegetable OilMurphy Phoenix Oil Company

h. SAMS 26-011-187 - Soap Liquid F (Asbestos Cement Soap LiquidLubricant)Eternit AG

i. SAMS 26-011-197 - Neats Foot OilElko Chemical Works

j. SAMS 26-011-207 - Petroleum Jelly, Yellow GradePureline Jelly NF

k. SAMS 26-011-217 - Ultrasonic Gaging Lubricant, Type AOutboard Marine Corporation

l. SAMS 26-011-235 - Dry Film Anti Scuffing SprayRocol DFSM Anti Scuffing Spray

m. SAMS 26-011-240 - White Oil (Primol 352)Exxon Corporation, or equivalent.

n SAMS 26-011-280 - Wire Rope SprayRocol Wire Rope Spray

o. SAMS 26-011-340 - Fuel Injector Calibration Fluid (Mentor 28)Exxon Corporation, or equivalent.

p SAMS 26-011-375 Battery Terminals No-oxide Grease


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q SAMS 26-011-440 - Heat Transfer Oil ISO VG 68. For Broach NGL Fuel Gas Systems.Gulf Oil, Gulftherm 46..or equivalent.

r SAMS 26-011-540 - Steam Cylinder Oil ISO VG 680 For Steam DrivenPile Drivers.Caltex Vanguard 680, or equivalent.

4. Qualifications

The supplier shall provide a specification and a reference sample of the subjectproduct with which all deliveries must comply, within industry-acceptedtolerances. Initial qualification and any formulation changes must be approved bythe Responsible Standardization Agency.

5. Identification

Each container or carton must be marked as follows:



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V - GUIDE TO EQUIPMENT LUBRICATION

Earlier in this Manual, the relationship between machine efficiency and lubrication was made clear-- there is no efficient motion without lubrication. Recognizing that as fact and accepting thepremise that the local environment can be a detriment to the efficient functioning of machinery, itis now time to discuss the various types of equipment found in Saudi Aramco operations. Part Vis devoted to equipment lubrication, that maintenance function which does most to prolongequipment life and to permit efficient operation.

For ease of reference, Part V is divided into 18 separate sections, as follows:

A. General PracticesB. BearingsC. GearsD. Combustion (Gas) TurbinesE. Steam TurbinesF. CompressorsG. PumpsH. Electric MotorsI. Other Electrical Equipment (Except Motors)J. Machine Shop EquipmentK. Hydraulic SystemsL. Flexible CouplingsM. ValvesN. Internal Combustion EnginesO. Mobile Equipment (Except Engines)P. Marine Equipment (Except Engines)Q. Miscellaneous EquipmentR. Preservation of Idle Equipment

As has been mentioned earlier, it is impossible to cover every contingency in a manual of this type.Therefore, when questions arise and the answers are not to be found, you are urged to refer to theLubrication Engineers. They are the resident experts on all matters related to equipmentlubrication.


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A. GENERAL PRACTICES

Sound lubrication practices play a major part in minimizing equipment downtime and thepurpose of the following check list is to act as a reminder of some of the more obviousareas of sound practice.

1. Cleanliness is essential to good lubrication, particularly with atmosphericconditions such as are found in Saudi Aramco areas.

a. Drum bungs and pail covers should be resealed after use and protectedwhen in use.

b. Use separate oil cans or grease guns for each grade in use.

c. Keep cans and guns clean.

d. Fill oil cans from taps or drum pumps.

e. Fill grease guns from an air operated pump mounted on the container.

f. Clean grease fittings thoroughly before greasing.

g. Clean drain plugs and vents, and the area around them, before servicing.

2. Maintain correct levels; wherever possible oil levels should be checked and oiladded when the machine is idle. Too high a level will lead to churning,overheating and power loss. Too low leads to oil starvation and wear. Constantlevel oilers are useful to maintain correct levels and should be utilized whereverpossible.

3. Inspect and, when needed, clean or renew filter elements (both air and oil) on aregular schedule.

4. Monitor pressure drop across oil filters and change when indicated.

5. When performing lubrication functions, listen and look for signs of trouble, such asoil leaks, foaming, overheating, abnormal noise, etc.

6. Investigate causes of overheating in bearings, gearboxes, reservoirs, etc.

7. If in doubt as to a lubricant's condition, take a sample and look at it. If there is stilla question discuss it with the Lubrication Engineers.


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8. A schedule should be established for cleaning oil coolers. Otherwise, they willbecome inefficient.

9. Never use gasoline or flammable solvents for flushing oil baths. Kerosene orsafety solvents can be used on cooled-down equipment but care must be taken tosee that they are completely drained. In circulating systems, only the service oilshould be used for flushing.

10. Use only lint-free rags when cleaning oil reservoirs.

11. Never overgrease anti-friction bearings.

12. Never spin-dry anti-friction bearings by hand or with compressed air. They areprecision parts and should be treated as such.

13. Avoid getting fingerprints on anti-friction bearings or other precision parts aftercleaning as they may cause corrosion.

14. Circulation system tips:

a. Avoid copper or galvanized pipes and fittings. Copper acts as a catalystand promotes oil oxidation. Galvanized coatings can react with oiladditives and will deplete anti-rust additives in turbine oils.

b. Drain water and sludge from bottom tank cocks on a regular schedule. Becertain that the tank slopes to the drain.

c. Clean oil level sight glasses and oil bottles regularly.

d. Oil in sight glasses should be clean and bright. If it is cloudy or yellow,investigate and report.

e. Inspect tank vents on a regular schedule to be sure they are free andworking properly.

f. Where centrifuges are installed, be certain that they are correctly set andoperated to purify or clarify the circulating oil.

g. Keep all pipe joints, unions and seals tight. Leakage of oil is wasteful andair entering the system can cause foaming or premature oil degradation.


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15. Grade substitution and compatibility are important considerations in lubricantselection. When there is a doubt, refer questions to the Lubrication Engineers.The following list will provide fundamental guidance:

a. In an emergency situation, if oil of the recommended viscosity is notavailable, use one grade heavier of the same oil type. For instruments ordelicate mechanisms, use one grade lighter.

b. Do not use engine oils or compounded oils (such as gear oils) in circulatingsystems designed for turbine oils.

c. Do not use turbine or hydraulic oils in internal combustion engines.

d. Avoid water contamination of detergent-type crankcase oils as they tend toemulsify.

e. Except in emergencies, avoid mixing different types of oil in turbines,hydraulic systems or engines, particularly diesel engines.

f. New grease may be added to old, in a mechanism, as long as it is of thesame type of soap base. When in doubt about the compatibility, consultthe Lubrication Engineers.


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B. BEARINGS

Bearings are surfaces or points of contact between the frame of a machine and its movingparts. They support and guide the rotating, sliding or revolving parts which are calledjournals, pins, spindles or shafts. All bearings may be classed in two main divisions,depending on how they carry the load. If the load is carried at right angles to the axis ofthe bearing, it is called a "journal" bearing. If the load acts in a line parallel to the axis ofthe bearing, it is called a "thrust" bearing. Journal and thrust bearings have either slidingor rolling contact. Sliding contact bearings generally are called "plain" bearings; rollingcontact bearings are called "rolling element" or, more commonly, "anti-friction" bearings.There are many sub-classes of each type and there are standard texts on the subject. Forpurposes of this discussion, we will deal only with the fundamental principles of both typesof bearings and their lubrication.

1. Plain Bearings

Diverse examples of plain bearings are the jeweled movements in watches and theline shaft bearings on ships. Both are journal bearings; both support the load of arotating shaft within the machine element. In a plain bearing, the moving surface isseparated from the stationary surface by a lubricating film. The lubricating filmmay be of the full fluid film, boundary film or dry film type. In some applications,the bearings may be lubricated in such a manner that they require no additionalservice through the life of the machine (this describes the watch, more or less).However, the majority of the plain bearings in service are of the full fluid film type(the line shafting on the ship). For these, correct lubrication is the most importantfactor in obtaining good performance.

Views A, B and C in Figure 4 depict a pressure-fed journal bearing and show thedevelopment of a hydrodynamic fluid film when the shaft is rotated. The spacesare greatly exaggerated for purposes of illustration.

In View A the machine is at rest. The oil supply is shut off and the oil has leakedfrom the normally full clearance space. Metal-to-metal contact exists between thejournal and the bearing surface.


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In View B, the machine is being started. The oil supply is turned on, filling theclearance space and the shaft tends to climb the left side of the bearing. It rollsonto an oil film, however, so that friction is reduced and the tendency to climb isbalanced by the tendency to slip back. The line of contact is indicated at the lowerleft side. The fact that there is a clearance in this bearing (that is, the journaldiameter is less than that of the bearing) automatically provides one of theconditions necessary to hydrodynamic fluid film formation -- namely, a wedge-shaped space.

View C shows the journal in operating position, supported by a relatively thick filmof oil and on the opposite side of the bearing from the starting position. Theconverging wedge has moved under the journal, the point of nearest approach ofshaft and bearing. This is the point of minimum film thickness. Under steadyconditions, the upward force developed in the oil film just equals the totaldownward load, supporting the journal in the slightly eccentric position shown.The amount of eccentricity will depend on the load, speed, oil viscosity andclearance in the bearing.

Figure 5 is a graphic representation of the pressure distribution in a full journalbearing. Pressure development starts at Point A, where the clearance space startsto converge. Pressure increases gradually to a maximum, then drops rapidly to aminimum just beyond Point B, the point of minimum film thickness. Oil is beingdrawn out of the diverging wedge beyond Point B and there is a tendency for anegative pressure to develop in this area.

During normal operation in a hydrodynamic film bearing, the journal floats on afluid oil film and is completely separated from the bearing. There is no metalliccontact and, consequently, no wear. The friction that is present, being due only tothe shearing of the lubricant film, is relatively low. Wear occurs, and frictiondevelops, when the film is interrupted. This is one of the reasons for the specialprocedures given for start-up and shut-down of major rotating machinery.


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Figure 4: Pressure-Fed Journal Bearing. View A shows the bearing at rest with theshaft at the bottom; View B represents start-up, with oil entering the spacesand the shaft tending to climb in the direction of rotation; finally, in View C,the shaft has reached operating position and is supported by a full fluid film.


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Figure 5: Graphic representation of the forces at work in the development of a fluidfilm in a bearing. Pressure development starts at A, where the clearancespace begins to converge. It increases gradually to a maximum at C, thendrops to a minimum at point D. This is the point of minimum film thickness.Oil is being drawn out of the diverging wedge beyond C and there is atendency for a negative pressure to develop. Pressure distribution along thelength of the bearing is shown in the right-hand view. From a nearly constantvalue near the center, the pressure drops rapidly to zero at the ends becauseof end leakage.


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The foregoing example dealt with a relatively large, pressure-fed bearing setup butin practice, this is not always the case. In the Saudi Aramco system there arecountless other plain bearings. Many of them are ring-oiled, some run in baths ofoil, others are all-loss, being fed by oil cans, bottles, drip feed oilers or otherdevices. Some are lubricated with grease which has advantages, particularly in anall-loss situation, i.e., less leakage and better retention in place during shut-downs.The important point is that they all follow the same basic principle of operation andthey all require lubrication.

There are other regimes of lubrication: boundary, where the full fluid film ismissing and lubrication is accomplished by additives which impart a greater filmstrength to the remaining film; elasto-hydrodynamic, which considers the effect ofpressure on viscosity and the deformation of bearing surfaces under stress; and dryfilm lubrication, a science unto itself. There are examples of all of these in SaudiAramco equipment: slides, pivots, trunnions, some anti-friction bearings and slowmoving parts.

The following table constitutes a basic recommendation chart for plain bearings.

Table 7 - Oil Recommendations For Plain Bearings

Saudi Aramco Turbine or Machinery Oil Grade No.Speed, Thick Film, Re-use Thin Film, All-Loss RPM (Circulation, Bath, (Oil Can, Bottles,

Splash, Ring Oiled) Drip Feed Oilers)

<1500 46/68 68/150>1500 32/46 46/68

This table is for use ONLY WHEN MORE SPECIFIC RECOMMENDATIONSARE NOT AVAILABLE! For example, major machinery, such as steam or gasturbines have specific recommendations and these may be at variance with thechart. For example, there are many combined systems in Saudi Aramcooperations: a driving element, a driven element and a coupling on one skid. Thelubrication of these units is almost always by way of a common system and therecommended lubricant will be that required by the major element, for example,the turbine. If there is any doubt, consult the Lubrication Engineers.


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2. Antifriction Bearings

Rolling element, or anti-friction, bearings are used on horizontal or vertical shafts,at low or very high speeds and under radial and/or thrust loads. They have provenreliable in the most severe services and new advances in metallurgy have madethem even more effective.

The essential parts of all such bearings include a stationary race, a rotating raceand rolling elements that separate the races while allowing free motion of therotating race under load. In some cases, the rolling elements are carefully matchedballs, while in others they may be cylindrical, tapered, spherical or concave rollers.Separators usually keep the rolling elements uniformly spaced around thecircumference of the bearing. Grooved, or otherwise-shaped, raceways confineand guide the balls or rollers. One of the races fits the shaft or spindle; the otherfits into a suitable housing that encloses the entire assembly. In some cases, theshaft forms the inner race. Seals around the shaft or spindle help to keep outharmful contaminants and to prevent leakage of the lubricant.

In most cases, the shaft revolves and its race is tightly fitted while the housing anda less tightly fitted race are stationary. In either case, the load on the bearingproduces high unit pressures on the rolling elements and raceways.


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Figure 6 is a cross-sectional view of the type of rolling element bearing in mostcommon use. It is a single row, grooved ball bearing of the type found throughoutindustrial machinery. While the other types mentioned above differ inconstruction, the basic principle is well demonstrated by the picture.

The size of an anti-friction bearing generally refers to the inside diameter, namely,the bore. With any given bore, a specific type of bearing may have smaller orlarger outer diameters, narrower or wider races and smaller or larger rollingelements, depending on the duty it must perform (light, medium or heavy).Similarly, a specific type of bearing with a given outer diameter may have smalleror larger bores, narrower or wider races and smaller or larger rolling elements --again depending on the duty to be performed. Various types of anti-frictionbearings, therefore, are further classed as light, medium or heavy series.


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Lubricants, which may be either grease or oil, serve several functions in anti-friction bearings:

a. To lubricate the sliding contact which exists between the cage and otherparts of the bearing, e.g., the rolling elements.

b. To lubricate that part of the contact area between the races on inner andouter rings and rolling elements where a true rolling motion does not exist,e.g., a sliding contact.

c. To lubricate all true rolling contact areas elasto-hydrodynamically (verythin oil films trapped in the areas of deformity caused by the high pressuresat point or line contacts).

Figure 6: Rolling Element Bearing. The ball bearing, as shown, is the most common ofthe rolling element bearings. The figure shows the parts which make up thebearing. Other configurations may use rollers instead of balls, may bedouble-row instead of single row, may be constructed to withstand thrustloads and many other permutations. However, the essential elements arethose shown in the illustration.


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d. To protect the highly finished surfaces of the bearing from corrosion andrust.

e. In grease lubricated bearings, to protect against the intrusion of dirt, waterand other contaminants.

f. In oil mist applications, to help cool the bearing by reducing fluid friction.

Both oil and grease lubrication are widely used. Oil gives more positivelubrication and better cooling; grease permits simpler housing designs, requires lessfrequent lubrication maintenance and usually provides a better seal againstcontaminants.

Saudi Aramco Turbine and Machinery Oils are the preferred lubricants for oil-lubricated anti-friction bearings. The choice of grade is a function of speed, loadand temperature. As a general rule, the heavier (higher viscosity) oils are usedwhen speeds are low and temperatures are high. Conversely, lighter (lowerviscosity) oils are better when speeds are high and operating temperatures are low.Compensation must be made for extremes of load, of course, with heavier loadsrequiring heavier oils.

Equipment builders and oil companies have developed complex formulas fordetermining the precise viscosity of oil to use in a given bearing, running at aspecific speed, at a stated temperature. The lubricating instructions which comewith Saudi Aramco machinery will reflect those formulas and should be followedto the extent that they conform to the lubricants available and the operatingconditions found in Saudi Arabia. If there is a conflict, it should be brought to theattention of the Lubrication Engineers.

The following Table 8 is a simple reference to viscosity selection adequate forfield use with non-critical equipment. Using this method for choosing the productto use in a rolling element bearing requires three values: the bore diameter of thebearing, in millimeters; the rotational speed of the bearing, in RPM; and theoperating temperature of the bearing, in °C. The bore diameter and the speed aremultiplied to get what is known as the speed factor. Table 8 is derived from speedfactors ranging from 10,000 to 1,000,000 and operating temperatures from 10 °Cto 120 °C.


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Table 8 - Viscosity Selection For Anti-Friction Bearings

Anti-Friction Temperature, °CBraring

Speed Factor 10 50 65 90 120

1,000,000 X X X 32 68 500,000 X X 32 46 150 200,000 X X 46 68 150 100,000 X 32 68 150 320 50,000 X 46 68 150 X 20,000 32 68 150 320 X 10,000 32 68 150 320 X

Key: X - Conditions which are unlikely to occur in Saudi Aramco.32, 46, 68 - Saudi Aramco Turbine Oils 32, 46, and 68.150, 320 - Saudi Aramco Machinery Oils 150 and 320.

Grease lubricated bearings run the gamut of sizes and costs, from very small anddisposable to very large and very expensive. The function of the grease, as withoil, is to provide a lubricating film between the rolling elements, the cage and therings, minimizing wear and maintaining efficiency. Grease also provides a sealagainst the entry of contaminants.

One common misconception concerning greased bearings relates to the quantity ofgrease needed to adequately lubricate a bearing. It is far worse to over-fill than tounder-fill. A hot bearing will only get hotter if it is over-filled with grease. Givenmoderate loads and speeds, a properly packed bearing will run for years withoutreplenishment. If such conditions apply, it is best to remove the grease fitting andrepack the bearing only when the machine is overhauled. If conditions are moresevere, with higher speeds and temperatures, grease addition may be required atintervals, BUT ONLY WHERE THERE IS A RELIEF PLUG OR VENT TOALLOW THE ESCAPE OF ANY EXCESS! Pressure buildup can cause sealrupture or it can be sufficient to prevent fresh grease from reaching the bearingcavities. If there is any question about the need to relubricate, the LubricationEngineers should be consulted.

Figure 7 shows a cross-section of a greased motor bearing with a fitting and arelief plug.


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Recommended procedures for repacking at overhaul or replacement (or initialpacking of new bearings) are as follows:

1. Thoroughly clean bearings with kerosene or solvent. Do not dry byspinning with compressed air.

2. Immediately after drying, dip bearing in light turbine oil and allow to drainfor 10-15 minutes. Keep bearing in a clean oil bath if not to be greases atonce. Avoid finger prints.

3. Pack bearing with grease. If done by hand, it requires care and patience.Work clean grease into the spaces from each side in turn until the bearing iscompletely full. Only the bearing should be full, not the bearing housing.

4. Preferred practice is to use a grease packer in which the grease is fed fromthe can or drum with an air operated dispenser. This minimizes the risk ofcontamination during the repacking operation.

5. Housing covers should be only one-third to one-half-quarters filled in orderthat sufficient space is left for the bearing to expel excess grease.

There are six main greases in the Saudi Aramco lubricants system:

1. All Purpose Grease 1 is a light-bodied lithium-base grease used for thegears in geared motors, valve actuators and other equipment.

2 All Purpose Grease 3 is a stiffer consistency product of the same type, usedin automotive wheel bearings and chassis points. It also is used in lowspeed machinery where leakage rates are a problem and sealing is requiredto prevent the entry of contaminants. Other uses include pins, rods, links,nuts and threads, etc.

3. Ball Bearing Grease 2 is a polyurea grease for use in all motor bearings,most fin fans and many applications where water contamination, or humidair are present. Ball bearing grease 2 has superior high temperatureperformance compared with Lithium soap greases.

4. Polyethylene Grease 1 is a special product intended for use only in flexiblegear couplings calling for grease lubrication.

5. Rack and Pinion Grease is a special product intended for use on jack-upbarge open gears and racks.


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6. High Temperature Grease is a special product intended for use in plainbearings at temperatures up to 235 °C continuous operation.

Figure 7: Greased Electric Motor Bearing. A properly constructed bearing will takethe form shown, with a relief plug and grease distribution baffles.


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C. GEARS

Gears are employed to transmit motion and power from one revolving shaft to another, orfrom a revolving shaft to a reciprocating element. The most common types of gears areshown in Figure 8:

1. Spur gears, upper left illustration.

The teeth are cut parallel to the shaft, on a cylinder or wheel. Spur gears are usedfor moderate speeds and loads and with parallel shafts. The line of contact runsstraight across the tooth face and the direction of sliding is at right angles to theline of contact. These conditions contribute to the formation of an effectivelubricating film and lessen the demand on the lubricant.

2. Helical gear and pinion, upper right illustration.

The teeth are cut on a spiral around a cylinder or wheel. Helical (and doublehelical, also known as herringbone) gears are used with parallel shafts. They runmore smoothly and quietly than spur gears. Because there is always more than onetooth in mesh, the loading is more evenly distributed and contact pressures maynot be as high as with spur gears. The lubricant demand is similar to spur gearsalthough a slightly higher viscosity may be required.

3. Bevel gears, lower left illustration.

The teeth are cut on a surface, at an angle to the shaft. The axes of the teethintersect the shaft axis. Bevel gears are used for shafts which intersect, usually atright angles. A refinement of this type is the spiral bevel gear in which the axes ofthe teeth do not intersect the shaft axis. Lubricant demands are the same as forhelical gears.

4. Worm gears, lower center illustration.

The teeth on worm gears are helical, similar to screw threads. The axes of theworm and wheel are on different planes and at right angles. Worm gears are usedfor heavy loads, relatively low speeds and for large speed reductions. The highrate of side sliding in worm gears results in considerable frictional heating and this,combined with low rolling velocity, requires a high viscosity lubricant, usuallycontaining friction reducing additives.


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Figure 8: Various Types of Gears. These are the most common types of gears: upperleft, spur gear; upper right, helical gear and pinion; lower left, bevel gear;lower center, worm gear; lower right, hypoid gear.

5. Hypoid gears, lower right illustration.

Hypoid curve shaped teeth are cut on an angular surface. Hypoid gears are usedfor shafts which do not intersect and are designed to transmit high power inproportion to their size. They are widely used in light vehicle rear axles and aremade of heat treated steel. Because of the steel-on-steel configuration and thehigh rate of side sliding which occurs, these gears are under boundary lubricationconditions nearly all of the time and they require lubricants which contain extremepressure additives.


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The function of the lubricant in a gear unit is to prevent metal-to-metal contact, thusminimizing wear, noise and power loss. It also serves as a coolant and may lubricate theshaft bearings.

Factors which affect the choice of gear lubricant are:

1. Speed

The higher the speed of meshing gears, the higher will be the sliding and rollingspeeds of individual teeth. This condition tends to retain a lubricating film and alower viscosity lubricant will suffice. On the other hand, when speeds are low, ahigher viscosity will be needed to assure that sufficient lubricant remains in thecontact area.

2. Load

Higher loads require higher viscosity oils and EP properties. Where shock loadingis a factor, the lubricating film may be subject to rupture and a higher viscosity willafford some measure of protection.

3. Temperature

Higher operating temperatures require higher viscosity oils with superior oxidationresistance.

New oil, of the type used in Saudi Aramco operations, will separate readily fromwater. However, if the oil is allowed to oxidize, through overuse or overheating,or is contaminated with dirt or rust, it will form an emulsion with water which mayenter the system. Emulsified oil is not a good lubricant and the result may well beexcessive gear wear. Therefore, wherever water contamination is likely, e.g., highhumidity areas and steam turbine-driven gear sets, the oil must be inspectedfrequently for signs of water. Such inspections may reveal a need for additionalcentrifuging.

Table 9, following, is a general recommendation chart for the lubrication of gearsin Saudi Aramco equipment. There are many instances where the gears will bepart of a combined system and the manufacturer's recommendations will differfrom these. If there is any doubt, the Lubrication Engineers should be consulted.


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Table 9 - Gear Oils For Saudi Aramco Equipment

Type of Gear Size Regular Grade* EP Grade*

Spur and Helical Gears <3600 RPM Any MO 150 EP 220

Planetary Gears Any MO 150 EP 220

Bevel Gears Cone Distance: <12" MO 150 EP 220>12" MO 320 EP 220

Ambient Temp. >50 ºC orOperating Temp. >70 ºC MO 460 EP 460

Hypoid Gears Any N/A AGL 140

High Speed Gears (over 3600 RPM) Any TO 68** AW 68

Worm Gears Worm Wheel Centers and Speeds: Single DoubleEnveloping Enveloping

<6 inch - <700RPM EP 1000 EP 1000>700RPM EP 1000 EP 1000

6 inch to 12 inch - <450RPM EP 1000 EP 1000>450RPM EP 460 EP 1000

12 inch to 18 inch - <300RPM EP 1000 EP 1000- >300RPM EP 460 EP 1000

18 inch to 24 inch - <250RPM EP 1000 EP 1000>250RPM EP 460 EP 1000

>24 inch - <200RPM EP 1000 EP 1000>200RPM EP 460 EP 1000

* Key to Product Grade DesignationsTO 68 - Saudi Aramco Turbine Oil 68MO 150, 320 - Saudi Aramco Machinery Oil 150, 320, 460EP 220, 320, 460 1000, - Saudi Aramco Gear Lube EP220, EP460, EP1000.AGL 140 - Saudi Aramco Automotive Gear Lube 140 or 85w/140AW 68 - Saudi Aramco Hydraulic Oil AW68

** For combined systems, may be Transmission Oil D-II or Turbine Oil 46. ConsultLubrication Engineers.


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Enclosed gear sets are lubricated by the splash method or by means of a circulationsystem. With the former, lubrication maintenance consists of using the right oil,maintaining the correct oil level and draining and flushing on a prescribed schedule. Thebest guide to a correct oil level is a dipstick or a sight glass provided by the manufacturer.If these are not available, the standard rule of thumb is that the oil level should justimmerse the teeth of the dipping gear in spur, bevel, helical and hypoid sets and 1/2 of theworm diameter (worm driven) or 1/3 of the wheel diameter (wheel driven) in worm gears.

Too high a level leads to churning, foam generation, leaking and overheating. Too low alevel leads to oil starvation, overheating and accelerated wear. Drain intervals in SaudiAramco equipment are generally established at 2500 operating hours or 6 months unlessconditions dictate otherwise. Larger units should be part of the Oil Condition MonitoringProgram, covered in Part VI.

Pressure circulation system maintenance consists of using the right oil, cleaning the systemfilters on a regular basis, maintaining an oil level which will assure proper pump suctionand draining and flushing the reservoir on a prescribed schedule. Where a heat exchangeris installed, it will require periodic maintenance.

Open Gears

Open gears require a tacky, adhesive compound, Saudi Aramco Open Gear and WireRope Lubricant, SAMS 26-007-302 or 330. It can be sprayed on the gear, either from apower sprayer or a spray can, applied with a brush, paddle or a caulking gun. For opengears subject to high loads and harsh environments such as underwater operation useOpen Gear lubricant 26-007-640, or Rack and Pinion Grease 26-004-540.


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D. COMBUSTION (GAS)

TURBINES

Gas turbine drivers and generators used in Saudi Aramco operations vary in size up to100 MW. They represent one of the most critical mechanical areas in all of the SaudiAramco equipment. There are two basic types of gas turbine engines, the so-calledindustrial type and the aircraft or aero-derivative type.

1. Industrial Type

The basic industrial gas turbine consists of an axial compressor, a combustionchamber and a turbine. Compressed air is mixed with fuel and burned in thecombustion chamber. The hot gases expand through a turbine or turbines to drivethe load. There may be a single shaft with a single turbine to drive both thecompressor and the load or two shafts with a high pressure turbine to drive thecompressor and a low pressure turbine to drive the load. Accessories can includean accessory gear drive; main, auxiliary and emergency lube oil pumps; fuel pump;starting motor, engine or turbine; torque converter and speed control. Theseusually are mounted on fabricated bases and the portion of the base under theaccessories is the lubricant reservoir.

Many configurations of gas turbines have been built. Several shaft and bearingarrangements are shown diagrammatically in Figure 9. Two one-shaft gas turbinesare shown. One (a) has a journal and thrust bearing at the gas turbine inlet and asecond journal bearing at the exhaust. The other one-shaft unit (b) is similar butwith an additional journal bearing between the compressor and the turbine.

Document Responsibility: Rotating EquipmentIssue Date: 31, March, 1999 Saudi Aramco Lubrication ManualNext Planned Update: 1 April, 2002

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Two-shaft gas turbines are frequently required in mechanical drive applications.The figure shows two bearing arrangements: (c) uses overhung turbine wheels sothat the compressor and high pressure turbine are supported by journal bearings atthe inlet and at the compressor discharge. The load turbine is supported by twojournal bearings in the turbine exhaust structure. Thrust bearings are on eachshaft. The other two-shaft configuration (d) locates a double journal bearing onboth sides of the low pressure turbine.

Figure 9: Various Gas Turbine Configurations. One-shaft designs are shown in (a) and(b) while two-shaft designs are represented in (c) and (d).


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Figure 10 shows a simple cycle, open system gas turbine of the type (a) above.The compressor draws in air, raises its pressure and temperature and forces it intothe combustor. In this chamber, fuel is added which burns in contact with thecompressed air, raising the temperature and heat energy level. The hot,compressed mixture travels to the turbine where it expands and developsmechanical energy, i.e., torque applied to a shaft.

A part of this energy is needed to drive the compressor. The rest is available todrive a useful load such as a generator, pump, external compressor or otherpowered unit.

In Saudi Aramco gas turbines all bearings are pressure lubricated. The circulatingsystem will include an oil tank, pumps, strainers or filters, coolers and controlinstrumentation. Larger systems may also have a centrifuge or purifier forcontinuous by-pass or periodic oil purification.

