Failure Analysis Report Doc No: OR 111004085100

Subject: C32 Engine / Seized Idler Gear

Branch: Togo Equipements Dealer Code: K315

Customer Site
SNPT Dagbati (Togo)
Authored by
Name: Guillaume ABRIAL Title: Technical Expert Date: 20-July-2022

Component Information
Component Description: Engine Comp Hours: 8,621 HRS
Comp Serial N°: DLT01092 Installation Date: [07]-[Jun]-[2019]
Comp Arr/GP N°: 467-5380 Date Comp Failed: [04]-[Feb]-[2022]
Machine Model: 777E Mach Hrs Install 0 HRS
Machine Serial N°: KDP01088 Mach Hrs Removed: 8,621 HRS
Equipment, Customer N°: E04 Previous status Brand New
Within the warranty
Equipment Location Dagbati (Togo) PPE Expired
period coverage
Failed part number 320-1237 DSN number CRM-1861957-Y5S1

SIMS Information
Rendered
Part# Description Qty Code Group # Comments
Inoperable
Idler Gear
3201237 Idler Gear 1 89 4754924 Yes
Overloaded

Supporting Documentation required

# Description Y/N Comments
SEBD1228: Analyzing A
1 N Certain preliminary on-field investigations missing
Major Engine Failure
Product Delivery service
2 N Machine commissioned by the dealer on June 7th 2019
Rcd

3 Installation check list N Not concerned

Repair maintenance
4 N
history
Oil sampled only at the failure event (result not representative).
5 SOS history N
Go to SOS Analysis

6 Coolant Analysis N No SOS program

PSR and VIMS downloaded after the failure

7 ET/VIMS data Y
Go to Electronic Data & Payload Overload

8 Performance Test data N Not concerned

Page 1 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

Failure Outline: Contains expected summary of complaints and high-level failure description

777E OHT (S/N: KDP01088) with its stock engine operates on phosphate mine in Togo. On February 4th 2022
at the morning, the PM was carried out from the main workshop in Kpogamé and then, the OHT was sent to
the Dagbati jobsite at around 20 km.

Upon arrival to the site in the afternoon, the customer’s mechanical staff has performed the PM for the second
time without knowing that the engine had already been drained. Finally, the OHT was released to the
operations at around 16h00. Around 19h30, the operator heard a noise and immediately stopped the loaded
truck on a flat and safe area.

When the dealer on-field technician came to the scene, he found an OHT in the mining pit, with a load in the
body and an engine impossible to crank or rotate by hand.

Background/Observations: Contains reasonable pertinent history, observations, and facts

The first investigations from the on-field technician reported:

• Engine seized, impossible to crank or rotate by hand
• Overheating signs on the air compressor
• Overheating signs on the rear timing cover
• No debris or a lot of particles gathered by the oil filters

During the tests on the jobsite, the on-field technician removed the air compressor while its lubrication hose
was never found.

Facts/Observations:

 Fact 1 (Electronic Data):

While they are not related to the root cause, we summed up the DTC in relationship with the failure mode.
Certain conditions found throughout the events can then explain some physical evidence discovered during
the AFA. At least, events can be used to learn lessons from bad practices and implement the required
corrective actions.
Go to Electronic Data

 Fact 2 (SOS Analysis):

Unfortunately, the equipment was not monitored by the SOS program and we are unable to analyze history,
trends and changing conditions. As recommended by SM SEBD1228 “Analyzing A Major Engine Failure”,
only one oil sample was taken after the catastrophic failure but it is not representative due to the fresh oil filled
at the PM just a few hours before the event.
Go to SOS Analysis

 Fact 3 (Payload Overload):

Despite the incomplete and inaccurate electronic data, the payload overloads are logged during all the service
life of the OHT. Given the application and the utilization, operation abuses seem to be a common practice on
the site either by hauling or by towing.
Go to Payload Overload

Page 2 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 4 (Wear Signs on the Hoist Pump):

In case of overloaded body raising up, an increase in force will transform into an increase of pressure with
equal surface cylinder (P = F/S). Thus, high wear level was detected in the hoist pump installed on the OHT:
Teeth deflection, consecutive backlash, polishing on the external sides of the bushings and significant scoring
in the gear case housing are all evidence of excessive overload for a pump.
Go to Wear Signs on the Hoist Pump

 Fact 5 (Wear Signs on the Transfer Gearbox):

The force distribution from the teeth center does not compromise the alignment of the gear train and yet,
symptoms of advanced wear exist already: destructive pitting, case crushing, chipping, lipping and even
spalling. While the transfer gearbox links the hoist pump to the engine, it seems to be affected by the
cumulative load on the gear train.
Go to Wear Signs on the Transfer Gearbox

 Fact 6 (Engine Overheating):

Based on the electronic data, consequences of overheating were detected in the engine. Among other things,
overheating can impact the turbochargers and the cylinder heads as described in this fact. However,
overheating can also affect the properties of the oil by decreasing the viscosity, increasing the oxidation and/or
sulfur product formation in the oil.
Go to Engine Overheating

 Fact 7 (Fuel Injectors Leaking):

Even without an SOS program, there are several reasons to believe that the engine has suffered from fuel
dilution for some time. The symptoms described in this fact seem to confirm the assumption reported by the
CPI #432651.
Go to Fuel Injectors Leaking

 Fact 8 (Compressor Wheels):

During our analysis, the contamination effects on the engine were examined and we paid particular attention
to the turbochargers which are particularly susceptible to erosive wear. No significant signs of wear were
detected on the compressor wheels, which excludes a possible source of contamination from the intake
system.
Go to Compressor Wheels

 Fact 9 (Connecting Rod Bearings):

The connecting rod bearings have severe wear for their age but not enough to seize an engine, with a surface
layer of corrosion, dull black and slightly bluish, cavitation/erosion wear as well as abrasive wear.
Nevertheless, they constitute a witness for certain anomalies gathered during the engine life. The abrasive
wear occurred after the corrosion of the tin flash layer describes the sequence of failure events.
Go to Connecting Rod Bearings

 Fact 10 (Main Bearings):

The main bearings exhibit an advanced wear with polishing, smearing and abrasive wear: The copper bond
is visible in places. In order to establish a possible correlation with the wear of the various bearings presented
in the AFA, we also show the particles and debris collected from the oil sump.
Go to Main Bearings

 Fact 11 (Timing Gear Layout):

Timing gear layout represents an overview of the timing and attachment pinions with their relationship to each
other. In a gear train, the most damaged gear is often close to the origin of the failure. However, the specificity
of our failure mode is that 2 zones without direct links are particularly damaged: the air compressor and the
idler gear.
Go to Timing Gear Layout
Page 3 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 12 (Power Chart of the Hydraulic Pumps):

As soon as doubts remained on the overload/damage causality, pressure tests were to check the adjustment
of the stock pressure relief valves taken from the 777E OHT (S/N: KDP01088), and to provide the pressures
of the related systems in the different operating conditions (standby pressure at low/high idle and cutout
pressure).
Go to Power Chart of the Hydraulic Pumps

 Fact 13 (Tribology Applied to the Idler Gear):

Tribology is the study of the science and technology of interacting surfaces in relative motion and
encompasses the study and application of friction, wear, lubrication and related design aspects. Through the
tribology, we explain the correlation of the load, the velocity, the temperature, the viscosity, the oxidation and
the whipping on the oil film thickness such as the failed idler gear (P/N: 320-1237).
Go to Tribology Applied to the Idler Gear

 Fact 14 (Oil Gallery Plugged):

Due to adhesive wear on several bearings, all the oil galleries were checked with borescope and suitable light.
From the engine main galleries to the air compressor, no restriction was detected with the exception of the
plug resulting from the lead-tin melting of the idler gear during the rise in temperature of the bushing. The idler
gear shaft was sectioned in order to examine in more detail the depth and the composition of the plug.
Go to Oil Gallery Plugged

 Fact 15 (Overheating in Timing Gear Case):

Metal-to-metal contact caused by adhesive wear of the idler gear bushing resulted in a temperature rise in the
rear gear train. From the various symptoms, we estimate the temperature exceeded 600°C at the pinion
circumference and 1,000°C in the gear core, near the bearing.
Go to Overheating in Timing Gear Case

 Fact 16 (Adhesive Wear in Idler Gear):

Adhesive wear between the shaft and the bushing is clearly marked with the melting of all the multiple layers
resulting from the construction of the bushing (P/N: 7N-2910). As a second effect, adhesive wear was also
formed between the idler gear and the bushing when this last one started for spinning inside.
Go to Adhesive Wear in Idler Gear

 Fact 17 (Overheating in Air Compressor Assembly)

As a second hotspot after the timing gear case, the air compressor exhibits signs of overheating. The
temperature rose from the crankshaft where the journals reached the highest temperatures based on the
bearing backsides.
Go To Overheating in Air Compressor Assembly

 Fact 18 (Adhesive Wear in Air Compressor)

Inside the air compressor, the adhesive wear between the rod bearings and the crankshaft has welded the
half-shells to the connecting rod journals. In a logical continuation of the failure mode, the adhesive wear
occurred for a short period at the end of the failure timeline.
Go To Adhesive Wear in Air Compressor

Page 4 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

Conclusion

Despite the inaccuracy of the provided electronic data and described through the Fact 3: Payload Overload,
the overloads and operation abuses appear to be well established and confirmed by the overload symptoms
identified after disassembling the hoist pump and the transfer gearbox. Overloads and improper use can also
increase the risk of the engine overheating. In parallel with the operation abuses, a fuel dilution in the oil is
highly probable and can be affirmed given the condition of the injector seals.

