Oil Debris Monitoring in Aerospace Engines and Helicopter 

Gearboxes
E t A
Eaton Aerospace Group
G

Presented at the Mid‐Atlantic Symposium on 
Presented at the Mid Atlantic Symposium on
Aerospace, Unmanned Systems and Rotorcraft
April 10, 2014
Villanova University Conference Center
Oil Debris Monitoring (ODM) Basics: Debris 
Types
Debris particles contain lots of
information:
• Quantity, rate of production,
shape, size, material, color, size
distribution etc
distribution, etc.
• Different failure modes produce
different types of particles:
• Rolling-contact-fatigue
Rolling contact fatigue – chunks
• Adhesive wear – fine grit
• Bearing and gear wear – ferrous
• Bronze
Bron e cage wear ear – non-ferrous
non ferro s
Etc.
 Debris Monitoring
Debris Monitoring
• Chip Collectors ‐ Collect Ferro Magnetic debris for visual 
inspection
– Inexpensive solution that is proven effective in failure 
detection: 
– Key Features include:
• R
Removable Magnetic Plug 
bl M i Pl
• Typically Includes a Self Closing Valve (SCV) Feature to 
minimize oil loss during removal and installation of Plug.
• Various Mounting Configurations
Various Mounting Configurations
– Threaded
– Quick Disconnect – Bayonet, Helilok®
– Flange Mount
• Optimized Magnetic Capture Area – Magnetic Selection, 
Capture Area, and Valve design
 Debris Monitoring
Debris Monitoring
• Electric Chip Detectors – Provides remote indication of Ferro Magnetic 
debris; Also provides Visual Indication
• FAA (FARS, 14 CFR), Section 27.1337 requires all helicopter gearboxes to 
be equipped with electric chip detectors
be equipped with electric chip detectors

– Key Features include:
• Removable Magnetic Plug with Axial or Radial Chip Gap – As 
particles bridge the gap, electrical continuity is achieved, 
providing indication of particles
d d f l
• Chip Gap size and configuration can be varied to indicate target 
particle sizes
• Typically Includes a Self Closing Valve (SCV) Feature to minimize 
oil loss during removal and installation of Plug
oil loss during removal and installation of Plug.
• Various Mounting Configurations
– Threaded
– Quick Disconnect – Bayonet, Helilok® Chip Gap
– Flange Mount
g
• Optimized Magnetic Chip Gap Area – Magnetic Selection, 
Capture Area, Gap size/ geometry, target particle size(s), and 
Valve design
Debris Monitoring

A i l Chi G
Axial Chip Gap

Radial Chip Gap
Debris Monitoring
CHIP GAPS - Axial or Radial

•Axial Gap Magnetic Chip Detector

•Contains two pole pieces which have a gap
between them in an axial direction relative to
the magnetic chip detector.
•Typically used for engine applications where
increased sensitivity is required.
• Radial Gap Magnetic Chip Detector –
•Contains two pole pieces which have a gap
between them in a radial direction relative to
th magnetic
the ti chip
hi detector.
d t t
•Typically used for applications where lower
sensitivity due to higher debris generation
rates, such as transmissions and gearboxes.
 Spring
Isolated Ground Magnet
Chip Detector
Debris Monitoring
Axial Gap
Axial Gap H li
Helix

Valve Cup
Valve

Pole Pieces
Axial Gap

Plug Helix Pin
 Debris Monitoring
Debris Monitoring
• Zapper® ‐ Capacitive discharge method to remove nuisance fuzz 
accumulated on electric chip detector
– Controlled amount of Energy
– May have Integral Temperature Switch ‐ may inhibit zap
– Automatic or Manual operation
p
– Various form factors used:
• Attached pod
• Self contained in handle
Self contained in handle
• Separate Power Module for multiple CDs
– Zapping depends on power voltage
 Debris Monitoring
Debris Monitoring
• Smart Zapper® 
– Can handle many channels by sharing capacitors
– Incorporates Built in Test (BIT) Functions to verify wiring and system 
integrity
– Allows more sophisticated reporting, e.g. ARINC 429 Bus
p p g, g
– Zapping independent of voltage
– Can provide multiple zapping attempts, report and record attempts

 Software developed to
meet DO-178B
requirements

S92 Smart Zapper® System

 Debris Monitoring for Engines
A schematic of a typical gas turbine engine lubrication system
 Debris Monitoring for Engines
QDM® (Quantitative Debris Monitor) with “Lubriclone®”
System shown:
GE90 (B
(Boeing
i 777)

Lubriclone
L bi l
three-phase vortex
separator for Signal conditioner
debris and air
separation from oil
(installed in QDM® inductive debris
combined-
combined sensor (installed in
scavenge line) separator) counts,
collects and retains
ferrous debris
 Debris Monitoring
Debris Monitoring
• Lubriclone® ‐ Provides phase cyclonic separation 
– Principle of Operation
Principle of Operation
• Fluid rotational motion is created through tangential 
injection of fluid into a cylindrical vessel
• Phase separation results from differences in densities
• Air exits via a vortex finder containing an orifice
• Debris is removed through a small passageway on the 
downstream end of the cylinder through use of QDM 
or Chip Detector
Chi D t t
Debris Monitoring
Operating Principle – Three-Phase Vortex Separator

Very high efficiency (data for

GP7200):

• Air separation
p > 95%
• Oil separation > 99.8%
• Debris separation > 88%
• Pressure drop
< 9 psid at 41 gpm oil, 8scfm
air
 Debris Monitoring
Debris Monitoring
– Common Lubriclone® Terminology