The function of the oil in a turbine lubricating system is to cool and lubricatebearings, and, in some cases, gears. It also may serve as a hydraulic medium forgovernors and controls. Bearings are usually babbitt lined shells which areoperated under full fluid film hydrodynamic conditions. Thrust bearings areprovided to take the axial load and maintain turbine position. They may be tiltingpad types, collars or specially designed rolling element bearings. Following aresome general lubricating system maintenance guidelines:

a. Oil sight glasses should be examined daily. The oil should be bright andclear. If it is cloudy or opaque, it should be reported and the reasonssought immediately. It could be the sign of a cooler leak.

b. Strainers/filters should be cleaned on a regular schedule and should be ofthe inert type. Activated clays or other chemicals may remove additivesfrom the oil.


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Figure 10: Simple, Open Cycle Gas Turbine. Air is drawn into the intake, compressed,fed to the combustor and exhausted through the power turbine.

c. Galvanized metals or copper should never be used for parts in contact withthe oil.

d. Preferred bearing oil inlet temperatures are between 40 and 50 °C. Wherethere are air flow coolers it is permissible to go to 60 °C.

e. Small circulation systems should be changed every 6 to 12 months,depending on the interval established through laboratory analysis.

f. On large capacity systems, use Oil Condition Monitoring analyses to followthe changing condition of the oil and determine the need for change. TheLubrication Engineers will interpret the analyses and recommend theactions to be taken.

g. Large systems will require periodic flushing. The Lubrication Engineerswill recommend the procedure.


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Oil recommendations for gas turbines depend on the individual type and make.Since several different types and makes are used by Saudi Aramco, themanufacturer's recommendation should be followed and verified with theLubrication Engineers. The following Table 10 contains typical recommendationsfor some of the Saudi Aramco equipment.

Table 10 - Saudi Aramco Recommendations For Industrial-Type Gas Turbines

Turbine Builder Oil Recommendation

General ElectricFrame 5 Turbine Oil 32Frame 7 Gas Turbine Oil 32 Only

Westinghouse Turbine Oil 32Mitsubishi Turbine Oil 32John Brown Turbine Oil 32

Sulzer Turbine Oil 32

Solar Consult Lubrication Engineers

2. Aircraft Type

The aircraft type, or aero-derivative unit, uses a jet engine as a gas generator.Instead of providing propulsion power directly, the hot compressed gases from theengine are fed to a power turbine which converts the heat energy into rotativepower. A jet engine weighs less than an industrial type, takes up relatively littlespace, has a high level of thermal efficiency and is easily replaced or enhanced incase the need arises.

Other features of aircraft engines used as gas generators in industrial service aresummarized as follows:

a. Because of their very high speeds, usually 8000 to 18000 RPM, comparedto 3000 to 9000 RPM, manufacturers generally use anti-friction bearings.

b. Bearing temperatures are very high, usually above 200C, and specialsynthetic lubricants are required.

The cut-away in Figure 11 shows a typical aircraft-type gas turbine.

NOTE: The driven turbine may be an integral unit with the gas generator or it maybe a separate turbine. In the first case, it will have a common lubricating system; inthe second instance, there generally will be a separate system using conventionalmineral turbine oil.


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As with the industrial turbine, the primary functions of the lubricant in an aircraft-type engine are to cool and lubricate the bearings. However, the temperatures aremuch higher and a special lubricant is needed. For Saudi Aramco equipment, theonly lubricant to be used in the gas generator is Saudi Aramco Synthetic GasTurbine Oil 5, SAMS 26-005-430 or 440.

NOTE: The operation of the lubrication system differs considerably from the heavyindustrial type. Oil is fed from the oil reservoir to the various shaft bearings; ateach of the shaft bearing locations. Scavenge pumps, having a higher flow ratethan the feed lube oil pumps, scavenge the oil at the shaft bearing locations andreturn the lube oil to the reservoir. Unlike the heavy industrial type gas turbines,the lube oil is filtered through 10 micron filters on the return to the oil reservoir;not on the supply to the bearings. It is, therefore, most important that the oil in theoil reservoir is not contaminated at any time. To prevent contamination whenchanging the oil, or toping up the oil, a suitable filter must be installed upstream ofthe lube oil reservoir.

Figure 11: Aircraft-Type Gas Turbine, (gas generator only shown)


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E. STEAM TURBINES

In a steam turbine, hot vapor under pressure is expanded in nozzles where part of its heatenergy is converted into kinetic energy. The kinetic energy is then converted intomechanical energy in the turbine runner either by the impulse principle or the reactionprinciple. If the nozzles are fixed and the jets directed toward movable blades, the jets'"impulse" force pushes the blades forward. If the nozzles are free to move, the "reaction"of the jets pushes against the nozzles, causing them to move in the opposite direction.

The main lubricated parts of steam turbines are the bearings, both journal and thrust.Depending on the installation, a hydraulic control system, oil shaft seals, gears, flexiblecouplings and turning gear may also require lubrication.

The rotor of a steam turbine is supported by two hydrodynamic journal bearings. Thesebearings are located at the ends of the rotor and, because of the very small clearancesbetween the shaft and shaft seals and between the blades and the casing, the bearingalignment is critical. Any appreciable misalignment, resulting from improper installation orfrom wear, will cause damage to the shaft seals and the blading.

The loads imposed on the bearings are due, primarily, to the weight of the rotor assembly.The bearings are conservatively proportioned so that pressures on them are moderate.Horizontally split shells lined with tin base babbitt are most commonly used. The bearingsare enclosed in housings and supported on spherical seats or flexible plates to reduce anyangular misalignment. The passages and grooves in turbine bearings are sized to permitthe flow of considerably more oil than is required for lubrication alone. The additional oilflow is required to remove frictional heat and the heat conducted along the shaft from thehot parts of the turbine. Where a turbine is used to drive a generator, the bearings on thelatter will be of similar construction and the lubrication usually will come from a commonsystem.

Thrust bearings are always provided, regardless of the type of turbine, to take axial thrustand hold the rotor in correct axial position with respect to the stationary parts. Thesebearings, depending on the type and size of the turbine, will come from several differentdesigns. Tilting pad bearings, made with pivoting wedge bearing surfaces, are used onlarge, reaction turbines. On small, impulse type turbines, the thrust may be absorbed bybabbitt-faced ends on the journal bearings or by specially designed rolling elementbearings.


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Small turbines, such as those used to drive auxiliary equipment, are usually equipped withring-oiled bearings. All large units use pressure circulation systems which supply oil to allparts requiring lubrication. The circulating system will include an oil tank, pumps,strainers or filters, coolers and control instrumentation. Larger units also will have acentrifuge or purifier for continuous by-pass or periodic oil purification.

Following are some general lubricating system maintenance guidelines:

1. Water is the most prevalent contaminant in turbine lube systems. It comes assteam from leaking shaft seals, as condensation from humid air in the reservoir oras water from leaking coolers. Collected water from the bottom of all reservoirsshould be removed on a scheduled basis and sight glasses checked at least once pershift for any evidence of haze or opacity.

2. Strainers and filters should be cleaned on a regular schedule and should be of theinert type. Activated clays and other chemical materials may remove the oiladditives and are not recommended.

3. Galvanized metals and copper should never be used in turbine systems where theymay come in contact with oil.

4. Centrifuges should be used in such a way that the entire oil charge is treated everyday. Ten to fifteen percent of the total charge per hour is the rule of thumb. Also,the centrifuge should not be run at a rate of more than 75% of capacity.

5. Bearing oil inlet temperatures should be between 40 and 50 deg C. If coolers areair flow type, 60 deg C is permissible.

6. Oil changes for ring-oiled bearings should be scheduled for 6 to 9 month intervals.Drain the oil, clean the housing with a lint-free rag and refill.

7. Laboratory analyses should be used to establish a satisfactory drain interval forsmall circulating systems. It should be no more than 12 months.

8. Oil Condition Monitoring facilities should be used to follow the condition of the oilin all large systems. The Lubrication Engineers will interpret the analyses andrecommend actions to be taken.

9. Large systems will require periodic flushing. The Lubrication Engineers willrecommend the procedures, based on their knowledge of manufacturer's methods.


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Oil recommendations for steam turbines depend on the individual type and make. In theSaudi Aramco system the proper oil will be one of the turbine grades, Saudi AramcoTurbine Oil 32, 46 or 68. The following Table 11 lists a few of the steam turbines used inthe Saudi Aramco system and the oil recommendations which apply to them. While thetable is not complete, it can be considered as representing general practice. Because ofthe critical nature of turbine lubrication, it is best to check with the Lubrication Engineersbefore commissioning a new unit or refilling an older one.

Table 11 - Typical Saudi Aramco Recommendations For Steam Turbines

Saudi AramcoTurbine Builder Conditions Grade

General Electric and Delaval Circulation System - Direct 32/46Circulation System - Geared 32/46

Westinghouse Circulation System - Direct 32/46Circulation System - Geared 68Ring Oiled Bearings:

<80 C Bearing Temperature 68>80 C Bearing Temperature 150 (MO)

Terry, Elliott & Worthington Circulation System - Direct 32/46Circulation System - Geared 68Ring Oiled Bearings - All 68

F. COMPRESSORS

Compressors are manufactured in several types and for a variety of purposes. Lubricationrequirements vary widely, depending not only on the type of compressor but also on thegas being compressed. In general, air and gas compressors are mechanically similar sothat the main difference is the effect of the gas on the lubricant. Refrigeration and airconditioning compressors require special consideration because of the recirculation of therefrigerant and mixing of the lubricant with it.

Compressors are classified as either positive displacement or dynamic. The positivedisplacement class includes reciprocating (piston) types and several rotary types. Dynamiccompressors are usually of either the centrifugal or axial flow type.


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1. Reciprocating Compressors

Reciprocating compressors are used for many different purposes involvingextremes of pressure and volume requirements. Most reciprocating compressorsare of the single or two stage type, with smaller numbers of machines having threeor more stages. From a lubrication point of view, single and two stage machinesgenerally are similar, while additional stages introduce different requirements.

The principal parts common to all reciprocating compressors are pistons, pistonrings, cylinders, valves, crankshafts, connecting rods, main and crankpin bearingsand suitable frames. Double acting compressors, which compress on both ends ofthe pistons, require piston rods, packing glands, crossheads and crosshead guides.For lubrication purposes, all of the parts associated with the cylinders (pistons,rings, valves, etc.) are considered as cylinder parts and all parts associated with thedriving end (bearings, crossheads and guides) are considered running gear.

Every reciprocating compressor is provided with cooling facilities in order to limitthe final discharge temperature to a reasonable value and to minimize powerrequirements. The cylinder walls and head are cooled and in the case of two stageand multistage machines, the gas being compressed is cooled between stages inintercoolers. Cooling can be by air or water but in larger machines water is usuallyrequired.

Cylinder lubrication, except in small compressors of the open crankcase design,usually is accomplished by means of force-feed lubricators, supplying oil directly tothe cylinders or to the suction valve chambers. This oil is carried out of thecylinders by the discharging gas and collects in the discharge system. Opencrankcase compressor cylinders are lubricated by splash from the crankcase bymeans of scoops or other projections on the connecting rods or cranks.

Compressor valves require very little lubrication. Usually the small feed of oilrequired spreads to the valves from the cylinder walls or is brought in atomizedform from the air or gas stream.

Running gear is lubricated from the crankcase, either by splash or by positivedisplacement. The details of the systems vary greatly but in essence they all deliveroil to the bearings and crossheads in sufficient quantity to protect and cool themoving parts.


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Cylinder oils are subjected to severe oxidizing conditions, imparted by the hightemperatures involved in the compression process and the thin films of the exposedoil. The oxidation products can cause deposits which restrict air flow, increasetemperatures and result in loss of power. Thus, the choice of lubricant and the useof proper feeds is essential.

NOTE: Most Saudi Aramco reciprocating instrument air compressors aredesigned to operate without cylinder lubrication. However, the running gearrequires the same lubrication maintenance as any other compressor.

The gases being compressed are also a factor in the selection of lubricant:

a. Inert gases, such as carbon dioxide, hydrogen, helium and nitrogen, havelittle or no effect on mineral lubricants. Conditions applying to air areequally applicable to these gases.

b. Under certain conditions hydrocarbon gases (methane, butane, natural gas,refinery gas) can condense and dilute the cylinder lubricant, thus reducingits viscosity and, thereby, its lubricating ability.

c. Sour gas, direct from the well, contains sulfur compounds and engine oilsare used as they provide better protection against the corrosive effects ofthe sulfur.

d. Wet gas, that in which there are large quantities of entrained liquids, willrequire a heavier cylinder lubricant than dry gas.

Chemically active gases introduce new sets of conditions in lubricant selection:

a. Oxygen should never be compressed in the presence of petroleum oils asexplosive mixtures will result. Oxygen compressors are designed to runwithout lubrication or with non-petroleum lubricants.

b. Other chemically active gases which are not compatible with petroleumlubricants are chlorine and hydrogen chloride.

c. Sulfur dioxide dissolves in additive oils, forming sludges and reducing theviscosity. Highly refined white oils are used in this application.

d. Hydrogen sulfide becomes corrosive in the presence of moisture socompressors processing this gas must be kept dry. The oils used shouldcontain rust and oxidation inhibitors and be capable of absorbing moisture.


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2. Rotary Compressors

Rotary compressors fall into three principal types:

a. Straight lobe machines are built with identical two or three lobed impellerswhich rotate in opposite directions inside a closely fitting casing. Theimpellers do not touch each other or the casing and no internal lubricationis required. Compression pressures are low (up to 25 psi) and these unitsare often referred to as blowers rather than compressors.

b. Helical lobe compressors, often called screw compressors, have a fourlobed male impeller which meshes with a six lobed female impeller. Gas iscompressed by the action of the two mating rotors. They can be operatedwithout lubrication, using timing gears to separate the lobes. If they arelubricated, they will be flooded, where oil is injected into the cylinder toabsorb heat from the gas and to act as a seal between the rotors. Anexternal circulation system is required to control the temperature of the oiland a removal system to separate the oil and air at the discharge end. In asingle stage configuration, 125 psi is a practical maximum which can bedoubled to 250 psi with two stages.

c. Rotary vane, or sliding vane, compressors have vanes that are free to movein slots in a rotor mounted eccentrically in a casing. Rotation of the rotorcauses the vanes to move in and out of the slots, creating pockets whichincrease and decrease in volume, compressing the gas in the process. Allof the sliding surfaces in the cylinder require lubrication to minimizefriction and wear. This is usually accomplished through flood lubricationwhich also helps to seal the vane-cylinder space. Maximum pressures areapproximately 100 psig for a single stage and 125 psig for double stageunits.


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3. Centrifugal Compressors

Centrifugal compressors are particularly adapted to supplying volumes of gas atpressures ranging from 1.0 to 10, 500 psig. They are inherently suited to highspeed operation, in Saudi Aramco ranging from less than 10,000 RPM to morethan 40,000 RPM. The compression element is a multibladed rotor which rotatesin a casing. Gas trapped between the impeller blades is accelerated and thrownoutward and forward in the direction of rotation. The gas leaves the blade tipswith increased pressure and high velocity and enters a diffuser ring. In the diffuserring, due to increasing area in the direction of flow, a reduction in velocity and asubstantial increase in pressure take place. The gas then enters a volute casingwhere, again due to increasing area in the direction of flow, a further reduction invelocity and increase in pressure take place. Single stage units will deliver up to10 psi and multistaging can increase this up to 10,500 psig depending on thenumber of stages. Lubrication requirements for centrifugal compressors arelimited to the shaft bearings, which may be of either the plain or rolling elementtype, and thrust bearings and seals. Where gear drives are used, it is commonpractice to lubricate both bearings and gears from the same system including sealsdepending on the type of gas being compressed. Separate seal oil systems areprovided for sour gas (H2S) compressor applications.

4. Axial Flow Compressors

An axial flow compressor, the second type of dynamic machine, containsalternating rows of moving and fixed blades. High velocity is imparted by themoving blades to the air being compressed. The velocity is reduced andtransformed to pressure as it flows through the expanding passages between thefixed and moving blades. Axial flow compressors are used in all of the smallertypes of gas turbines because of their high capacities. As with centrifugalcompressors, the lubricated parts are the bearings and any seals that may requireoil.

Most Saudi Aramco compressors handling fluids and gases have seal oil systems.These may be separate or integral with the lubricant circulation system. Theirfunctions are to seal, lubricate and cool: seal the lubricant from the product andcool and lubricate the seal faces. It is essential that the proper turbine oil grade isused and all seal oil system maintenance procedures are followed. Compressorswith combined lube and seal oil systems should have samples taken and analysesperformed periodically to check for product gas dilution. Such dilution can affectthe viscosity of the lubricating oil to such a point that machine damage may occur.


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5. Refrigeration Compressors

Refrigeration compressors pose an entirely different set of lubricating conditions,due to the influence of the refrigerant. The basic system consists of an evaporator,compressor, condenser, receiver and expansion valve. Liquid refrigerant flowsfrom the receiver under pressure through the expansion valve to the evaporatorcoils, where it evaporates, absorbing heat and cooling the affected space. Thevapor is then drawn into the compressor where its pressure and temperature areraised. At the higher pressure at the discharge end of the compressor, thecondensing temperature of the refrigerant is higher than it would be at atmosphericpressure. Therefore, when the hot, high pressure vapor flows from the compressorto the condenser, the cooling water removes enough heat from it to condense it.This liquid refrigerant then flows to the receiver, ready for another cycle.

Refrigeration compressors, usually of the reciprocating type, are exposed to lowtemperatures at the suction ports and relatively high temperatures at the discharge.These contradictory conditions require an oil which has low pour and floc pointsand sufficient viscosity and stability to withstand the high temperature and properlylubricate the cylinder walls. Conditions with the running gear are similar to thosefound in air compressors.

The following comments apply to the refrigerants in most common use (R forRefrigerant, commonly referred to by brand names such as Freon):

a. R-13 and 14, and ammonia, are immiscible with petroleum oil so oilreaching the evaporator will solidify. Systems are designed to prevent oilfrom entering the stream and the lubricating oil should have a pour pointbelow the lowest temperature in the system.

b. R-11, 12, 113 and 500 are miscible with oil in all proportions at alltemperatures and pressures. R-22, 114 and 502 are generally miscible withoil under conditions found in the high pressure side of the compressor (thecondenser) but are only partly miscible in the evaporator. Being miscible,the refrigerants depress the pour point of the oil so that it does not congealin the evaporator. However, there is a temperature, the floc point, atwhich wax-like materials will start to separate out. Thus, the floc point ofthe oil becomes the limiting requirement.

c. HFC-134a refrigerant gases are replacing the above refrigerants in all newair conditioning/chiller compressors. Mineral oil refrigeration oils can notbe used with these refrigerants. For this reason refrigeration oils of thesynthetic polyol ester type have been developed and must be used whereHFC-134a is the refrigerant in use.


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The following table is a general chart of recommendations.

Table 12 - Oil Recommendations For Saudi Aramco Compressors

Type of Compressor Conditions Saudi Aramco Lubricant

Reciprocating:Cylinders and Bearings Splash Saudi Aramco Turbine Oil 68 or

Machinery Oil 150, 320Bearings Force Feed or Saudi Aramco Turbine Oil 68 or

Separate Splash Machinery Oil 150Cylinders, Lubricators 0-500 psi Saudi Aramco Turbine Oil 68

500-1000 psi Saudi Aramco Machinery Oil 1501000-2500 psi Saudi Aramco Machinery Oil 3202500-4000 psi Saudi Aramco Machinery Oil 320>4000 psi Saudi Aramco Machinery Oil 320

Wet Gas, Stage Pressure 0-1000 psi Saudi Aramco Machinery Oil 1501000-2500 psi Saudi Aramco Machinery Oil 320>2500 psi Consult Lubrication Engrs.

Unstable Refinery Gas Saudi Aramco Diesel Engine Oil CD/CF

Rotary Compressors:Sliding Vane, Discharge Temperature <140 ºC Saudi Aramco Machinery Oil 150

140-175 ºC Saudi Aramco Machinery Oil 320>175 ºC Saudi Aramco Machinery Oil 320

Oil Cooled Type Saudi Aramco Turbine Oil 46/68 orSaudi Aramco Diesel Engine Oil CD

Lobe Type Saudi Aramco Turbine Oil 68

Centrifugal Compressors Common SystemAxial Compressors With Motor or Saudi Aramco Turbine Oil 46 or 68

Turbine Driver

Refrigeration Compressors Reciprocating andCertain Rotary typesExcept HFC 134aRefrigerant Gas Saudi Aramco Refrigeration Oil WF 68

Refrigeration Compressors Reciprocating and Certain Rotary Types where Refrigerant Gas is HFC-134a Saudi Aramco Refrigeration Oil

HFC-134a Synthetic.


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The items listed below concern compressor maintenance and are a general guide.For complete maintenance instructions, refer to the manufacturer's instructions orconsult the Lubrication Engineers:

Reciprocating Compressors

a. Good compressor operation demands clean air or gas intake and correctlube feed rate. Compressors MUST NOT BE OVER-LUBRICATED.

b. The correct oil level must be maintained in the crankcase. A low levelmeans oil starvation and poor lubrication; a high level means excessiveagitation and oil carry-over to valves and discharge systems.

c. The oil and the oil filter should be changed after the manufacturer'srecommended run-in. Thereafter, both oil and filter should be changed ona regular schedule, approximately every three months or 2000 hours. Ifconditions are especially hot or dirty, the interval should be shortened. Thebest way to establish an appropriate interval is through laboratory analysisand a recommendation from the Lubrication Engineers.

d. Lubricators should be inspected regularly, at least 3-4 times per year. Thelubricator reservoir and sight glass should be cleaned as part of theinspection procedure.

e. Lubricators should be set to give minimum oil feed rate for effectivelubrication. Follow manufacturer's recommendations or consult theLubrication Engineers. The rule of thumb is that the cylinders should havea very slight oil film and there should be no dry patches or signs of rust.

f. Avoid any accumulation of oil in cylinders, valves, discharge lines orcoolers. The net result of such accumulations may be deposits, which leadto hot spots and can ignite the oil vapor in the air and cause a fire or anexplosion.

g. If wet air filters are used, they should be cleaned and reoiled AT LEASTweekly. Replaceable air filter units should be checked regularly andchanged as needed.

h. Water should be drained from intercoolers, aftercoolers, receivers and trapsat least once each shift if automatic drains are not provided. If the traps aresmall, more frequent draining may be required.


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i. Correct cooling water temperature should be maintained in jackets,intercoolers and aftercoolers.

j. Internal surfaces of coolers should be cleaned on a scheduled basis, eitherby flushing or solvent washing.

k. Valves and safety valves should be inspected every three to six months.They should be cleaned as required and any broken discs or springsreplaced.

l. A whistling or hissing sound should be investigated at once as it indicates aleaking valve. This is a dangerous condition and should be correctedimmediately.

m. Glands should be inspected every six to twelve months and the packingadjusted or renewed as needed.

Centrifugal and Axial Compressors

a. Regular viscosity checks should be made of the seal oil in gas compressorswhere gas contamination can lower the viscosity and affect the sealingefficiency.

b. Shaft bearings, thrust bearings and seals may be served by a commonlubricating system. Oil level and filter condition should be checked on aregular schedule.

c. Some units will be integral with a gas turbine driver, a gear drive or both.In such cases, the lubricating system will be common to all components andthe service intervals applicable to the driver will cover the compressor aswell.

d. Breathers or extractors should be checked on a scheduled basis and cleanedor changed as required.

e. If intercoolers or aftercoolers are fitted, they should receive the samemaintenance services as mentioned above, under ReciprocatingCompressors.


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G. PUMPS

Pumps are used to move liquids or mixtures of liquids and solids. There are two basictypes of pumps:

1. Dynamic, in which a dynamic action takes place between a mechanical element anda fluid. Examples are centrifugal and jet pumps.

2. Static, where a decrease in volume in the working chamber causes fluiddisplacement. Examples are reciprocating, rotary, gear and vane pumps.

The pumps in most common use in Saudi Aramco operations are reciprocating andcentrifugal. They will have such names as crude transfer pumps, proportioning pumps,water pumps, metering pumps, vacuum pumps, submersible pumps, sewage pumps, fuelpumps, injection pumps, process pumps, shipping pumps and others.

Reciprocating pumps are either direct driven by an internal combustion engine or anelectric motor. In the case of metering pumps and proportioning pumps, the drive is via agear box. Rotary and centrifugal pumps usually are driven by electric motors, turbines or,occasionally, diesel engines.

Pump lubrication differs with the type of pump and the fluid being moved. In somedesigns, such as vertical line shaft pumps, lubrication is provided by the liquid beingpumped. Other designs require oil lubrication and the appropriate grade of Saudi AramcoTurbine Oil or Machinery Oil should be used. Some pumps are grease lubricated and theproper grease is Saudi Aramco All Purpose Grease EP 3 or Saudi Aramco Ball BearingGrease 2.

Specific exceptions to the above are some models of Byron Jackson submersible pumps,under certain conditions, for which only B-J Submersible Pump Oil is recommended.Also, vacuum pumps use only Saudi Aramco Vacuum Pump Oil.

Table 13, following, is a general chart for pump lubrication. For more information as tospecific grades of the products recommended, consult the preceding sections on bearingsand gears or ask the Lubrication Engineers.


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Table 13 - Lubrication Recommendations For Pumps

Type of Pump Parts To Be Lubricated Saudi Aramco Lubricant

Direct ConnectedCentrifugal Bearings - Plain and AF

Reuse Saudi Aramco Turbine Oil 46,68All Loss Saudi Aramco Turbine Oil 46,68Greased Saudi Aramco All Purpose

Grease EP 3Guide Bearings, Deep Well

Shafts Saudi Aramco Turbine Oil 46,68Seals Saudi Aramco All Purpose

Grease EP 3

Geared PumpsCentrifugal Common System Saudi Aramco Turbine Oil 46,68

Greased Bearings Saudi Aramco All PurposeGrease EP 3

Centrifugal Deep Well Bevel Gears Saudi Aramco Machinery Oil 150Guide Bearings Saudi Aramco Turbine Oil 46

Integral GearedHigh Speed Bearings, Gears Saudi Aramco Transmission

Oil D-11/Turbine Oil 32

Reciprocating,Plunger Type Bearings, Crossheads,

Gears, Common System Saudi AramcoGear Lube EP 460

Seals Saudi Aramco All PurposeGrease EP 3

Gears, and Worm Gears,Separately Lubricated Saudi Aramco Gear Lube EP 220,

Gears, Open EP 460 Saudi Aramco Open Gearand Wire Rope Lubricant

Vacuum Pumps System Saudi Aramco Vacuum Pump Oil

Submersible Saudi Aramco Turbine Oil 68 orPumps, B-J System *B-J Submersible Pump Oil

* B-J Submersible Pump Oil should be used in hot well service and on those pumpmotors with mercury seals


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The following general maintenance procedures are for plant guidance:

1. Oil reservoirs should be checked weekly and topped up if necessary.

2. Crossheads and linkages require a few drops of oil once or twice per shift and, ifequipped with drip feed oilers, the reservoirs should be topped up as needed.

3. Ball and roller bearings should not be overgreased.

4. Strainers/filters should be cleaned on a regular basis and should be of the inerttype.

5. Small circulation systems should be changed every 6 to 12 months, depending onthe interval established through laboratory analysis.

6. On large capacity systems, use Oil Condition Monitoring to follow the changingcondition of the oil and the pump. The Lubrication Engineers will interpret theanalyses and recommend proper action steps.

7. Large systems will require periodic flushing. The Lubrication Engineers willrecommend the procedure, based on their knowledge of manufacturer's methodsand industry practice.

8. In cases where contamination is unavoidable, separate pump/driver/gear units maybe required.

Problems with pumps result most frequently from product fluids passing the seals andbushings. Each product pumped requires different maintenance and creates differentproblems. Frequent laboratory analyses and use of the Oil Condition Monitoring Programwill help keep adverse conditions under control.

H. ELECTRIC MOTORS

Electric motors and generators are relatively easily lubricated if they are cared forproperly. Except in the case of integral gear motors, only the bearings require lubrication.The usual rule regarding lubricant selection is the following:

1. Motors below 250 HP may have grease lubricated antifriction bearings, oillubricated antifriction bearings or plain bearings, lubricated either with grease oroil.


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2. Motors over 250 HP will nearly always have plain bearings and they will nearlyalways be oil lubricated.

In the Saudi Aramco system, all greased antifriction bearings, regardless of speeds orloads, will use Saudi Aramco Ball Bearing Grease 2. For oiled plain bearings, thesimplified chart in Table 7, under Bearings, is a sufficient series of recommendations formost Saudi Aramco equipment. Table 8, also in the Bearing section of this chapter, is oneapproach at recommending oils for antifriction bearings. The following Table 14supplements the other and refers specifically to electric motor and generator bearings,using temperature and speed as the only parameters:

Table 14 - Oils For Antifriction Bearings - Motors And Generators

Min. Ambient Max. Oper.Speed, RPM Temperature Temp. Saudi Aramco Grade

<500 -7 deg C 54 deg C Saudi Aramco Machinery Oil 150500-1100 -7 deg C 54 deg C Saudi Aramco Turbine Oil 681100-3600 -7 deg C 54 deg C Saudi Aramco Turbine Oil 32/46>3600 -7 deg C 54 deg C Saudi Aramco Turbine Oil 32

<500 4.5 deg C 93 deg C Saudi Aramco Machinery Oil 150500-1100 4.5 deg C 93 deg C Saudi Aramco Turbine Oil 681100-3600 4.5 deg C 93 deg C Saudi Aramco Turbine Oil 46/68>3600 4.5 deg C 93 deg C Saudi Aramco Turbine Oil 32

Integral gear motors have different requirements, based on the type of gears and theoperating conditions. Lubricant recommendations should come from the Gears section ofthis chapter, from the manufacturer's instructions or from the Lubrication Engineers.

The baths or reservoirs of oil lubricated bearings require the same care that applies toother such equipment. Oil distribution may be by means of rings or pressure systems or, inthe case of some oil lubricated take out bearings, by means of a slinger ring. Such anarrangement is shown in Figure 12.

