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Practical Solutions to Machinery and Maintenance

Vibration Problems
Chapter 8, Vibration in Bearings

Section 1, Vibration Due to Rolling Element Bearings

One of the first points to make regarding vibration due to rolling element bearings is that
generally speaking, the bearing is not a source of mechanical trouble but merely a result
of other problems. Most often, when symptoms of bearing defects arise, they are
accompanied by other symptoms, such as for misalignment or unbalance. When dealing
with rolling element bearing analysis, a good rule is to not only analyze the symptoms of
bearing defects but to also determine why the bearing is defective. Look for symptoms of
such sources as unbalance, misalignment, poor assembly, etc.

There are many different symptoms of distressed rolling element bearings, and much
good information has been published on the subject. It is, therefore, not the purpose of
this section to supersede information that is likely already known, but instead to highlight
some of its more practical applications and strengthen certain portions.

Section 2, High Frequency/Ultrasonic Measurements

One of the most difficult Bearing problems to identify is incipient failure (failure that is
just about to happen). Vibration velocity readings help us to identify bearing defects in
the latter stages of bearing life. However, in order to get the earliest warning of
impending trouble, it is necessary to monitor the ultrasonic vibration levels. Most
instruments now have the capability to measure very high frequency vibration in the 5
kHz - 50 kHz range, (300 Kcpm - 3000 Kcpm). The terminology for the particular unit of
measurement varies from manufacturer to manufacturer, such as "spike energy," shock
pulse," "bearing defect energy," "high frequency detection," etc., etc. However, they all
measure pretty much the same thing. The instrument manufacturers will be able to
furnish a detailed definition and description of their specific units of measurement. For
the purposes of this text, general terms will be used.

These high frequency measurements sense the low energy, repetitive, metal-to-metal
impacts that occur in the earliest stages of an incipient bearing failure. The rate,
amplitude and frequency are all combined to give a single "numerical" output. To
maintain impartiality, this text will identify all these units with the generic term IBF
(Incipient Bearing Failure) number.

The problem with all these units is that it is almost impossible to accurately determine
bearing condition based on a single measurement. Measurements are very sensitive to a
host of external influences such as differences in installation, load, lubrication, pickup
mounting, location and number of interfaces. Other problems, such as cavitation, gear
mesh and steam leaks, also have significant effects in IBF numbers (i.e. it is possible to
install two identical, brand new bearings in two identical machines and get two different
IBF readings).

The use of IBF readings excels when trended over a period of time. If used correctly, IBF
units will provide the earliest warning system for impending failure. In this manner,
change becomes more significant than absolute values. If this technique is to be
successful, accurate repeatable data has to be acquired.

Of all the vibration parameters measured, IBF units are the most sensitive to transducer
location and mounting. Small changes in location and/or mounting techniques can
produce large changes in IBF amplitudes, making it very difficult to identify true changes
in bearing condition.

Fig. 1 shows a typical IBF trend. Notice that the IBF number actually drops either before
or as the bearing fails. If a single IBF reading of, say, 0.5 is obtained, will the bearing last
another 5 years, 5 months or 5 days? This is not known unless enough plots have been
taken to show a trend. It is not recommended that a diagnosis be made based on IBF units
alone. Instead, always verify the diagnosis with other vibration units such as velocity.
Remember, trending IBF units provides only an early warning system.

Section 3, Considerations for Evaluating Amplitudes Due to Bearing


Defects

Whether plotted by hand or by computer, trends of IBF units or vibration units (usually
velocity) vs calendar dates are certainly valuable for monitoring how fast a bearing may
be deteriorating. However, such trends do not always accurately predict the approximate
time for failure. Usually trend plots of IBF units show increases as the bearing
deteriorates, but as actual failure occurs (such as cracking), the IBF units may show a
sharp decrease. When IBF units are still increasing, most careful analysts monitor trends
of velocity amplitudes as well. But again, amplitude increase is not always present as a
bearing deteriorates.

The difficulty is due to the entirely different nature of vibration amplitude increases due
to bearing defects, as compared to amplitude increases due to other vibration sources
such as unbalance, misalignment, bent shaft and so on. For example, as fly ash builds up
on a fan, its unbalance may progressively increase. Increased unbalance shows increased
amplitude at 1 x rpm. Or, for example, greater shaft-to-shaft misalignment will give
higher amplitudes for its frequencies. Therefore, the analyst is tempted to think that
greater defects at the source always produce larger amplitudes. True for almost all
vibration sources. However, not necessarily true for bearing defects.