Besides the drop in oil viscosity due to the fuel dilution, additional chemical reacts produced by the high sulfur
content from the LRC fuel (> 2,000 PPM) can be assumed which raises up oil degradation and contributes to
acid attacks onto the bearings. According to the effective AFA and the aforementioned evidence, the most
probable root cause is a combination of several factors applied on the weakest link from a gear train which
involves the idler gear with the smallest diameter, and therefore the highest velocity.

As demonstrated by the Fact 13: Tribology Applied to the Idler Gear, a combination of a heavy load, low
speed, low viscosity, oil oxidation, high temperature… can contribute to the rupture of the oil film.
Nevertheless, the failure could occur in two stages with a first period that initiates the adhesive wear in the
bushing and then, the final destruction with plastic deformation of the teeth. If we consider the fuel dilution as
an aggravating factor, adhesive wear could have started off before the PM with degraded oil.

Adhesive wear increases the internal diameter of the bushing, which will inevitably increase the relative
eccentricity, thereby reducing the minimum oil film thickness according to Reynolds' equation. At this time, the
hydrodynamic regime will be weakened and more sensitive to load variations. Without ensuring the
hydrodynamic regime of the idler gear, the friction coefficient steps up considerably and generates heating
due to metal-to-metal contact between the shaft and the bearing. The expansion of the gap caused also a
pressure drop at this stage of the lubrication system.

Consequently, the downstream receivers experienced an oil starvation causing by a chain reaction, further
adhesive wear in the air compressor. The rotation of the small crankshaft of the air compressor has raised the
temperature under the effect of the adhesive wear. As long as the bearing/journal contact was warm enough,
the compressor continued to turn. When the operator stopped the engine, the components then seized on the
respective journals, preventing any new rotational movement.

Go to Failure Timeline | Go to Index

Warranty Decision (According to caterpillar standard warranty terms)

Warranty accepted: Warranty Denied: X Redo (Dealer):
Recommendations

All technology has its technical limits and we are faced with extreme conditions which by a combination of
factors have led to a catastrophic failure. Of course, a larger diameter or longer shaft would make the idler
gear (P/N: 320-1237) more resistant, but it might move the weak point elsewhere. We could also propose a
weaker transmission shaft to connect the PTO to the engine, to act as a fuse in the event of payload overload
and thus, avoid an internal failure for the engine. However, an isolated case in out-of-limit conditions cannot
question about the product reliability: this is the statistical approach of B10 Life.

Page 5 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

To prevent any new occurrence of this failure mode, we recommend to the owner to:
• service the suspension cylinders in according to the SI REHS4445
• calibrate the payload in according to the SO RENR8284
• use the electronic onboard as much as possible with PL et VIMS
• meet the payload policy of 10/10/20
• operate the product properly and within the limits of intended capacity and application
• monitor the fleet based on the 5 inputs of Condition Monitoring which include the SOS analysis at
regular intervals as per OMM
• analyze the fuel including the sulfur content, at least once per year

Following the AFA, we offer to the customer 2 alternatives for restarting the equipment: either a simple repair
which consists of replacing only the defective parts (e.i. bearings, bolts at single use, gaskets and seals,
turbochargers, water regulators, head cylinders, gears…) or a general overhaul to extend the service life to a
2nd cycle. The first option is proposed to meet the economic constraints of the customer and the workmanship
cannot be covered by the warranty. Otherwise, the drive accessories such transfer gearbox, hoist, steering
and transmission pumps will require repair or replacement depending on their condition.

According to the SM M0133669, we can recommend using the new injectors (P/N: 618-0750) which has
increased the body diameter at the top to reduce seal wear that can cause fuel dilution in the oil. Finally, the
Advisor and the Chassis ECM could be updated for all the fleet following the SM M0119031 in order to resolve
the event code E289 "Low System Air Pressure" strategy.

Go to Failure Timeline | Go to Index

Page 6 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 1: Electronic Data Go to Facts | Go to Index

As a reminder, the auto-clear feature detailed in the SM SEPD1766 “Auto Clearing of Diagnostics and Events
from”) resets the stored DTC under certain conditions depending on the equipment. To analyze some old data
with their occurrences, sources, periods, etc, we had to go back further in time by downloading all the PSRs
available since 2019.

From the PSRs downloaded until the breakdown, the main events potentially linked to our failure are listed
below. However, these codes should not be considered separately, and the AFA will consist, among other things,
in establishing a correlation with the facts found. In our case, no DTC seem to be related to the root cause but
some of them may explain certain physical evidence.
• >635 (5x127) occurrences logged for Low System Air Pressure E289 (2) since the commissioning
• >64 (61+3) occurrences logged for Delayed Engine Shutdown Override E1217 (2) during the life cycle
• 3 occurrences logged for High Engine Coolant Temperature E361 (2) at 6,448 H

Logged Chassis EID excerpted from the PSR dated on 6 Feb 2022 at 8,621.7 H:

127 occurrences are the

max recordable by the
Chassis ECM

Logged Chassis EID excerpted from the PSR dated on 3 Jan 2022 at 8,408.1 H:

Logged Chassis EID excerpted from the PSR dated on 4 Nov 2021 at 7,846.3 H:

Logged Chassis EID excerpted from the PSR dated on 11 Feb 2021 at 4,717.3 H:

Logged Chassis EID excerpted from the PSR dated on 20 May 2020 at 2,515.3 H:

Page 7 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

Go to Facts | Go to Index

Logged Engine EID excerpted from the PSR dated on 4 Nov 2021 at 7,846.3 H:

Level 2 indicates a coolant

temperature ≥111°C for at
least 10 sec and derating
strategy applied

Logged Engine EID excerpted from the PSR dated on 15 Jun 2021 at 6,469.9 H: Operator switches off
frequently the engine in
bypassing the cooldown
strategy

Engine Coolant Temperature History excerpted from the PSR dated on 6 Feb 2022 at 8,621.7 H:

Time vs Engine Coolant Temperature

8 000,00

7 000,00
Service Meter Reading (Hours)

6 000,00

5 000,00

4 000,00

3 000,00

2 000,00

1 000,00

0,00
<50 50- 55- 60- 65- 70- 75- 80- 85- 90- 95- 100- 105- 110- 115- >120
54 59 64 69 74 79 84 89 94 99 104 109 114 119
Time (Hours) 37,60 25,45 40,10 61,30 89,75 156,75 256,05 7 682, 36,50 0,05 0,10 0,00 0,10 0,00 0,05 0,15

Engine Coolant Temperature (Deg °C)

In cumulative time of temperature

recorded beyond 100°C, we total
0.30 hour or 18 minutes

Page 8 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 2: SOS Analysis Go to Facts | Go to Index

Only one oil sample was taken from the engine by the on-field technician at the failure time. With only 3 or 4
hours after the oil change, the fluid is too fresh for filling in wear and/or contamination elements and the result
provided below cannot be representative.

Furthermore, the equipment was not monitored by the SOS program which makes it impossible to analyze
history, trends and changing conditions over a given period. Thus, the extract below from the SOS report (K314-
52053-0002) dated on February 7th 2022 at 8,621 H is provided for information only.