As was discussed earlier under "Bearings", the major problem with greased antifrictionbearings is over-lubrication. The first point to be understood is that a bearing will expelgrease which it does not need. Therefore, the housing must have space to accept thesurplus grease. If this space is not available, or if it is overfilled, the bearings will overheatand excess grease may leak into the windings.


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A well-designed bearing has a relief or vent plug to allow excess grease to be expelled.Figure 13 shows such a bearing. Replenishing this type of bearing is done as follows:

1. Remove power to the motor and wait for the motor shaft to stop running.

2. A low-pressure hand lever gun should be used - never a high-pressure, air-powered gun.

3. The housing and the fitting should be thoroughly cleaned. The relief plug shouldbe removed and the opening, including any grease vent pipe if fitted, freed ofhardened grease.

4. Grease should be added slowly until new grease appears at the relief plug.Proper safety precautions should be observed.

5. The motor should be re-started and allowed to run for ten to fifteen minutes withthe relief plug out. By this time there should be no more excess grease comingfrom the bearing.

6. The relief plug should then be cleaned and refitted.

7. NOTE: Re-greasing of Double Shielded Bearings: The use of double shielded bearings, particularly in electric motors is increasing. Contrary to some opinions they can be re-greased, and should be re-greased periodically, to prevent corrosionin the bearing housing and on the shaft. However, it is most important that the grease vent plug be removed when re-greasing and the bearing housing arrangement is such that the grease gun fitting and the vent plug locations are on the same side relative to the bearing position. The reason being that it is most important that during re-greasing the grease flow is not restricted otherwise the internal pressure can damage the bearing shields and in some cases displace the bearing on the shaft. The above does not apply to sealed bearings. On no accountshould attempts be made to re-grease bearing housings fitted with sealed bearings.


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Figure 12: Oil-Fed, Slinger Ring Bearing. Oil from the reservoir is fed to the bearing bythe oil ring.


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Figure 13: Greased Electric Motor Bearing. Note the drain plug which allows thebearing to purge itself after regreasing. NOTE: For motors fitted withdouble shielded bearings special consideration is required.Refer to item 7 of this section on Electric Motors.


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Frequency of replenishment and repacking depends on motor size and speed, bearingoperating temperature and whether service is intermittent or continuous. Additionally, theeffect of the environment must be considered, such things as airborne dirt and chemicalvapors. As a general rule, motor bearings in normal service should be checked andrelubricated at intervals of one to two years. However, high speeds or high temperaturesor hostile environments may require regreasing at one to three month intervals, where arelief plug is fitted. Replenishment and repacking intervals should be established by theLubrication Engineers after a full study of on-site operating conditions and bearingdesigns.

I. OTHER ELECTRICAL EQUIPMENT

This category consists of transformers and switchgear. In transformers, the functions ofthe oil are to insulate windings and to dissipate heat when under load. In switchgear, thefunctions are to insulate live parts and to extinguish arcs which may form when contactsopen.

The properties required of transformer and switchgear oils are low viscosity, gooddielectric strength, good oxidation resistance and chemical stability. Saudi AramcoTransformer Oil is made from a highly refined base oil, contains no additives and is theonly product permitted in Saudi Aramco transformers and switchgear.

Insulating oils must be dry and free from contaminants. Minimum dielectric strength isusually guaranteed ex-refinery to be 30 kv or higher. During shipment and storage at site,however, the oil may pick up moisture and contaminants and these must be removedbefore use. The following oil usage procedures are recommended:

1. Transformer oil is to be stored indoors and should be held at the use site for tenhours before opening the drum. This will permit the oil to reach ambienttemperature before exposure to the air -- thus air will neither be expelled or drawnin when the drum is opened.

2. If, in a laboratory test, the oil is not 25 kv or over, it must be dehydrated beforeuse. This is accomplished in one of two ways: a purifier/vacuum dehydrator or afilter press. The former is most common in Saudi Aramco operations.

3. Only clean pumps and metal hoses should be used for filling transformers andswitchgear. The equipment should be thoroughly flushed with clean, drytransformer oil before use.


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4. Transformers should be filled through the bottom drain valve or through a hosereaching nearly to the bottom of the tank. A vacuum pump may be used toremove entrapped air bubbles. If possible, fill through a filter press or a filtercartridge.

5. The level to which the transformer should be filled will vary with the type of unitinvolved. Manufacturer's instructions should be followed.

6. The newly-filled transformer should be allowed to stand for 24 hours to allow airto rise or, preferably, the vacuum pump should remain in operation. At the end ofthis time, the level should be brought to the desired point with the air vent plugsopen.

7. Where possible, operate the transformer for a short time at low voltage to releaseair or moisture. Check the dielectric strength on a sample from the bottom of thetank, check the insulation resistance of the windings and recheck the oil levelbefore applying full working voltage.

Service checks for transformers should consist of the following:

1. Check oil level monthly.

2. Renew desiccants in breathers before they become saturated.

3. Take oil sample three months after installation or refilling and check dielectricstrength.

4. Check samples periodically for cleanliness, dielectric strength and neutralizationnumber. The interval will depend on the equipment rating and the localenvironment.

5. While neutralization number is less than 0.15 mg KOH/g, the oil may be passedthrough a purification unit every two to three years.

6. When oil reaches 0.2 mg KOH/g, it should be changed.

7. Immediately after emptying transformer, wash down the inside of the tank and thewindings with clean insulating oil to remove oil deterioration products.

8. Check tank and cover for corrosion. Any such material should be removed and themetal appropriately protected.


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Service checks for switchgear should consist of the following:

1. Check oil level on a scheduled basis and inspect for signs of overheating. Also,check the condition of the insulators and for leakage of sealing compound.

2. Switchgear not in regular use should be operated every three to six months to besure it is still in good working order.

3. At overhaul, remove oil and check dielectric strength which should be at least25 kv. Neutralization number testing is not usually necessary.

4. Wash switch with clean insulating oil and wipe down the tank.

5. Inspect all moving parts for burning or other damage and replace where necessary.

6. Moving parts with grease lubrication should be cleaned of old grease andrelubricated with Saudi Aramco All Purpose Grease EP 3.

7. Check oil level in dash pots and, if necessary, add the proper oil.

8. Check insulating oil samples periodically for cleanliness, dielectric strength andneutralization number.

9. Check the level and condition of oil in hydraulically operated breaker mechanisms,where applicable. Special oils are used in this service and guidance should besought from the Lubrication Engineers.

J. MACHINE TOOLS

Machine tools are used, in a broad sense, to alter the shape or size of a piece ofmetal. They can be classified into a variety of types, covering numerous machiningoperations. For reasons of space and relevance, the following brief remarks coveronly the essential elements of the subject.

1. Machine Tool Lubricants

The primary parts of machine tools, requiring lubrication, are the following:

a. Headstocks and tailstocksb. Gear boxesc. Spindles


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d. Hydraulic systemse. Sliding surfaces, ways and feedscrewsf. Grease lubricated parts

Since most machine tools are precision made to do precision work, correctlubrication is important. Whenever possible, the manufacturer's recommendationsshould be followed. Table 15, which follows, is a general guide showing the SaudiAramco grades for various applications.

Table 15 - Machine Tool Lubrication Guide

Drilling,Tapping,

Machine Tool Threading, GeneralFunction Boring Planning Shaping Milling Grinding Honing Lathes

Machine ToolElement

Main Gears 32-68 46-150 68 46-68 - 46 -Headstock 32-68 - - 46-68 46 - 68-150Speed Chg.Gears 32-68 - - - - - 68-150Feed Gears 32-68 46-150 68 46-68 46 - -Traverse &Worm Gears 460 460 - 460 460 460 -Spindles 32-68* 68 - 32-68 32-68* 46 68Hydraulics ** 32-68 68 68 46 46-68 46-68 -Slides, Ways W W W W W W WGrease Lubr.Parts AP3 AP3 AP3 AP3 AP3 AP3 AP3

Key: * Lighter oils may be required. Consult Lubrication Engineers.** If ISO 68 is called for, use Saudi Aramco Hydraulic Oil AW 68** If ISO 32 is called for, use Saudi Aramco Transmission Oil D-II32 Saudi Aramco Turbine Oil 3246 Saudi Aramco Turbine Oil 4668 Saudi Aramco Turbine Oil 68150 Saudi Aramco Machinery Oil 150460 Saudi Aramco Gear Lube EP 460W Saudi Aramco Way LubricantAP3 Saudi Aramco All Purpose Grease EP

NOTE: For motor bearings, see Part V, Section H.


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Lubrication maintenance should follow normal practice for gearboxes andhydraulic systems:

a. Maintain correct levels.

b. Check and clean filters on scheduled basis.

c. Drain, flush and refill boxes on six to twelve month basis, depending onspeeds and amount of use.

d. Avoid contamination of machine lubricants by cutting fluids.

e. Check condition of wiper shields on ways periodically.

2. Cutting Fluids

Cutting fluids (metal processing oils) perform several functions:

a. They act as coolants, carrying heat away from the cutting tool and theworkpiece.

b. They lubricate the tool and the chip faces.

c. They prevent welding of the work and the tool.

The type of fluid required depends on the severity of the machining operation andthe type of metal being machined. Table 16, following, is a general guide tocutting fluid selection. If there is any doubt, consult the Lubrication Engineers.

Table 16 - Guide To Cutting Fluid Selection

Ferrous MetalsMild Steel & Easily High Tensile Non-Ferrous MetalsEasily Machined Steels, Alloy Free-Machining Tough

Operation Steels and Stainless Alloys Alloys

Planing SOL SOL SOL SOLDrilling GP or SOL HD SOL SOLMilling GP or SOL HD SOL SOLTurning GP or SOL HD SOL SOLBoring GP or SOL HD SOL SOLSawing GP or SOL HD SOL SOLTapping GP HD GP or SOL GP or SOLThreading GP HD GP or SOL GP or SOLReaming GP HD GP or SOL GP or SOLHoning HON HON HON HONGrinding SYN SYN SYN SYN


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Key: SOL Saudi Aramco Soluble OilGP Saudi Aramco General Purpose Cutting FluidHD Saudi Aramco Heavy Duty Cutting FluidHON Saudi Aramco Honing OilSYN Saudi Aramco Synthetic Grinding Fluid

Cutting fluid maintenance is, by nature, a difficult process. The fluids arecontaminated with metal chips, grinding grit and other undesirable materials.Special maintenance routines are required:

a. With straight cutting oils, i.e., non-soluble types:(1) Remove contaminants by centrifuge, filter or settling.(2) Clean, flush and refill system every three to six months.(3) Keep machines and oil system clean at all times.(4) Avoid contamination of machine lubricants by cutting oil.

b. Soluble cutting fluids require even more care in service due to the fact thatthey are emulsions and subject to bacterial attack and separation in service:(1) To prepare an emulsion, always add the OIL TO THE WATER

slowly, with gentle stirring. Use clean, fresh water, free frommineral or organic acids.

(2) Mix emulsion only when needed. It doesn't store well.

(3) As a general rule 20 parts water to 1 part oil is used. Specialcircumstances may require different ratios.

(4) The system must be thoroughly clean before putting in theemulsion. If there is a bad odor or a broken emulsion, there may bebacterial or fungal contamination. The system should be drainedand flushed with a germicide and refilled with new soluble oil at therecommended concentration.

(5) The system should be kept free of contaminants by means offiltration or settling.

(6) Emulsion strength should be checked periodically and more oil orwater added as is indicated.


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(7) The system should be thoroughly cleaned and refilled at least everythree months. A shorter interval may be necessary, depending onthe type and amount of work being done and the temperaturesencountered.

NOTE: Good personal hygiene is an absolute must for personnel handling anytype of cutting fluids. If clothing becomes oil-wet, it should be changed andlaundered immediately. Any skin area which has come in contact with the fluidshould be thoroughly washed. If skin rashes appear, they should be treated at onceand their causes investigated. In most cases, they will be the result of poorpersonal hygiene.

K. HYDRAULICS

The hydraulic fluid power system may be defined as a means of power transmission inwhich a relatively incompressible fluid is used as a power transmitting medium. Theprimary purpose of a hydraulic system is the transfer of energy from one location toanother and the conversion of this energy to useful work. Hydraulic systems may alsogive force or torque amplification.

The advantage of hydraulic fluid power transmission over mechanical, pneumatic andelectrical means may be stated simply - it is the versatility of the fluid power system:

1. It transmits large amounts of energy.2. There is almost unlimited force amplification.3. The force application is elastic.4. There is accurate control of speed, force and position.5. The bulk and weight of the apparatus is small in relation to the power

transmitted.6. There is inherent protection against overload.7. The inertia effects are minimal.8. Changing operating sequences, speeds and loads is simple.9. System construction is relatively easy, using standard components.

Hydraulic power, for purposes of this manual, is generated by pumps. The conversion ofhydraulic power to useful work is accomplished through actuators, hydraulic motors andhydraulic transmissions. The resulting motion may be oscillating, rotary or straight line.Transmission of power from the point of generation (the pump) is accomplished by themovement of the hydraulic fluid through pipes or hoses. Valves are used to controlpressure, volume of fluid flow, direction and to control force.


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There are many different types of pumps, including both positive and non-positivedisplacement designs:

1. Non-positive displacement pumps may be of the centrifugal or propeller types.However, they are not widely used in industrial hydraulics and are unlikely to befound in Saudi Aramco.

2. Positive displacement pumps may be of either the fixed or variable displacementtype, the first producing a set flow of fluid per revolution and the second runningat fixed speed but with a construction which permits the flow rate to be varied.They may be further divided into reciprocating and rotary types. Reciprocatingpumps, generally, are used in water hydraulics, using pistons and cylinders of verylarge size. By far the most common configuration in industry, and the only pumpslikely to be found in Saudi Aramco equipment, are rotary, positive displacementpumps and the most common of these are the gear, vane and piston types.

Figure 14 shows a simple gear pump, consisting of a drive gear and a driven gearin a closely fitted housing. The gears rotate in opposite directions and mesh at apoint in the housing between the inlet and outlet ports. As the teeth of the twogears separate, a partial vacuum is formed, drawing fluid into the inlet chamber.The liquid is then trapped and carried between the gear teeth and the housing tothe outlet chamber. Gear pumps generally operate at less than 1500 psi althoughnewer designs reach higher levels.


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Figure 14: Gear Type Hydraulic Pump. Fluid is drawn into the suction port, trappedbetween the gear teeth and the housing, and discharged under pressure.

Figure 15: Vane Type Hydraulic Pump. The rotor is slotted and the slots containmovable vanes. As the rotor turns, the vanes contact the housing and trap oilwhich is then discharged, under pressure, through ports.

Figure 16: Axial Rotary Piston Type Hydraulic Pump. The motor shaft turns the driveplate which, in turn, imparts a reciprocating motion to the drive pistons,working in the cylinder barrel. Oil is drawn into the barrel through valveports as the pistons are retracting and forced out as they are extended. Othervariations of axial piston pumps may have additional features, e.g., variablevolume configurations, but the essential elements are as shown.


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The vane pump Figure 15 may be the most widely employed of all. Pumps of thistype develop pressures of up to 1000 psi and they can be set up in series to reachhigher pressures. Figure 15 displays the working mechanism of a simple vanepump. It consists of a slotted rotor which is moved by a drive shaft. Each slot ofthe rotor contains a flat, rectangular vane which is free to move radially in the slot.The rotor and vanes are enclosed in a casing, the inner surface of which iseccentric or offset with the drive shaft axis. As the rotor turns, centrifugal forcedrives the vanes outward to contact and follow the casing contour. The vanesthereby divide the area between the rotor and casing into a series of chamberswhich vary in size according to their respective position about the shaft. Theliquid trapped between the vanes is carried to the outlet side of the pump anddischarged under pressure.

Rotary piston pumps Figure 16 are used in various forms where high pressure andaccurate volume are required. There are two basic types: the radial piston and theaxial piston. The first consists of a stationary pintle which ports the inlet andoutlet flow, a cylinder block which revolves around the pintle and houses thepistons and a rotor which controls the piston stroke. As the rotor turns the pistonsdraw fluid into the cylinder bores as they pass the inlet side and force the fluid outof the bores as they pass the outlet side. The axial piston pump, depicted in Figure16, consists of a drive shaft which rotates the pistons, a cylinder block to house thepistons and a stationary valve plate which ports the inlet and outlet flow. Rotationof the drive shaft causes rotation of the pistons and the cylinder block. The planeof rotation of the pistons is at an angle to the plane of the valving surface,therefore, the distance between the pistons and the valving surface is continuallychanging -- when they are separating, fluid is drawn into the cylinder bore andwhen they are closing, fluid is forced out. Both of these types of pumps arecapable of very high pressures and the axial piston pump can be built with flexible,variable volume flow.

The fluid requirements for hydraulic systems are as follows:

1. Proper viscosity at operating temperature.

a. If it is too viscous, the results may be high internal friction and power loss,pressure loss, sluggish response and pump cavitation with erratic operation.

b. If it is too thin, the results may be reduced wear protection, high leakage,both internal and external, reduced pump capacity or efficiency and,possibly, inability to maintain dwell or hold the pressure.

2. Anti-wear and lubricity, sufficient to protect the rubbing surfaces in the pumps andmotors.


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3. Resistance to oxidation and deposit formation in the presence of the hightemperatures and intimate contact with oxygen found in hydraulic systems.Adding to the oxidative influence is the catalytic effect of the variety of metalsfound in the systems.

4. Water separability is required because intermittent operation nearly always leads toan accumulation of condensed atmospheric moisture.

Hydraulic fluids used in the Saudi Aramco system are:

1. Saudi Aramco Turbine Oils 32 and 46

2. Saudi Aramco Transmission Oil D-II (ISO VG 32)

3. Saudi Aramco Hydraulic Oil AW 68

Saudi Aramco Turbine Oils are used in many hydraulic applications. Saudi AramcoHydraulic Oil AW 68 and Saudi Aramco Transmission Oil D-II are for those applicationsrequiring an anti-wear oil. The Lubrication Engineers should be consulted if there is anydoubt as to the proper product to use.

System maintenance can be summed up in the following few lines. Cleanliness is vital tohydraulic systems and filters must be cleaned and serviced regularly. If contaminants buildup, flushing may be required and it is good practice to flush with the grade to be used inservice, or a lower viscosity of the same grade. An oil temperature of 40-50 °C issufficient. It is best to circulate with a separate flushing pump as disturbed contaminantsmay damage the hydraulic pump.

L. FLEXIBLE COUPLINGS

Flexible couplings can be categorized in two general groups:

1. Those which contain a flexible member as part of the construction, e.g., metaldisks or couplings with rubber parts.

2. Couplings containing articulated joints, e.g., geared couplings, continuous springor metal grid couplings, chain couplings and floating member couplings.


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Couplings containing flexible members do not require lubrication and are not covered inthis Manual. It should be noted that this type of coupling is a mandatory requirement forall new equipment purchased by Saudi Aramco. All of the others, often still found onolder equipment, are lubricated and, in some cases, pose very difficult lubricatingsituations. Flexible couplings are the usual connecting link between two rotating shaftends. They serve the following purposes:

1. To transmit torque from the driving shaft to the driven shaft.

2. To allow for and accommodate predictable and unavoidable misalignment andaxial movement of the connecting shafts.

3. To provide protection against damage to the driving and driven units because ofshaft misalignment, shock loads, thermal growth and end-play.

Gear Type Couplings

Gear-type couplings are predominant in older Saudi Aramco equipment. They cantransmit more torque than any other type of coupling of equal size. Geared couplingsconsist of meshing internal and external gears or splines and, because the movement is asliding action, a lubricant is required to maintain the flexibility by keeping friction at aminimum. Figure 17 shows a typical geared coupling. Improper lubrication will causesevere wear through normal surface contact mechanisms and through fretting corrosion,also called friction oxidation. This phenomenon occurs in tightly fitted contacts subjectedto vibratory motion and can result in severe pitting and virtual destruction of bothcontacting surfaces.

The sliding action in a geared coupling generates heat and, for this reason, the lubricantalso is a coolant.

Gear-type couplings are lubricated by any one of several methods, of which the mostcommon are:

1. Grease Packed

Grease is the most commonly used lubricant for geared couplings which operate atrelatively moderate speeds and temperatures. It has many benefits, e.g., it iseconomical, simple, reliable, and can handle transient shock loads. In the SaudiAramco system the sole filling for grease packed couplings is Saudi AramcoPolyethylene Grease 1. It has the characteristics required for this type of service,namely adhesiveness, resistance to oil separation under extremes of radialacceleration, high temperature properties and extreme pressure and anti-wearcapability.


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When commissioning a new coupling, the grease should be carefully handpackedinto all internal and external teeth. The space between the ends of the hubs shouldalso be filled, to provide a reserve which will be thrown out to the teeth by thecentrifugal force, when running.

For servicing, couplings generally are provided with two removable plugs, one fora fitting and the other to act as a relief plug. Grease should be injected through thetop fitting plug, positioned at 45 above horizontal, until new grease appears at thelower relief outlet or plug.

Grease lubrication permits long intervals between services. Under moderate loadsand conditions, a coupling should be disassembled, cleaned and repacked withgrease every year. However, if there are high temperatures involved, and/orobvious seal leakage, the interval should be shortened to 6 months.

2. Oil Filled

Oil is preferred for geared couplings when operating at normal to relatively highspeeds and temperatures and when coupling capacity is large enough to holdsufficient lubricant. Although oil level checks are required every 1000 hours andthe oil must be drained every 6 months, the method provides good reliability aslong as seals are maintained in good order. If there is consistent loss of oil fromthe coupling, it may be due to one or more of the following:

a. Evaporation or mistingb. Discharging along the keywayc. A burr on a flanged. A cracked or dried gaskete. Failure of an end ring sealf. Flange bolt looseg. Lubricant plugs not tighth. Lubricant plug seal missingi. Burr on lubricant plug sealj. Pinhole through sleevek. Distortion due to misalignmentl. Slow speed or reversing, causing weepingm. Breathing, caused by changes in ambient temperaturen. Driver "hunting", resulting in axial oscillationo. Pumping, where the coupling acts as a pumpp. Tilting, where the shafts are inclined excessivelyq. Blowing, caused by rapid air movement across couplingm. Over-lubrication, by far the most common cause


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The oils recommended for use in Saudi Aramco oil filled couplings are:

a. Oil temperature below 95 °C -- Saudi Aramco Gear Lube EP 460b. Oil temperature above 95 °C -- Saudi Aramco Gear Lube EP 1000

3. Continuous Oil Flow

Gear couplings equipped with circulation systems for continuous oil flow may befound in the Saudi Aramco system but they are being phased out in favor of - nonlubricated types. Where still in service, the couplings on circulation systemsusually will be lubricated from the central system of the rotating driver or drivenunit. Extreme care must be taken to see that all contaminants, including water, areremoved from the oil. The centrifugal action of the coupling will cause allparticulate matter, including water, to be separated out and deposited in thecoupling. This can cause corrosion and damage to the gear teeth. In some casesthe oil inlet to the coupling will be protected by a fine micron filter. These must berenewed according to the OEM guidelines to ensure only clean oil flows throughthe coupling.

Spring Grid Type Couplings

Another type of coupling found in Saudi Aramco equipment is the spring grid (orflex) type. A typical example of such a unit is shown in Figure 18. A continuousspring grid slots into grooves in each coupling part. The flexing of the spring takesup the misalignment and causes the spring to slide in the grooves during rotation ofthe coupling. Usually these couplings are grease lubricated. The Saudi Aramcorecommendation for this service is Saudi Aramco Polyethylene Grease 1. Whencommissioning, the grease must be carefully packed into spaces between andaround the spring grid and into the space between the hubs. When running, thegrease between the hubs is thrown outward to fill any voids.

If seals are tight, these couplings do not need frequent service. Saudi Aramcoprocedures call for the addition of grease, using a pressure gun, every three to sixmonths, depending on the type of service. The units should be disassembled andrepacked every 12 months.


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Figure 17: Geared Coupling. The flexible coupling, joining the driving and drivenshafts, protects both machines from the effects of minor misalignment. Thesliding action between the gear teeth alleviates the potentially harmfuldamage that such misalignment can cause.

Figure 18: Grid (or Flex) Coupling. The flexing of the spring in the groovecompensates for minor misalignment.


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M. VALVES

Several different types of valves are used in Saudi Aramco operations, e.g., ball valves,gate valves and plug valves. They are used for flow control of a variety of fluids andgases and special lubricants and sealants are required, depending on the combination ofvalve type and material being controlled. Valves may be manually operated by wrench,lever or hand wheel or power actuated electrically, hydraulically or with air or gas.Typical elements of valves which may require lubrication are:

1. Exposed valve stem threads2. Exposed stem thread nuts3. Valve stem bushings or bearings4. Valve stem packing5. Actuator mechanisms6. Valve sealing faces7. Geared Limit Switch

The exposed threads of valve stems should be greased to maintain ease of operation andto prevent corrosion. One of the major problems is the contamination of the grease withblowing dust and sand. If the valve is left in the fully open position for long periods oftime, the greased threads should be covered with a tube or gaiter. Saudi Aramco AllPurpose Grease EP3 is used for manually greasing valve threads and driving nuts. Wherethreads are not turned for long periods of time, they should be protected with SaudiAramco Rust Preventive.

Where valve stem bearings and nuts are used, there will be grease fittings and these shouldhave regularly scheduled service, using Saudi Aramco All Purpose Grease EP3.

Valve packing is made with low friction materials to accommodate the need for precisevalve positioning. Fluid lubricants also are used to help reduce this critical friction.Lantern ring spacers are provided to allow the lubricant to reach the stem. For moderatelyhigh and low temperatures, silicone fluids or greases are used. Their upper limit is about260 °C.

Actuator mechanisms usually are air operated or employ geared electric motors which useone or more gear boxes to reduce the motor speed and increase the torque required tooperate the valve. The gear boxes and bearings require the same kind of lubrication careas do other gears and bearings.

The majority of the actuators used in Saudi Aramco operations are Limitorque or Rotork,with lubrication requirements as shown below in Table 17.


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Table 17 - Valve Actuator Lubrication In Saudi Aramco

Actuator Builder Saudi Aramco Lubricant Frequency

RotorkActuator Saudi Aramco Gear Lube EP 220 6 monthsValve Stem, Nut Saudi Aramco All Purpose Grease EP3 6 months

LimitorqueActuator Saudi Aramco All Purpose Grease EP1 6 monthsDrive Sleeve and

Top Bearing Saudi Aramco All Purpose Grease EP3 6 monthsAll

Geared Limit Switch Saudi Aramco Silicon Grease 44 6 monthsOil Mist Lubricator Saudi Aramco Transmission Oil D-II WeeklyHydraulic System Saudi Aramco Transmission Oil D-II 6 monthsValve Stems and

Worm Gears Saudi Aramco All Purpose Grease EP3 3 monthsScotch Yoke Saudi Aramco All Purpose Grease EP3 6 months

Ball valves consist of a spherical element, retained by a cage, which fits in a shaped seat.The ball is rotated on the fixed seat which is renewable and often made of Teflon. A ballvalve is faster closing and, usually, better sealing than gate or globe valves. Ball valves areavailable in many metals and with different types of sealing compounds. Therecommended Saudi Aramco sealant should be used to minimize leakage and protect theball and seat.

Gate valves usually consist of a wedge-shaped gate which opens or closes a run of pipe.Actuation is accomplished by means of a threaded handle which can be powered ormanually operated.

Plug valves range from simple cocks, used for low-pressure, non-critical service, withoutlubrication, to extremely high-pressure transfer of fluids or gases and requiring specializedsealant materials. Valves of this type all consist of a plug, which is drilled horizontally,and a ground seat. Turning the valve 90 degrees in either direction opens or closes it.

Plug valves of the type used by Saudi Aramco, typically have a steel plug which often iscoated with a dry film. This coating gives a permanent separation of the metal surfaces ofthe plug and the body, minimizing sticking, and making operation relatively easy. Thesealant, which is injected into a system of grooves around the plug and the body, serves toimprove the seal and reduce the turning effort.

The lubricants and sealants are all proprietary materials, many are single-sourced and non-substitutable. If there is any question, the Lubrication Engineers should be consulted.


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The following listing is a guide to valve lubricants and sealants used in Saudi Aramco:

1. Ball Valves

a. Valtex No. 80, SAMS 26-009-107, made by Valves Inc. of Texas, is usedfor sealing and lubricating ball valves. It is suitable for use with most lighthydrocarbons and LPG fluids for which ball valves are employed. (Temp.40 °C to 260 °C).

b. Desco H.S., SAMS 26-009-017, made by the Chemola Corporation, isused with the hydraulic high pressure gun, Serpent 1699, for lubricationball valves in sour gas and sour crude service (Temp. -28 °C to 205 °C).

2. Gate Valve Lubricant No. P-77, SAMS 26-009-027, made by M&J ValveCompany, is used with high temperature hydrocarbons liquids, gases, strong acidsand alkalis (Temperature range -40 °C to 538 °C).

3. Valve Stem Lubricant, Masonelian No. 2, SAMS 26-009-097, from MasonelianInternational Incorporated, is for use with gasoline, petroleum oils and natural gas

4. Plug Valves

a. Plug Valve Lubricant 731, SAMS 26-009-037 from Serck-Audco (U.K.),is used in the presence of water and all aqueous solutions, including causticand compressed air (Temp. -15 °C to 325 °C).

b. BTR Nordstrom Sealant No. 555SS (bulk) 26-009-047. A generalpurpose sealant, used with LPG, gasoline, kerosene, lubricating oils andcrude distillates. This item and c-f, below, are from BTR Industries.(Temp. -10 °C to 260 °C).

c. BTR Sealant No. 950J, 26-009-057, is used in the presence of gasoline,jetfuel, kerosene, oil and water. Approved under Mil-G-6032B, "Grease,plug valve, gasoline and oil resistant"(Temp. -12 °C to 177 °C).

d. BTR Sealant No. 421D 26-009-067, is used with acids, alkalis, aqueouschemical solutions and steam (Temp. -10 °C to 177 °C).

e. BTR Sealant No. 654G 26-009-077, is used with solvent treatedlubricating oils, hot and compressed gas (Temp. 10 °C to 260 °C).