Sometimes bearing defect amplitudes increase as the defect gets worse -- but not always.
Amplitudes at bearing defect frequencies may not increase much at all and, in some
situations, may actually decrease as the bearing gets worse. Instead of the bearing defect
amplitudes increasing, they may instead increase the number of sidebands. What may
have started out as a relatively sharp peak may appear to be spreading out to cover a
wider frequency range. As with trends of IBF units, just before or right at bearing failure,
the vibration amplitude suddenly decreases. Therefore, trend plots based on amplitude,
may or may not give an accurate picture of what is happening in the bearing.

Vibration amplitudes measured on the machine's case that are considered as acceptable or
even smooth if originated from, for example, unbalance, are not acceptable for
amplitudes due to bearing defects. For example, a pump's case reading of 0.1 in/sec or 3
mm/sec is considered acceptable, but if that amplitude originates from a bearing defect,
that bearing is usually so bad that the defect is visible to the eye (conversions between
English and metric units are approximate). Vibration amplitudes at bearing defect
frequencies are usually very low. For a "regular speed" machine, such as 1800 rpm or
1500 rpm, a bearing is considered mildly bad at only 0.04 in/sec or 1 mm/sec. Although
this amplitude appears mild, the bearing can still immediately fail. For very slow speed
machines, such as papermachine dryer rolls (under 100 to 200 rpm), a bearing defect
velocity amplitude of only 0.02 in/sec or 0.5 mm/sec requires a bearing change.

(In Update's course Practical Solutions to Machinery and Maintenance Vibration


Problems Part II this subject is covered in considerably more detail and actually takes a
full day. However, this textbook is for Practical Solutions to Machinery and Maintenance
Vibration Problems Part I and the information provided is sufficient for analysis of
bearing defects in about 90 percent of all situations.)

Section 4, Importance of Pickup Mounting and Location

In order to accurately monitor and trend IBF units over time, it is necessary to acquire
accurate readings. Of all the various vibration units available, IBF units are the most
sensitive to pickup location and mounting techniques. Small changes in location and/or
mounting techniques can give rise to large changes in IBF amplitude readings, making it
very difficult to identify the genuine changes in IBF number. The preferred location is as
physically close to the bearing as possible and preferably (but not essentially) in the "load
zone." For the usual vibration units, such as velocity or displacement, having one to a few
interfaces between the pickup location and the bearing itself is not very important.
However, for IBF measurements, each interface decreases the accuracy of the reading.
Therefore, try to choose a location with the least amount of interfaces between pickup
location and the bearing. As with all maintenance work, compromises may be necessary.
If so, IBF absolute numbers may have to become secondary to IBF changes from one
time to another.

For initial maintenance setup on large machines, it may be necessary to review the
engineering drawings in order to find an appropriate pickup location that will provide a
good transmission path. The location must be clearly marked on the machine so that
subsequent readings will be acquired in the same location.

Stud mounting is the best, but obviously more expensive. A practical alternative would be
the magnetic holder. Use of an extension probe "stinger" or stem usually does not
produce as good results unless of short length and adequately tightened to the pickup.
Update also suggests small drill point holes on the case's measuring points.

Section 5, Use of IBF Units to Accurately Determine Bearing Lubrication

One of the challenges of maintenance departments worldwide is to develop effective


lubrication programs for the many grease lubricated rolling element bearings. In an effort
to ensure that a bearing is not lost due to lack of lubrication, there is a strong tendency to
over-lubricate rolling element bearings. Over-lubrication is probably responsible for more
bearing failures than under-lubrication. There have been several approaches over the
years to solve lubrication problems of rolling element bearings. Some special instruments
have built-in computers. Strong claims are made for their effectiveness. Others use
certain features of their regular vibration instruments, such as measuring IBF units.
However, none of these approaches address the question of how much grease the bearing
needs. A fully sealed bearing does not require regreasing through the course of its life,
which if correctly installed in a machine that is well balanced and well aligned, can run in
excess of 10 years. Why is it, therefore, that relubricating bearings can be called for every
few months? The usual answer is, "To flush the bearing of contaminants." However, if the
bearing lip seals are in good condition, there should be no contaminants and, therefore,
no requirement for regular lubrication.