SAMPLE INFORMATION
Sampled Date 07-Feb-22
Sample Id K314-52053-0002
Lab Date 22-Feb-22
Meter [Hr] 8621 Oil sample not
Comp Meter [Hr] 8621 representative
Meter On Fluid 1
Fluid Brand CAT
Cat DEO 15W40 is used
Fluid Weight 15W-40
for the engine compartment
Fluid Type DEO
Fluid Change Y
Filter Change Y
Make Up Fluid [L]
Kidney Loop U
WEAR LEVELS / ADDITIVES
Cu Copper 1 PPM ASTM D5185
Fe Iron 1 PPM ASTM D5185
Cr Chromium 0 PPM ASTM D5185
Al Aluminum 0 PPM ASTM D5185 Compared with the Wear
Pb Lead 11 PPM ASTM D5185 Table, only the lead could
Sn Tin 0 PPM ASTM D5185 be considered in excess
Si Silicon 4 PPM ASTM D5185
Na Sodium 0 PPM ASTM D5185
K Potassium 1 PPM ASTM D5185
Mo Molybdenum 0 PPM ASTM D5185
Ni Nickel 0 PPM ASTM D5185
Ag Silver 0 PPM ASTM D5185
Ti Titanium 0 PPM ASTM D5185
V Vanadium 0 PPM ASTM D5185
Mn Manganese 0 PPM ASTM D5185
Cd Cadmium 0 PPM ASTM D5185
Ca Calcium 961 PPM ASTM D5185
P Phosphorus 940 PPM ASTM D5185
Zn Zinc 1123 PPM ASTM D5185
Mg Magnesium 915 PPM ASTM D5185
Ba Barium 0 PPM ASTM D5185
B Boron 2 PPM ASTM D5185
CONDITION / CONTAMINATION
V100 Viscosity at 100°C 13.42 cSt ASTM D445
ST Soot 2 UFM ASTM E2412-04
OXI Oxidation 7 UFM ASTM E2412-04
SUL Sulfur Products 14 UFM ASTM E2412-04
NIT Nitration 4 UFM ASTM E2412-04
W Water N Sensorial ASTM E2412-03
F Fuel N Sensorial ASTM E2412-04
CLEANLINESS
FDM Ferrous Debris Monitor 0 PQI

Page 9 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 3: Payload Overload Go to Facts | Go to Index

Reminder for a few rules of thumb excerpted from the SO RENR8284 “VIMS Truck Payload System”:

“The onboard memory can store information for approximately 2400 payload cycles. The new payload cycle
data replaces the oldest payload cycle data, after approximately 2400 payload cycles have been stored in the
onboard memory.”

“The truck is considered to be in the "Loading state" after the truck has come to a complete stop under the loader
and the first load hits the body. The "loading cycle" will continue until the conditions that are listed below have
been met:

o The truck leaves the "loading area".

o The transmission is shifted into second gear.”

“There are some conditions that could affect the accuracy of the Truck Payload Measurement System (TPMS)
weighing process when the truck is under the loader. Some of these conditions are listed here:

• A truck is loaded on a sloped surface that is greater than 5%. Accuracy will become progressively worse
as the slope becomes greater.
• A suspension cylinder is not properly charged. The suspension cylinders may not cause an event even
if the charge is incorrect. However, the weighing accuracy will be affected.
• Pushing down on the load with the loading tool during the loading process (packing the load)
• Actuating the "body raise lever" during loading
• A failure to have the TPMS calibrated after replacing system components.
• A failure to have the TPMS calibrated after any substantial changes to the empty weight of the truck.
This does not include refueling.
• Using a conveyor or a continuous feed system for loading
• Failures that are detected by the VIMS/TPMS may cause the payload weight to become inaccurate.
These diagnostic events will be shown in the "VIMS event list".
• The incorrect VIMS/TPMS onboard software is installed.
• The load is placed in the body, too far from the center of the marker.
• The payload configuration (PAYCONF) is set incorrectly.”

Pressures were converted to kilograms by multiplying the pressure by the area of a suspension cylinder. The
weight of the payload is calculated as the truck is shifted into second gear. This calculation is referred to as
Second Gear Re-Weigh.

Nevertheless, it has been observed that suspension cylinder, or strut, pressure varies when the truck is in motion.
This is a result of the cylinders extending or compressing as the tires encounter undulations in the running
surface. As payload is re-measured from the strut pressures during the transition between the 1st and 2nd gear,
it can provide an approximate reading according to the assumptions below.

When the truck is stopped in the loading area, the weight can be determined through a simple sum of the strut
loadings. When the truck is in motion, there may be additional accelerations that must be considered besides
gravity. So, the dynamic force affects the payload calculation as follows:

Page 10 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

Go to Facts | Go to Index

Where 𝑴𝑴𝒊𝒊 is the mass associated with an individual strut, 𝒈𝒈 is the acceleration due to gravity (9.81 m/s2) and
𝒂𝒂𝒊𝒊 is the varying acceleration that influences measurements under dynamic conditions.

In summary, the VIMS data downloaded on March 25th, 2022 since the ECM taken from the OHT is incomplete
with 89% of missing payload data (e.i. 866 missing days for 973 operating days – supposed) but they are above
all inaccurate as demonstrated by the strut difference pressure (figure 3.3). The suspensions may not be properly
adjusted as required by the SI REHS4445 “Servicing the Suspension Cylinders for OHT” and are certainly not
be calibrated if no VIMSpc available locally.

From these first assumptions, we can deduce that the payloads are not monitored while we see excessive
expansion rates on this phosphate mine with an ore density of 1.9 t/m3. Furthermore, certain operation abuses
like towing with fully loaded trucks the conveyor belts which extend over several hundred meters (figure 3.4).
While the OHT are not designed for this application, we guess the sliding resistance to move a whole production
facility by sliding on the ground.
3.1 Missing recorded day for the period provided in raw data
(from October 18th 2021 to February 4th 2022)
3.2 Total percentage of provided raw data for the complete service life
(from June 7th 2019 to February 4th 2022)
3.3 Difference of strut pressure for the available data
(from January 23th 2022 to February 4th 2022)
3.4 Example of OHT towing a conveyor belt on the site

3.1 3.2
Missing Records Raw Data

11,0
Number of Days

1
2

89,0
%

0
0 0 0 0
Oct Nov Dec Jan Feb
2021 2022 Missing Records
Calendar Period (month) Reporting Period

Page 11 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

Go to Facts | Go to Index

Strut Pressure ∆ 3.3

5 000

4 000

3 000

2 000
Pressure (kPa)

1 000

-1 000 RtF-LtF
SuspCyl,
-2 000 Empty, avg

-3 000 RtR-LtR
SuspCyl,
-4 000 Empty, avg
Pressure Dif
-5 000 Tolerated

Timestamp (dd-mm-yyyy)
Pressure Difference Tolerated (±375 kPa)
between LH and RH is greatly exceeded

3.4

Fully loaded truck to

increase grip

Steel cable used to tow the

conveyor in reverse gear

Page 12 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

Go to Facts | Go to Index

Despite the previous demonstration, the system nevertheless recorded a significant number of overloads, of
which you will find some examples taken from several PSRs below.

If we go back further in time, we can see that these overloads have always occurred, since the commissioning.
However, during a long period of its service life (estimated until November 2021), the PL 601 did not report
through the previous PSRs probably due to communication error or mismatch. While PL is the ECM that records
the payload, then we can suppose more operating abuses without recording.

Logged PL EID excerpted from the PSR dated on 06 Feb 2022 at 8,621.7 H:

E237 (2): Payload ≥

Target Value (110%) with
a machine in motion (after
Logged PL EID excerpted from the PSR dated on 03 Jan 2022 at 8,408.2 H: 2nd gear re-weigh)

E2126 (1): Payload ≥ 1/2

Target Value (105%)
with no motion
E2126 (2): Payload ≥ 1/2
Target Value (105%)
with a machine in motion
Logged PL EID excerpted from the PSR dated on 23 Nov 2021 at 7,846.4 H: (before 2nd gear re-weigh)

126 occurrences are the

max recordable by the PL

Page 13 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 4: Wear Signs on the Hoist Pump Go to Facts | Go to Index

While the failure reported by the on-field technicians was related to the engine, our investigations led us to
examine the 3 pumps driven by the transfer gearbox: transmission, steering and hoist pumps. The latter (P/N:
230-7132) exhibited a particular interest because it is the first stage of the powertrain that will experience the
effects of payload overloads.