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f. BTR Sealant No. 555 Gun Pack 26-009-087. A general purpose sealantfor use in the presence of LPG, gasoline, kerosene, lubricating oils andcrude distillates (Temp. -29 °C to 260 °C).

g. R.S. Clare/ Vetco Grey XP-82 sealant 26-009-090 for high pressure valvesin Khuff gas well heads.

h. Lubchem Formasil CO2 Heavy Duty sealant 26-009-095 for well headvalves up to 10,000 psi, resists H2S, crude oil, gasoline and diesel.

Valve lubricants come in a variety of containers and sizes. Refer to the SAMScatalog or to the supplier's literature.

N. INTERNAL COMBUSTION ENGINES

The engines used in the Saudi Aramco system are both gasoline and diesel and are used ina wide variety of services: automobiles, trucks, construction equipment, stationary power,locomotives and marine applications, to mention a few.

There are three methods of classifying engine oils:

1. By viscosity. Most engine manufacturers specify oil viscosity requirementsaccording to the SAE Viscosity Classification System for crankcase oils, shown inPart III of this Manual. The classification only sets limits for viscosity and doesnot define other oil qualities. Due to the operating conditions and environment inSaudi Aramco, ONLY SAE 40 and SAE 15W-40 GRADES ARE USED.

2. By service level. As spelled out in Part III of this Manual, these service definitionswere developed by the American Petroleum Institute. They are the most usedmethod of specifying engine oil levels. There are eight levels for gasoline engines(from SA, without additives, to SJ, introduced 1997, for use in gasoline enginesfrom 1980 onward) and six levels for diesel engines (from CA, light duty and highquality fuels, to CF, monograde, and CG-4 multigrade, supercharged engines inhigh speed, high output duty). Saudi Aramco crankcase oils, Saudi AramcoDiesel Engine Oil CD and Saudi Aramco Diesel Engine Oil EMD, are at the CDlevel. Saudi Aramco Diesel Engine Oil 15W-40 is to API CF-4 performance level.


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3. By performance level. This method has been supplanted, to a large extent, by theservice level approach. Oil quality is stated in terms of the performance level asdefined by various U.S. military and engine builder specifications. Among thosemost frequently quoted are these: Series 3, developed by Caterpillar and nowsuperseded by Mil-L-2104C which describes an oil for heavy duty diesel enginesand moderate service gasoline engines. Saudi Aramco Diesel Engine Oil CD isqualified against Mil-L-2104D.

In the Saudi Aramco system, Saudi Aramco Diesel Engine Oil CD is used in mobileengines, i.e., trucks, cars, construction equipment, as well as in stationary diesel engines.For EMD (Electromotive Division, GM) engines in Marine Department service, SaudiAramco Diesel Engine Oil EMD is used exclusively.(See section covering EMD engines).

NOTE: Saudi Aramco Diesel Engine Oils CD and 15W-40 are NOT to be used inEMD engines! (See section covering EMD engines).

Regular lubrication maintenance is essential for all mobile equipment enginesoperating under the severe conditions imposed by the environment in the SaudiAramco area. The procedures laid down in builder's operating manuals should befollowed with particular attention to regular oil and filter changes, air cleanermaintenance, draining oil while hot and thorough flushing at recommendedintervals. The Oil Condition Monitoring Program should be used to establish drainintervals and to monitor engine condition.

The attention required by stationary diesel engines is similar to that of mobileequipment engines. Air filters must be cleaned on a regular schedule, dictated bythe conditions at the site. Oil and oil filters must be changed at predeterminedintervals, based on manufacturers recommendations and individual operatingvariables, i.e., steady or intermittent service, light or heavy loads, ambienttemperature at the site, fuel quality, etc. The Oil Condition Monitoring Programshould be utilized for these engines.

Engines used for marine propulsion, standby or auxiliary power require the sameservice as the land-based types. The principal difference between them may be thecooling systems: direct, in the case of the on-shore units, and indirect in themarine applications. In terms of maintenance, this means that there is theadditional responsibility of keeping the heat transfer system clean and operative.As with other engines, the Oil Condition Monitoring Program will aid in extendingengine life and conserving oil.


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EMD engines, used for marine and locomotive propulsion, have specific lubricantrequirements, dictated by the silver flashed bearings used in their running gear.Saudi Aramco Diesel Engine Oil EMD is a specially formulated oil with an additivepackage that will not tarnish these bearings. The cumulative data provided by theOil Condition Monitoring Program is especially valuable with these most criticalengines.

Saudi Aramco Diesel Engine oil EMD also may be used in other makes of dieselengines where API Service CD is appropriate.

O. MOBILE EQUIPMENT (EXCEPT ENGINES)

The definitive sources of information for vehicle maintenance are the manualssupplied with the equipment. However, Saudi Aramco recommendationscomprehend the unique environment in Saudi Arabia and, in that sense, may notalways agree with the builder's publications. Questions should be referred to theLubrication Engineers.

Transmissions provide speed and torque change. They may be manually operatedor automatic. Manual transmissions are usually spur or helical gears with amanually operated linkage to change gears. They are enclosed in a gearbox withoil bath/splash lubrication. The manufacturers of transmissions have their ownrecommendations for lubrication. These may be SAE 30, 40 or 50 engine oils orSAE 90 or 140 gear oils. However, in the Saudi Aramco system, they all will belubricated with either Saudi Aramco Diesel Engine Oil CD (SAE 40) or SaudiAramco Automotive Gear Lube 90 or 140. Service intervals for various classes ofequipment will be those contained in the builder's manuals.

Automatic transmissions use either fluid couplings to transmit power or torqueconverters to transmit power and change torque. Both usually work incombination with gear and clutch assemblies. They are filled with a fluid whichtransmits power, lubricates, cools and acts as a hydraulic medium to activatecontrols. The fluid also has to facilitate engagement of the clutch plates and drumbands in the mechanism. Fluids for automatic transmissions are high viscosityindex oils with additives to resist oxidation and foaming. Transmissionmanufacturers usually specify the grade and type of fluid and issue approvals. ForSaudi Aramco equipment, only two grades are used. The requirements of AllisonC-3 are met by Saudi Aramco Diesel Engine Oil CD and all other transmissionsuse Saudi Aramco Transmission Oil D-II, 26-003-340.


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Final drives or differentials on most equipment are hypoid or spiral bevel gears.Active EP oils are essential for hypoid gears and are suitable for spiral bevel gears.The type of service in passenger cars differs from that in trucks and to cover bothrequirements, multi-purpose gear lubricants, suitable for API Service GL-5, shouldbe used in both applications. The Saudi Aramco product filling this requirement isSaudi Aramco Automotive Gear Lube 140, 26-002-130. If a final drive with aworm gear is found, it will need a special lubricant and the Lubrication Engineersshould be consulted.

Mobile hydraulic systems are found on tractors and construction equipment andthe manufacturers usually will recommend the use of lighter grade engine oils. Theproper Saudi Aramco product for this application is Saudi Aramco Hydraulic OilAW 68 which has a viscosity corresponding to SAE 20-20W and has appropriateanti-wear additives. Saudi Aramco Transmission Oil D-II, with a viscosityconforming to SAE 10-10W, also may be used where a lower viscosity hydraulicfluid is appropriate.

Wheel bearings and grease-lubricated chassis points will use Saudi Aramco AllPurpose Grease EP 3. Chassis points calling for oil lubrication will use SaudiAramco Automotive Gear Lube 140.

For power steering units, the Saudi Aramco recommendations are Saudi AramcoDiesel Engine Oil CD, where an SAE 30 is called for, and Saudi AramcoTransmission Oil D-II, where the manufacturer calls for an SAE 10 or 20 engineoil.

P. MARINE EQUIPMENT (EXCEPT ENGINES)

Usually, vessels will have been provided with specific lubrication instructions by thebuilder. These should be followed to the extent possible with the lubricants stocked in theSaudi Aramco system, using modifications provided by the Lubrication Engineers. Therecommendations for individual machine elements are the same as for similar equipmentashore. The principal difference between the two types of service is the harshness of theenvironment to which the off-shore gear is exposed.

1. Winches

a. Hydraulic systems should use Saudi Aramco Diesel Engine Oil CD, SaudiAramco Hydraulic Oil AW 68 or Saudi Aramco Transmission Oil D-II,depending on the type of pump and the severity of service.


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b. Electric motors should be serviced with Saudi Aramco Ball Bearing Grease2 but only at such intervals as have been established in consultation withthe Lubrication Engineers and in conformance with the general instructionscovered under "Electric Motors".

c. Open gears and cables should be coated with Saudi Aramco Open Gearand Wire Rope Lubricants, on an as needed basis.

d. Enclosed gears have different requirements depending on the type andgeneral recommendations will be found under "Gears".

2. Deck Cranes

a. The same machine elements as were found in the foregoing section(Winches) will be found in deck cranes. The same generalrecommendations apply.

b. Liberal use of Saudi Aramco Rust Preventive is encouraged to protectexposed metallic surfaces from rust and corrosion.

3. Davits

a. Boat davits can be operated manually or powered by electric or hydraulicmeans. Recommendations for hydraulic systems and electric motors arethe same as shown above.

b. Manual units will have sheaves which should be greased by hand on ascheduled basis.

c. Gear boxes on powered units should be checked regularly and anyaccumulated water drained.

d. Separate regulations covering life-saving equipment supersede all otherrecommendations.

4. Barge jack-up legs are subject to special lubrication instructions and theLubrication Engineers should be consulted. For the rack and pinionmechanisms a special heavy duty Saudi Aramco Rack and Pinion Grease,26-004-540, should be used.


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5. Compressors

a. Service air compressors and refrigeration compressors are treatedthe same as shore-side counterparts. See Compressors" in thissection of the Manual.

b. Diving air is subject to special consideration. If fool-proof traps areprovided to keep oil from entering the compressed air, normal aircompressor lubricants may be used. If such safety equipment is notfitted, a special product will be required and the LubricationEngineers should be consulted.

c. The humid air encountered in marine applications requires specialattention to intake air filters and system traps.

Equipment utilized in the actual operation of the vessel, e.g., steering mechanisms,thrusters, instrumentation, etc. should be maintained in accordance with thebuilder's instructions.

Again, the harsh environment is the principal difference in equipment care at sea asopposed to the same equipment on land. Proper use of protective paints and rustpreventives is essential.

Q MISCELLANEOUS EQUIPMENT

1. Air Operated Equipment

Compressed air is used to operate air motors on hoists, pneumatic tools and rockdrills. Air motors may be of the rotary type, either turbine or vane actuated, orreciprocating, as are found on percussion tools.

Some tools have built-in oil reservoirs and air and oil are mixed at the tool. Othershave an air-line oiler to provide an air-oil mist to the moving parts. The air-lineoiler should be fitted less than 12 feet from the tool, with oil resistant hosebetween the oiler and the tool. One oiler per tool or drill is essential; an oilerfeeding a manifold, which serves a number of tools, may cause oil starvation of oneor more of the tools.

Recommended lubricants for Saudi Aramco air tools are Saudi Aramco TurbineOil 32 and Saudi Aramco Transmission Oil D-II.


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2. Wire Ropes

Figure 19 shows the various types of wire ropes which are widely used inconstruction, , marine and oil drilling equipment. Lubricants usually are applied byhand except for those which are out of reach. For these, there are a variety ofapplication devices, such as oiled brushes through which the rope passes, pressurefed oilers which drip on the rope and others of similar nature. The problem withsuch devices and, indeed, with wire rope lubrication per se, is that it is easilyoverdone and the excess lubricant attracts and holds a buildup of airborne dirt.This acts as an abrasive and, instead of protecting the rope from wear, it actuallyaccelerates it. Thus, given moderate operating conditions, it may be best to use awire rope aerosol spray lubricant, 26-011-280, or run the ropes dry.

If a lubricant is used, the Saudi Aramco products are Saudi Aramco Open Gearand Wire Rope Lubricant, 26-007-330 35lb. can, (or 26-007-302 1 lb. spray can).26-007-330 can be applied by spraying, brushing or passing the rope through abath of the material. The purposes are to lubricate the components of wire rope,the core and the strands, to protect against rust and corrosion and to protect thesheaves, rollers, slides and drums from wear as the rope passes them.


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Figure 19: Various Types of Wire Rope.


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Some operators, working in extremely dusty conditions, prefer to use engine oil to protectand lubricate wire rope. They find that it is less sticky and that dirt can be removed moreeasily when the rope is relubricated.

3. Drive Chains

Drive chains fall into two general categories:

a. machined surface chains, used in high speed, precision drives.

b. cast or forged link chains, without machined surfaces, used in lower speed,lower power, lower cost drives.

Figure 20 shows the precision parts in a typical roller chain, one example of amachined surface chain. The other is the so-called "silent chain" in which the linksof the chain are so machined that they very nearly fill the clearance space in thesprocket. Both of these types are used in single or multiple strands.

Figure 21 pictures a rivetless chain, a modern example of the cast link design,using side bars instead of rivets to hold the links together.

In Figure 22 the wear zones in a chain drive are shown. These are the areas mostin need of lubrication.

The best method of lubricating chains is to remove them from the machine andsoak them in the lubricant. In practice, this is often impractical and other meansmust be used. The most important thing to remember is that the tension must beoff the chain if the lubricant is to reach the internal pins and bushings. Thecontinuous lubrication methods described below should be supplemented withperiodic deep oiling treatment.

Chain drives can be enclosed or open, and can be lubricated by dipping into a bath,by drip feed, mist oiler, or by a force-fed brush which distributes the oil over thechain. Chain speed is the key to the application method: below 500 feet perminute the bath, drip or manual methods are satisfactory. Between 500 and 1000feet per minute, either bath or drip methods may be used. Between 1000 and 2000feet per minute, the bath method may be suitable but a mist application ispreferred. Over 2000 feet per minute, either a mist or a pumped spray is required.

In dusty conditions, such as are found in the oil fields, a relatively light oil shouldbe used on chains, regardless of the application method. They will be easier toclean and there will be less tendency for airborne dirt to adhere to the chain. SaudiAramco Diesel Engine Oil CD is an appropriate filling for such use. Under cleanerconditions, Saudi Aramco Gear Lube EP 220 may be used.


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Figure 20: Roller Chain Cross Section. These are precision machined elements andrequire effective lubrication to prevent premature wear.

Figure 21: Rivetless Chain. This is a cast chain, using snap-on side bars in lieu of rivetsto hold the links together.

Figure 22: Wear Zones on Chain System. The wear zones shown are the areas to whichlubricant should be applied.


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R. PRESERVATION OF IDLE EQUIPMENT

NOTE: For additional information refer to the Saudi Aramco Mothballing ManualSAER 2365.

Short or long-term periods of inactivity are a major cause of equipment deterioration.Ideally, inactive machines would be stored indoors in a building with controlled humidity.Since this usually is impractical, a series of procedures has been developed to minimize theeffects of inactivity.

Saudi Aramco Rust Preventive, 26-007-240, is a soft film external type of rust proofer andit should be used for the protection of small parts to be placed in storage for any period oftime. The parts should be thoroughly cleaned and dried before treating with the rustpreventive. It can be applied by brushing, airless spray or dipping. Whenever possible,the treated parts should be wrapped in cheesecloth or waxed paper before storing.

Saudi Aramco Turbine Oil Vapor Space Inhibitor, 26-007-440, is an additive concentratewhich may be introduced into any enclosed circulating lube system or hydraulic power unitwhich is susceptible to corrosion from humid air. The vapor space inhibitor protectsinternal metal parts above the oil level by releasing vapors which condense on the metalsurfaces to form a thin film corrosion protection.

It is recommended to drain off any existing water from the bottom of the idle reservoirbefore the space inhibitor concentrate is added. A five percent (by volume) spike shouldbe added to a circulating system when the bulk oil temperature is below 60 deg C.Thoroughly mix the oil by running the system for one hour. This will also activate thevapor and distribute it into all cavities. The amount of vaporization is dependent on the oiltemperature, therefore continuous running or agitation of the oil will deplete the inhibitorsrapidly. Periodic oil testing will be required to maintain the effectiveness of vaporinhibitors and respiking of the system may be necessary. For assistance on testing refer tothe Lubrication Engineer.

A short term procedure for laying up a diesel engine is as follows:

1. Run the engine until it is thoroughly warm.

2. Stop the engine and drain oil from the crankcase, filter housing, fuel pumphousing, etc.

3. Fill the crankcase and filter pump housing with Saudi Aramco Diesel Engine OilCD.


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4. Drain fuel from the tank(s) and fuel filter housings and fill with Saudi Aramco FuelInjector Calibration Fluid.

5. Prime the fuel system

6. Drain and flush the cooling system; refill with 10:1 mixture of water and SaudiAramco Soluble Oil or proprietary coolant.

7. Run engine at idle for 15 minutes, accelerating to top speed two or three times.

8. Leave fuel lines full of the calibration fluid; do not remove fuel injectors.

9. When the engine has cooled, disconnect intake and exhaust manifolds and spraySaudi Aramco Diesel Engine Oil CD into air intakes and exhaust outlets whileturning the engine over. Also, spray oil into other apertures, such as indicatorholes, starting air valves, etc.

10. Coat external unpainted surfaces with Saudi Aramco Rust Preventive.

11. Seal all vents and openings with waterproof paper and tape; tape dipstickopenings, fuel and oil caps, exhaust pipes, crankcase ventilators.

12. Relieve tension from all belts, remove batteries and keep fully charged.

The short term procedure for gasoline engines is similar:

1. Warm up engine.2. Drain crankcase and filter housing.3. Fill crankcase and filter housing with fresh Saudi Aramco Diesel Engine Oil CD.4. Drain and flush the cooling system and refill with a 10:1 mixture of Saudi Aramco

Soluble Oil and water or a proprietary coolant.5. Run the engine, as described above.6. Stop engine by spraying Saudi Aramco Diesel Engine Oil CD into the carburetor

air intake (with the air cleaner removed).7. Switch off the ignition.8. Completely drain the fuel system - tank, carburetor, fuel pump, filter and fuel lines,

using dry compressed air. No fuel should remain in the system as gums may formduring storage.

9. Spray Saudi Aramco Diesel Engine Oil CD into the fuel tank.10. Coat external unpainted surfaces with Saudi Aramco Rust Preventive.11. Seal all vents with waterproof paper and tape; seal dipsticks, oil and fuel caps,

exhaust pipes, crankcase ventilators, etc., with waterproof tape.12. Relieve tension on all belts and remove batteries.


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The short term preservation treatment for gearboxes, pumps, couplings and similarequipment is as follows:

1. Drain oil from gear cases, bearing housings, filters and associated elements andflush until clean; be certain the drain is the low point.

2. Fill completely with Saudi Aramco Diesel Engine Oil CD and turn over by hand, ifpossible.

3. Coat all external unpainted metal surfaces with Saudi Aramco Rust Preventive.4. Seal all breathers and other openings.

Reciprocating compressors are treated for layup as follows:

1. Drain and flush the sump and mechanical lubricator housings, if installed.

2. Fill the crankcase and lubricator housings to the correct level with Saudi AramcoDiesel Engine Oil CD.

3. Run the compressor at no-load or turn by hand to distribute oil to all workingsurfaces; spray a small quantity of the oil into the air intake while running orturning.

4. Drain the oil, seal all vents and brush Saudi Aramco Rust Preventive onto allunpainted external ferrous parts.

5. Drain and flush water cooling systems and refill with a mixture of 10:1 water andSaudi Aramco Soluble Oil or proprietary coolant.

Turbines, generators, centrifugal compressors and other major equipment items requirespecial procedures and special preservative materials. When such equipment is proposedfor layup, the Lubrication Engineers should be consulted, or refer to the Saudi AramcoMothball Manual SAER 2365.


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PART VI - OIL INSPECTION, ANALYSIS AND CONDITIONING

This section of the manual deals with lubricant maintenance - how to ensure the quality ofthe lubricant before use and during use. Also, it covers the Oil Conditioning MonitoringProgram, a technique for using oil analyses as a means of monitoring equipment conditionand extending oil life.

A. QUALITY CONTROL

Quality control in Saudi Aramco starts with lubricant specifications. Logistics andeconomics both dictate the need for a strict program of rationalization, doing the best jobwith the least number of products. For this reason, Saudi Aramco Class 26 lubricantspecifications are written to assure that the products used are the best choices for thediverse jobs at hand.

The next step in quality control comes from the credibility of the various approvedsuppliers. In every instance, they will be known manufacturers, companies who havereputations to uphold. Before they are approved as suppliers, they will have submitted"reference" samples of their products which must conform to the specifications. All futuredeliveries will be compared to the "reference" samples.

To assure that this chain of quality checks is maintained, samples of incoming shipmentsare taken. At present, bulk deliveries and a representative percentage of all drums arechecked. When required, a similarly representative number of pails will be sampled.These samples are checked in the Saudi Aramco lube oil testing laboratory, measuringtheir properties against the specification and against the reference sample provided by thesupplier. The burden is on the supplier to inform Saudi Aramco of any changes in hisproduct which would affect this quality control process. Table 18, which follows, is aSummary of Required Laboratory Tests for New Lubricating Oils.


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Table 18 - Summary Of Required Laboratory Tests New Lubricating Oils

Turb., Mach. Trans.,Gas Turb., Engine Hyd., Insu- Refrig- Gear

Test Syn. Turbine C'case . lating eration Lube

Appearance, Saudi Aramco x x x x x xColor, Saudi Aramco x x x x x xVis @40 C, ASTM D445 x x x x x xVis @100 C, ASTM D445 x x x x x xSpectro, Metals PPM x x x x x xNeut No, ASTM D664 x x x x xTBN, ASTM D2896 xInsol, ASTM D2276 x x x xSolids, ASTM D893 xDielectric, KV, ASTM xWater, ASTM D1744 x x x x x xFlash, ASTM D93 xFlash, ASTM D92 x x x x x xInfrared x x x x x xFoam, ASTM D892 x x x x x xPour Pt., ASTM D97 x xSulfur, ASTM D1552 xChlorides, Saudi Aramco x x

Key: Turb - Saudi Aramco Turbine Oil, all gradesMach - Saudi Aramco Machinery Oil, all gradesGas Turb - Saudi Aramco Gas Turbine Oil 32Syn Turbine - Saudi Aramco Synthetic Gas Turbine Oil 5Engine - Saudi Aramco Diesel Engine Oil CD

Saudi Aramco Diesel Engine Oil 15W-40Saudi Aramco Diesel Engine Oil EMD

Trans - Saudi Aramco Transmission Oil D-IIHyd - Saudi Aramco Hydraulic Oil AW 68Insulating - Saudi Aramco Insulating OilRefrigeration - Saudi Aramco Refrigeration OilGear Lube - Saudi Aramco Automotive Gear Lube 140 & 90

Saudi Aramco Gear Lube EP, all grades

The results of these laboratory tests are continuing assurance that the products beingdelivered meet Saudi Aramco standards.


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B. ON-SITE LUBRICANT INSPECTION AND MAINTENANCE PROCEDURES

Throughout the foregoing sections of this Manual, guidance has been given on the properlubricants to use in specific equipment and the steps to take to ensure that the lubricantperforms as expected. In this section, the subject is on-site lubricant maintenance, thesteps to be taken at the point of use to be certain that the lubricant is enabled to do the jobfor which it was designed.

1. Oil Inspection

It has been said that every good lubrication maintenance man has an extra set of senses.He has extra ears to hear noises that are out of place, the eyes in the back of his head seethings that just don't look right, simply by touching he can determine something that is toohot and his nose is aware of abnormal odors. There is a lot of truth in that adage but therereally is nothing supernatural about it. It comes from practice and from an intimateknowledge of the machinery with which one works. The following are just a few of the"secrets" which make really good lubrication maintenance people:

a. Be aware of sounds and vibration. A bearing which is badly worn has a differentsound than one which is running well and worn or misaligned parts may developvibrations.

b. The smell of hot oil is very noticeable. Trace it to it's source.

c. The smallest leaks are indicative of an incipient problem. Little leaks become bigleaks, given time. Not only that, the loss in drops adds up to a loss in gallons.Table L in PART VIII covers the subject of leaks in detail.

d. Sight glasses can be misleading. Just because the level appears to be right is notenough. Only by really looking and occasionally checking inside the reservoir canyou be certain that what you see is the real thing.

e. When draining accumulated water from a reservoir, take an oil sample once thewater is gone. It is a good opportunity to visually examine the oil to see if thereare traces of residual water or other foreign material present or if an emulsion hasbegun to form. See Table 19, below, for some of the things to be learned.

f. Filter changes are easy to put off. A filter housing with the cover bolts painted inplace has not been serviced. Be aware of such conditions and take correctivesteps.


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g. Foam is a lot of air and very little oil. It does not make a good lubricant and, whenit is observed, the cause should be determined and corrected. Is the oil return lineabove the oil level in the reservoir? Is air being drawn into the suction side fromleaking pipes or because the oil level is too low? Is the suction filter clogged,causing air to be taken in? Are baffles needed to lessen agitation of the oil? Arethe flow rates and oil pressures as recommended by the manufacturer? Rememberthat dirt and water contamination also contribute to foaming.

These are a few of the things which a lubrication maintenance man can do to keepequipment running longer and more efficiently, but they are important ones.

Mention was made above of the value of visual inspections of used oil. Table 19,following, is a guide to the causes of abnormal appearance in used oil samples.Simple visual inspection supplements routine laboratory analyses and the OilCondition Monitoring Program. Often such visual checks will establish the needfor laboratory assistance or, on the other hand, indicate that there is an obviousand immediate way to correct an abnormal condition.

A proper visual examination will involve the comparison of the used oil with asample of new oil. Also, a "smell test" may be rewarding: such distinctive odors askerosene, solvents and sour or sulfurous gases or crudes are indicative ofcontamination from specific sources.

NOTE: Care should be taken when checking odor in case dangerous gases orvapors are present. These simple visual procedures are intended only tosupplement the far more reliable laboratory tests. If there is any doubt, use thelaboratory. The intent is to save the machine, not the cost of an analysis.

Samples, whether for routine analyses, visual examination or Oil ConditionMonitoring Program, should be taken as follows:

a. Use clean, unused disposable plastic sampler bottles. These are available inSAMS Class 25. 25-008-738 is a 250 ml bottle used for most routine usedoil sample testing. Always ensure sample bottles are completely filled. Forused oil analysis requiring additional tests use a 500 ml sample bottle, 250-008-747.

b. If possible, take sample while machine is under normal operating load.


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Table 19 - Visual Inspection Of Used Oil Samples

Appearance Of Sample Action To Be TakenAs First After 1 System Without System WithTaken Hour Reason Filter, Centrifuge Filter, Centrifuge

Clear - - None NoneOpaque, Clear Foaming, Find and Cure the Find and Cure theCloudy Entrained Cause of the Foam Cause of the Foam

Air

Clear But Unstable Drain Water As Check CentrifugeSeparated Emulsion Soon As Possible Setting, OperationWaterNo Change Stable Requires Lab Check Centrifuge

Emulsion Analysis To and Send LabDetermine Source SampleOf Water

Dirty Separated Dirt In Requires Lab Check Filter OrSolids System Analysis to Centrifuge

Determine SourceOf Dirt

Dark No Change Oil Requires Lab Requires LabAcidic Odor Oxidized Analysis Analysis

c. After oil is added, allow several hours for thorough mixing beforesampling.

d. Samples should be taken after a full-flow filter or before a by-pass filter. Ifchecking on filter effectiveness, take samples before and after.

e. When sampling from a drain cock, first flush the drain cock into a separatecontainer for visual examination. Then draw the sample slowly intoanother bottle.

f. Regardless of the use for which the sample is intended, it should beproperly labeled: date, oil type and grade, machine identification, samplingpoint and, whenever possible, hours since last oil change or overhaul. Notethat OCM samples require more data which will be covered in detail in thenext section of the Manual.


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2. Oil Maintenance

Aside from the periodic cleaning and flushing of reservoirs and machines, oilmaintenance is largely a function of keeping the oil clean and moisture free.Different machines have different tolerances for contamination and the cleaningmethods will vary with these differences. In transformers the desirablecontamination level is zero. Any water or particulate matter will reduce thedielectric strength and the insulating oil will be ineffective. As a result insulatingoils are passed through filter presses or vacuum dehydrators to attain high levels ofcleanliness. On the other hand, an internal combustion engine has a much highertolerance for contamination and cleaning usually is confined to on-board filters.

The purpose of lubricant cleaning is to remove water, dirt and other contaminantsin order to protect vulnerable machine parts from excessive wear and to maximizeoil service life. Oil does not "wear out". It becomes unfit for service when itdevelops a contaminant load which is beyond practical filtration levels or itoxidizes, i.e., becomes chemically unstable and prone to deposit formation onmachine parts. This oxidation process, a function of contact with oxygen, isaccelerated with high temperatures and is advanced by the catalyzing effects ofcontaminants which are present in the oil. Such materials as iron oxide, lead andcopper, together with water, form oxidation catalysts and can drastically shortenthe useful life of lubricating oil. The oxidation rate also is affected by the make-uprate, i.e., as more new oil is added, the oxidation process is slowed.

Water is the contaminant most frequently found and most in need of removal. Itcauses corrosion and rust, which in turn become abrasive particles, promotingwear and acting as catalysts in the oxidation process. The crudest form of waterremoval involves draining from low points in the system. On major equipment acentrifuge may be fitted, functioning as a purifier for removal of all contaminants,including water, or as a clarifier, removing only solid particles.

Other methods of removing water are through the use of commercially availabledevices, usually portable, such as coalescers, (refer Glossary), and vacuumdehydrators, (refer Glossary). Each type has its advantages and disadvantages.

For more information on this subject consult with the Lubrication Engineers.