This is not a section on bearing lubrication. Its focus is only on how some specialists use
IBF units to accurately determine the quality and quantity of bearing lubrication in rolling
element bearings. IBF measurements are made on a regular basis, watching for
significant change. When significant change occurs, the technician verifies the initial
data. Then, while monitoring the IBF reading, grease is applied. After applying two or
three pumps of the grease gun, the technician pauses for a few seconds while observing
the IBF reading. Typically, the reading decreases. Grease is applied until no further
reduction in the IBF reading can be obtained. At that point, the bearing is considered to
be properly lubricated. The bearing should be monitored for 10 to 15 minutes after the
process to ensure that the IBF reading does not increase. If it does, the process is
repeated. Sometimes overgreasing will show an IBF increase.

The bearing should then be checked 24 to 48 hours later to ensure no further increase has
occurred. A return to previous levels probably means the bearing is starting to fail. It is
possible to temporarily reduce the IBF readings on severely defective bearings by
applying grease

Section 6, Use of Velocity Spectra to Determine Bearing Condition

One of the keys to the successful analysis of distressed bearings is pattern recognition.
Since there are many different configurations, types and sizes of rolling element bearings,
it is very difficult to accurately determine one specific frequency and amplitude that will
be generated by a bearing defect. Therefore, it is necessary to observe the familiar
"patterns" developed by about 80 percent of distressed bearings rather than their absolute
amplitudes and frequencies.

Stage One:
Fig. 2 represents the velocity spectrum for the first stage of a bearing defect. An increase
in IBF units has occurred. Note that there is no change on the vibration velocity
spectrum. At this stage, it should be noted that there is no discernible change in noise or
temperature and no visual indication that the bearing is distressed.
Stage Two:
Fig. 3 represents the velocity spectrum for the second stage of failure. IBF continues to
increase. The first indication of a problem on the velocity spectrum is what is often
referred to as the bearing component's natural frequency. This low amplitude vibration
usually occurs somewhere between 30 Kcpm and 120 Kcpm depending on the bearing.
These frequencies are independent of operating speed and non-synchronous. As the
problem continues to deteriorate, 1 x rpm sidebands begin to appear. As deterioration
continues, the other component natural frequencies appear, again developing 1 x rpm
sidebands until the familiar "haystack shape" has developed. The difference frequencies
between sidebands usually indicate the rpm of the defective bearing.

Section 7, Calculations for Bearing Defect Frequencies


Fig. 4 shows various formulas which can be used to calculate these frequencies.
Unfortunately, much of the information required is not always readily available, so the
use of the approximations given in Fig. 6 are recommended. The only information
required to calculate these approximations is the machine's rpm and the number of balls.
This information is usually available. Some bearing manufacturers now offer databases
and computer programs to determine bearing frequencies. Another fact that assists in
recognizing fundamental bearing frequencies is that they almost occur at non-integer
multiples of operating speed (non-synchronous) such as 4.3 x rpm, 5.6 x rpm, 6.8 x rpm,
etc. They do not occur at full integer (synchronous) multiples such as 2 x rpm, 6 x rpm, 8
x rpm and so on.
All bearing frequency calculations are made with the assumption that pure rolling contact
is occurring. In practice, however, it is unlikely that this type of contact is occurring
perfectly, which can lead to small frequency errors. Also, errors in accurately determining
rpm, errors caused by FFT bandwidth, etc., require the acceptance of a certain amount of
approximation.

As with the component natural frequencies, the amplitudes of these peaks are relatively
small. As the bearing deteriorates further, 1 x rpm sidebands develop, especially around
the inner race frequencies. This is due to amplitude modulation as the defect(s) passes in
and out of the "load zone." They can occur at +/- 1 x rpm, +/- cage frequency, or +/- ball
spin frequency, depending on the situation.