Then, the disassembly of the hoist pump confirmed our first impressions with:
• teeth deflection on both gears with rippling
• consecutive backlash of 2.32 mm
• polishing on the external sides of the bushings (no photo due to the poor lightness)
• significant scoring in the gear case housing

Forces generated by the pump outlet pressure and gear area causes a deflection of the gears: This stresses the
bushings that support the gear journals. The oil film needed to lubricate and cushion the pump elements
becomes thinner with the increase in pressure until direct contact is made. Initially, damage resulting from
excessive pressure causes as cutouts exceeding 0.15 mm in depth inside the gear case housing. The system
pressure deflects the gears into the low-pressure inlet side of the pump. If the system pressure increases above
the pressure rating of the pump, the gears deflect too far, and the gear housing cutout becomes excessive with
increasing of internal wear. Then, the particles created by the cutout can also contaminate the circuit.
4.1 Overview of the disassembled hoist pump
4.2 Pair of pressure plates
4.3 Internal view of the gear case housing
4.4 Pressure simulation for an external gear pump
4.5 Top view of the drive and idler gears
4.6 Tooth profile from the idler gear
4.7 Magnified view of the drive gear

4.1

Page 14 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

Go to Facts | Go to Index

4.2 4.3

Excepted a few marks of abrasive wear, no Scoring and even galling indicate the important
significant damage on the pressure plates thrust force of the gears against the sidewalls

4.4

Pressurization flow is
opposed to the rotation
direction

Excessive flow pulsation

transmitted to the
downstream circuit

2.32 mm 4.5

Idler Gear Drive Gear Measured gear backlash = 2.32 mm

Concave side created by the gear drive

force in the rotational direction

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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4.6

Rotation

Concave profile with the surface contact stress Convex profile on the unloaded face

Rippling on the 4.7

loaded face

Scoring on the
LSPTC

Scoring on the tip

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 5: Wear Signs on the Transfer Gearbox Go to Facts | Go to Index

By going up in the powertrain from the implement to the engine, the transfer gearbox was disassembled. The
pump drive (P/N: 169-9010) includes 3 gears of 44 teeth for each one. So, the ratio is 1:1 and closer we get to
the inlet shaft, higher the level of wear is: Cumulative load seems to have more affected the input gears driven
by the engine.

While the wear pattern for the 3 pinions is centered and indicates a right bearing preload, the teeth face seems
too smooth for a component which ran only 8,621 H vs 36,000 H of durability estimated by Builder with 50% of
the replacement rate:
• From the 3rd stage, only frosting and normal wear are visible.
• The 2nd stage with the center pinion exhibits some destructive pitting and the opposite side with chipped
tooth end. Again, even wear distribution cannot involve a misaligned load.
• The 1st stage linked to the engine is the most damage with destructive pitting, case crushing, lipping and
even spalling.

As mentioned above, the gearbox includes three stages examined separately:

5.1 Overview of the assembled pumps drive train
5.2 Disassembled transfer gearbox
5.3 View of the 3rd stage gear (P/N: 7D-3349)
5.4 Magnified view of a gear part from the 3rd stage gear (P/N: 7D-3349)
5.5 & 5.6 Magnified view of a gear part from the 2nd stage gear (P/N: 7D-3349)
5.7, 5.8 & 5.9 Magnified view of a gear part from the 1st stage gear (P/N: 172-5514)

5.1 5.2

Rotation
from Engine

Steering pump Hoist pump 3rd stage gear 2nd stage gear 1st stage gear

TMSN pump

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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3rd Stage Gear

5.3 5.4

Frosting and normal wear

centered on the teeth

2nd Stage Gear

5.5 5.6

Destructive
Micro pitting Chipping End of tooth chipped at the pitch line
pitting

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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1st Stage Gear

5.7 5.8

Lipping on all the tooth

Micro pitting Spalling on the LPSTC
edges, loaded face

5.9

Case crushing

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 6: Engine Overheating Go to Facts | Go to Index

Despite the operation abuses demonstrated in the Fact 3: Payload Overload which can influence the engine
temperature, excessive fuel rate caused either by internal wear of the fuel injectors or by fuel leaking in the
combustion chambers may constitute an aggravating factor.

As a reminder, the electronic fuel injectors are supposed being replaced at the midlife which matches between
9,000 and 10,000 H if we consider a service life for the engine at 18,000 H given for medium application severity
by the Component Centerlines Summary or 20,000 H estimated in Builder and the OMM. The surface conditions
of the combustion chambers #3, #6, #7 and #10 have more soot and carbon deposits than others. By
corroborating sources, the Fact 7: Fuel Injectors Leaking indicates the probable fuel dilution and fuel leakage.

The main consequences are the discoloration of the turbo shafts (figures 6.1 & 6.2) and the intake valve seat
gaps almost all cracked in the cylinder heads (figures 6.3 to 6.12). Actually, the combustion areas from the
cylinder heads #2, #3, #4, #5, #6, #7, #8, #9, #10 and #12 have developed some crack at the surface. As
recommended by the RASG SEBF8162, no pressure test in immersion was performed to check the possible
internal leakages.

Based on these first facts, you can find below the main consequences of the overheating.
6.1 Turbine shaft and bearing of the LH turbocharger
6.2 Turbine shaft and bearing of the RH turbocharger
6.3, 6.4, 6.5, Combustion areas from LH cylinder head
6.6, 6.7 & 6.8
6.9, 6.10, Combustion areas from RH cylinder head
6.11 & 6.12

6.1 6.2

Left turbo shaft more discolored with yellow, Right turbo shaft less discolored with only
brown, purple and blue colors yellow and brown colors
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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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6.3 6.4

Crack between
the intake valves

6.5 6.6

Soot layer in all

the combustion
chamber

Crack between
the intake valves

6.7 6.8

Crack between
the intake valves

Soot layer in all

the combustion
chamber

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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6.9 6.10

Soot layer in all

the combustion
chamber

Crack between
the intake valves

6.11 6.12

Soot layer in all

the combustion
chamber

Crack between
the intake valves

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 7: Fuel Injectors Leaking Go to Facts | Go to Index

As mentioned in the Fact 6: Engine Overheating, the electronic fuel injectors had reached the end of service
life while the OMM recommends replacing them during the engine midlife. Multiple signs of external wear suggest
leakages or fluid transfers. The internal leakages can only be checked by cylinder cutout tests with a running
engine (on dyno or on the machine if low parasitic loads). No result and no maintenance history were provided
to compare the delivered fuel volume (mm3) between the cylinders.

CPI #432651 relates the possible fuel dilution in the oil from 3,500 H on certain C27/C32 engines, in these terms:
“higher than allowed extrusion gap resulted in injector rocking in the bore during operation inducing o-ring wear
which led to fuel leaking past the worn O-ring.” At the end of service life, we found:
• all the seal-O-rings from the injectors (bottom and top) dry
• the top O-rings (P/N: 230-3775) worn without-of-round profile
• the bottom O-rings (P/N: 230-3728) definitely worn out, brittle with flat and burnt surfaces
The fretting wear between the injector and the cylinder head bore, especially marked around the top O-ring
groove at the opposite side of the clamping, for most of them, confirms the relative movement of the injectors
which were most likely to leak. With a fuel supply pressure between 500 and 900 kPa (respectively for low idle
and high idle), top O-ring leakage can cause fuel dilution to the oil (sprayed to the engine top) while the bottom
O-ring leakage may cause fuel transfer into the cylinders that leads to misfiring, overheating but also, fuel dilution
to the oil in lesser proportion compared to the top (see figure 7.2).

Excerpted from OMM SEBU9388-15 “Engine Components - Rebuild/install Reman”:

“The quantity of burned fuel that is shown with the service hours assumes a load factor of 40 percent. If the load
factor is higher than 40 percent, the number of service hours for the mid-life service interval will be lower. If the
load factor is lower than 40 percent, the number of service hours for the mid-life service interval will be higher.
The quantity of consumed fuel is a better indicator for the mid-life service interval than service hours. The
following list contains components that should be rebuilt or replaced with a remanufactured product.
• Air Compressor
• Air Starter
• Alternator
• Electric Starter
• Fuel Transfer Pump
• Turbochargers
• Injectors
• Refrigerant Compressor
• Water Pump”

Through this new fact, you can find on the following pages the illustrations of the probable fuel leaking:

7.1 Electronic fuel injector layout (P/N: 374-0750)

7.2 Sectional view of MEUI injector (source Caterpillar)
7.3 Magnified view of the injector #3
7.4 Magnified view of the injector #6
7.5 Magnified view of the injector #10
7.6 Bottom O-ring layout (P/N: 230-3728) for the left bank
7.7 Bottom O-ring layout (P/N: 230-3728) for the right bank

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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7.1

7.2

Top O-ring
(P/N: 230-3775)

Fuel gallery through

the cylinder head

Bottom O-ring
(P/N: 230-3728)

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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7.3

Similar fretting wear on all

the injectors, at the opposite
side of the clamping

Bottom O-ring completely

dry and broken

7.4

Top O-rings flat and worn

(without-of-round profile)

7.5

Fretting wear implying

relative movements

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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7.6

Bottom O-rings (P/N: 230-3728) definitively

worn out, brittle with flat and burnt surfaces

7.7

O-ring from injector #3 cut Pieces of rubber worn out OD flat and dry, worn against
and broken and missing the cylinder head bore

Page 26 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 8: Compressor Wheels Go to Facts | Go to Index

Among the probable causes analyzed, engine contamination has not been excluded. Without an SOS program
and filter inspection history, we shall settle for physical evidence, and the compressor wheels that can reach
130,000 rpm under full load is a good indicator. The very high-speed airflow makes the aluminum compressor
wheels of turbochargers particularly susceptible to erosive wear.