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Reclaiming, recycling and rerefining of lubricants and hydraulic fluids is a rapidlygrowing area brought about by legislative pressures on the conserving of lubricantsand related fluids. Some seal oil reclamation is carried out at Saudi Aramco plants,but otherwise reclaiming/recycling of lubricants and related fluids is not currentlyundertaken. This situation may change in coming years and for that reasondefinitions of the various reprocessing treatments is now included in the Glossaryin Part VIII.

Figure 23: Typical Centrifuge of the Type Used for Lube Oil Purification. Centrifugalforce causes impurities, such as dirt or water, to be removed from the oil.


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A centrifuge operates on the principle of separation by mass. The centrifugal forceimparted by the high speed rotation of the bowl causes the more dense material,such as water or other contaminants, to be separated from the oil and exhaustedthrough ports. They are fitted with gravity rings, or ring dams, which are matchedto the specific gravity of the oil at the processing temperature. A typical centrifugeis shown in Figure 23.

Centrifuges are rated in two ways.

a. Throughput capacity denotes the total quantity of oil which can be handledby the centrifuge without regard to the degree of purification, but withoutflooding.

b. Effective capacity is the quantity of oil which can be handled by thecentrifuge with the desired degree of purification. The effective capacitydepends on several factors:

(1) Oil viscosity and density, which in turn are related to thetemperature.

(2) Type, shape and size of the contaminants in the oil.(3) Degree of purification desired(4) Persistency of any emulsion present

In many instances, Saudi Aramco equipment will be delivered with a centrifuge onthe primary skid, a dedicated unit. In that case, the instructions for the use of thecentrifuge will be part of the overall equipment instruction manual. If thecentrifuge is a separate item, moved from machine to machine, as required, therewill be a manual covering its use and maintenance. If there are any questionsconcerning the use of centrifuges with specific oil types, they should be referred tothe Lubrication Engineers.

Filters are an essential part of all machines, be they mobile or stationary. Theytake many forms. Nearly every machine with an oil circulation system will beequipped with basic strainers. These are wire mesh screens, fitted either to thedischarge or suction side of the oil system. They are not filters in the finest senseof the term but they require periodic inspection and maintenance. If they clog onthe suction side, the pump may starve. If they clog on the discharge side, they mayblow out and be totally ineffective.


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In the Saudi Aramco area of operation, filtration is a vitally important concern.The persistence of air-borne dirt is a constant detriment to good lubrication andonly proper filtration will effectively keep the dirt from the moving parts ofmachinery.

There are two basic filter types: surface and depth. Surface filters present asurface to the flow of oil and the contaminants impinge on that surface and alllarger than the pore size of the filter medium are removed. They may be madefrom perforated metal, woven metal (or special plastic, NOTE, some plasticmaterials, such as nylon, may create static charge build up in the lubrication systemand cause explosions when flammable gas mixtures are present. Use caution whenspecifying filters incorporating plastic materials) screen, wound wire, sinteredmetal, membranes and belts of various materials. They also may be of the edgetype, presenting a series of edges through which the oil must flow. Figures 24 and25 show typical surface filters: in Figure 24 a cleanable metal cartridge is enclosedin a housing while an edge type filter is shown in Figure 25. The great advantageof the edge type is that it can be easily cleaned simply by rotating the cleaningblades. Correct maintenance of blade clearances is essential, however.

Depth type filters have housings, large or small, which contain a variety of filtermaterials. Some are absorbent and some are adsorbent but they all work in thesame basic manner: the oil is forced through a mass of the media, following acircuitous path and depositing its contaminant load as it passes. The disposablepaper filters found in automotive equipment and many plant equipment items areexamples of depth type filter.

Another depth type filter is shown in Figure 26. It is a portable industrial filtrationunit, moved from machine to machine as needed. The filter medium may beadsorbent material, such as Fuller's earth in replaceable woven cloth containers.This type of medium is capable of removing such complex contaminants as acids,asphaltenes, gums, resins, colloidal particles or fine solids. It may also removesome additives and this must be taken into account when selecting filter media.More commonly used in industrial applications is a cellulose filter pack which iseffective in the removal of gross quantities of contaminants. It will not removewater, nor will it remove additives. A third type uses resin-impregnated paper forthe filter medium and is recommended for medium contaminant loads and highflow rates. This type is less likely to be found on large installations or where highpressure drops are present.


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Regardless of the type or size of a filtration unit, it requires maintenance attention.Some filters are equipped with pressure gages on either side of the unit. Thepressure drop is a measure of the dirt load in the filter and it should be monitoredon a shift-by-shift basis and the filter element removed for cleaning as indicated, or,in the case of duplex filters, the change over lever should be operated to place theunused filter into operation. Where a by-pass filter is fitted, a schedule should beestablished for removal and cleaning.

In the case of lube and seal oil circulating systems for pumps compressors andturbines the main filters are required to be 10 microns nominal rating.

These few lines barely touch the surface of filtration, which is a science unto itself.Additional references are available from the Lubrication Engineers, if needed.


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Figure 24: Surface Filter. The woven metal element can be removed for cleaning.

Figure 25: Surface Filter of the Edge Type. Turning the handle rotates the cleaningblades and exposes clean edges to the oil flow.

Figure 26: Depth Type Filter. The filter element is contained in the tank and usually willbe of a disposable type. This unit is designed to be moved from machine tomachine.


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C. OIL CONDITION MONITORING PROGRAM

1. Background

Equipment condition monitoring, through used oil analysis, has gained wide favorin industry. Independent laboratories, equipment suppliers, oil companies andconsumers have developed systems throughout the world. The reason is simple:through oil analysis it is possible to keep abreast of what is happening toexpensive, and critical, equipment. This kind of monitoring permits adverseconditions to be recognized and corrected before actual failure occurs. Also, itprovides a method for maximizing oil service life.

In Saudi Aramco, the Oil Condition Monitoring Program calls for taking samplesfrom nominated equipment at periodic intervals. The samples are analyzed by theSaudi Aramco Lube Oil Testing Laboratory and the results interpreted by theLubrication Engineers of the Consulting Services Department.

A single sample can give simple information:

a. Is the oil the proper product for the application?b. Is the oil suitable for continued use?c. Is there significant evidence of mechanical malfunction?

However, to achieve the broader objectives of the OCM Program, continuity isrequired. Where there is continuity, sampling on a periodic basis, the informationbecomes cumulative and forms a machine condition history. Trends can beidentified and analyzed. This is accomplished through a series of laboratory tests,including physical tests and metals content analysis. Physical tests will vary bytype of lubricant and application but will include such standards as viscosity, watercontent, neutralization number, flash point, etc. Metals content is derived fromspectrographic analysis and is reported in parts per million (PPM) of 20 differentmetals. They were selected to best represent the changing conditions of the oilsand the machines.

Some of the metals present will come from machine wear (iron, copper, lead, tin,aluminum) and others from external contamination by dirt, coolants, etc. (silicon,sodium, boron). Metals which are part of the oil additive package also will bereported: zinc, phosphorous, calcium and barium, for example.


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Each of the major Saudi Aramco lubricating oil grades, identified by SAMSnumber, has a unique set of warning limits, based on the new oil standards. Theselimits were developed from experience, gained through the operation of similarprograms. The warning limits are the key to the reporting portion of the OCMprogram; they form the basis for the satisfactory or unsatisfactory status reportwhich follows the analysis. Given a series of such analyses, it becomes possible totrack adverse conditions and, in many cases, to pin-point their causes andcorrections.

2. Mechanics of the Program

Initially, monthly samples should be taken from nominated equipment. As dataaccumulate and trends are identified, this interval may be lengthened or shortened,as indicated. Guidelines for the frequency of sampling covering all equipmenttypes have been established based on successful operating experience since thestart up of the Saudi Aramco OCM Program. This Guideline is shown in Figure27. Check with the Lube Engineers or the Lube oil test laboratory in case of anyrevisions. These Frequency Guidelines should be followed to ensure the operationof the OCM Program is carried out as cost effectively as possible.

Plastic sample bottles come in two sizes: 16 ounce (500 millimeter) (SAMS 25-008-747) and 8 ounce (250 millimeter) (SAMS 25-008-738). The bottles,together with preprinted identification tags or labels, can be obtained from theDhahran Laboratory or through the SAMS system.

NOTE: If the 8 ounce sample bottles are used, they MUST BE FULL.

To obtain consistently representative samples, the subject system should be hotand should have been operating for some time. The sample should be taken beforeany makeup oil is added. Ideally, sampling cocks should be installed after a full-flow filter or before a by-pass filter and all samples should be taken from thesepoints. The reservoir drain is the least desirable sampling point but, if it is the onlyone available, a considerable quantity of oil should be drawn off before the sampleis taken. If there is any doubt concerning the sampling procedure, the LubricationEngineers should be consulted.

Always, when sampling, regardless of the point, flush the cock or drain into aseparate container, NOT the sample bottle. This cleans the sampling system andprovides an opportunity for visual examination of the oil, which may reveal dirt,sediment or water and represent the need for immediate action.


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Cleanliness is all-important. Unless the sample bottle, the cap and the samplingsystem are all clean, the analytical results may be erroneous and lead tomisinterpretation.

Preprinted adhesive labels are supplied with the sample bottle. They provide spacefor the following information:

Plant No.: Location:Equipment No.:Saudi Aramco Stock No.:Saudi Aramco Brand Name:Date Sampled: Hours in Service:Sampling Point:Send Report To:Box and Phone No.:Remarks:

These data are entered into the OCM computer program and a permanent record isestablished. Subsequent samples must be identified with the Plant No., EquipmentNo., SAMS Stock No., Date Sampled and the name, address and phone number ofthe sender. If a sample is received without this basic information, it cannot belogged into the computer and the analyses will not be performed. Obviously, otherinformation, such as the sampling point and hours in service, is important in theinterpretation process.

For those field locations operating the latest client/server OCM application samplelabels complete with bar codes will be generated at the field location work station.

Samples should be sent to the S. A. Laboratories, Box 5000, Abqaiq, (phone 572-8609), if possible on the same day they are taken. They should NOT be held andsent in batches as this defeats the timeliness feature of the program and canoverload the system.

Once logged in, the samples are analyzed and the test results are fed into thecomputer. At this point, the data become available to all users of the OCMprogram, using any dedicated workstation operating the New OCM Cient/Serverapplication. This system eliminates the need for telephone communications amonglaboratory staff, Lubrication Engineers and field personnel. For routine results, thedata on the work station screen will be sufficient. If all results are within thewarning limits, the display screen will show nothing after “Observations” and"OIL SUITABLE FOR CONTINUED USE" after RECOMMENDATIONS.


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If, on the other hand, there are test results outside the warning limits, such resultswill be highlighted on the screen and either "high" or "low" shown afterREMARKS. Further interpretation is provided by the Lubrication Engineers.Their comments will appear after RECOMMENDS and will show as standardterms, e.g., direct action types such as "Change Oil" or "Resample", orinvestigative actions such as "Check Air Filters" or "Check Fuel Injectors".

The final step in the system is the field action. To achieve the maximum benefitfrom the OCM program, it is essential that the recommended action as given bythe Lubrication Engineers be carried out in a timely manner.

3. The Results Screen

The screen will display all results for plants and equipment in those plants underthe control of a particular work station. Graphics are a feature, available fortrending changes in key parameters such as viscosity, acid number, contaminantsetc.

NOTE, for more comprehensive information on the latest version of the OCMcomputer application, refer to the final section of this Lubrication Manual whereyou will find under Part X of this Manual an attachment entitled: “Lube OilCondition Monitoring System (OCM) -- OCM Application Users Manual”.


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Figure 27


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PART VII - STORAGE, HANDLING AND APPLICATION OF LUBRICANTS

A. STORAGE AND HANDLING (INCLUDING SAFETY PRACTICES)

Lubricating oils and greases are specially formulated to satisfy specific types of service. Ifnot handled and stored properly, they can deteriorate or become contaminated and, as aresult, provide inadequate lubrication or become waste which requires disposal.

Common causes of lubricant contamination, deterioration and waste in handling andstorage are:

1. Damaged containers2. Moisture from rain or condensation3. Dirty dispensing equipment4. Exposure to dust or chemical fumes5. Poor outdoor storage practices6. Mixing of different viscosity grades, Saudi Aramco brands or types7. Exposure to excessive heat or cold8. Overlong storage9. Unsealed bungs or covers

Simple handling and storage precautions can reduce contamination, deterioration andwaste. The following brief notes are a guide to these precautions:

1. Containers

Drums, pails and cartons of lubricants from all suppliers must be clearly labeledwith the Saudi Aramco brand name, the SAMS 26-number, the supplier's batchnumber, the filling date and location, the blender's name or other identification andthe Saudi Aramco purchase order number. Thus, there should be no confusion asto precisely what is in each container and no cause for improper application.

Containers as received from suppliers usually will be free of leaks. Carelesshandling, however, can cause leaks, contaminate the contents and smudge, rip ordamage the labels.

The 208 liter (55-gallon) drum, the most common lubricant container in the SaudiAramco system, is involved in most handling operations. Care is the key to safedrum handling. A full drum weighs about 200 Kg (450 pounds) and, if handledcarelessly, can easily injure workers or damage Saudi Aramco property.Unloading drums by dropping them from the delivery vehicle to the ground or thedock is poor practice. The drum's seams can be punctured or can burst, resultingin a slippery hazard and in wasted product.


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Correct loading procedures must be used to prevent drum damage or injury topersonnel. Once unloaded, the drums should be moved immediately to the storagearea. The best way is by fork lift truck, with the drums on pallets or held by liftjaws. A hook type, two wheel hand truck also can be used.

If the floor between the unloading and storage areas is flat and smooth, drums canbe rolled. The drums's hoops will protect it from damage, but care must be takento to avoid hitting hard objects that might puncture the shell. Two workers shouldhandle the rolling operation, maintaining firm control or drum speed.

20 Liter (-five gallon) oil and 16 Kg (35-pound) grease pails are usually shipped onpallets. Smaller containers of lubricants usually come in cartons. All should behandled with the same care given to drums. Cartons should be left sealed untilthey are in the storage area to reduce the risk of the carton falling apart duringhandling.

2 Indoor Storage

The ideal place to store lubricants is indoors, in the store houses at the mainconsumption points, e.g., Abqaiq, Ras Tanura, Vehicle Maintenance Facilities, etc.Most containers eventually will be taken there to be prepared for use in theoperating unit, be it refinery, rig, barge or pipe line station. Therefore, on-sitestorage such as block shelters, is a practical approach, given the physicalconstraints of the space available. It is important to note that lubricants should notbe stored near steam lines or hot running equipment.

Backup storage should be indoors whenever possible. Racks and shelving thatadequately protect all containers should be provided, along with a device to hoistthe containers into place. Each type of lubricant should be easy to reach. Accessto the older stocks, which always should be used first, should never be blocked bynew stocks. A first-in, first-out rule will eliminate the risk of deterioration causedby long periods of storage.

One important note concerning oil storage relates to transformer oil andrefrigeration oil. These should be stored indoors as they cannot toleratecontamination. When outside storage is unavoidable, drums of these productsshould be placed upside down, on pallets.


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3. Outdoor Storage

Much of the lubricant storage space in Saudi Aramco is outdoors. While this isnot the best practice, the large quantities of material required to be kept on handmake it a necessity. It imposes a need for specific precautionary measures.Because of the weather extremes in the Saudi Aramco operating areas, it isadvisable, whenever possible, to provide some sort of basic shelter against the sun.Figure 29 shows a simple protective structure. Drums should be stored on pallets,blocks or racks, several inches above the ground. Once the protective shippingcover has been removed, they should be placed on their sides with the bungsapproximately horizontal. In this position, the bungs are submerged by thecontents and cannot breathe moisture. Also, water cannot collect inside the chine.

If drums are stored on end, with the bungs on top, water may collect on the topand migrate through the bung as the drum breathes, as shown in Figure 30. Theonly way to prevent this, given this kind of storage option, is to block the drumwith the blocks parallel to the bungs, as shown in Figure 31.

4. Bulk Storage

Saudi Aramco practice calls for the purchase of oil in bulk whenever the quantitiesjustify it. It is a more economical purchasing method but, of greater importance,the costs and perils of handling drums are eliminated. At present, only SaudiAramco Turbine Oils 32 and 46 are available in bulk but others will be added whenthe volume criteria are met.

Bulk tanks should be located under cover, if at all possible, because the weathereffects noted for drums are equally destructive to bulk tanks and their contents.Where outdoor storage is unavoidable, all openings on bulk tanks should bechecked for tightness and properly secured. Storage tanks in a warehouse or oilhouse should be away from steam lines, heaters or any other plant equipmentwhich might generate high temperatures. All bulk tanks should have strainers onthe fill points and have protected vent breathers. Bulk unloading can be ahazardous task and all persons involved in the process should be properly trained.

Galvanized tanks or piping should not be used to store lubricants which containadditives. They may react with zinc to form a soap-like sludge in the lubricant.


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Under some conditions, moisture may condense inside oil tanks, even indoors. Ifthe tank is properly sloped to a low point and fitted with a drain cock, thecondensate can be removed through the bottom drain, or it can be pumped outwhen bottom-fed pumps are used. In either case, it is important that water beremoved promptly to prevent rust from forming inside the tank and contaminatingthe oil.

Figure 29: Simple Shelter for Drum Storage


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Figure 30: How a Sealed Drum Breathes. This is the mechanism by which moisture isdrawn into a sealed drum.

Figure 31: Proper Upright Storage, Outdoors. Blocking the drum in this manner keepswater from collecting around the bung.


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5. To Recap

a. Ideally, all lubricants should be stored indoors. In Saudi Aramco practice,the best compromises for large stores are as follows.

(1) Drums of refrigeration oil and transformer oil should be storedindoors.

(2) Other drummed lubricants may be stored outdoors, observing thepractices outlined above.

(3) All opened drums should be stored indoors.

(4) All containers smaller than a drum should be stored indoors.

b. Oil drums stored outside should be on their sides, in specially constructedracks and under some sort of cover.

c. Grease drums should be stored upright and be under cover.

d. Drums should be kept off the ground by using rails or some other sort ofblock.

e. Full drums should not be dropped. Fork lifts, mobile hoists, drum skidsand other such handling equipment should be used whenever possible.

f. Drum markings should be clearly visible.

g. Ensure first-in, first-out stock rotation for drums and smaller containers.

h. Be certain drum bungs and covers are in place and tight.

6. Safety considerations involved in the storage and handling of lubricants include thefollowing:

a. Stocks should be inspected at regular intervals for signs of leakage,damaged containers and obscured markings.

b. The storehouse should be well ventilated, of fireproof construction,provided with adequate fire-fighting equipment and should have a hard,non-slip floor, impervious to oil.

c. Keep the stores clean and wipe up oil spills immediately.


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d. Flammable products such as gasoline, kerosene, solvents, etc., should bekept in a separate storage facility, located away from the lubricants.

e. The lubricants used in Saudi Aramco operations are all classed asinnocuous, which means that accidental contact with the skin is notharmful. However, good personal hygiene is essential in the prevention ofdermatitis resulting from such contact. Oil should be washed from theskin, using soap and water, immediately after any such contact. Oil soakedclothing should be laundered before reuse. Oily rags should be disposed ofand not reused unless they are thoroughly laundered.

f. Oral ingestion of any lubricant is to be avoided and, if such occurs, medicalhelp should be summoned immediately.

B. OIL AND GREASE APPLICATION METHODS

Saudi Aramco equipment usually will have lubricant application systems installed by theerectors or builders. This section briefly describes the more common application systemslikely to be encountered in Saudi Aramco plant and equipment.

Machines require the right amount of the right lubricant to reach the lubricated point at theright time. If repetitive lubrication related failures occur, and the correct lubricant is beingused, the application method may be at fault. A proposal to change to a more complexsystem must be evaluated in terms of first cost versus savings in machine down-time. It isthe Lubrication Engineer's responsibility to investigate lubrication related failures and, ifthe circumstances so dictate, to recommend improved application methods.

Oil Application Methods

Oil application usually is divided into two broad categories, all loss and reuse. All lossmethods of the most common types are:

1. Manual application

a. Oil holes and cups (See Figure 32)b. Oil bottles (See Figure 33)c. Wick feed oilersd. Drop feed oilers (See Figure 34)e. Constant level oilers (See Figure 35)


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2. Mechanical methods

a. Mechanical lubricators (See Figure 36)b. Centralized systemsc. Mist systems

Reuse methods call for the oil to be used over and over. Examples are:

1. Ring and collar oilers2. Bath and splash systems3. Pressure circulation systems

None of the above methods or devices are suited to all applications. Manual oiling shouldbe confined to lightly loaded, low speed bearings or to applications on old equipmentalready supplied with such facilities. For modern, high speed machines, the preferredmethods are mechanical or centralized systems, ring oilers, bath/splash or circulationsystems.

Table 19, following, describes the most common all loss lubrication methods and lists theiradvantages and disadvantages.


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Figure 32: Oil Cup Mounted on a Vertical Bearing Enclosure. Oil is added to thereservoir through the oil cup. A revolving flinger ring conveys oil to thebearing.

Figure 33: Oil Bottle Mounted on a Plain Bearing. The pin contacts the shaft andcauses oil to flow to the bearing.

Figure 34: Drop Feed Oiler. Oil passes through the needle valve, one drop at a time.The sight glass permits the oil flow to be observed and adjusted as required.

Figure 35: Constant Level Oiler. The line from the oiler to the bearing is located at thelowest point of the bearing housing and permits a constant level to bemaintained.


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Figure 36: Mechanical Force Feed Lubricator. The cam-actuated pump forces oilthrough the check valve and into the oil line via the sight-feed glass.


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Table 19 - Lubricant Application Methods

ApplicationMethod Description Advamtages/Disadvantages

Oil holes and Hole drilled in bearing Simple and cheap/Applicationcups housing, may be open or cost is high, bearing is

protected with a ball alternately flooded, starved.check or cap.Oil cups screwed into Inefficient method, only usedbearing housing. for lightly loaded, low speed

Oil bottles Plastic bottle mounted Low cost, feeds oil only whenon bearing housing, rod when shaft turns; feed rateor pin passing through increases with temperaturesleeve to bearing due to oil viscosity decrease/vibrates when shaft Oil application cost is high;turns and causes oil to pin is sensitive to wear andflow to shaft. damage.

Wick feed Wick dips into oil in Low cost/Oil flow dependentoilers reservoir, conveys oil on level; wick gathers dirt,

to shaft. moisture and reduces flow;wicks need replacement.

Drop feed Oil reservoir has needle Flow rate adjustable; fairlyoilers valve with on/off lever; fast rate possible/Flow rate

rate adjusted by needle decreases as oil level drops;valve; has sight glass non-automatic requiring shutbeneath reservoir. down when machine not running;

valve can become clogged.

Constant Hole drilled at lowest Automatic continuouslevel oiler point in bearing housing lubrication; needs little

and connected to the attention/Oil feed may becomeoiler. plugged.

Mechanical Small cam operated Positive pressure feed,lubricators piston pumps, upward adjustable, not affected by

stroke forces oil oil level; can be operated bythrough sight glass machine being lubricated or byliquid and displaces separate motor; maintenanceequal volume of oil is low; oil protected againstin bearing; adjustable contamination/Initial costfeed rate. is high.


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Grease Application Methods

Grease application methods usually will come from one of the following:

1. Packing, which can be done by hand or with a mechanical bearing packer. Packingnormally is restricted to bearings although some small worm gears are lubricated inthis fashion. Many bearings are packed for life, especially in electric appliancesand automotive accessory drives.

2 Grease guns, which can be manual or air operated. Figure 37 shows a typical leveroperated hand grease gun. Other hand operated guns are the simple push-pull typeand the screw type. They can be packed with grease by hand, can utilize acartridge or can be filled with an air or lever operated loader. An example of thelatter is shown in Figure 38. Power guns usually are attached to containermounted systems with pumps, follower plates and hoses as shown in Figure 39.These units are available to fit pails, kegs and drums.

3. Spring loaded grease cups with lines leading from the cup to the point ofapplication. These are used for hard to reach points. The principal shortcoming ofthis method is the tendency of the grease to separate into oil and solid phases as aresult of the constant pressure exerted by the spring on the small volume of greasein the system.

4. Centralized systems, many of which are designed to deliver either oil or grease.See "Centralized Systems", following.


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Figure 37: Lever-Type Grease Gun. Spring pressure is maintained by the screw handleat the lower end of the gun and charging pressure is applied by means of thelever.

Figure 38: Pump-Type Grease Gun Filler. The gun is attached to the filler and is filledby pumping the handle.

Figure 39: Power Grease Gun. The unit is mounted on a container of grease, usually apail, and transported on an oiler's cart.


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Figures 40 and 41 show some of the fittings and coupler adapters used in industrial greaseapplication practice.

Some precautions to be observed in the application of grease are as follows:

1. Before applying the grease gun to a fitting, always wipe the fitting free of all dirtso there is no possibility of any abrasive material getting into the bearings or part.

2. Replace any fittings observed to be defective.

3. Try to standardize on one type of fitting. By so doing, only one gun will have tobe carried on rounds. However, if there are places where one particular brand ofgrease MUST be used (flexible couplings, for example), a different type of fittingwill minimize the danger of the wrong grease being applied.

4. Mark the grease gun with the type of grease being used. Use only one type ofgrease in a gun.

5. There are several types of grease guns. Learn to use them properly. Some gunsdeliver only 1/30th oz. (1 gram) while others deliver up to 1/3 oz. (9 grams).

6. Some hand guns develop up to 15,000 psi (103 MPa), so apply grease carefully toavoid over-packing a bearing or rupturing a seal.

7. Keep guns clean. Never put them down on dirty surfaces; fill them on a cleanbench. Use a gun loader if one is available.

8. Keep grease containers covered tightly when not in use.

9. Report any unsafe conditions, such as hard to reach grease fittings. They can be,and should be, piped out to safe locations.


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Figure 40: Various Types of Grease Fittings.

Figure 41: Various Types of Couplings and Adapters for Grease Guns.


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Centralized Systems

Centralized lubrication systems (oil or grease) are used to lubricate many points on amachine from a single source. Filling only one reservoir saves the maintenance man's timeand eliminates the hazards associated with climbing up ladders and clambering overmachinery. There are a number of types of centralized systems. Figure 42, following, isthe ISO Classification of Lubrication Systems which categorizes them by total loss andcirculating types. In Figure 43, schematic drawings of the various types of systems showhow they differ from one another.

The most commonly found systems are:

1. Single line, spring return. In this system, a single distribution line is used. Itconsists of a reservoir, a pump, a three-way valve and a series of measuring valves.

The valve can be operated manually, from the machine, cycled by a timer or by acounter, measuring the pump output. The measuring valves deliver a charge oflubricant to the application points when system pressure is applied to them andreset themselves by spring pressure when the system pressure is relieved.

2. Two line system. Two supply lines are used in this version. A four-way reversingvalve can be operated in any of the ways mentioned above and it alternately directsand relieves pressure to the two lines. The metering valves are designed to delivera charge of lubricant to the bearings each time the flow in the lines is reversed.

3. Series manifold system. In this type of system, a single supply line is used. Itconsists of a reservoir, a pump, a master metering valve and a series of secondarymeasuring valves. The manifold measuring valves automatically reset themselvesand continue cycling as long as pressure is applied through the supply line. Thesystem can be cycled by starting and stopping the pump and a valve is notrequired.

4. Series system, reversing flow. This is a series loop system using a single supplyline with a four-way valve to reverse the flow in the system. The measuring valvesare designed to deliver a charge of lubricant, then permit the lubricant flow to passthrough to the next valve. When the flow in the supply line is reversed, themeasuring valves cycle again, in sequence, in reverse order.


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Figure 42: ISO Classification of Lubrication Systems.


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Figure 43: Various Types of Centralized Systems


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Almost any centralized system can be installed with monitoring systems to warn ofoperational problems. These can be simple indicator pins on the feeder valves, blowoutdiscs or warning lights or horns.The following general items are a maintenance guide to centralized systems:

1. When a new system is installed, the application points should be prelubricated toensure a supply of lubricant for start-up.

2. Before the feeder lines are connected to the application points, the central pumpshould be operated until lubricant appears at the end of each feeder line.

3. In a grease system, the grease should be brought to room temperature before beingcharged to the system.

4. Never let a reservoir run dry. Air lock may result.

5. Report signs of under- or over-lubrication. Changes in feed rate may be indicated.

6. Watch whatever indicator is provided at the pump to be sure the system isworking.

7. Be sure all personnel know what the horns or warning lights mean.

8. Look for crushed or bent feeder lines and broken fittings.

9. Watch for leaks at connections, plugs and indicator stems.

10. Periodically check the maximum pump pressure and the length of time it takes tobuild up; report any change.

11. Periodically check the time taken to complete a lubrication cycle and report anychange.

12. Some greases are not suitable for centralized systems. Be sure the right brand isused.

13. Be sure grease is clean. Dirt may block feeder valves. Fill the reservoir throughthe fitting in the pump base, if such is provided.


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14. Periodically inspect the screen at the reservoir fill connection (and any otherscreens in the system) and clean, if necessary.

15. Report any change in the "feel" of manual pumping or any indication of racing inpumps.

Oil Mist Systems

An oil mist system is a means of delivering oil of required viscosity from a centralreservoir to application points. It differs from other centralized systems in that the oil ismoved as a mist. Interchangeable terms, depending on the manufacturer of the equipment,may be liquid aerosol, micro-fog, oil fog, micro-mist, power mist and so forth.

A true oil mist is a dispersion of very small droplets of oil in smoothly flowing clean air.The size of the droplets averages from one to three micrometres (one micrometre equals0.000039 inches) in diameter. In comparison, an ordinary airline lubricator produces anatomized mixture of droplets, up to 100 micrometres in diameter, which are suspended,temporarily, in turbulent air flowing at high velocity and pressure. In an airline lubricatingsystem, the air is the working media used to transmit power. In an oil mist system, air isused only as a low pressure carrier to transport the oil to points where it is required.