Stage Three:

Fig. 5 represents the velocity spectrum for the third stage of failure. IBF has reached a
maximum. As the problem develops further, bearing defect frequencies that can be
calculated appear. Multiples or harmonics of these frequencies are also common. The
more harmonics of a bearing defect frequency, the greater the deterioration. However,
rpm must also be considered. Low speed machines show considerably lower amplitudes,
as well as less bearing defect harmonics, for the same deterioration as in higher speed
machines.
Stage Four:
Fig. 6 represents the velocity spectrum for the fourth stage of failure. This is the final
detectable stage, and the IBF units have dropped. At this time, bearing defects start to
become less distinct as the noise floor rises. Multiple sidebands occur around harmonics
of fundamental bearing defect frequencies. Eventually the spectrum becomes erratic, and
broadband noise occurs. Notice that the amplitudes of individual peaks have decreased.
Due to the spread over a very large frequency range, and much broadband noise, this
stage is often confused with the symptoms of cavitation. It is recommended, however,
that when a significant increase in IBF units occurs or "haystack" activity is present on
the velocity spectrum, then data collection time intervals should be considerably reduced.

Section 8, Further Considerations for Bearing Defect Vibration Amplitude


and Frequency Symptoms

As vibration amplitudes due to bearing problems are often relatively small when
compared to other vibration sources, "threshold-type" alarms that measure "overall"
vibration do not usually give adequate warning for impending bearing failure. Instead,
"power band-type" alarms, which measure "root mean square" (rms) values, are most
often more appropriate as they give a better idea of "vibration defect energy."

Section 9, Estimating Remaining Bearing Life

The writer views all of the symptoms only as warnings. It is analogous to measuring just
how
much thickness of automobile tire rubber is left above the cords. Assuming a "reading"
that indicates that the tire's cords are about to be exposed, the driver might ask if the car
could be driven for three hours at the maximum speed without experiencing a blowout.
The answer can only be that there is just so much thickness of rubber left, that the
condition can cause a blowout within the first five minutes but may not result in a
blowout for several weeks or even several months. Obviously, the rubber thickness
measurement is only a warning of what can probably happen. It may even predict what
will more likely happen, but it is not a sure indication of what will happen. The same is
true for bearings showing more and more symptoms via the spectrum, as failure
approaches.

For bearings with symptoms of imminent failure, it is suggested that the analyst indicate
to the operator: "From the best vibration and IBF knowledge we have today (which is
incomplete), the symptoms indicate the machine should be shut down as quickly as
possible. However, if you have reasons to want to take your chances and continue
running, there is always a possibility that this particular failing bearing may run much
longer than symptoms indicate. But at this level, the risk is yours. I can only report that I
recommend changing the bearing." For bearings that are deteriorating but not as close to
imminent failure, a rough estimate may be given, but in the same spirit as the analogy of
the tire.

Operating under the same operating conditions as before, it is reasonably possible to


predict how long a bearing will last if the symptoms and data are compared with that
bearing's previous symptoms of failure. Most of the time, however, this experience is not
available, so it is not recommended that specific bearing life predictions be made. Many
factors other than bearing conditions, such as speed, also affect decisions as to whether a
bearing should be changed or allowed to run. Try to avoid specific time predictions, since
errors in time prediction often lead to a loss of credibility even though the defective
bearing has been correctly identified.

Section 10, Vibration Symptoms of a Loose Bearing

A bearing can be installed in such a way that "hand feel" indicates a proper fit. However,
when the machine is running, the bearing fit might not be tight enough for operating
conditions. While running, the fit is loose and the race that is not supposed to rotate,
rotates. This, of course, causes excessive rubbing and most often produces symptoms
similar to that of a rub or looseness.

If no bearing defects are present and the only problem is bearing looseness, the usual
symptoms are more harmonics of 1 x rpm than usual. For example, unbalance alone
produces almost no larger than usual harmonics, such as a 2, 3 or 4 x rpm. Shaft-to-shaft
misalignment usually increases the amplitudes of the harmonics in this low end of the
harmonic range (see section "Evaluating Harmonics for Complete Analysis to Determine
Vibration Source"). Harmonic amplitudes caused by misalignment usually diminish
considerably after 3 or 4 x rpm (unless magnified by resonance or produced by the
segments of coupling jaws). However, higher than usual amplitudes of harmonics due to
bearing looseness can occur in the same low end of the harmonic range (but most often
do not show until at least 3 or 4 x rpm) and continue on to still higher harmonic
frequencies. These harmonic frequencies are usually still in the range that Update calls
"lower harmonics" (approximately 10 x rpm and below).