In our case, no signs of erosion were detected on the surface of the compressor wheels for the components that
have reached their service life. Even the serigraphy made from the factory is still printed on the full blades.
Consequently, no significant level of dust was entered by this way: the intake system. Of course, it cannot rule
out a possible contamination from the lower engine that will be developed in the Fact 9: Connecting Rod
Bearings and Fact 10: Main Bearings.
8.1 Compressor wheel of the LH turbocharger
8.2 Compressor wheel of the RH turbocharger

8.1

Some soot stains caused by the

scavenging stage between the
exhaust and intake strokes

Serigraphy marks still printed on

the blades

8.2

The shot-peened appearance of

the surface from manufacturing
still exists: No erosive wear

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 9: Connecting Rod Bearings Go to Facts | Go to Index

Upper connecting rod and lower main bearings are the most loaded half-shells and experience significantly more
wear than their unloaded counter parts. The connecting rod and main bearings exhibit different signs of wear,
and they will be examined separately. The upper connecting rod bearings have a surface layer of corrosion, dull
black and slightly bluish, cavitation/erosion wear as well as abrasive wear.

As a logical consequence of the fuel dilution assumption, the acidic oil produced by the high fuel sulfur content
in our regions (e.i. LRC) can react with the top layer of tin flash (see figure 9.3). Pressure surges caused by the
implosion of gas and vapor bubbles near to the surface of the bearing result in material nicks. Cavitation often
comes hand-in-hand with erosion/corrosion and can cause fine scoring in the same or adjacent bearings. Among
the causes of cavitation, the fuel dilution is still part of them since it tends to lower the vapor pressure of the oil.

As mentioned in the Fact 8: Compressor Wheels, we paid particular attention to the level of contamination in
the engine which could lead to catastrophic failure too. However, catastrophic failures like this event can also
generate secondary contamination. So, the question is whether the contamination was the cause or the
consequence of the breakdown? Probably the key answer of our analysis can be found in figure 9.4 which shows
the light gray furrows dug in the lead-tin layer by the abrasive wear of the particles, after the corrosion layer
formed on the surface of the bearing. Considering that injector leakage increased with the progression of
operating hours, it can be inferred that abrasive wear is a recent phenomenon in bearing life.
9.1 Connecting rod bearing layout presented in according to the RASG SEBF8009
9.2 Focus on the connecting rod bearings #1, #2, #3 & #4
9.3 Example of corrosion process with acidic oil (source Caterpillar)
9.4 Magnified view on the upper connecting rod #8

9.1

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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9.2 P/N: 232-3226 / Side: Upper

Design: Tri-metal
Manuf. Date: February 2018

Corrosion affecting
specifically the load area
(dark appearance)

Erosion wear

Cavitation wear

Abrasive wear

Particles embedded in the

lead-tin layer

P/N: 232-3226 / Side: Lower

Design: Tri-metal
Manuf. Date: February 2018

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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9.3

Magnified view of the corrosion process

with bubbles of hydrogen gas generated
by the acid reacting with metal

Typical bluish halo 9.4

from fuel corrosion

Matte black surface

layer

Scratches made by
the abrasive wear

Page 30 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 10:Main Bearings Go to Facts | Go to Index

Like for the connecting rod bearings, the loaded half-shells of the main bearings experience significantly more
wear than their unloaded counter parts. However, the symptoms are different with polishing, smearing and
abrasive wear. Usually, polishing and smearing match to the first stage prior to the adhesive wear which can be
caused by oil starvation.

Besides, this phenomenon is more visible on the upper half-shells, which are less damaged than the lower side
and whose ends, supplied at furthest by the lubrication galleries, exhibit more wear: The drop in oil pressure first
leads to oil starvation at the extremities. Some particles remain embedded in the bearings and a microscopic
analyze could help us to determine the source of contamination. The little we saw with an eye loupe looked like
dark particles similar in appearance to metal debris collected from the engine oil sump.
10.1 Main bearing layout presented in according to the RASG SEBF8009
10.2 Focus on the main bearings #1, #2, #3 & #4
10.3 Debris found in the oil sump

10.1

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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10.2 P/N: 317-8766 / Side: Upper

Design: Tri-metal / Version: 1
Manuf. Date: July 2018

Polishing at the upper end

Smearing

Polishing mirror-like finish

Copper bond visible after

decreasing lead-tin layer
by polishing and then,
digging the final grooves
by abrasive wear

P/N: 317-8766 / Side: Lower

Design: Tri-metal / Version: 1
Manuf. Date: July 2018

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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Lead-tin 10.3
Paint & Aluminum Cuprous Ferrous
Chips Debris Debris Debris

Carbon
Deposits

Paint chips could come Carbon deposit called Cuprous debris coming
Ferrous flakes similar to
from the disassembly “Pyrolytic Carbon” from a bearing or
the debris coming from
activities: Quantities are formed by the oil bushing after melting the
the timing gear case
not significative combustion (> 600°C) copper (≈ 1085°C)

The amount of debris collected in the oil pan was much less than that in the timing cover.
After washing the debris with solvent, we sorted by kind of material.

Page 33 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 11: Timing Gear Layout Go to Facts | Go to Index

As reported by the on-field technician, the engine would not turn by hand and would not crank with starting
motor. During the engine disassembly, the crankshaft rotated freely after removing the rear timing cover. The
blocking point was at the level of the idler gear (P/N: 320-1237) which drives the external transfer gearbox.

In order to understand the torque and speed distribution, we attempted to outline the timing gear layout which
shows the links between the pinions. The idler gear (P/N: 320-1237) was the most damaged with plastic
deformation of teeth while it was totally seized on its bearing: the gear was extracted from its shaft using a
hydraulic press.

The 2 adjacent gears are damaged to a lesser extent, but their teeth show no deformation and the adhesive
wear of the bearing (P/N: 209-8621) included in the gear (P/N: 320-6198) remains superficial with a measured
ID of 87.86 mm (vs. 87.939 ±0.101mm for specifications).
11.1 Removing the rear timing gear case
11.2 Rear gear layout with the auxiliary drives

11.1

Outlet gear (P/N : 347- Seized idler gear (P/N :

3681) toward the PTO 320-1237) on its shaft

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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11.2

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 12: Power Chart of the Hydraulic Pumps Go to Facts | Go to Index

Because the most damaged gear drives the transfer gearbox which empowers the transmission, steering and
hoist pumps, the investigations led us to check the hoist system. On the 777E OHT, the hoist pump is a gear
type pump which acts the 2-stage cylinders through a 7/5 hydraulic control valve with closed-center spool. The
high-pressure relief valve (item #11 on figure 12.1) limits the pressure in the hoist system during RAISE. The
low-pressure relief valve (item #12 on figure 12.1) limits the pressure in the hoist system during LOWER.

Following our instructions, the on-field technician has removed the 2 PRVs from our asset and installed to
another 777E OHT (S/N: KDP01087) for checking the valves behavior. By measuring the pressures at the
different operating conditions of the pumps, we were looking for:

• Determine the approximately gross powers at low and high idles since the pressures (not necessarily
specified in SIS)
• Validate the high and low pressures adjustment for the stock PRVs installed on our asset

In case of the wrong setting with higher pressure, we could assume an exceeding of the raise capacity for the
hoist pump. Finally, the PRVs picked up from the 777E OHT (S/N: KDP01080) were set slightly below
specification with 18,000 kPa in full raise condition, at high idle (see chart 12.2): So, we suppose the pressure
adjustment involved no risk for the hoist pump.