In oil mist lubricators, oil is atomized into small droplets by low pressure compressed air(about 206 kPa or 30 psi). These oil droplets are so small that they float in the air,forming a practically dry mist, or fog, that can be transported for relatively long distancesin the piping system. (Normal manifold header pressures is set at 5kPa or 20 in H20).When the mist reaches the application point, it is condensed, or coalesced, into largerparticles which wet the surfaces and provide lubrication. The condensing action can beaccomplished in several ways. High speed bearings generally create enough turbulence, inthe air space immediately surrounding the moving elements, to cause condensation.Lower speed bearings, gears and other lubricated points require that the mist be passedthrough special application fittings, called reclassifiers, to condense the oil into a heavymist, spray or drip.

In the oil refining and petrochemical industry there has been widespread interest inreducing operating and maintenance costs by the application of oil mist lubrication.Design and instruction concerning the sizing of application fittings, equipment sumpmethod, venting, pipe sizing for oil mist distribution, and mist generator selection is fullycovered in the manufacturers engineering manuals; or contact the lubrication engineers forguidance.


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It should be noted that two lubrication methods or designs are used in the industry. It isimportant to select the appropriate type "Wet or Dry" sumps best suited for theapplication and running environment. A "Wet Sump or Purge Mist" installation is one inwhich the oil bath level in the pump or turbine housing is maintained at the pointrecommended by the equipment manufacture. The required level is maintained by positionof a vent or bottle oiler standpipe. Oil mist provides a continuous replacement of the oillosses and pressurizes the equipment housing to prevent entrance of contaminants ormoisture. A "Dry Sump or Pure Mist" installation is one in which the bath is eliminatedand all lubricating oil is deposited on the bearings or lubricated parts from the oil mist unit.As with the Wet Sump method, housing pressure prevents the entrance of contaminants.

Figure 44, following, shows a typical oil mist system. Compressed air enters through awater separator, a fine filter and an air pressure regulator to the mist generator. From thegenerator, the mist is carried to a manifold and then to the various application fittings atthe lubricated points. As shown, there are three methods of condensing oil from the oilmist:

1. Direct misting. Impingement velocities are high enough to cause a state ofturbulence. This causes the small droplets to contact one another and coalesce,forming a film. In this type of application, the mist can be fed directly from thedistribution system to the lubricated points through a mist fitting, shown in theFigure.

2. Spray condensing. Gears, chains and medium to low speed rolling elementbearings may not create enough turbulence or have high enough impingementvelocities to adequately remove oil from the mist. In these cases, an applicationfitting that partially condenses the mist into a spray is used, as shown in the Figure.

3. Total condensing. Plain bearings, slides and ways, offering little or no opportunityfor oil condensation from the mist, are equipped with application fittings whichcondense the oil mist to a liquid form, as shown in the Figure.

Oil mist systems without heaters can handle oils with viscosities up to about 150 to 190cSt @ 40 °C (800 to 1000 SUS @ 100 °F). Where a higher viscosity oil must be misted, aheater may be installed in the reservoir and/or the incoming air may be heated. In eithercase, the oil in the reservoir could be subjected to accelerated oxidation and it should bechecked periodically for signs of sludge or deposits.


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Figure 44: Typical Mist Lubrication System. Oil is atomized in a mist generator, thenreclassified, or condensed, at the point of application.

When installing a mist system it is often necessary to provide a method of venting thebearing housings, thus permitting air to flow through. Plain bearings and enclosedhousings of gears chains, etc., must be similarly vented.

While the manufacturer's instructions are the definitive guide to mist system maintenance,the following general points are widely applicable:

1. A supply of clean, dry compressed air is essential to the proper functioning of anoil mist system. The separator and filter ahead of the mist generator should bemaintained properly.

2. At the mist generator, air pressure and oil feed should be checked regularly and thereservoir refilled when necessary.

3. Even with good maintenance of the separator and filter, dirt may find its way intothe venturi in the mist generator. If this happens, the unit will have to bedismantled and cleaned.


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4. Where an oil heater is used, it should be checked regularly to be certain that theproper temperature is maintained.

5. If heated air is employed, it should be checked regularly to be certain that it is nottoo hot. The temperature should not exceed 80 °C (175 °F).

6. Vents should be inspected periodically to be sure they are open and that air passesfreely.

7. Lines should be inspected frequently to be sure they do not have any downwardloops and are not bent, crushed or broken.

8. Check around machinery for sign of stray mist. If such is present, the system couldneed readjusting.

9. Whenever possible, inspect lubricated parts to be sure that a proper oil film ispresent.


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PART VIII - TABLES AND GLOSSARY OF TERMS

A. TEMPERATURE CONVERSION

Temperatures in degrees Celsius (°C) are standard throughout most of the world.However, the Fahrenheit (°F) scale is still widely used, especially in the United States.Table A, following, is for convenient conversion. Use the center column for the knowntemperature and read either to the right or the left for the conversion. For example, if theknown temperature is 120 °F, and he Celsius equivalent is desired, locate "120" in thecenter column and read 48.9 °C in the left column. If the known is 120 °C and theFahrenheit equivalent is desired, locate "120" in the center column and read 248 °F in theright column.


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Table A - Temperature Conversions


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B. VISCOSITY CONVERSION (1)

Although the international unit for viscosity, centistoke, and ISO viscosity grades are nowthe industry standard, some industrial communities, notably the United States, still useSaybolt Universal Seconds for product identification. Table B, following, will provide aconvenient reference. Note that the values given for SUS are only approximate, as theydepend on the VI of the oil in question.

Table B - Viscosity Conversion TableISO To SUS

Viscosity Approximate Approximate Viscosity Range,Grade Range cSt Viscosity Range* SUS @ 210 °C

@ 40 °C SUS @ 100 °F 95 VI 65 VI 34 VI

2 1.98-2.42 32.8-34.4 -- -- --3 2.88-3.52 36.0-38.2 -- -- --5 4.14-5.06 40.4-43.5 -- -- --7 6.12-7.48 47.2-52.0 -- -- --10 9.00-11.0 57.6-65.4 34.6-35.7 34.2-35.3 33.8-34.915 13.5-16.5 75.8-89.1 37.0-38.3 36.4-37.8 36.0-37.322 19.8-24.2 105-126 39.7-41.4 39.1-40.6 38.5-40.032 28.8-35.2 149-182 42.9-45.0 42.0-43.8 41.4-42.946 41.4-50.6 214-262 47.1-49.9 45.4-47.8 44.2-46.268 61.2-74.8 317-389 53.0-56.9 50.3-53.4 48.6-51.1100 90.0-110 469-575 61.4-66.9 56.8-61.0 54.0-57.7150 135-165 708-869 74.0-81.9 66.6-72.7 62.1-67.2220 198-242 1046-1283 90.3-101 79.3-87.6 72.6-79.5320 288-352 1531-1878 112-126 95.7-106 86.3-95.3460 414-506 2216-2717 139-158 116-130 104-115680 612-748 3298-4046 178-202 145-162 127-1421000 900-1100 4885-5994 227-257 181-204 156-1751500 1350-1650 7385-9063 293-331 229-256 204-219

* Based on 95 VI.


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C. VISCOSITY CONVERSION (2)

In addition to the more commonly used centistoke and Saybolt Seconds, there also are theobsolete Redwood and Engler systems of viscosity measurement. Table C, following,gives an approximate comparison. It is approximate because the Saybolt and Redwoodvalues shown in the table are strictly accurate only for a temperature of 38 °C (100 °F)since these viscometers are affected by the test temperature. For high test temperatures,the Saybolt and Redwood values would be increased. At 99 °C (210 °F), the Sayboltvalues would be about 0.75% higher and at 93 °C (200 °F) the Redwood values would beabout 1.5 to 2.75% higher. The latter figure applies only to viscosities above 70 cSt.

In spite of the above anomalies, the table is helpful in determining the comparativerelationships between the various systems. It is valid in converting from one viscosity unitto another ONLY AT THE SAME TEMPERATURE. For example, 19.94 cSt at 38 °C(100 °F) equals 97.5 SUS at 38 °C (100 °F) or 2.87 Engler degrees at 38 °C (100 °F).


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Table C - Viscosity Conversion Table


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Chart D shows the principle viscosity systems in current use. To obtain any equivalentviscosity read horizontally across the viscosity ranges shown. For example an oil of315 SUS at 100 °F is approximately 68 cSt at 40 °C.

Note: This chart is based on oils having a viscosity index (VI) of 95. The accuracy isdiminished when lower VI or very high VI oils are being considered.


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Chart G.5 - curve shows absolute viscosities in Reyns and Centipoises against temperatureof a typical petroleum oil in standard ISO viscosity grades.


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Chart HEquivalents of API for Liquids at 60 °C (Liters at 59 °F)


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J. Table of Mass (Density) of Selected Petroleum Products

This table is useful in comparing the weights of various petroleum products. Thenomenclature used is as follows:

1. kg/m3 - Kilograms Per Cubic Meter2. m3Mg - Cubic Meters Per Megagram (1,000,000 g)3. lb/US gal - Pounds Per US Gallon4. bbl/tonne - Barrels (42 USG) Per Tonne (Metric Tonne; 1,000 kg)

Table D - Masses Of Selected Petroleum Products

Product kg/m3 m3/Mg lb/US gal bbl/tonne

LPG 542 1.84 4.53 11.60Aviation Gasoline 707 1.42 5.90 8.90Motor Gasoline 740 1.35 6.18 8.50Paraffin Wax 799 1.25 6.67 7.87Kerosene 812 1.23 6.77 7.75Distillate Fuel Oil 843 1.19 7.04 7.46Lubricating Oil 899 1.11 7.50 7.00Residual Fuel Oil 944 1.06 7.88 6.66Grease 998 1.00 8.33 6.30Asphalt 1038 0.96 8.66 6.06


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K MASS CONVERSION

This table is an aid in converting between English and metric units of mass.

Table K - Mass Conversion Table

To Convert Multiply By To Convert Multiply By

Long Tons Metric TonnesTo Short Tons 1.12 To Long Tons 0.98421To Pounds 2240. To Short Tons 1.10231To Metric Tonnes 1.016 To Pounds 2204.623To Kilograms 1016.0467 To Kilograms 1000.0

Short Tons KilogramsTo Long Tons 0.8929 To Long Tons 0.00102To Pounds 2000. To Short Tons 0.00110To Metric Tonnes 0.9072 To Pounds 2.20462To Kilograms 0.00097 To Ounces 35.27397

To Metric Tonnes 0.001To Grams 1000.To Milligrams 1,000,000.

Pounds GramsTo Long Tons 0.00045 To Pounds 0.00221To Short Tons 0.0005 To Ounces 0.03528To Ounces 16. To Kilograms 0.001To Metric Tonnes 0.00045 To Milligrams 1000.To Kilograms 0.45359To Grams 453.5924To Milligrams 453,592.4

Ounces MilligramsTo Pounds 0.0625 To Pounds 0.000002To Kilograms 0.0283 To Ounces 0.000035To Grams 28.35 To Kilograms 0.000001To Milligrams 28,350. To Grams 0.001


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L. VOLUME CONVERSIONS

This table is intended to simplify conversions between English and metric units.

Table L - Volume Conversion Table


US Barrels (Bbl) Cubic Meters (m3 or kL)To US Gallons 42. To US Barrels 6.2898To US Quarts 168. To US Gallons 264.17To Imperial Gallons 34.9723 To Imperial Gallons 219.97To Cubic Feet 5.6146 To Cubic Feet 35.315To Cubic Meters 0.15899 To Liters 1000.To Liters 158.9873

US Gallons (USG) Cubic Feet (ft3)To US Barrels 0.0238 To US Barrels 0.1781To US Quarts 4. To US Gallons 7.4805To Imperial Gallons 0.8327 To US Quarts 1.8701To Cubic Meters 0.00379 To Imperial Gallons 6.2288To Cubic Feet 0.1337 To Cubic Meters 0.0283To Cubic Inches 231. To Cubic Inches 1728.To Liters 3.7853 To Liters 28.316

Imperial Gallons(IG) Liters (L or dm3)To US Barrels 0.0286 To US Barrels 0.0063To US Gallons 1.2009 To US Gallons 0.2642To US Quarts 4.8038 To US Quarts 1.057To Cubic Meters 0.00455 To Imperial Gallons 0.220To Cubic Feet 0.1605 To Cubic Meters 0.001To Cubic Inches 277.42 To Cubic Feet 0.0353To Liters 4.546 To Cubic Inches 61.026

Cubic Inches (in3)To US Gallons 0.0043To Liters 0.0164To Imperial Gallons 0.0036


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M. PRESSURE CONVERSIONS

This table is an aid in the conversion of obsolete used units of pressure to SI Units andvice versa.

Table M - Pressure Conversion Table


Pounds Per Square Inch (psi) Kilopascals (kPa)To mm Hg 51.71492 To mm Hg 7.50062To in. water 27.70759 To in. water 4.01865To kPa 6.89476 To psi 0.14504To kg/sq. cm 0.07031 To kg/sq. cm 0.01020To atmospheres 0.06805 To atmospheres 0.00987

Inches of Water (in. H2O) Millimeters of Mercury (mm Hg)To psi 0.03609 To psi 0.01934To mm Hg 1.86645 To in. water 0.53578To kPa 0.24884 To kPa 0.13332To kg/sq. cm 0.00254 To kg/sq. cm 0.00136To atmospheres 0.00246 To atmospheres 0.00132

Atmospheres (atm.) Kilograms Per Square Centimeter*To psi 14.69595 To psi 14.22334To mm Hg 760. To mm Hg 735.55910To kPa 101.32500 To kPa 98.06650To kg/sq. cm 1.03323 To in. water 394.09460To in. water 407.18940 To atmospheres 0.96784

* kg/cm2.


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N. POWER CONVERSIONS

This table is a conversion chart for the various systems used to measure power.

Table N - Power Conversion Table


Horsepower (HP) Megawatts (mW)To Megawatts 0.00075 To Horsepower 1341.022To Kilowatts 0.74569 To Kilowatts 1000.To Watts 745.69990 To Watts 1,000,000.To BTU/s 0.70679 To BTU/s 947.8170To Kcal/s 0.17823 To Kcal/s 239.0057

BTU Per Second (BTU/sec.) Kilowatts (kw)To Horsepower 1.41485 To Horsepower 1.34102To Megawatts 0.00106 To Megawatts 0.001To Kilowatts 1.05506 To Watts 1000.To Watts 1055.056 To BTU/ 0.94782To Kcal/s 0.25217 To Kcal/s 0.23901

Kilocalorie Per Second (Kcal/s) Watts (W)To Horsepower 5.61084 To Horsepower 0.00134To Megawatts 0.00418 To Megawatts 0.000001To Kilowatts 4.184 To Kilowatts 0.001To Watts 4184. To BTU/s 0.00095To BTU/s 3.96567 To Kcal/s 0.00024


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P. LENGTH CONVERSION

This table provides conversion factors for English and metric systems of measuring length.

Table P - Conversion Table For Length Measurement


Miles (mi.) Kilometers (km)To Yards 1760. To Miles 0.62137To Feet 5280. To Yards 1098.613To Kilometers 1.60934 To Feet 3280.8398To Meters 1609.344 To Meters 1000.

Yards (yds.) Meters (m)To Miles 0.00057 To Miles 0.00062To Feet 3. To Yards 1.09361To Inches 36. To Feet 3.28084To Kilometers 0.00091 To Inches 39.37008To Meters 0.91440 To Kilometers 0.001To Centimeters 91.44018 To Centimeters 100.To Millimeters 914.40183 To Millimeters 1000.

Feet (ft.) Centimeters (cm)To Miles 0.00019 To Miles 0.00006To Yards 0.33333 To Yards 0.01094To Inches 12. To Feet 0.03281To Kilometers 0.00031 To Inches 0.39370To Meters 0.3048 To Kilometers 0.00001To Centimeters 30.4801 To Meters 0.01To Millimeters 304.801 To Millimeters 10.

Inches (ins.) Millimeters (mm)To Yards 0.02778 To Yards 0.00109To Feet 0.08333 To Feet 0.00328To Meters 0.02540 To Inches 0.03934To Centimeters 0.24300 To Meters 0.001To Millimeters 25.4 To Centimeters 0.1


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Q. AREA CONVERSIONS

This table provides conversions between English and metric units of area measurement.

Table Q - Area Conversion Table


Square Feet (ft2) Square Meters (cm2)To Square Inches 144. To Square Feet 10.76391To Square Meters 160.09290 To Square Inches 1550.003To Square cm 929.03040 To Square cm 10,000.To Square mm 92,903.04 To Square mm 1,000,000.To Acres 0.00002 To Acres 0.00025To Hectares 0.000009 To Hectares 0.0001

Square Inches (in2) Square Centimeters (cm2)To Square Feet 0.00694 To Square Feet 0.00108To Square Meters 0.00065 To Square Inches 0.1550To Square cm 6.4516 To Square Meters 0.0001To Square mm 645.16379 To Square mm 100.

Acres (A.) Square Millimeters (mm2)To Square Feet 43,560. To Square Feet 0.00001To Square Meters 4046.556 To Square Inches 0.00155To Hectares 0.40469 To Square Meters 0.000001

To Square cm 0.010Hectares (Ha)

To Square Feet 107,639.To Square Meters 10,000.To Acres 2.47105


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R. SI UNITS

The Systeme International D'Unites (International System of Units), abbreviated "SI" in alllanguages, is a modernized and rationalized version of the well known metric system. It isbeyond the scope of this book to go into the system in detail but, since some of the unitshave been used, particularly in the foregoing tables, it may be helpful to be familiar withthe most commonly used of the multiples and submultiples which are basic to the system.

Table R - SI Multiples And Submultiples

Multiplication Factor Power of 10 Prefix Symbol

1,000,000,000,000 1012 tera T1,000,000,000 109 giga G1,000,000 106 mega M1,000 103 kilo k100 102 hecto h10 101 deka da0.1 10-1 deci d0.01 10-2 centi c0.001 10-3 milli m0.000 001 10-6 micro u0.000 000 001 10-9 nano n0 000 000 000 001 10-12 pico p

S. THE COST OF LEAKS

Leaks obviously are expensive, even if the lost material can be reclaimed. Air, steam orwater that is lost due to leakage seldom can be recovered; oil often can be reclaimed butonly at a substantial cost in labor and equipment. The following tables indicate how evensmall leaks can result in appreciable losses.

Table S(1) relates oil leakage to volume in US gallons and value in US dollars, based on aunit cost of $2.00 per gallon. Lower or higher unit costs can be calculated, of course, butthe intent of the table is to give some meaning to the fact that leaks cost money. A drop isassumed to be approximately 11/64 inches in diameter, for purposes of this calculation,and a drum is 55 US gallons.

Table S(1) - Losses From Oil Leaks

Loss in One Day Loss in One Month Loss in One YearLeakage Rate Gals $ Drums $ Drums $

Drop/10 sec. 0.112 0.22 0.06 6.60 0.72 79.20Drop/5 sec. 0.225 0.45 0.12 13.20 1.44 158.40One drop/sec. 1.125 2.53 0.62 68.20 7.44 818.40Three drop/sec. 3.75 7.50 2.05 225.50 22.60 2486.00


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Table S(2) shows the losses resulting from piping leaks of various sizes for air, steam,water and gas, all at representative pressures. The value of the losses can be calculatedfrom the unit costs of the various substances.

Table S(2) - Losses Of Various Substances Through Leaks

Size ofOpening, Air 100 psi Steam 140 psi Water 40 psi Gas 20 psiInches cu ft/month lbs/month gals/month cu ft/month

1/2 17,798,400 1,085,000 1,231,000 5,420,0003/8 9,979,200 620,000 692,400 3,040,0001/4 4,449,600 274,000 307,700 1,357,0001/8 1,114,560 68,000 76,900 339,0001/16 278,640 17,200 19,200 84,6001/32 69,552 4,280 4,800 21,200

T. GLOSSARY OF TERMS

ABSOLUTE FILTER RATING. The diameter of the largest hard spherical particle thatwill pass through a filter under specified test conditions. This is a measure of the largestopening in the filter element.

ABSOLUTE VISCOSITY. See VISCOSITY.

ABSORPTION. The process by which one substance draws another into itself, i.e., asponge absorbing moisture or an oil absorbing natural gasoline from wet gas.

ACID. In a restricted sense, any substance containing hydrogen in combination with anon-metal or non-metallic radical and capable of producing hydrogen ions in solution.

ACIDITY. In lubricants, acidity denotes the presence of acidic constituents, theconcentration of which is usually defined in terms of an ACID NUMBER. SeeNeutralization NUMBER and Part II.

ADDITIVES. Chemicals added to lubricants by lubricant manufacturers to improvecertain properties. Not to be confused with PROPRIETARY ADDITIVES which purportto improve the product performance but which, in fact, are seldom of any value and maybe harmful. See Part II.

ADHESION. As related to lubrication, the force that causes fluids to stick to or adhere tosolids.


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ADSORPTION. The adhesion of an extremely thin layer of the molecules of gases,dissolved substances or liquids to the microscopically porous surfaces of solid bodies. Notto be confused with ABSORPTION.

AEROSOL. A suspension of fine solid or liquid particles in air or gas. Lubricant spraysin small containers usually are aerosols.

AGMA. American Gear Manufacturers Association, one of whose activities is theestablishment and promotion of standards for gear lubricants. See Part III.

AIR RELEASE. Property of lubricant which permits mixtures of lubricant and air to bereadily separated.

ALKALI. A chemical substance which reacts with an acid to form a salt plus water. Allalkalies are bases although not all bases are alkalies. Oxides and hydroxides of certainmetals are included as alkalies. Sodium hydroxide (NaOH) and potassium hydroxide(KOH), both readily soluble in water, are examples of strong caustic alkalies. Calciumoxide (lime), calcium hydroxide (slaked lime), and sodium carbonate (soda ash) also arealkalies.

AMBIENT TEMPERATURE. See TEMPERATURE.

AMPHOTERIC. Having the capacity to behave either as an acid or a base.

ANHYDROUS. Devoid of water.

ANILINE POINT. The lowest temperature at which a standard quantity of aniline issoluble in a standard sample of a petroleum product. It is a measure of the solvency of ahydrocarbon and the lower the aniline point, the greater the solvent action of the material.Paraffinic lubricating oils have high aniline points, naphthenic oils have low aniline points,aromatic solvents are still lower.

ANTI-FOAM AGENT. An additive which inhibits the formation of foam. See Part II.

ANTI-OXIDANT. Oxidation inhibitor, an additive to prevent or control the oxidation oflubricating oil, thus preventing the formation of sludge, varnish and corrosive compounds.See Part II.

ANTI-SCUFFING AGENT. Additive to prevent damage caused by solid phase weldingbetween sliding surfaces.


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ANTI-SIEZE COMPOUND. A material, usually grease-like, which contains graphite orother solid material. When applied to threaded joints, especially those exposed to hightemperatures, it maintains a separating film that prevents the joints from seizing.

ANTI-WEAR AGENT. An additive which inhibits wear on rubbing surfaces. See Part II.

APPARENT VISCOSITY. A term used in referring to the resistance to flow of fluidswhose viscosity varies with the rate of shear. It can be evaluated in a capillary type ofinstrument where it is defined as the shear stress at the capillary wall divided by the meanrate of shear as computed from the Poiseuille equation. It is expressed in fundamentalviscosity units at a given rate of shear.

API. American Petroleum Institute, a society organized to further the interests of thepetroleum industry. One of the Institute's activities has been the development of the APIService Classifications for crankcase oils. See Part II.

API GRAVITY. An arbitrary scale, expressing in Degrees API, the specific gravity ofpetroleum products. See Part II.

AQUEOUS SOLUTION. One in which water is the solvent.

AROMATIC HYDROCARBONS. Compounds of carbon and hydrogen characterized bythe presence of a benzene nucleus. Examples are toluene and xylene.

ASH CONTENT. Non combustible residue of a lubricating oil (also fuels) determined inaccordance with ASTM D 582-also D 874 (sulfated ash). Since some detergents aremetallic (barium and calcium derivatives), the percentage of ash has been considered tohave a relationship to detergency. Interpretations can be grossly distorted, however, forthe following reasons:

1. Detergency depends on the properties of the base oil as well as on the additive.Some combinations of base oil and additive are much more effective than others.

2. Detergents vary considerably in their potency, and some leave more ash thanothers. Detergents have been developed, in fact, that leave no ash at all.

3. Some of the ash may becontributed by additives other than detergents.

ASHLESS DISPERSANT. A cleanliness additive for crankcase oils which does notcontain metallic compounds. See Part II.


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ASPERITY. A microscopic projection, as on a sliding surface, which results from normalfinishing processes. Interference between opposing asperities is a source of friction andwear. See Part V.

ASPHALT. Blackish, bituminous, thermoplastic mixture of hydrocarbons. It is normallyvery viscous but may be liquefied by heat or mixing with solvents. In addition to use inhighway aggregates, it has many industrial applications, ranging from roofing to open gearlubricants.

ASTM. American Society for Testing Materials, an organization devoted to "thepromotion of knowledge of the materials of engineering and standardization ofspecifications and methods of testing." Most of the tests used in petroleum laboratoriesare ASTM methods.

ATF. Automatic transmission fluid, fluids for the automatic transmissions of vehicles andother applications. The fluids combine low viscosity (for torque converters) with anti-wear properties (for gears). Other requirements are oxidation stability, foam suppression,corrosion protection, high viscosity index, special frictional properties and compatibilitywith normally used sealant materials. See Part IV.

ATMOSPHERIC PRESSURE. The pressure of air, exerted equally in all directions. Thestandard pressure at sea level is 760 mm Hg, equal to 105 Pa or 14.7 psi.

AUTO-IGNITION TEMPERATURE. Minimum temperature at which a combustiblefluid will burst into flame without an extraneous ignition source. The auto-ignitiontemperature assumes only enough "fuel" to form an explosive mixture in the presence ofair at atmospheric pressures. The auto-ignition temperature may vary considerablydepending upon the conditions of the test. For petroleum products the conditions areoutlined in ASTM D 2155. Auto-ignition temperature is not to be confused with flash orfire points, which are generally a few hundred degrees lower.

BACTERICIDE. A family of additives which are included in the formulations of solubleoils. They inhibit the growth of bacterial organisms which are promoted by the addition ofwater. Properly maintained, and augmented as needed, they will prevent the unpleasantodors which can result from bacterial infestation.

BAR. Equivalent to 105 Pa, but not an ISO designation for pressure. Also referred to asan atmosphere. Still used to some extent. See Part VIII, above, for appropriate pressuredesignations.

BARREL. Unit of liquid volume of petroleum equal to 42 U.S. gallons or approximately159 liters. Should not be confused with the 55 gallon drum.


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BASE. A substance which neutralize acids, producing a salt and water. This includesALKALIES as well as other chemicals with similar behavior. Bases are used extensivelyin the petroleum industry as caustic washes in refinery streams and as components inadditives where they tend to neutralize the weak acids formed during the oxidationprocess. See also neutralization.

BASE STOCKS. Refined mineral oils, free of additives, used as a component in alubricant blend.

BEARING CORROSION. Chemical attack on bearing metal or on one of the metals in abearing alloy caused by acids evolved during chemical deterioration of the oil. The acidsmay be mild organic acids from the oil itself or, more likely, the strong acids that resultfrom breakdown of nitrogen or sulfur compounds, which can enter the oil from severalsources.

BENZENE (BENZOL). The initial member of the aromatic or benzene series ofhydrocarbons, having the composition C6H6.

BENZINE. a colorless, volatile, flammable liquid mixture of hydrocarbons known aspetroleum spirit and totally distinct from the aromatic hydrocarbon, benzene.

BHP. Brake horsepower, the effective or available power of a prime mover. It is thedifference between ihp, indicated horsepower, and the power lost to friction in an engine.See Part VIII, above, for conversion factors to ISO-coherent terminology.

BLACK OIL. Lubricant containing asphaltic materials and serving on a once-throughbasis in certain non-critical applications, especially where extra adhesiveness is desired.Widely used in mining and quarrying, etc., equipment.

BLEEDING. The tendency of a liquid component to separate from a liquid-solid mixture,such as oil from a grease.

BLOCK GREASE. A very firm grease manufactured in block form to be applied tocertain large open bearings operating at high temperatures and slow speeds.

BLOOM. Surface color, usually blue or green, of an oil or grease when viewed byreflected daylight at an angle of about 45 degrees. It is associated with the absorption ofultraviolet light and may not be visible in artificial light. (Also called "fluorescence".)

BLOW-BY. The seepage of fuel and gases from the combustion chamber of an internalcombustion engine into the crankcase. It results from the high pressure differential andcan be exacerbated by incomplete combustion and loose or worn piston rings.


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BLOWN OILS. Fatty oils, such as rapeseed, whale or fish oils, which are artificiallythickened by blowing with air, thus promoting oxidation.

BODY. A loose term, usually denoting viscosity or consistency.

BOILING POINT. The temperature at which the vapor pressure of a liquid is equal to theatmospheric pressure; the point at which the fluid begins to vaporize.

BOMB OXIDATION STABILITY. The amount of oxygen (in terms of gas pressuredrop) reacted with a grease sample under conditions prescribed by ASTM D942. It is ameasure of the oxidation resistance of the grease - the lower the pressure drop, the lessthe oxygen consumed and the longer the theoretical storage life of the grease. There islittle, if any, correlation with the service life, however.

BOMB OXIDATION STABILITY (RBOT). ASTM D 2262 Used for testing theoxidation stability of Turbine Oils; refer RBOT.

BOUNDARY LUBRICATION. A form of lubrication effective in the absence of a fulllubricant film. It is effected by additives which provide a film which is stronger than thatof the oil alone. In some instances, OILINESS AGENTS are used. These are polarmaterials with an exceptionally strong affinity for metallic surfaces. For the most severeconditions, such as heavy duty gears, EP ADDITIVES are used. These are chemicalswhich modify the metal asperities to form a surface film which is easily sheared. See PartII.

BREATHER . A term used to describe a device for the aspiration afforded to machinehousings, such as internal combustion engines and gear cases. The simplest form ofbreather is a vent pipe with a screen to prevent the entry of dirt. In automobiles, there is aPCV (positive crankcase ventilator) valve which draws the expelled vapors from the"breather" into the intake manifold where they are burned with the incoming fuel-airmixture.