Although more harmonics of higher than usual amplitude are present, they are not
absolutely sequential. For example, the harmonics created by looseness at 2 and 3 x rpm
may be small and appear higher than usual at 4, 5 and 6 x rpm. For greater looseness or
harder rubs, the harmonics can continue, for example, on up to say 8 x rpm; but
occasionally intermediate harmonics may be missing, such as the 4th and 7th harmonics.
For extreme cases, these harmonics can continue on up to very high frequencies.
Synchronous time averaging will not eliminate the true harmonics of 1 x rpm. As this
condition is not an actual bearing defect, such as a spall, pit or crack, the harmonics
created are not considered to be "bearing defect frequencies." True bearing defect
frequencies, such as spalls, cracks and pits, emit frequencies that are non-synchronous
with running speed. So when there is question as to whether a peak is due to a bearing
defect frequency or due to some other source, it's a good idea to determine whether it is
synchronous. Spectra showing rubs or looseness always vary from machine to machine.
Only a general idea can be formed by pattern similarity.

Conclusions:

1. IBF units are an early warning system only.


2. IBF units should be trended over time where change is more significant than absolute
values.

3. IBF units are sensitive to outside influences such as cavitation, transducer mounting,
lubrication and so on.

4. When observing velocity spectra, pattern recognition rather than absolute amplitude
values are most important.

5. All bearing defects (other than too much clearance or looseness) create peaks at
frequencies non-synchronous with running speed.

6. As defects progress, look for increased sideband activity.

7. Difference frequencies between sidebands usually indicate the rpm of the defective
bearing.

8. Don't attempt to be too specific in predicting time to failure.

Section 11, Further Considerations Regarding Calculated Bearing Defect


Frequencies

A common error is to suppose that most calculated bearing defect frequencies will be
present almost always in the higher frequency portion of the vibration spectrum. This, of
course, can occur; but most bearing defect frequencies that can readily be calculated, are
revealed at frequencies that are relatively low and can easily be mixed up with those from
other vibration sources.

For example, sometimes bearings have defect frequencies and harmonics of those
frequencies in the range that normally shows the lower harmonics due to shaft/coupling
misalignment. If the instrument resolution is not high, accuracy is sacrificed and
sometimes bearing defect frequencies are confused with frequencies such as those
originating from electrical hum, misalignment harmonics of 2 x and 3 x rpm, vanepass
frequencies, and so on.

The calculated frequencies for a defective cage or retainer are almost always in the range
of less than 50 percent of rpm. Typically, the frequencies are from a little over 30 percent
to slightly under 50 percent of rpm. A surprising number of bearing cage defect
frequencies are in the range of 41 to 48 percent of rpm, causing the symptom to look like
that for oil whirl. Yet, rolling-type bearings are not subject to oil whirl!

Another characteristic of a cage defect frequency is that the calculated amount (less than
1 x rpm) often does not appear on the spectrum. Instead, a harmonic of that number does
(such as 2 x the bearing cage defect frequency). This can come surprisingly close to the 1
x rpm frequency and be revealed only with proper resolution.
For example in Fig. 7, consider the spectrum's first peak at 28.0 Hz and its third peak at
96.2 Hz. At first glance, the first peak looks as if it's surely a ½ x rpm sub-harmonic.
Through a quick calculation, it is shown to be a non-synchronous 0.47 x rpm. The third
peak appears to be its third harmonic but calculates to be 3.44 x 28 and, therefore, not its
full integer multiple (therefore non-synchronous). Calculation indicates it is also close
enough to appear to be 1 ½ x rpm.

Also notice that the frequency range goes up to 800 Hz. If 400 lines were used, the range
for each line would be 2 Hz (120 cpm). Reducing the top frequency to 200 Hz gives 0.5
Hz (30 cpm) per line. Increasing the number of lines to 1600 gives a resolution of 0.125
Hz or 7.5 cpm. Obviously, data collecting for routine predictive maintenance requires fast
procedures, but when a bearing or some other defect is suspected, a further set of very
accurate data is required for proper analysis.

Section 12, Vibration Due to Oil Whirl (in Plain or Sleeve Bearings)

Oil whirl (sometimes called "oil whip") is one of the easiest vibrations to recognize as it
is one of those rare vibrations with a frequency of well below 1 x rpm running speed. Its
frequency has been reported to be anywhere from approximately 45 to almost 50 percent
of rpm. Simply view oil whirl vibration frequency as "slightly less than ½ x rpm.