The results of the tests are presented to the next page through the following illustrations:
12.1 Implement system operation during the raise body
12.2 Pressures measured from another 777E OHT for information

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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12.1

Model: 777E 12.2

Fleet #: DT03 Date: 23 Jun 2022
S/N: KDP01087 Odometer: 9082 H

STANDBY PRESSURE CUT-OUT PRESSURE

Low Idle High Idle High Idle
Spec. Measure Spec. Measure Spec. Measure
SYSTEM Min Max Min Max Min Max

Steering Pump 2070 kPa 2950 kPa 3400 kPa 2070 kPa 2950 kPa 4100 kPa 20920 kPa 21620 kPa 23100 kPa

Hoist Pump 1050 kPa 3100 kPa 3800 kPa 3500 kPa 18950 kPa 19470 kPa 18000 kPa

Transmission
2555 kPa 2895 kPa 2600 kPa 3000 kPa 3210 kPa 3100 kPa
Pump - Charge

Transmission
80 kPa 70 kPa 448 kPa 120 kPa
Pump - Scavenge

Page 37 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 13: Tribology Applied to the Idler Gear (P/N: 320-1237) Go to Facts | Go to Index

As shown the Fact 10: Timing Gear Layout, the idler gear (P/N: 320-1237) is the smallest gear on the timing
case with 37 teeth. Its higher rotation speed than the others will make it the weak link in the gear train.

In the normal conditions, wear is linked to the friction while the friction coefficient evolves in fluid-lubricated
contacts is a non-linear function of lubricant viscosity, entrainment velocity and contact load. Stribeck curve
showcases how the generation of lubricant films are critical in the reduction of friction and wear of machine parts.

When the engine is stopped, the rotation speed and oil pressure are both equal to 0 for the idler gear: metal-to-
metal contact with bearing against journal. During the engine start-up stages, the rotation speed and the oil
pressure will gradually increase passing through all 2 first regimes of the Stribeck curve (figure 13.1) before
reaching the nominal speed and pressure which will correspond to the hydrodynamic lubrication regime.
13.1 Stribeck curve (source Noria Corporation)

13.1

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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As illustrated on the figure 13.1, the lubrication film is subjected to the sliding velocity (V) and the contact
pressure (W). In the case of the dry friction or boundary lubrication, the load capacity of sliding bearings is
expressed by the Pv Value which corresponds to the product of the average contact pressure (W) and the sliding
velocity. Pv Value relates to frictional heating per unit of surface area and is limited by the maximum contact
temperature. It makes possible to ensure, depending on the material used in the bearing manufacture (i.e.
tin/copper for the bushing 7N-2910), whether it will be able to withstand the energy generated by friction (figure
13.3).

From the previous pressures measured from another OHT, the estimation of Pv Value remains simple as long
as the lubrication is not taken into consideration in the calculation. As the number of teeth is determined, we can
deduce the low idle and high idle variation speeds for the engine. The transfer case is made up of 3 gears with
44 teeth for each one, which leads to a ratio of 1:1. In order to simplify the calculation, it will be neglected in the
demonstration of the table (figure 13.4). Thus, we can easily calculate the forces applied on the bushing (P/N:
7N-2910) during the start-up stages based on the pump pressures measured at low idle, excepted for the
steering pump which is controlled by a load sensing and starts in the upstroke. The purpose of the table is not
so much to validate the dimensioning or the choice of the bushing, but rather to demonstrate the influence of the
radial force on the pivot point (figure 13.2).
13.2 Force moment for a gear train
13.3 Surface properties for the boundary lubrication
13.4 Hydraulic calculation table in start-up conditions, at low idle

13.2 13.3

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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Hydraulic Calculation from PTO 13.4

Gross Power Calculation

Test Input
Nominal Corrected
Speed of Speed of Pressure Efficiency Correction Power
Systems Flow
Pump Pump
Flow
(kPa) Rate Factor (Kw)
(liter/min) (liter/min)
(rpm) (rpm)

Hoist Pump 238 1017 730 170,8 1050 0,85 600 3,52 kW
Steering Pump 110 1000 730 80,3 23100 0,90 600 34,35 kW
TMSN Pump - Charge 109 900 730 88,4 2600 0,87 600 4,40 kW
TMSN Pump - Scavenge 137 900 730 111,1 80 0,87 600 0,17 kW
Total Gross Power from the Transfer Gearbox 42,44 kW
Bearing Stress Estimation (for dry friction or boundary lubrication)
Description Formulas Assumptions Results
Axle Diameter 94,0 mm
Axle Length 85,0 mm
Diametral Clearance 0,1 mm
Resistance Torque for Z47 (P/N: 347-3681) C = P / (2π x N /60) 730 rpm 555,19 Nm
Resistance Torque for Z37 (P/N: 320-1237) C = P / (2π x N /60) 927 rpm 437,20 Nm
Tangencial Force Ft = C/r 9 302,22 N
Radial Force (for US standard) Fr = Ft x tan (∞) 25° 4 337,69 N
Sliding Velocity V = π x N x r /60 2,28 m/s
Contact Pressure p = Fr / (d x L) 0,54 MPa
Pv Value pV = p x V 1,24 MPa.(m/s)
Comparative Performances for Bearing Made in Tin/Copper
Description Formulas Assumptions Floor Value
Sliding Velocity V = π x N x r /60 7 to 8 m/s
Contact Pressure p = Fr / (d x L) 7 to 35 Mpa
Pv Value pV = p x V 1,70 MPa.(m/s)

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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Now let's focus to the raise moment of the dump body. This intervention is assumed to occur only during the
hydrodynamic regime (otherwise, dry friction or boundary lubrication calculations have shown that the Pv Rating
would be exceeded). In this case, other factors influence the pivot point:
• Bearing eccentricity
• Fluid film thickness
• Fluid viscosity
• Fluid density
• Fluid temperature
• Fluid pressure
• Etc…

Thus, mathematical modeling is more complex for the hydrodynamic regime which could be modelized by
Reynolds’ equation. In the general case, the difficulty to get a satisfactory solution for a bearing is not only due
to the form of the Reynolds’ equation but also to the limited conditions because the lubricant is not necessarily
introduced through an axial groove at atmospheric pressure. If the flow in z direction is taken into account
(bearings with side leakage of the lubricating fluid) then the analysis results in Reynolds' equation for a two-
dimensional flow:

𝜕𝜕 3
𝜕𝜕𝜕𝜕 𝜕𝜕 3
𝜕𝜕𝜕𝜕 𝜕𝜕ℎ
�ℎ �+ �ℎ � = 6. 𝜇𝜇. 𝑅𝑅. 𝜔𝜔
𝜕𝜕𝜕𝜕 𝜕𝜕𝜕𝜕 𝜕𝜕𝜕𝜕 𝜕𝜕𝜕𝜕 𝜕𝜕𝜕𝜕

Where: With the key assumptions:

h – local oil film thickness 1) Newtonian fluid
µ – dynamic viscosity of oil 2) Negligible inertia and body forces
p – local oil film pressure 3) Negligible pressure gradient across the film thickness
V – linear velocity of journal, 𝑽𝑽 = 𝑹𝑹. 𝝎𝝎 4) Laminar flow
x – circumferential direction 5) Negligible curvature effects.
z – longitudinal direction

13.5 Force moments in the hydrodynamic regime

13.5

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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The Reynolds’ equation is an elliptical second-order partial differential equation which does not admit, except in
a few simple cases, analytical solutions. In general, it should be solved using numerical methods such as finite
difference, or finite element. Depending on the boundary conditions and the considered geometry, however,
analytical solutions can be obtained under certain assumptions.

Sommerfeld solved this equation within the framework of a planar problem (𝝏𝝏 / 𝝏𝝏𝝏𝝏 = 0) by neglecting the axial
flow (“long journal” assumption). Another one-dimensional solution, less satisfactory from an analytical viewpoint
but more representative from a physical viewpoint, has been proposed by Ocvirk if the length of the journal is
very short compared to its diameter (L / D < 0.5).

𝜇𝜇. 𝐿𝐿. 𝑅𝑅. 𝜔𝜔 𝑅𝑅 2 √1 − 𝜀𝜀 2 (2 + 𝜀𝜀 2 )

𝑆𝑆 = � � =
𝜋𝜋. 𝑊𝑊 𝐶𝐶 12. 𝜋𝜋 2 . 𝜀𝜀
Where:
C – radial clearance, 𝑪𝑪 = �𝑫𝑫 − 𝑫𝑫𝒋𝒋 �⁄𝟐𝟐
D – bearing diameter
Dj – journal diameter
e – absolute bearing eccentricity
ε – eccentricity ratio, 𝜺𝜺 = 𝒆𝒆⁄𝑪𝑪
L – bearing length
R – bearing radius
µ – dynamic viscosity of oil
V – linear velocity of journal, 𝑽𝑽 = 𝑹𝑹. 𝝎𝝎
W – bearing load

The load (W), and consequently the Sommerfeld number (S), are independent of the supply pressure (Pa)
because the latter is acting as a constant in the value of the pressure that admits a zero resultant after integration
around the shaft.