• Air separation efficiency ‐ the amount of air (at standard conditions) 
by volume that exits the air exit port, vs. the amount of air that 
enters the air/oil inlet port (at standard conditions) 
• Oil separation efficiency ‐ the amount of oil by volume that exits the 
oil outlet port, vs. the amount of oil by volume that enters the 
separator air/oil inlet port
• Air and Oil separation efficiencies can be optimized for specific 
Ai d Oil ti ffi i i b ti i d f ifi
application requirements by varying air/oil inlet and air outlet 
orifice sizes
• Dwell time (residence time) 
Dwell time (residence time) ‐ The amount of time it takes fluid to 
The amount of time it takes fluid to
pass through the Lubriclone
Debris Monitoring (GP7200
Lubriclone®) Air O tlet
Air Outlet

Sensor 
Port
(Debris 
Capture)

Air/Oil/Debris
Inlet

Oil Outlet (Enters Tank)
 Debris Monitoring
Debris Monitoring
• Lubriclone® with QDM – Typical Design Challenges
– Lubriclone® Sizing
• Optimizing Air & Oil Separation efficiencies for a 
variety of flow conditions
• Minimizing Pressure Drop 
• Structural, Weight
– Sensor Capture Capabilities
• Defining particle threshold above which indications 
shall be provided
• Understanding material, shape, and mass of failure 
debris
• Capture Efficiency
– C
Comply with Fire Proof Requirements (2000 °F for 
l i h Fi P f R i (2000 °F f
15 minutes.) 
Debris Monitors for Engines
Debris Monitors for Engines
GEnx Trent XWB
Trent XWB
 Operating Principle ‐ QDM
Operating Principle 
Magnetic field
BIT coil Sense coil

Magnet
Magnetic pole piece
Magnetic pole piece
Output pulses for a “small” 
and a “large” particle
QDM sensor is a passive, magnetic, inductive sensor that collects, retains 
and indicates capture of individual ferromagnetic particles
d i di t t f i di id l f ti ti l
 Operating Principle ‐ QDM
Operating Principle 
Sample Output Signal – 0.798 mg particle
 QDM Operating Principle – System Example
QDM Operating Principle  System Example
QDM signal  Chip pulses to 
Pre set mass threshold
Pre‐set mass threshold conditioner Engine
Engine 
QDM counts Monitoring 
discrete particles System, FADEC 
QDM sensor or HUMS

sensor output

Bit input from 
BIT input to sensor EMS, FADEC or 
Notes: HUMS
1
1. Th system has
The h a minimum,
i i pre-set chip
hi mass threshold
h h ld to reject
j noise-induced
i i d d false
f l
counts.
2. Chip count algorithms for alerting flight and/or maintenance crew are included in EMS,
FADEC or HUMS software.
3. Limited chip mass classification (“binning”) is possible, but this requires more complex
signal conditioning and chip alert algorithms.
ODM Basics: Rolling-Contact Fatigue (RCF)
Debris From Engine Shaft Bearing
Bearing debris particles produced by
Rolling Contact Fatigue (RCF) vary
widely
id l iin shape
h and
d mass

Extruded RCF spall flake,

ca. 300 µm diameter
Bearing
g RCF p
particle,, approx.
pp 110 µg
Oil Debris Monitoring (ODM) Basics: Comparison 
between Actual and Test Debris
between Actual and Test Debris
 Debris Monitoring
Debris Monitoring
• Quantitative Debris Monitor (QDM)
– Counts ferromagnetic chips arriving at the sensor.
Counts ferromagnetic chips arriving at the sensor
– Collects and retains all chips for alert verification by means of 
chip inspection and analysis.
– Counts all chips with a mass above a preset sensitivity 
C ll hi ih b ii i
threshold, which is set so that environmental noise (EMI, 
vibration) does not cause false counts.
– Chip alerts are generated by FADEC, EMS or HUMS‐based alert 
algorithms. Examples are: number of chips per flight or 
p p p
number of chips per elapsed time interval. There can be in‐
flight alerts or maintenance alerts, or both. 
 Future Challenges for Debris 
Monitoring
• Rotary Wing Air‐framers are clamoring to design “hybrid 
y g g g y
bearings” into their products

• Hybrid Bearings Use standard inner and outer race material, 
typically M50 type steels; however, the rolling elements are 
made of silicon nitride – a ceramic material – a non‐metal

• Hybrid Bearings have many advantages over all steel bearing 
designs.  These special features provide greatly improved 
engine and mechanical efficiencies
 Future Challenges for Debris 
Monitoring
• Hybrid Bearing Advantages Include:
Hybrid Bearing Advantages Include:
– Higher Operating Temperatures
– Lower Centrifugal Forces –
Lower Centrifugal Forces Higher DN speeds
Higher DN speeds
– Less Dependent on Lubrication
– Lower Weight –
L W i ht as much as 40% reduction
h 40% d ti
– High Insulation Properties to Resist Electrical 
Arcing
 Future Challenges for Debris 
Monitoring
• The
The Challenge is to develop newer, more 
Challenge is to develop newer more
sophisticated monitoring systems that can 
detect ferrous non‐ferrous
detect ferrous, non ferrous and non
and non‐metallic
metallic 
debris
• The leading and most likely technologies will 
The leading and most likely technologies will
be optically and/or acoustically based with a 
second inductive confirmation stage
second inductive confirmation stage
 Trent XWB
Specifications

75 000 97,000 lbs. thrust
75,000 – 97 000 lb th t

Bypass Ratio 9.3:1

Overall Pressure Ratio 50:1

Fan 22 Blade 118” Dia.

Powers Airbus A350/A380

Powers Airbus A350/A380
Eaton Debris Monitoring Products
g
• Chip Collectors and Detectors
• Zapper ®, Smart Zapper ®
• QDM ® (Quantitative Debris Monitor)
• Lubriclone ®