BRIGHT STOCK. Heavy, fully refined residuals used as lubricant blending stock.

BROMINE NUMBER. The number of grams of bromine consumed by 100 grams of asample when reacted under test conditions. It is used as an indication of the amount ofolefinic components in a petroleum solvent. Bromine number X 1000 equals BROMINEINDEX. In mineral spirits or kerosene, the bromine number approximates the actualpercentage of olefins present.


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BROOKFIELD VISCOSITY. The apparent viscosity of a non-Newtonian fluid and themethod for determining same. Since an apparent viscosity value holds only for the rate ofshear (as well as temperature) at which it is determined, the Brookfield viscometerprovides for the maintenance of a known rate of shear. This is accomplished by means ofa spindle of specified configuration that rotates at a known constant speed in the fluidsample. The torque imposed by fluid friction can be measured. The average torquereading can be converted to absolute viscosity units (centipoise) by the application of amultiplication factor that takes rate of shear (spindle type and speed) into consideration.See POISE, SHEAR STRESS.

BTU. British Thermal Unit, the amount of heat required to raise the temperature of onepound of water one degree Fahrenheit at a standard temperature of 68 F and a constantpressure of 29.92 inches of mercury (14.7 psi).

BULK MODULUS. The measure of the resistance to compressibility of a fluid; thereciprocal of the compressibility.

BUTANE. A gaseous hydrocarbon of the paraffin series with the formula C4H10; a liquidunder high pressure, it is used in LPG (liquefied petroleum gas) and in gasoline.

BUTYL RUBBER. A synthetic rubber that is resistant to weather and heat, characterizedby low resiliency and low air-permeability. It is widely used in sealant materials for use inthe presence of lubricants.

BY-PASS FILTRATION. A system of filtration in which only a portion of the total flowof a fluid system passes through a filter at any instant. It may also be a separate filter, witha separate pump, operating in parallel with the main flow. See Part VI.

CALCIUM COMPLEX. See Complex.

CALORIE. The amount of heat required to raise one gram of water one degree Celsius.

CARBON. A non-metallic element which is a constituent of all organic compounds. Italso occurs in many inorganic substances such as carbon monoxide, limestone, etc.

CARBON RESIDUE. The percent of coked material remaining after a sample oflubricating oil has been exposed to high temperatures under ASTM D189 or D524. It hasbeen used as a measure of coke-forming tendencies but, except for roll oils and air tooloils, it may have little significance. The conditions of the tests bear little similarity toactual operating conditions and many consider the type of carbon formed to be of greaterimportance than the quantity.


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CATALYST. A substance which promotes a chemical reaction but does not become partof it. Catalysts usually lower the activation energy required to initiate a chemical reaction,thus permitting the reaction to proceed under milder conditions.

CELSIUS. See TEMPERATURE.

CENTIGRADE. See TEMPERATURE.

CENTIPOISE. See VISCOSITY.

CENTISTOKE. See VISCOSITY.

CETANE NUMBER. Measure of the ignition quality of a diesel fuel, ASTM D 613. Thehigher the cetane number, the better the ignition quality and the less the tendency toknock. Higher cetane numbers indicate a shorter ignition lag and are associated withbetter all-around performance in most diesel engines, especially in sensitive engines of thehigh-speed type. As a rule, the higher the cetane number of a fuel, the lower the octanenumber. See also CETANE INDEX, DIESEL INDEX.

CETOP. Comite European Transmission Oleo Hydrauliques et Pneumatiques, theEuropean Hydraulic and Pneumatic Oil Committee.

CHANNEL. To form a groove in a grease or gear oil which is too viscous to flow readilyunder existing conditions. The grooves, or "channels", are cut by the motion of thelubricated element, such as a gear or the rolling member of an anti-friction bearing. If thematerial is so viscous as to preclude slump to the lubricated points, there may be a failure.CHANNEL POINT is the temperature at which the lubricant will not slump.

CLOUD POINT. See Part II.

COALESCERS. Simple and effective oil treatment devices for the separation of smallpercentages of free water from turbine oils. The only rotating component is the lube oilcirculating pump; making this a most reliable method of removing water from lube oil.

COC. Cleveland Open Cup, a flash point apparatus. See Part II.

COEFFICIENT OF FRICTION. The ratio of the force required to move one body overanother to the force pressing the two bodies together. The distinction to be observed isthat FRICTION defines the resistive force associated with a particular situation;coefficient of friction defines the frictional characteristics of certain materials orcombinations of materials.


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COHESION. The resistance of substances to being pulled apart by external forces.

COLLOID. A substance with particle sizes larger than molecules but small enough to bedispersed in a stable two-phase system.

COLOR. A quality which is determined by comparing the test sample with a "standard"or for identification. Color has little relationship to the quality or performance of alubricating oil.

COMPATABILITY. The ability of petroleum products to form a homogeneous mixturethat neither separates nor is changed by chemical interaction.

COMPOUNDED OILS. Blends of petroleum oil with animal or vegetable oils (lard oilwhale oil, tallow oil, etc.). They are used where wet conditions apply and it is necessaryto combine the oil and the water. Examples are wet steam cylinders and somecompressors. Sulfurized sperm oil, once widely used in ATF and machine tool way oils,has been replaced by synthesized materials for ecological reasons and the use of othernatural compounding is reduced each year as the applications are replaced with moremodern methods.

COMPLEX. Grease composition in which the thickener is a combination of a soap and rother components, usually a salt of a metallic material and a fatty acid or an inorganic saltplus a complexing agent.

CONRADSON CARBON. A method of measuring carbon forming tendency. SeeCARBON.

CONSISTENCY. The degree to which a semi-solid material, such as a grease, resistsdeformation, a measure of the "stiffness". See PENETRATION.

COPPER STRIP CORROSION. A test to determine the presence of sulfur compounds.A small strip of polished copper is immersed in the fluid to be tested. It is left for aspecified period of time at a given temperature, depending on which type of product isinvolved. The presence of copper will discolor the strip to a degree matching a series ofstandard samples.

CORROSION. Progressive attack of metal surfaces through one of several chemicalmechanisms: rusting from water exposure, pitting from combustion and oxidation-inducedacids or pickling solutions.


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CORROSION INHIBITOR. An additive for protecting lubricated metal surfaces againstchemical attack by water or other contaminants. Corrosion inhibitors may be polarcompounds that wet metal surfaces preferentially, protecting them with a film of oil.Other compounds may absorb water by incorporating it in a water-in-oil emulsion. Onlythe oil touches the metal surface; the water is displaced. Still another type combineschemically with the metal to present a non-reactive surface. See Part II.

CRACKING. The refining process by which heavy oils are converted into low-boilinghydrocarbons. The more stable molecules leave the system as cracked gas oil, crackedgasoline or gas while the reactive molecules polymerize and form tar.

CRACKLE TEST. It is a quick screening test for samples suspected of watercontamination. If the test is positive, the water content can be determined by othermethods. Distillation or Karl Fisher. Audible crackling will be noted on samplescontaining as little as .05 to .10 percent free water.

CRUDE. Crude, or crude oil, is a naturally occurring hydrocarbon fluid that containssmall amounts of nitrogen, oxygen and sulfur and many other impurities depending on thesource. See Part II.

CUTTING FLUID. An oil, usually of petroleum origin, for cooling and lubricating thetool and the work in machining operations. Also for grinding. Some cutting fluids arefortified with EP agents to speed up the cutting of metals which are hard to machine, thusimproving the finish and extending the tool life. "Soluble" cutting fluids are emulsifiablewith water to improve cooling.

CYLINDER OILS. Lubricants for independently lubricated cylinders, such as those insteam engines and double-acting air compressors. Also for some valves and otherelements in the cylinder area. The heavier grades are for superheated and high pressuresteam, the less heavy grades for wet, saturated steam. The latter may be compounded.See COMPOUNDED OILS.

DEFOAMANT. An additive which reduces the foaming tendency of an oil. See Part II.

DEMULSIBILITY. The measure of a lubricating oil's ability to separate from water.

DENSITY. The mass of a unit volume of a substance. Its numerical value varies with theunits used. See Part II.


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DEPOSITS. The type of deposit formed depends upon type of service and type of engine.Stop-and-go service promotes sludge formation which shows up as deposits in thecrankcase and on the rocker-arm assembly and plugged oil screens and oil rings. High-speed, high-load, heavy-duty service minimizes sludge formation but promotes ring zonedeposits and ring sticking. Short trips promote rusting.

DERMATITIS. An inflammation of the skin. It may be caused by contact with anynumber of substances, including petroleum products. Dermatitis can be prevented bymeticulous attention to personal hygiene, avoiding contact with all potentially harmfulsubstances and washing with soap and water immediately after any inadvertent orunavoidable contact. Persons whose work calls for contact with petroleum productsshould take special precautions to keep the exposed portions of their bodies washed andto see that their clothing is washed after every shift.

DETERGENTS. Additives, usually of metallo-organic origin, which are soluble inpetroleum products and are used to prevent engine deposits.

DEWAXING. The removal of wax from lubricating oil stocks in the refinery. See Part II.

DEXRON. A registered trademark of the General Motors Corporation coveringapproved transmission fluids. See Part III.

DIELECTRIC STRENGTH. The minimum voltage required to produce an electric arcthrough an oil sample under controlled conditions. It is a measure of the insulatingproperties of transformer and switchgear oils. A low reading may indicate contamination,especially with water. See Part III.

DILUENT. See SOLVENT.

DILUTION OF CRANKCASE OIL. A thinning of the oil caused by the presence of fuelin the crankcase, the result of incomplete combustion, low-engine-temperature operation,faulty injection, excessively rich fuel mixtures, worn rings, etc. Dilution can be measuredby the ASTM Method D 322, which indicates the volume percentage of fuel in the sample.Not only is dilution detrimental to lubrication, but high dilution values may be indicative ofengine defects or improper operation.

DIN. Deutsche Industrie Norm, the German Institute for Standardization.

DISPERSANT. Organic chemicals which are soluble in petroleum products and areadded to fuels and lubricants to prevent deposit formation. They function by keepingpotential deposit precursors in a suspended state, where they are more likely to be filteredout of the oil stream and less likely to be deposited in the recesses of an engine.


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DISTILLATE. Any of a wide range of petroleum products produced by the process ofdistillation, as distinct from residuals, cracked stock or natural gas derivatives.

DISTILLATION. The primary refining step, in which the crude is separated into itsvarious boiling range fractions in a distillation tower. The process in known asfractionation and is a continuous thermodynamic one in which heat is applied at the lowerpart of the tower and the various distillates are piped off above: gases overhead and lightfuels, solvents and lube stocks from side streams. The higher the sidestream, the lighterthe fraction. Heavy materials remaining in the bottom of the tower are known as residualsor bottoms.

DISTILLATION TEST. The method for determining the volatility characteristics ofliquids such as petroleum products which are made up of a variety of hydrocarboncomponents, each with volatility characteristics different from the others. A distillationtest covers the entire range of volatility characteristics by the progressive evaporation of asample under conditions of controlled heating. Throughout the procedure, the percentageof sample evaporated is reported against the corresponding fluid temperature and resultsmay be expressed in a tabular or graphic form.

dN FACTOR. Also known as the "speed factor", used in conjunction with operatingtemperature to help determine the proper viscosity of oil to use in a given bearing. SeePart IV.

DROPPING POINT. The temperature at which the first drop of liquid separates when agrease is heated under prescribed conditions. See Part II.

DRUM. A standard container with a capacity of 55 U.S. gallons. The name also refers toan open head container of similar size which holds approximately 400 pounds of grease.

DRY GAS. A gas which does not contain the heavier fraction which are prone tocondense under normal atmospheric conditions. In the hydrocarbon series, for example,methane and ethane are dry gases.

EHL (ELASTO-HYDRODYNAMIC LUBRICATION). A concept that considers theeffects of pressure on hydrodynamic lubrication: viscosity changes in the lubricant andelastic deformation of the metal surfaces resulting from the pressure in the contact area.

ELASTOMER. Material which, after having been stretched, returns to its originaldimensions. Rubber is an example.

EMPIRICAL. Depending on experience or observation alone, without regard to scienceor theory.


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EMULSIBILITY. The ability of an oil to emulsify with water. The oil becomessuspended in water in the form of minute particles, an EMULSION. See Part II.

ENGLER VISCOSITY. A method formerly used in Europe for expressing the resistanceto flow of a given oil. See VISCOSITY, following, or Part VIII, above.

EXTREME PRESSURE LUBRICANTS. Lubricants which impart to rubbing or slidingsteel surfaces the ability of carrying appreciably greater loads than would be possible withordinary lubricants, without excessive wear or damage.

FAHRENHEIT. See TEMPERATURE.

FALEX TEST. A method for determining the extreme pressure properties of oils andgreases. A rotating pin is clamped between vee blocks in such a manner that load can beapplied to the blocks. Wear can be measured by determining the width of the contactareas or the weight loss of the pin and blocks.

FALSE BRINELING. See fretting corrosion.

FAT. A naturally occurring mixture of triglycerides. A fatty oil is a fat which is liquid atroom temperature. See COMPOUNDED OIL.

FATTY ACID. An organic acid of aliphatic structure originally derived from fats andfatty oils.

FERROGRAPH. An instrument used to separate metal particles and contaminants from alubricant. It determines the size distribution and analysis of the particles (quantitativelyand qualitatively).

FDA. The U.S. Food and Drug Administration.

FIBER GREASE. Grease having a distinctly fibrous structure which is noticeable whenthe grease is pulled apart. Greases having this property are reputed to resist being thrownout of bearings or gears.

FILLER. Any substance, such as talc, mica or various powders, which is added to greasesolely to increase the consistency.

FILM STRENGTH. The property of a film of lubricant to resist rupture due to load,speed or temperature. See ANTI-WEAR.

FILTER. Any device or porous substance used as a strainer for cleaning fluids byremoving suspended matter. See Part VI.


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FILTRATION. A process of removing suspended material from a liquid by passing itthrough a porous medium. See Part VI.

FLASH POINT AND FIRE POINT. See Part II.

FLOC POINT. The temperature at which the wax in a refrigeration oil separates as aflocculent material when a mixture of 10% oil and 90% refrigerant is chilled understandard conditions. See Part II.

FOAM INHIBITOR. See DEFOAMANT.

FOAMING CHARACTERISTICS. A method of rating the foaming tendency andstability of the foam in a lubricating oil under controlled conditions (ASTM D892).

FOLLOWER PLATE. A steel disc fitted to the top surface of lubricating grease in acontainer and designed so as to follow the progressive depletion of the material. Thegravitational force thus exerted will assist in the delivery of grease to the dispensingsystem.

FOUR BALL TESTS. Two test procedures based on the same principle are the Four BallEP Test and the Four Ball Wear Test. Three balls are clamped together to form a cradleupon which a fourth ball rotates in a vertical axis. The balls are immersed in the liquidbeing tested. The Four Ball Wear Test determines the wear-preventing properties oflubricants operating under boundary conditions. The Four Ball EP Test is designed toevaluate performance under much higher unit loads.

FRETTING CORROSION. Wear phenomenon taking place between two surfaces thathave an oscillatory relative motion of small amplitude (also called friction oxidation).

FREON. Registered trademark for fluids used as refrigerants.

FRICTION. The resistance to motion offered by a surface or substance as a result ofcontact with another surface or substance. See Part II.

FT-IR SPECTROSCOPY. Fourier Transform-Infrared Spectroscopy, measures energy inthe infrared region of the spectrum. Coupled to a computer this instrument is capable ofdetecting trends in used lube oil condition over time. Able to produce rapid results thisinstrument is now widely used as the principal test instrument for lube oil analysis in manylube oil test laboratories.

FULL FLOW FILTRATION. A system of filtration in which the total flow o f acirculating fluid passes through a filter.


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FUROL. See VISCOSITY.

FZG TESTER. (Forschungsstelle fur Zahnrader und Getriebebau) A four square geartester which measures the load carrying capacity of a lubricating oil in a gear set for whichthe load may be varied.

GALLON (IMPERIAL). Unit of liquid volume formerly used in Canada, England andother countries, defined as the volume of 10 pounds of water at 68 F. Now almostentirely supplanted by metric measures. See Part VIII, Table F.

GALLON (U.S.). Unit of liquid volume equal to 231 cubic inches. See Part VIII, TableF.

GAS. The vapor state of any substance, having neither independent shape nor volume.

GAS ABSORBER OIL. Also called wash oil or scrubber oil. Oil used to recover solublecomponents of a gas mixture, as in the production of benzol, in coal tar distillation, in gasmanufacture, etc.

GAS BLANKET. A layer of inert gas (usually nitrogen) lying on top of petroleum oil andpreventing contact with air. Also used in enclosed machine spaces.

GAS CHROMATOGRAPHY. A procedure for identifying and indicating the quantity ofindividual components in a hydrocarbon product, usually a solvent or light distillate. Thesample is passed in gaseous form through a packed column where individual componentsare adsorbed, then desorbed, in individual patterns. These patterns can be measured andcompared with standards to identify the components.

GEL. An elastic solid mixture of a COLLOID and a liquid, it possesses a yield point and ajelly-like texture.

GRAM. A metric unit of mass and weight equal to 0.001 kilogram and nearly equal to themass of 1 cubic centimeter of water at its maximum density. See Part VIII, Table E.

GRAPHITE. A crystalline form of carbon, either natural or synthetic in origin, which isoccasionally used as a lubricant, either in dry form or in a carrier such as an oil, grease oranti-seize compound.

GRAVITY. The weight per unit volume relationship, which, with petroleum products,may be expressed as SPECIFIC GRAVITY or API GRAVITY. See Part VIII, Tables Dand E.


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GREASE. A solid or semi-solid lubricant, consisting of a stabilized mixture of mineral,fatty or synthetic oil with soaps or other thickeners. Other ingredients may be added toimpart specific properties. See Part II.

GUM. A rubber-like, sticky deposit black or dark brown in color, which results from theoxidation of lubricating oils or from unstable constituents in gasoline which deposit duringstorage or use.

HEAT TRANSFER FLUID. A circulating medium, often of petroleum origin, whichabsorbs heat in one part of a system and releases it in another.

HOMOGENIZATION. As applied to a grease, the process of intimate mixing withintensive shearing action to obtain a more uniform dispersion.

HORSEPOWER. A method of rating mechanical work, defined as 33,000 foot pounds ofmechanical work per minute. Note that this is a rate. It must always be associated with atime element. See Part VIII, Table H, for conversion to ISO-coherent forms ofexpression.

HUMIDITY. Moisture (water vapor) in the atmosphere, a matter of concern in drying,air compression and other areas of machine operation. Relative humidity, directly affectedby temperature, is a significant value to machine operators, as it gives a clear indication ofthe drying effect of the atmosphere or the tendency for moisture to condense. The lowerthe relative humidity, the drier the air; the higher the temperature, the lower the relativehumidity. Absolute humidity, on the other hand, is not affected by temperature and is,therefore, more of an academic value.

HYDRAULIC FLUID. Petroleum (or water, synthetic material, emulsion, etc.) fluidserving as a power transmission medium in a system. It acts as a lubricant only in thepumps, motors, actuators and valves in a system.

HYDRODYNAMIC LUBRICATION. The lubrication regime in which the shape andrelative motion of the sliding surfaces causes a pumping action to take place. The oil inthe interface then forms a liquid film with sufficient pressure to separate the surfaces,resulting in full fluid film lubrication. See Part V.

HYDROLYTIC STABILITY. The property of a lubricant to resist deterioration causedby chemical reaction with water.

HYDROMETER. An instrument for determining the gravity of a liquid.

HYDROPHILIC. Having an affinity for water.


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HYDROPHOBIC. The opposite of HYDROPHILIC.

HYDROSTATIC LUBRICATION. A lubrication regime in which the lubricant issupplied under sufficient pressure to separate the opposing surfaces.

HYGROSCOPIC. Same as HYDROPHILIC.

HYPOID GEARS. Special bevel gears in which the two gear-shaft axes do not intersect.Widely used in automotive differentials, partly to lower the drive shaft. Extreme high unitloading and sliding velocity characteristics require EP gear oils.

I.E.C. International Electrotechnical Commission.

IMMISCIBLE. See MISCIBLE.

INDUCTION PERIOD. The time period in an oxidation test where oxidation proceeds ata relatively low rate. It ends when the rate begins to increase sharply.

INHIBITORS. Additives for the control of certain undesirable phenomena in lubricants.See Part II.

INSULATING OIL. Also called TRANSFORMER OIL. A low viscosity, dehydratedand wax free oil having good dielectric strength for use in electrical equipment. SeeDIELECTRIC STRENGTH.

INTERCOOLING. An improvement in efficiency brought about by cooling air betweencompression stages. Similarly, AFTERCOOLING, following the final stage.

INTERFACIAL TENSION. The force required to rupture the interface between twophases, such as between water and a petroleum oil sample. Used as a measure of oildeterioration.

INVERT EMULSION. A mechanical mixture of oil and water where the mixture is ofwater in a continuous oil phase. Invert emulsions are used where the oil, not the water,should contact the solid surfaces as in rust preventatives, fire resistant hydraulic fluids etc.

ISO. Viscosity Grade. See part III. Section B.

JOULE. International unit for energy or quantity of heat or work. The symbol is J.

JOURNAL. The part of a shaft which rotates in a bearing.

KELVIN. Basic SI unit for absolute temperature, symbol K. See TEMPERATURE.


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KEROSENE. Colorless, light distillate heavier than gasoline but lighter than heating oils.Used for lighting, heating and some internal combustion engines.

KINEMATIC VISCOSITY. See VISCOSITY.

KNOCK. Also called "ping" or "engine knock" or "preignition" or "detonation". Thenoise associated with the premature ignition of the fuel-air mixture in a combustionchamber.

LITHIUM BASE GREASE. A grease soap thickener is derived from the reaction of afatty acid with a metal hydroxide, in this case lithium hydroxide.

LOAD CARRYING CAPACITY. A term used to describe the ability of a lubricant toresist film rupture and protect against wear.

LOAD WEAR INDEX. See four ball test; a measure of the relative ability of a lubricantto prevent wear under applied loads; calculated from the loads applied and corrected forelastic deformation of the ball under static loading and for the size of the wear scar.Formerly mean Hertz load.

LPG (LIQUIFIED PETROLEUM GAS). Fuel that is obtained by extraction from fieldgas plants or as a refinery product. In contrast with natural gas, which must be piped atnominal pressures to points of application, LPG has a low vapor pressure which permitscompression, transportation and storage in a liquid state at ordinary temperatures. Themost common LP gases are propane and butane.

LUBRICANT. Fluid, plastic, or solid material capable of forming a friction-reducing filmbetween two rubbing surfaces when properly applied. Common lubricants are petroleumoils and greases.

LUBRICITY (of an oil). A moderate load-carrying ability over and above that indicatedby its viscosity. The property can be enhanced by additive treatment. See alsocompounded oil.

MACHINABILITY RATING. A percentage value assigned to a steel, which indicates therelative difficulty with which it is machined.

MACHINERY OIL. See Part IV, Section C.

MASS SPECTROMETER. Apparatus for the rapid analysis of the hydrocarbon types in apetroleum sample.

MECHANICAL LUBRICATORS. See Part VII.


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METAL DEACTIVATOR. An organic type of additive having the property ofsuppressing the catalytic action of metal surfaces and traces of metallic debris exposed topetroleum products. The effect is to reduce oxidation. See Part II.

MIL SPECIFICATIONS. U. S. Military Specification Descriptions. For example, SaudiAramco diesel engine CD is qualified against MIL-L-2104C.

MINERAL SEAL OIL. A highly refined distillate, higher boiling than kerosene, which isused as the fuel in signal lamps.

MILLIPORE FILTER. A commercial name of the manufacture of membrane filters.Saudi Aramco uses this filter for the determination of particulates (dirt and gums) in lightand medium grade lubricants. It is a gravimetric determination in units of milligrams perliter or parts per million.

MINERAL SPIRITS. Naphthas of mixed hydrocarbon composition and moderatevolatility, widely used for cleaning and a variety of manufacturing processes.

MISCIBLE. Mutually soluble to some practical extent. Water and alcohol are miscible;water and petroleum oil are IMMISCIBLE.

MIST LUBRICATION. A system whereby compressed air is passed rapidly across anorifice fed by a liquid oil supply. The resulting low pressure at the orifice causes oil to bedrawn into the air stream and atomized. The oil particles thus suspended are limited insize, resulting in a fine mist which is carried at high velocity to the points of application.The mist is reclassified to a liquid at the point of use. See Part VII.

MOLYBDENUM DISULFIDE. A chemical compound of molybdenum and sulfur whichhas good lubricating properties as a solid or mixed with fluid or grease carriers. Usefulwhen very high temperatures and, or severe load conditions apply.

MULTIGRADE (MULTIVISCOSITY, CROSSGRADE). An oil that meets the lowtemperature viscosity limits of an SAE W number and the 100 C viscosity limits of a non-W number. SAE 15W-40 is an example. See Part III.

NAPHTHA. A generic term covering a range of light petroleum distillates. Included inthis classification are gasoline, kerosene, mineral spirits and a broad selection of otherpetroleum solvents.

NAPHTHENIC. Having the characteristics of naphthenes, which are saturatedhydrocarbons with molecules containing at least one closed ring of carbon atoms.


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NATURAL GAS. Gas occurring naturally in the earth, consisting mainly of methane butalso ethane, propane, butane and minor quantities of heavier materials.

NEAT CUTTING OIL. Non soluble cutting oil (See Part V, Section J-2).

NEUTRALIZATION NUMBER. The specific quantity of a reagent required to neutralizethe acidity or alkalinity of a lube oil sample. New oils may show one or the other as aresult of the refining method or from the characteristics of the additives used. Increasingneutralization numbers may indicate oil deterioration in service and ACID NUMBERS areobtained to confirm the trend. STRONG ACID NUMBERS are considered to be relatedto inorganic acids, such as those derived from sulfur, while the difference betweenTOTAL ACID NUMBER and STRONG ACID NUMBER is attributed to weak (organic)acids, possibly the result of oil oxidation. BASE NUMBERS are similar with TOTALBASE NUMBER being a measure of the alkalinity of the oil, particularly diesel engineoils, largely derived from the additive package used, and STRONG BASE NUMBERusually resulting from contamination with a caustic material. See also pH.

NEWTONIAN FLUIDS. Fluids of which the viscosity is independent of the rate of shear.Single grade crankcase oils and most mineral oils are Newtonian fluids at normaltemperatures. Multigrade oils are non-Newtonian because their viscosity decreases withincreased shear rates. Greases, residuals and some synthetic oils also are non-Newtonianfluids.

NLGI. National Lubricating Grease Institute. See Part III.

NON-SOAP GREASE. Greases manufactured without conventional soap bases. Thesemay be mineral or synthetic oils thickened with clay or synthetic materials. See Part II.

OCTANE NUMBER. A numerical term indicating the relative anti-knock value ofgasoline.

OILINESS. Property of an oil to reduce the coefficient of friction under boundaryconditions. See COEFFICIENT OF FRICTION, BOUNDARY LUBRICATION.

OLEFINS. Unsaturated hydrocarbons which are more reactive, i.e., less stable, thanparaffins. They have the general formula CnH2n.

ORGANIC ACID. An organic compound, with acid properties, obtained from organicsubstances such as animal, vegetable and mineral oils for example as fatty acid.

ORGANIC MATTER. Material derived from living organisms and consisting essentiallyof carbon and hydrogen with minor amounts of other chemical elements. The analog isINORGANIC, i.e., mineral.


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OXIDATION. The process of combining with oxygen. All petroleum hydrocarbons aresubject to oxidation to some extent. In petroleum oils OXIDATION STABILITY meansthat the oil resists oxidizing influences and longer service is obtained. Heat and metalcatalysts accelerates oxidation reactions.

OXIDATION INHIBITOR. Chemical added in small quantities to a petroleum product toincrease its oxidation resistance and, hence, to lengthen its service or storage life. Anoxidation inhibitor may combine with the peroxides formed initially by oxidation, therebymodifying them in such a way as to arrest their oxidizing influence. Or the inhibitor (apassivator) may react with a catalyst either to "poison" it or to coat it with an inert film.

PARAFFIN. Hydrocarbon belonging to the series starting with methane. Paraffins aresaturated with respect to hydrogen. In their high molecular weight form they are solids,such as paraffin wax; lower molecular weights are high quality lubricating oil base stocks.

PCV. Positive crankcase ventilation system for internal combustion engines. It isdesigned to provide positive scavenging of crankcase vapors and return them to the intakesystem. See BREATHER.

PENETRATION. The measurement of the consistency of a grease. See Part II.

PENETROMETER. The apparatus for measuring PENETRATION. See Part II.

PENSKY-MARTENS. Closed cup flash point tester, commonly used to determine fueldilution in crankcase lubes and fuel oils.

PEROXIDE. A relatively unstable oxide containing a relatively high proportion ofoxygen; a higher oxide in which oxygen is held to be joined to oxygen, as in hydrogenperoxide - H2O2.

PETROLATUM. A pale yellow hydrocarbon containing components of microcrystallinewax, used in pharmaceuticals and in some types of rust preventives.

pH. A measure of alkalinity or acidity. NEUTRALIZATION NUMBER is related to thequantity of acid or base forming materials in a solution; pH indicates their intensity. Eitheror both may be used in evaluating an oil in service. pH is the common logarithm of thereciprocal of the hydrogen ion concentration and its value runs from 0, maximum acidity,to 14, maximum alkalinity. The midpoint, pH 7, represents neutrality. Pure distilled waterhas a pH of 7.


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POISE. The unit of absolute viscosity. The shear stress (in dynes per square centimeter)required to move one layer of fluid along another (total layer thickness of one centimeter)at a shear rate of one centimeter per second. Other viscosity measurement methods relyon the force of gravity to supply the shear stress and, thus, are subject to distortion bydifferences in fluid density. Absolute viscosity measurements are independent of densityand are directly related to resistance to flow.