13.6 Load and Pressure for 1 revolution according to the Sommerfeld conditions

13.6

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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Sommerfeld assumes that the lubricating film is continuous and that there is no break in the film. Under these
conditions, the pressure distribution is antisymmetric with respect to the point ( 𝜽𝜽 = 𝝅𝝅 ) and the center locus of
the shaft in the bearing is a normal straight line to the load direction. These boundary conditions are only valid
for bearings operating at very low loads or with very high supply pressures because otherwise negative
pressures appear in the film, which is physically unacceptable. In conclusion, this solution is inaccurate in case
of high loads (high pressure in the lubricant), when the elastic deformation of the surfaces contributes to the film
thickness. While the Sommerfeld's approach cannot calculate the rupture of the oil film under excessive load,
the formula highlights the influence of the radial force in a hydrodynamic regime. Certain abacuses contribute to
determine the dimensions of the bearings, but these last ones also remain very approximate. In "Tribology
Handbook”, Neale attempts to propose a method for selecting a bearing based on the durability of 10,000 H and
an “average viscosity” by a chart (figure 13.8). The maximum load curves unconsidered the temperature, fluid
pressure, the groove type nor even the thickness of the oil film, the diametrical clearance, etc... as we have seen
above through Reynolds and Sommerfeld equations.

13.7 Load and Pressure in real conditions

13.8 Neale chart for selecting a bearing
13.9 Operating limit summary for hydrodynamic bearings
13.10 Test bench made by Gunt (TM-290 Model)
13.11 Test bench made by Phoenix Tribology (DN-222 Model)

13.7

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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13.8

Like for the boundary regime, the hydrodynamic regime also imposes dimensional constraints for optimal
operating conditions of a bearing. The operating limits could be characterized by figure 13.9 which summarizes
the following conditions:

At low speed and high load, there is a risk of metal-to-metal contact due to too thin a film of lubricant. At high
speed and high load, there is a possibility of creep of the tin flash subjected to excessive temperatures and
pressures. For higher speeds and low load, the limit may be due to the oxidation of the lubricant heated to too
high a temperature. Finally, for low loads and high speeds, whipping generally leads to unacceptable vibration
levels.

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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13.9

In order to validate the limits of the hydrodynamic film and therefore calculate the rupture conditions of the oil
film, there are software such as Tribo-X (developed by CADFEM) and test benches such as those designed by
Gunt (figure 13.10) or Phoenix Tribology (figure 13.11).

13.10 13.11

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 14: Oil Gallery Plugged Go to Facts | Go to Index

Usually, adhesive wear is the consequence of inadequate lubrication or cooling. So, we carried out an
endoscopic examination for all the oil galleries from the right side of the cylinder block (figure 14.2), through the
timing cover (figure 14.7), the air compressor until the return to the left side of the cylinder block, with a particular
attention to the elbow fitting (figure 14.5) located at the entrance of the main gallery of the timing case.

The latter (P/N: 297-7956) is the result of a product improvement in production since 2007 following the CPI
#114018 which solved a previous issue of bearing contamination. However, the metallic screen has no
significant retention capacity and a plugging could compromise the lubrication of the receivers located
downstream of the circuit, notably the idler gear and the air compressor. Apart from 3 grains embedded in the
screen that looks like carbon, nothing obstructed the oil flow through the elbow as well as the remaining galleries
(figure 14.6).

Finally, only the oil passage that crosses the shaft (P/N: 295-2682) was plugged by a lead-tin alloy. The material
come from the molting of the top layer of bushing (P/N: 7N-2910) which begins to liquefy from 250°C. The
sectional view (figure 14.9) exhibits a 6 mm orifice plugged on 22.5 mm deep. An alternative cause of the
adhesive wear could be the result of a preliminar three body wear: In this assumption, fine particles would have
passed through the metal screen of the elbow to be embedded in the bushing before creating abrasive wear
which would have progressed to adhesive wear. The lead-tin allow discovered through the sectional view (figure
14.8) is exempt of particles or any contaminants for the melting, and tends to reject this hypothesis.
14.1 Right rear view of the lubrication system for C27/C32 (excerpted from STMG SERV1913)
14.2 Inside view of the main gallery, right rear side
14.3 Oil supply tube (P/N: 292-5517) between engine and rear gear case
14.4 Endoscopic inspection of the oil supply tube (P/N: 292-5517)
14.5 Screen elbow (P/N: 297-7956) for supplying oil to the rear gear case
14.6 Magnified view of the screen elbow (P/N: 297-7956)
14.7 External view of the rear gear case (before disassembling)
14.8 Inside view of the oil main gallery from the rear gear case
14.9 Sectional view of the idler gear shaft (P/N: 295-2682)

14.1 The rear crankshaft bearing

supplies a part of oil to the rear
timing gears via a vertical passage

The right main gallery supplies

the oil to the rear accessory
drives via an external tube
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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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14.2

Plug thread did not Except for some debris stuck in the corners and similar to that
obstruct the oil passage collected in the oil pan, the main gallery was clean, free of restriction

14.3 14.4

No internal restriction nor sign of contamination

found inside the oil supply tube
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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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14.5 14.6

Magnified view with an eye loupe and an inside Except for 3 grains embedded in the screen, the
lighting: Without prior cleaning, the shiny effects passage is free and lets glimpse the light: No
around the meshes match to the oily residues sign of contamination found inside the elbow

14.7 14.8

For the internal view, the

Similar to the remaining galleries, no restriction nor contamination inside
fitting elbow connected to the
the oil passage to the idle gear and the air compressor
air compressor was removed

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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14.9

Upper portion
intentionally removed
after disassembly

Plug made in lead-tin on

6 mm of diameter and
22.5 mm of depth

Lead-tin melting clean,

free of contamination or
cavities

Oil passage from the

rear gear case gallery
exempt of any restriction

Page 49 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 15: Overheating in Timing Gear Case Go to Facts | Go to Index

Before disassembling the engine, a discolored area was noticed on the outer face of the gear case. The recess
in the housing matches to the location of the shaft (P/N: 295-2682). The Cat yellow paint starts to brown from
200°C.

Thus, the highest temperatures were reached in the core of the idler gear (P/N: 320-1237) while we see a plastic
deformation by melting on the teeth tips: The carburized gear has softened until it forged sharp edges without
breaking up. As the strength resistance of the steel evolves with the temperature, we assume the temperature
around the gear circumference (e.i. the teeth) has exceeded 600°C. On the surface of the idler gear, the texture
similar to lizard skin corresponds to the oil carbonized instantly on contact with hot steel whose temperature was
well above the flash point of the oil (≈ 220°C).

By heat dissipation, the temperature was then spread to the 2 adjacent gears (P/N: 320-6198 & 347-3681) to a
lesser extent. The modification of the tooth profile and the backlash made a contact stress fatigue on the pump
drive gear (P/N: 347-3681).

The main effects of the overheating in the timing gear case are shown on the following illustrations:
15.1 Right rear view of the engine
15.2 Assembled idler gear (P/N: 320-1237) in the gear train
15.3 Focus on the idler gear teeth
15.4 Curves of influence of temperature on the strength of metals

15.1

Brown discoloration of original paint located at shaft housing boss

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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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15.2 15.3

Plastic deformation of the teeth with Carbon deposit like “lizard skin” at Land of tips deformed by combination
sharpened edges the surface of the idler gear of load and temperature

15.4

Page 51 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 16: Adhesive Wear in Idler Gear Go to Facts | Go to Index

As described in the fact 15: Overheating in Timing Gear Case, overheating is usually a consequence of
adhesive wear. Inside the engine, the part which exhibits the most significant signs of adhesive wear is the
bushing (P/N: 7N-2910) and its shaft (P/N: 295-2682). At the disassembly, the bushing was totally seized on the
shaft and we used a hydraulic press to pull up.

At one point, the oil film rupture has caused a metal-to-metal contact with two surfaces that slide across each
other under pressure. A lot of contamination was generated by the adhesive wear process and finally, almost all
the lead-tin and aluminum layers are gone. The copper found in less quantity from the oil sump, probably comes
from the copper bond which was located between the lead-tin and the aluminum layers. The resulting rise in
temperature also melted the material which plugged definitively the oil supply passage from the shaft (figure
16.2).