Referring to the diagram showing the normal running conditions between a shaft and a
plain bearing, notice that the shaft is very rarely operating and running with its own
centerline coincident with the bearing's centerline. Therefore, there is a section wherein
the clearance for lubricant would be less than in other areas. This could be the normal
result of the weight of the rotor, the always present partial coupling and shaft
misalignment, and so on. The narrow gap area acts to build up the pressure of the rotating
oil, forming a higher pressure point between the shaft and bearing. As the speeds
increase, pressure increases, thereby pushing the shaft and rotor further upward (in most
cases), and/or toward one side. This allows the gap to widen at the pressure point and
move the new pressure point to a position closer to the shaft's bottom. All described so far
apply to rotors without oil whirl and are considered normal.

However, if the load is too light (rare), the clearance too great (also rare), or if there is
any other reason why the pressure point proceeds to a place whereby the higher pressure
can lift the shaft high enough so that the higher pressure section can "escape," then oil
whirl results. The shaft that is lifted high enough to allow the escape of the higher
pressure section is now no longer supported in this position. The shaft suddenly drops --
the gap narrows again -- and the higher pressure again develops. The process repeats
itself cyclically; pressure lifting the shaft -- escape of pressure -- dropping of shaft --
pressure buildup -- lifting of shaft -- escape of pressure -- dropping of shaft -- pressure
buildup -- lifting of shaft -- and so on. The cyclical frequency of all this is the average oil
velocity. The oil's velocity right on the shaft's surface is equal to that of the shaft's surface
speed. The oil's velocity right on the bearing's surface is zero. The average velocity is 50
percent of the rotor's rpm. With a little slippage, the actual velocity is slightly less than ½
x rpm. Do not confuse it with vibration at exactly ½ x rpm, which does not originate with
oil whirl but instead is most often associated with bearing looseness or a rub.

The most common published reason for oil whirl is that the bearing loads are too light,
relative to the oil pressures built up by higher speeds. Yet in maintenance work of already
built machinery with more established design, it has been found that this is the least
probable source. (Yet, it is a common source for newly designed machinery that hasn't
been de-bugged.)

Another reason given is bearings that have too much clearance. Again, with established
designs, it is doubted this is very common. An approach used by Update is to first
remember that when rotors vibrate for any reason, the centerline of the shaft will be
tracing an orbit around the actual axis of rotation. Visualizing the shaft's surface relative
to the bearing's inside diameter, the distance between the two will be changing at a rate
equal to the vibration frequency. When shaft vibration reaches several mils, the opening
and closing of the oil gap for the film will also be equal to several mils.

The orbit that seems to create oil whirl most often is from large coupling or shaft
misalignment. The misalignment, for example, can position the shaft at a location so as to
more easily lift the shaft and thereby allow escape . Misalignment can cause bearings and
shafts that do not normally result in oil whirl to be in a threshold position for it.

The solution is not to change the bearing, decrease the clearance, or increase the load
(although each of these could work), but to first analyze the vibration at the lower end of
the frequency range, such as at 1 x and 2 x rpm and so on, so as to determine if there is a
large unbalance or large misalignment. If there is, the unbalance or misalignment can
usually be corrected more easily than making bearing alternations.

For most process plant machinery that can't readily be shut down for bearing changes,
rebalancing or realignment, there are some relatively successful methods for curing oil
whirl temporarily until permanent changes can be made. The most common successful
method reported is to increase the oil's temperature, usually by approximately 10 percent.
Although this seems to work more frequently than cooling the oil, there are cases
reported whereby the oil whirl problem worsened with increased oil temperature, instead
cooling the oil eliminated the oil whirl.

Some have accomplished the desired results by decreasing the oil's viscosity (most
common success), whereas certain situations required raising the viscosity to eliminate
the oil whirl.

For altering the bearing itself, several methods have been reported. One is to make the
bearing ID egg-shaped, usually scraping material away in the 9:00 and 3:00 o'clock
positions. Another way is to form a dam or step on the top of the bearing's ID so that the
oil will produce a back pressure -- and therefore higher pressure on the top of the shaft --
preventing it from lifting enough to cause the previously described oil pressure section
escape. Another has been to reduce the surface area with grooves, especially at the
bottom half, so as to increase the bearing load.

This section is not complete. Bearing and rotating machinery manufacturers have much
more experience and knowledgeable details on the subject. Considering the high cost of
shutdown and the high cost of a mistake, it is suggested that such sources be consulted in
the event bearings are to be altered as a solution.

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