POLAR COMPOUND. One in which the molecule exhibits electrically positivecharacteristics at one extremity, negative at the other. Such a molecule may have twowholly different characteristics. One extremity may be oil-soluble, while the other may bewater-soluble or may have an affinity for metal surfaces. In the latter case, the formulatedproduct would be said to have good metal-wetting properties or to wet the metal surfacepreferentially. Many additives in petroleum formulations are polar; rust inhibitors,emulsifiers, oiliness agents, detergents, etc.

POUR POINT. Lowest temperature (°F) at which an oil will flow, ASTM D97, a factorof significance in cold-weather start-up. Lack of fluidity of a naphthenic oil stems fromthe increase in viscosity, whereas that of a paraffinic oil is brought about by crystallizationof waxy particles. Hence waxy pour point. A paraffinic oil will often flow attemperatures below its pour point, however, if the crystalline structure is mechanicallydisrupted. See also pour depressant under additives.

PPM. Abbreviation for parts per million. For illustration: a postage stamp is 1 ppm of theweight of a man; a large mouthful of food is 1 ppm of all a person eats in a lifetime; a halfblock is 1 ppm of the distance around the world.

R & O. An abbreviation for rust and oxidation inhibited. The term is applied to highlyrefined industrial lubricating oils, the most notable of which is turbine oil.

RBOT TEST. Abbreviation of Rotating Bomb Oxidation Test. This test, ASTM D 2272,is used to determine the oxidation stability of turbine oils. The test oil, water and coppercatalyst are placed in a bomb equipped with a pressure gauge. The bomb is charged withoxygen and pressurized, placed in an oil bath at a constant high temperature and rotatedaxially. The time for the test oil to react with a given volume of oxygen is measured,completion of the time being indicated by a specific drop in pressure.

RECLAIMING: Used for conservation purposes. Reclaiming is defined as the processwhich removes solids and water by simple methods but does not remove unwanted oilsoluble contaminants. End use is usually concrete form oil, or fuels. Refer also toRecycling and Rerefining.


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RECYCLING: For conservation purposes recycling is used to reprocess used oils eitherfor its original use or for a secondary use. Typical reprocessing includes dehydration toremove water, centrifuging to remove solids and water, filtration to remove solids, claytreatment to remove oxidation products etc., and additive replenishment. Refer also toRerefining and Reclaiming.

REDWOOD VISCOMETER. An obsolete method of determining lubricating oilviscosity. See VISCOSITY or Part VIII, Table C.

REFRIGERATION OIL. An oil for use in refrigeration compressors. See Part II.

REREFINING: Used for conservation purposes. Rerefining will usually consist of apretreatment to remove the major portion of unwanted constituents. Distillation withactivated clay in the oil. Filtration to remove the spent clay. Rerefining can produce baseoils which can compare favorably in quality to virgin oils. They can be used in place of80% or more of industrial and automotive products. Refer also to Recycling andReclaiming.

REYN. The standard unit of absolute viscosity in the English system, expressed in the LBSec/in2.

RHEOLOGY. The study of the deformation and flow of matter in terms of stress, strain,temperature and time. The rheological properties of greases are commonly measured byPENETRATION (static state) or pumping studies (dynamic state).

RING OILER. A simple device for carrying oil from a reservoir to a bearing. Seeillustration in Section V, Figure 12.

RUST INHIBITOR. An additive which protects against the formation of rust on metallicsurfaces, either by preferentially oil wetting the surfaces or by neutralizing acids. SeePOLAR COMPOUNDS, OXIDATION.

RUST PREVENTIVES. Compounds which give non-permanent protection to bare metalsurfaces against the effects of moisture. They range from light oil materials to grease-likeconsistencies to asphaltic, brittle shields.

SAE. Society of Automotive Engineers. The organization responsible for theestablishment of many U.S. automotive and aviation standards, including the crankcaseand gear oil viscosity classifications.

SAE VISCOSITY NUMBERS. Two systems for classifying viscosities: one forcrankcase oils, the other for gear oils. See Part III.


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SAPONIFICATION. Conversion into soap, the process by which fats are decomposed bythe action of alkali and the first step in the manufacture of soap-based greases.

SAPONIFICATION NUMBER. A measure of the quantity of fat or fatty oil incompounded oils, usually for the control or identification of added substances.Uncompounded mineral oils have low saponification numbers. Cylinder oils and othercompounded oils have saponification numbers dependent on the amount of fatty materialadded.

SAYBOLT FUROL SECONDS. See VISCOSITY.

SAYBOLT UNIVERSAL SECONDS. See VISCOSITY, also Part VIII, Table C.

SHEAR. Deformation which occurs when parallel planes of a body are displaced relativeto each other in a direction parallel to themselves.

SHEAR STABILITY. Ability of a lubricant such as a grease or a VI-improved oil towithstand mechanical shearing without being degraded in consistency or viscosity.

SHEAR STRESS. The unit frictional force overcome in sliding one layer of fluid alonganother, as in any fluid flow. The unit of measurement is dynes/cm2. For a Newtonianfluid, at any given temperature, the shear stress varies directly with velocity or rate ofshear. The higher the viscosity of a Newtonian fluid, the greater the shear stress per rateof shear. A non-Newtonian fluid is one in which shear stress is not proportional to therate of shear. It may be said to have APPARENT VISCOSITY, a viscosity which holdsonly for the rate of shear and the temperature at which the viscosity is determined.

SIGHT FLUID. The transparent liquid in a sight feed oiler through which the upwardpassage of the oil drops can be observed. Since the drops follow a wire upward throughthis medium, the sight fluid must be immiscible with the oil and it must be more dense.Water and glycerin often are used for this purpose.

SILICONE BASED LUBRICANTS. These are generally used for their good high-temperature properties, but they have several other advantages. They are chemicallyquite inert, repel water, are non-toxic and electrically insulating. They can be obtained in avery wide range of viscosities, but are not good boundary lubricants for steel.

SLUDGE. Insoluble material formed as a result either of deterioration reactions in an oilor by contamination of the oil, or both.

SLUMP. A characteristic of grease to settle to the bottom of the container, an importantconsideration in planning pump suction systems. See CHANNEL.


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SOAP. The metallic salt of an acid derived from animal or vegetable matter, used in themanufacture of grease. Soaps of lithium, sodium, calcium, barium or aluminum are theprincipal thickeners used in greases.

S.O.A.P. Acronym for Spectrometric Oil Analysis Program. Using a spectrometer as avital part of a lube oil analysis program. Refer to Spectrometric Oil Analysis.

SOLVENCY (SOLVENT POWER). Ability to dissolve, to put into solution, and thus toproduce a homogeneous physical mixture like that of sugar dissolved in water. Hencesolvent, a liquid with a particularly high solvency for a certain class of substances.Petroleum solvents are among the most common. They include: mineral spirits, Stoddardsolvent, xylene, toluene, napthas, hexane, heptane. Solvency is related to chemicalsimilarity, and, for substances soluble in hydrocarbons, some petroleum solvents havemore solvency than others.

SOLVENT REFINED. A refining technique to improve the quality of base oils usingselective extraction of undesirable components by means of solvents.

SOLUBLE CUTTING OIL. A mineral oil containing additives which permit the oil to beeasily mixed with water. See EMULSION.

SPECIFIC HEAT. The ratio of the quantity of heat required to raise the temperature of abody one degree to that required to raise an equal mass of water one degree.

SPINDLE OIL. Low viscosity, typically in the range 2.0 to 20 .0 centistokes at 40 C, oilof high quality for the lubrication of textile and machine tool spindles. It should containrust and oxidation inhibitors and may contain anti-wear agents to control wear during startup.

SPECIFIC GRAVITY. See GRAVITY.

SPECTROMETRIC OIL ANALYSIS. An oil analyzing technique using a spectrometerto detect qualitatively and quantitatively wear and additive metals in lubricating oils.Widely used for the analysis of lube oils; is particularly useful when analyzing crankcaseoils. The main disadvantage is the inability to detect particle sizes greater than around10 microns.

SSU. ALSO SUS. Common abbreviations for Saybolt, Seconds, Universal the Americanviscosity reporting system for petroleum oils. Superseded by the ISO system.


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STICK-SLIP. Erratic motion characteristic of some machine tool slideways. It is causedby the reciprocating action, the slow speed and the fact that the starting friction is greaterthan the running friction. This undesirable action usually can be controlled by the specialway oils which are used in precision machine tools.

STLE. Society of Tribologists and Lubrication Engineers. An organization founded forthe advancement of triblogy; including all aspects of lubrication. Previously known as theAmerican Society of Lubrication Engineers.

STOKE. The unit of kinematic viscosity. See VISCOSITY.

STRAIGHT MINERAL OILS. Oils which do not contain compounds or additives.

SURFACTANT. A surface-acting agent such as a detergent. Their molecules consist oflong hydrocarbon chains (which are insoluble in water) attached to acid groups (which aresoluble in water).

SULFATED ASH. The residue that remains after a sample of oil has been combustedunder prescribed conditions and reduced to a constant weight by heating in the presence ofsulfuric acid. It is used as a check on the amount of metallo-organic additives present inthe oil. See Part II.

SUS. Abbreviation for Saybolt seconds, Universal - See SSU.

SURFACE TENSION. The contractile surface force of a liquid by which it tends toassume a spherical form and to present the least possible surface. It is expressed indynes/cm or ergs/cm2.

SYNERESIS. Loss of the liquid component from a grease, caused by shrinkage orrearrangement of the structure. It may be due to either physical or chemical changes inthe thickener and is a form of bleeding.

SYNERGISM. A phenomenon wherein the mixed effect of two influences is greater thanthe sum of the two influences acting separately.

SYNTHETIC LUBRICANTS. Those produced by chemical synthesis rather than byextraction or refining.


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TEMPERATURE. The intensity of heat measured by various scales. Water freezes at0 °C (32 °F) and boils at 100 °C (212 °F). The Celsius scale is in common use in nearlyevery part of the world except for the United States which is adapting, albeit slowly. TheRankine scale is based on the Fahrenheit unit where 0 °R = -460 °F. The Kelvin scale isbased on the Celsius unit, where 0 °K = -273 °C. "Centigrade" is the obsolete name forCelsius and it is the more commonly used. See Part VII, Table A.

TEXTURE. The appearance or feel of a grease, which can be described as buttery,fibrous, stringy, short fiber, resilient, etc.

THERMAL STABILITY. The property of a fuel or lubricant which indicates its ability toresist cracking and decomposition when exposed to high temperatures.

THICKENERS. Solid particles which are dispersed in a liquid to form the structure of alubricating grease. See SOAP and NON-SOAP.

THIN FILM LUBRICATION. See BOUNDARY LUBRICATION.

THIXOTROPY. The property, usually reversible, of some gels and greases to undergochanges in consistency when subjected to a shearing action. Thus, the portion of a greasein a bearing that undergoes shearing will soften during operation but generally will returnto its normal plastic state when the agitation stops.

TIMKEN OK LOAD. A measure of the EP properties of a lubricant. It uses a standardsteel roller rotating under load against a steel block. The OK Load is the heaviest that canbe carried without scoring.

TORQUE FLUID. Lubricating and power-transfer medium for industrial and automotivetorque converters. Possesses the lubricating properties required for associated gearassemblies and is compatible with seal materials. Available in a selection of grades to meetthe specifications of different equipment manufacturers.

TOTAL ACID NUMBER (TAN). See NEUTRALIZATION NUMBER.

TOTAL BASE NUMBER (TBN). See NEUTRALIZATION NUMBER.

TOTAL SOLIDS. A centrifuge test used to determine the percent by volume or weight ofthe total Insoluble material in a sample. Saudi Aramco uses a modified ASTM D893Procedure B to determine the total finely divided material, soot gums, wear metals, etc,suspended in a crankcase engine oil.

TRANSFORMER OIL. See INSULATING OIL.


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TRIBOLOGIST: A specialist in the discipline of Tribology

TRIBOLOGY: The study of the phenomena and mechanisms of friction, lubrication, andwear of surfaces in relative motion.

TURBINE. A machine for converting the heat energy of steam or combustion gases tokinetic energy by action or reaction with respect to fixed and rotating blades. See Part V.

TURBINE OIL. Top-quality rust- and oxidation-inhibited oil that meets the rigidrequirements traditionally imposed on steam-turbine lubrication. Reputable turbine oilsare also distinguished by good demulsibility, a requisite of effective oil-water separation.Turbine oils are widely used in exacting applications for which a long service life anddependable lubrication are mandatory. This applies to circulating systems, compressors,hydraulic systems, gear drives, and other precision equipment. Turbine oils are also usedas heat transfer fluids in open systems, where oxidation resistance is of primaryimportance. See also R & O Oils.

UNDERWRITERS' LABORATORIES, INC. (UL). A U.S. non-profit organizationdevoted to the establishment and dissemination of fire prevention information, supportedby tests and specifications directed at the reduction of fire hazards.

UNSATURATED. In petroleum parlance, hydrocarbons that are not satisfied withrespect to hydrogen, such as the olefin series, ethylene and butene.

UNWORKED PENETRATION. See Part II.

USP. U.S. Pharmacopoeia, an independent organization known for the maintenance ofpharmaceutical standards. USP white oils and petrolatums meet FDA requirements andare suitable for internal and medicinal use.

VAPOR PRESSURE. The pressure exerted by the vapors released from a liquid at agiven temperature, in a sealed container. The vapor pressure of water at 100 °C, forexample, is one atmosphere. REID VAPOR PRESSURE is widely used as a measure ofthe volatility of gasoline and is the absolute vapor pressure of a liquid at 100 °F.

VACUUM DEHYDRATION - A process for removing both free and dissolved water,light hydrocarbons. And dissolved gases in oils. This process has been used mainly ontransformer oils but is now widely accepted for reclaiming of turbine, refrigeration, seal,oils. It is possible to reduce soluble water to less than 20 parts per million with thisspecialized equipment.

VARNISH. As applied to lubrication, a deposit resulting from oxidation andpolymerization of fuels and lubricants. It is similar to but softer than lacquer.


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VISCOMETER (VISCOSIMETER). Apparatus for measuring viscosity.

VISCOSITY. The measure of a fluid's resistance to flow. Ordinarily it is expressed interms of the time required for a standard quantity of the fluid at a given temperature toflow through a standard orifice. The higher the reading, the more viscous the fluid. Sinceviscosity varies inversely with temperature, its value is meaningless unless accompanied bythe temperature at which it is determined.

Following are the most common viscosity measurement methods: (See Part VIII, Table Cfor conversion factors and Part II for additional explanation.)

1. ABSOLUTE VISCOSITY, expressed in POISE. 1 P = 1 dyne second/centimetersquared (dyn.s/cm2)

2. To avoid complex decimals, CENTIPOISE is used, being Poise X 0.01, againexpressed as dyn.s/cm2.

3. KINEMATIC VISCOSITY is most commonly used throughout the world. It isobtained by dividing the absolute viscosity by the density of the material beingmeasured. The basic expression is STOKE (1 centimeter squared per second) andthe expression used in commerce is the CENTISTOKE, or cSt (0.01 Stoke). Thevalue of one centistoke is one millimeter squared per second (1 mm2/sec).

4. SAYBOLT SECONDS UNIVERSAL (SSU or SUS) is the number of secondsrequired for 60 milliliters of oil to flow through the orifice of the standard SayboltUniversal Viscosimeter (viscometer) at a given temperature. Standardtemperatures are 70, 100, 130 or 210 °F. This measurement was widely used inthe United States although now replaced by the ISO-coherent kinematic units(cSt).

5. SAYBOLT FUROL SECONDS (SSF) are the number of seconds required for60 milliliters of oil to flow through the orifice of a standard Saybolt FurolViscosimeter at a given temperature. Standard temperatures are the same as forSaybolt Universal. The capacity of the Furol viscosimeter is approximately tentimes that of the Universal apparatus. The derivation of the word "Furol" is fueland road oils and it is for these that it principally is used.

6. REDWOOD STANDARD SECONDS (or REDWOOD NO. 1) are the number ofseconds required for 50 milliliters of oil to flow through the orifice of theRedwood Standard (No. 1) Viscosimeter at a standard temperature. Redwoodunits formerly were the standard measurements for viscosity in Great Britain;however, they have been replaced by the ISO-coherent kinematic units (cSt).


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7. REDWOOD ADMIRALTY SECONDS (or REDWOOD NO. 2) are the numberof seconds required for 50 milliliters of oil to flow through the orifice of theRedwood Admiralty Viscosimeter at a standard temperature. It is to RedwoodStandard as Saybolt Furol is to Universal.

8. ENGLER SECONDS are the number of seconds required for 200 milliliters of oilto flow through the orifice of the Engler Standard Viscosimeter at a giventemperature. Engler values were the norm in Europe until the advent of kinematicexpression.

9. ENGLER DEGREES are Engler seconds divided by the time in seconds requiredfor 200 milliliters of water at 20 °C to flow through the orifice of an Englerinstrument. This is similar to RELATIVE VISCOSITY and SPECIFICVISCOSITY, both of which compare the viscosity of one fluid to that of another,usually water.

VISCOSITY INDEX. The relationship between viscosity changes of various oils withgiven changes in temperature. The perfect oil, as far as viscosity is concerned, would haveconstant viscosity, regardless of temperature. No such oil exists; they all are reduced inviscosity ("thin out") with increased temperature and become more viscous ("thicken") atlow temperatures. However, all oils do not react to temperature changes in the samefashion. Some are more resistant to change than others and it is this difference which isrepresented by VI, or viscosity index. Oils which change the least have "high VI" and oilswhich change the most have "low VI". See Part II.

VISCOSITY INDEX IMPROVER. Additives which improve the VI of an oil, make itless susceptible to viscosity change with temperature. These usually are long chainpolymers and the more modern examples are relatively resistant to shear. Typicalapplications are multigrade engine oils, 20W- 50, for example, and high VI hydraulic oils.

VISCOUS. Possessing viscosity, frequently used to imply high viscosity.

VOLATILITY. The relative ease with which a liquid is converted into a vapor state. SeeVAPOR PRESSURE.

WATER. Several methods are used for determining the amount of water in a petroleumproduct:

1. Bottom Sediment and Water (BS&W). A gross method to determine the presenceof large quantities of water or other contaminants.

2. Water by Distillation. Used to measure small amounts of water, measured in waterpercent volume.


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3. Water by Karl Fischer Method. The most accurate, but most time-consuming,method for quantitatively measuring small quantities of water, measured in partspre million.

4. Dielectric Strength. Used to determine the presence of minute quantities of waterin insulating oils, measured as the voltage required to cause a spark to passbetween two plates immersed in the oil to be tested. If water is present, thevoltage will be lower but the method does not provide a quantitative value.

WAX. Petroleum waxes, from petroleum crudes, are produced directly (paraffin) or asby-products of lube oil manufacture (slack wax, scale wax).

WAY LUBRICANT. Special oil for use on machine tool ways. See STICK-SLIP.

WEAR. The attrition or rubbing away of the surface of a material as a result ofmechanical action. Wear is the subject of a separate scientific discipline known asTRIBOLOGY.

WET GAS. Gas, occurring naturally or produced by some refinery processes, thatcontains recoverable gasoline fractions.

WETTING AGENT. A polar compound which has the property of modifying thecharacteristics of the contact between a liquid and a solid surface to promote more rapidand complete wetting of the surface. They are used in rust inhibitors, detergents and otheradditives. See POLAR COMPOUND.

WHITE OIL. Highly refined oil, practically colorless. See USP WHITE OIL.

ZDP AND ZDDP. Initials for zinc dialkyl dithiophosphate, which is widely used as anextreme pressure agent in motor oils to protect heavily loaded valve train mechanisms(particularly the chamshaft and cam followers), from excessive wear; also used as an anti-wear agent in hydraulic fluids and certain other applications. ZDDP is also an effectiveoxidation inhibitor. Oils containing ZDDP should not be used in engines, or hydraulicpumps and motors containing silver bearings.


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PART IX - BRAND COMPARISONS

A. Saudi Aramco Brand Names and their SAMS Numbers against major Vendor BrandNames

The following list shows the major vendor branded products and their nearest SaudiAramco brand equivalents. This list can be used to select those Saudi Aramco brandswhich correspond to equipment vendor's recommended lubricants as shown in instructionmanuals and on attached nameplates.

The list covers all Saudi Aramco branded lubricants as given in the SAMS catalog with theexception of sub classes: 09; (Valve Lubricants), 10; (Instrument Lubricants), 11;(Specialty Lubricants), and 12; (Fuels). Sub classes 09, 10, 11 and 12 are single sourcespecial requirements and listing equivalent brands is not considered practical.

Note: Vendor brand names are subject to change and the same names are not always usedin all countries. In addition brands shown as comparable are not necessarily directequivalents in performance. The list should therefore, be used with discretion. If indoubt, the Lubrication Engineer should be consulted.


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ARAMCO BRAND COMPARISON LIST

CIRCULATING OILS -TURBINE & MACHINERY (SUB CLASS 01)*

SAUDI ARAMCOBRAND

SAMSNUMBER CALTEX GULF TEXACO EXXON** MOBIL SHELL PETROMIN

TURBINE OIL 32 26-001-140(55G)

26-001-150(BULK)

REGAL OILR & O 32

HARMONY32

REGALOIL R & O32

TERESSO32

DTE OILLIGHT

TURBO 32 TURBINEOIL T 32

TURBINE OIL 46 26-001-230(5G)

26-001-240(55G)

26-001-250(BULK)

REGAL OILR & O 46

HARMONY46

REGALOIL R & O46

TERESSO46

DTE OILMEDIUM


TURBINE OIL 68 26-001-330(5G)

26-001-340(55G)

REGAL OILR & O 68

HARMONY68

REGALOIL R & O68

TERESSO68

DTE OILHEAVYMEDIUM


MACHINERYOIL 150

26-001-430(5G)

26-001-440(55G)

RANDO OIL150

HARMONY150

REGALOILR & O 150

TERESSO150

DTE OILEXTRAHEAVY

TELLUS150

TURBINEOIL C 150

MACHINERYOIL 320

26-001-530(5G)

26-001-540(55G)

RANDO OIL320

HARMONY320

REGALOILR & O 320

TERESSO320

DTE OILAA

TELLUS320

TURBINEOIL C 320

MACHINERYOIL 460

26-001-630(5G)

26-001-640(55G)

RANDO OIL460

HARMONY460

REGALOILR & O 460

TERESSO460

DTE OILHH

TELLUS460

TURBINEOIL C 460

*Note: Certain vendor turbine oil contains zinc based additives, such oils are unsuitable for use in sour gas compressorservices. Saudi Aramco branded oils are zinc free. Saudi Aramco branded oils can be used to replace vendor gradesshown on this list but the reverse is not necessarily the case. Contact the lubrication engineers for furtherinformation.

**Note: Exxon turbine oils are known as Teresstic in the U.S.A. Teresstic and Tresso products are identical.


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GEAR LUBRICATIONS (SUB CLASS 02)

ARAMCOBRAND

SAMSNUMBER CALTEX GULF TEXACO EXXON MOBIL SHELL PETROMIN

AUTOMOTIVEGEAR LUBE140

26-002-130(35LB)

26-002-140(400LB)

MULTIPURPOSETHUBANGL5 EP 140

GEAR MP85W-140

MULTIGEARLUBRICANTEP85W-140

ESSO GEAROIL GX 85W-140

MOBILUBEHD85W-140

SPIRAXHD 140

GEARBOXOIL HD 140

GEAR LUBEEP 220

26-002-230(35LB)

MEROPA220

E.P. HD 220 MEROPA220

SPARTANEP 220

MOBILGEAR 630

OMALA220

GEARLUBEEP 220

GEAR LUBEEP 460

26-002-330(35LB)

MEROPA460

E.P. HD 460 MEROPA460

SPARTANEP 460

MOBILGEAR 634

OMALA460

GEARLUBEEP 460

GEAR LUBEEP 1000

26-002-430(35LB)

MEROPA1000 - - - - - -

POWER TRANSMISSION OIL (SUB CLASS 03)

ARAMCOBRAND


TRANSMISSIONOIL D II

26-003-340(55G)

TEXAMATICFLUIDDEXRON II

GULF ATFDX

TEXAMATICFLUID6673

AUTOMATICTRANS-MISSIONFLUIDDEXRON II

ATF 220 AUTOMATICTRANS-MISSIONFLUIDDEXRON II

AUTOMATICTRANS-MISSIONFLUIDDEXRON II

HYDRAULIC OILAW 68

26-003-140(55G)

RANDO OILHD 68

GULFHARMONYAW 68

RANDO OILHD 68

NUTO H68 DTE 26 TELLUS 68 HYDRAULICOIL AW 68


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GREASES (SUB CLASS 04)

ARAMCOBRAND


ALL PURPOSEGREASE EP 1

26-004-130(35LB)

SPECIALMULTIFAKEP 1

GULFCROWNEP 1

MULTIFAKEP 1

BEACONEP 1

MOBILITHAW1ORMOBILUXEP 1

ALVANIAEP 1

EP GREASENO. 1

ALL PURPOSEGREASE EP 3

26-004-202(1 LB)

26-004-230(35LB)

26-004-240(400LB)

SPECIALMARFAKALLPURPOSE 3

GULFCROWNEP 3

- - MOBILITHAW3

- EP GREASENO. 3

BALL BEARINGGREASE 2

26-004-330(35LB)

RPMGREASESRI 2

- - - - DOLIUM R -

POLYETHYLENEGREASE 1

26-004-430(35LB) - -

COUPLINGGREASE

HI-SPEEDCOUPLINGGREASE

- - -

ENGINE AND GAS TURBINE OILS (SUB CLASS 05)

ARAMCOBRAND


DIESELENGINE OILCD

26-005-130(5G)

26-005-140(55G)

RPM DELO 300OILSAE 40

SUPERDUTYMOTOROIL(SAE 40)

URSA OILLA-3SAE 40

ESSOLUBEXD-3SAE 40

DELVAC1340(SAE 40)

RIMULAU 40(SAE 40)

DIESEL OILSUPER HD-3(SAE 40)

DIESELENGINE OILEMD

26-005-240(55G)

RPM DELO6200 OILSAE 40

- TARO 4-80 DIOL RDXSUPER P(SAE 40)

MOBILGUARD450(SAE 40)(13.5 TBN)

CAPRINUSOIL HTD 40

ENGINE OILRR 4020

GAS TURBINEOIL 32

26-005-340(55G)

GAS TURBINEOIL 32

GASTURBINEOIL HT-2

GASTURBINEOIL 32(TL 9794)

TERRESTICGT 32

DTE 724 - TURBINE OILGE 32

SYANTHETICGAS TURBINEOIL 5

26-005-430(5GA)

26-005-440(55GA)

- - - TURBO OIL2380

MOBILJET OIL II

- -

DIESELENGINE OIL15W-40

26-005-530(55G)

RPM DELO 600MULTIGRADE

GULFSUPERFLEET

URSAPREMIUM15W-4O

- DELVAC1300SUPER15W-40

RIMULASUPER

TURBODIESEL C


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INSULATING AND REFREGERATION OILS (SUB CLASS 06)

ARAMCOBRAND


INSULATING OIL 26-006-140(55G)

TRANSFOR-MER OIL

TRANS-CREST H

TRANSFOR-MER OIL

UNIVOLT54

MOBILECT 24 DIALA A TRANSFOR-MER OIL B

REFRIGERATIONOILRECIPROCATING

26-006-220(1G)

26-006-240(55G)

CAPELLAOIL WF 68

ESKIMO 68 CAPELLAOILPREMIUM 68

ZERICES 68

GARGOYLEARCTIC 300

CLAVUS68

REFRIGERA-TION OIL HM-68

PRESERVATIVE LUBRICANTS (SUB CLASS 07)

ARAMCOBRAND


PENETRATINGOIL

26-007-102(16OZ)

26-007-130(5G)

PENETRATINGOIL

- GRAPHITEDPENETR-ATING OIL

PENET-RATINGOIL

SPRING OIL DONAX P -

RUSTPREVENTIVE

26-007-230(5G)

26-007-240(55G)

RUSTPROOFCOMPOUNDL

- RUSTPROOFCOMPOUND L

RUSTBAN MOBILARMA 355

ENSISFLUID 224

-

OPEN GEAR &WIRE ROPELUBRICANT

26-007-302(1 LB CAN)26-007-330

(35LB)

CRATER 5XFLUID

LUBCOTEFLUIDNO. 5

CRATER 5XFLUID

SURRETFLUID N700 K

MOBILTAC325 NC

CARDIUMEP FLUIDB

OPENGEARLUBE


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METAL WORKING FLUIDS (CUTTING OIL & COOLANT) (SUB CLASS 08)

ARAMCOBRAND


GENERALPURPOSECUTTING OIL

26-008-130(5G)

TRANSULTEXPC

- TRANSULTEXF

DORTAN 34 MOBILMET47

GARIA B -

HEAVY DUTYCUTTING OIL

26-008-230(5G)

SULTEX D - SULTEX D PENNEX 45 MOBILMETUPSILON

GARIA C -

SOLUBLE OIL 26-008-330(5G)

SOLUBLE OILGP

GULFCUTSOLUBLEOIL

SOLUBLE OILD

KUTWELL60

MOBILMETS-43

DROMUSD

SOLCUT

HONING OIL 26-008-430(5G)

CLEARTEX A - CLEARTEX A DORTAN 56 MOBILMET33

MACRONB

-

SYNTHETICGRINDINGFLUID

26-008-530(5G)

- - STARCOOL KUTWELL82

- - -

MACHINEWAYLUBRICANT

26-008-630(5G)

WAYLUBRICANT220

- WAYLUBRICANT220

FEBIS K220 VACTRAOIL NO.4

TONNAT 220

WAY OILNO. 4


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PART X

ATTACHMENT

LUBE OIL CONDITION MONITORING SYSTEM (OCM)

The following attachment: “Lube Oil Condition Monitoring System (OCM)”, sub heading:“Plant System Users Manual” describes the operation of the new client/server Lube OilCondition Monitoring Program for the benefit of the field user.

Documents

MANLUBE.PDF