When the coefficient of friction between the bushing and the shaft became too high, the bushing has then started
to rotate inside the idler gear (P/N: 320-1237): this moment matches to the second effect of the adhesive wear
(figure 16.4).
16.1 Right inside view of the assembled rear timing gear case
16.2 Focus on the shaft and bushing removed from the idler gear (P/N: 320-1237)
16.3 Disassembled idler gear (P/N: 320-1237)
16.4 View of bushing bore in the idler gear
16.5 Debris found in the timing gear case

16.1

A lot of aluminum debris sprayed off inside the rear gear case
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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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16.2 16.3

Adhesive wear has reached Oil passage plugged by melting Bushing completely seized on
the steel back of the bushing of lead-tin layer its shaft

16.4

Rotation

Scratches in the bore indicates rotation Thermal expansion of the idler gear also
movement between the bushing and the gear caused lateral tightness
Page 53 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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16.5

A lot of ferrous flakes were found in the bottom of the gear case. The
lighter aluminum is remained stuck to the housing.

Page 54 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 17: Overheating in Air Compressor Assembly Go to Facts | Go to Index

The second location after the timing gear case that suffered of the overheating is the air compressor. On the
777E OHT, the air compressor is driven by the timing gear train (for further details, see Fact 11: Timing Gear
Layout). However, no direct mechanical link exists between the air compressor and the idler gear (P/N: 320-
1237): the gear (P/N: 320-6198) rotates the air compressor and the idler gear in parallel. Even the rise of
temperature was spread to the adjacent gears, it cannot lead to a second hotspot inside the air compressor.
Actually, the disassembly revealed many damaged parts around the crankshaft, while the top essential for
release the air pressure exhibited no defect.

The burnished paint around the bottom of the external body intends once again the heat source was coming
from inside (figure 17.1). While the molten of the lead-tin layer from the bearings started from 250°C, the two
pairs of bearing half-shells suddenly seized on the crankshaft (figure 17.2). The different stages of discoloration
on the bearing backsides with yellow, orange, brown, purple, dark blue, light blue and to finish white provide
interesting information on the failure mode: The overheating propagated from the rod journal fillets to the center
but didn’t last long enough for complete discoloration of the bearing backsides.
17.1 Right inside view of the assembled rear timing gear case
17.2 Focus on the shaft and bushing removed from the idler gear (P/N: 320-1237)

17.1

Brown discoloration of original paint located at

the bottom of the body
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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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17.2

Overheating was caused by the adhesive wear The temperature rise occurred over a short
on the crankshaft period of time and did not spread uniformly

Page 56 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

 Fact 18: Adhesive Wear in Air Compressor Go to Facts | Go to Index

The events E289(2) “Low Air System Pressure” logged during all the service life of the OHT is probably related
to the CPI #431155 that resulted to the publication of the SM M0119031. No link was established with the failure
mode and the update of the FF recommended by the SM can probably limit the occurrences. For analyzing the
correlation between the air compressor and the engine failure, we shall admit the assumption that the torque
resistance for a “small” air compressor at twin cylinders cannot stop a V12 engine such as a C32 type rated at
758 kW (1,016 HP).

Thus, the two pairs of melted bearings (figure 18.4) found in the air compressor cannot avoid rotating the engine
and no other part on the driveline leading to the compressor was found damaged. If the engine could have
restarted, the compressor would certainly have shattered. In summary, the failure in this auxiliary component
happened at the end of the event chronology: this is one of the consequences.

By the simple definition of the adhesive wear, the metal-to-metal contact caused the overheating. However,
adhesive wear means a probable inadequate lubrication. Based on the lubrication system of the engine (for
further details, see Fact 14: Oil Gallery Plugged), the compressor lubrication is flowed downstream of that of
the gear train, the oil is routed through a hose coming from the upper stage of the timing cover oil gallery (see
figure 18.1). So, the adhesive wear in the idler gear (P/N: 320-1237) has necessarily increase the clearance
between the bushing and the journal. This gap has created a pressure drop at this stage, leaving less flow for
downstream receivers. A less likely alternative to this explanation could be a defective supply line while the hose
(green line on the figure 18.1) was never found back from the jobsite.
18.1 Routine lines between the compressor and the engine
18.2 End cover of the air compressor crankshaft
18.3 Magnified view of the debris found in the end cover
18.4 Air compressor crankshaft
18.5 Focus on a seized bearing

18.1

Located at the very top of the rear gearcase oil gallery, the
compressor has certainly run out of oil for a moment
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 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

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18.2 18.3

Oil inlet to the compressor supposed to supply the Copper particles coming from the main
crankshaft gallery was free from any restriction journal bushing not obstructing the oil

18.4 18.5

2 pairs of bearing half-shells seized on the rod The top layer melting of lead-tin has welded
journals the bearings on the journals

Page 58 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
Branch: Togo Equipements Dealer Code: K315

Failure Timeline Go to Facts | Go to Index

Description Occ. Oil Starvation in

Machine Overloaded 126 Downstream
Payload Overload Limit Exceeded 126
Payload Overload Limit Exceeded 126

Teeth Deflection in Contact Stress Adhesive Wear in Overheating in the

Payload Overload the Hoist Pump Fatigue in the PTO the Compressor Air Compressor

Oil Film
Rupture for the
Smallest Gear

Contributing
Injector O-Rings Adhesive Wear in Overheating in the Plastic Deformation
factors:
Worn out • Fuel Dilution the Idler Gear Rear Gear Case of the Idler Gear
• Low Viscosity
• Acidic Oil
• Oxidation
Engine Temp. (Deg C) Hours % • Etc… Corrosion on the
100,0-104,0
105,0-109,0
0,00
0,10
0,00%
0,00%
Engine Bearings
110,0-114,0 0,00 0,00%
115,0-119,0 0,05 0,00%
>120,0 0,15 0,00%

Engine Contamination in Contamination in

Overheating the Gear Case the Engine

1st Stage 2nd Stage

Summary:
The chronology of events outlines a tree structure of facts which led or contributed at a given moment to the rupture of the oil film in the idler gear. Consequently,
the friction coefficient and the bearing/journal clearance were affected. This first stage could have occurred at a time well before the failure and more particularly
before the oil change on February 4th 2022. As adhesive wear of the idler gear bushing started off, the gap drops the oil pressure leading to oil starvation for the
downstream receivers. From this moment, the events were succeeded over a very short time until stuck the engine.
Page 59 of 60
 Failure Analysis Report Doc No: OR 111004085100
Subject: C32 Engine / Seized Idler Gear
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INDEX

Component Information ................................................................................................................................. 1

SIMS Information ............................................................................................................................................ 1

Supporting Documentation required ............................................................................................................. 1

Failure Outline ................................................................................................................................................. 2

Background/Observations ............................................................................................................................. 2

Facts/Observations ......................................................................................................................................... 2

Conclusion ...................................................................................................................................................... 5

Warranty Decision .......................................................................................................................................... 5

Recommendations .......................................................................................................................................... 5

 Fact 1: Electronic Data ........................................................................................................................... 7

 Fact 2: SOS Analysis.............................................................................................................................. 9
 Fact 3: Payload Overload ..................................................................................................................... 10
 Fact 4: Wear Signs on the Hoist Pump ................................................................................................. 14
 Fact 5: Wear Signs on the Transfer Gearbox ....................................................................................... 17
 Fact 6: Engine Overheating .................................................................................................................. 20
 Fact 7: Fuel Injectors Leaking ............................................................................................................... 23
 Fact 8: Compressor Wheels ................................................................................................................. 27
 Fact 9: Connecting Rod Bearings ......................................................................................................... 28
 Fact 10:Main Bearings.......................................................................................................................... 31
 Fact 11: Timing Gear Layout ................................................................................................................ 34
 Fact 12: Power Chart of the Hydraulic Pumps ...................................................................................... 36
 Fact 13: Tribology Applied to the Idler Gear (P/N: 320-1237) ............................................................... 38
 Fact 14: Oil Gallery Plugged ................................................................................................................. 46
 Fact 15: Overheating in Timing Gear Case........................................................................................... 50
 Fact 16: Adhesive Wear in Idler Gear ................................................................................................... 52
 Fact 17: Overheating in Air Compressor Assembly .............................................................................. 55
 Fact 18: Adhesive Wear in Air Compressor .......................................................................................... 57

Failure Timeline............................................................................................................................................. 59

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