Sale Mobil Jet Oil 254
Analysis of metals is accomplished primarily as a tool to help monitor the condition of the bearings and gears of the jet engine and gearbox. ExxonMobil Aviation Lubricants uses 10 PPM as a gross limit for all metals (except phosphorous) monitored in jet oils. This is based on the general observation over the past 20 years that most engines operating satisfactorily produce wear metal levels close to zero. Most engines that have a wear metal result greater than 10 PPM usually have a wear anomaly. Having said that, the use of an absolute limit in wear metals is not nearly as significant and useful for analyzing problems in the jet engine oil system as the trending upward or downward of a given wear metal, or a group of wear metals.
Trending is important in identifying wear or damage of bearings and gears. These results can be combined with oil filter inspection, vibration results and/or chip detector inspection.
The metals monitoring helps to identify slow progressing damage to gears, bearings and spinning bearing races when the wear particles are in the 1-5 micron size.
In analyzing the wear metals results it is important to have a knowledge of the metals used in the engine under construction. The values of the wear metals should be plotted on a graph against engine operating hours. The most common wear metal to show movement is Iron because most bearings have a high percentage. Depending on the bearing metal composition, if a bearing fails, many times the Iron level will increase accompanied by another metal such as Chromium (which may be the second highest compositional metal in the bearing).
Upward movement of Iron and Titanium and Chrome may indicate a spinning bearing outer race if the engine case is Titanium.
Catastrophic failures of mechanical parts in the oil system usually generate large metal particles which are not easily analyzed by spectrometric oil analysis, but can be analyzed by other means such as ferrography and debris analysis from magnetic chip detectors.
Silicon may indicate either dirt contamination in the oil sample or ingestion of dirt/dust in the engine inlet system. Another source can come from excessive use of Silicone-containing sealants to seal certain parts of the engine/gearbox.
High levels of this type of Silicone can result in oil foaming and possible loss of lubricating qualities and heat transfer capabilities. Inspection of the engine oil filter will many times provide the answer to Silicate (dirt) or Silicone. A foam test on the used oil may be needed if Silicone contamination is suspected.
Below is a typical trend plot of wear metals indicating possible abnormal bearing wear.
Phosphorus is measured as one of the metals, but it is not an engine wear metal. It is one of the additives used in the oil that provides anti-wear capability. Its value can decrease while it is functioning normally. However, a significant decrease of over
50 percent in the first 100 hours of operation may be cause for concern. This may indicate significant metal-to-metal rubbing of moving elements which could be an early indication of an abnormal bearing or gear failure.
It is important to determine the level of phosphorus in new oil and to trend its value. Occasionally, an increase in measured phosphorus may indicate contamination with other phosphorus containing oil (i.e. phosphate-ester hydraulic fluid) that could have deleterious effects on the oxidation stability of the jet oil.
Download MSDS Mobil Jet Oil 254
THE TOXICITY OF COMMERCIAL JET OILS
Mobil Jet Oils - Equipment Builder Reference Guide
World Jet Fuel Specifications
World Jet Fuel Specification old
* Evaluation Mobil Jet
* Advantages Mobil Jet Oil 254
* Three Jet Oils
* Oil Lifetime
Mobil Jet Oil 254 - Synthetic oil is a third-generation, extra high performance, synthetic aircraft-type gas turbine lubricant engineered to meet the performance requirements for gas turbine engines.
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