Textron Inc. (NYSE:TXT) announced today the acquisition of U.K.-based ALSTOM Gears, part of ALSTOM, a leading supplier of components, systems and services to the world's energy and transport infrastructure markets. ALSTOM Gears manufactures and sells a range of gears and gearboxes, including high-speed epicyclic and parallel shaft gearboxes, for the industrial, rail and marine industries. The acquisition will be fully integrated into Textron's Power Transmission Products business, part of the company's Fluid & Power Systems Group. For the fiscal year-ended March 1999, ALSTOM Gear's revenues were approximately $10 million. Terms of the transaction were not disclosed.
"Textron's acquisition of ALSTOM Gears further strengthens our power transmission capabilities, adding a range of technologically advanced gearbox systems to our existing product brands, including David Brown, Cone Drive and Textron Industrial gears," said Textron Fluid & Power Systems President Bob Geckle. "Furthermore, the acquisition establishes a multi-year preferred supplier agreement for Textron with ALSTOM for power transmission products," he added.
With approximately $1 billion in annualized revenues and locations in 23 countries, Textron's Fluid & Power Systems Group is a leading manufacturer of mechanical power transmission, motion control, fluid handling and electronic systems and components. The Fluid & Power Systems Group is part of Textron's $4 billion Industrial Segment.
Expert system for selecting speed reduction components for a power transmission
This paper describes the development of an expert system that will allow for the concurrent consideration and analysis of the many facets of product constraints, particularly function and manufacturability, at the early stages of power transmission development. The Power Transmission Design Assistant methodology is based on the concept of directed refinement, where the product and analysis methodology become less abstract as more information is given. This allows for analysis and guidance throughout the product development process. The methodology has been demonstrated on a small-scale, semi-automatic tool. The tool was the foundation for a larger tool that incorporates expert rules to help optimize power transmission component design.
Power transmission systems are a crucial component in many types of machinery. Mechanical power transmissions are used in products such as food mixers, automobiles, and aircraft. The power transmission design problem involves deciding the input, intermediate components, and their layout for a required motion, force, or torque output. With the increased popularity of computer-based design tools, many difficult engineering problems, such as power transmission design, can be eased, which allows engineers to spend more time optimizing the product.
A partial listing of the various components involved in power transmission is shown in Figure 1. Power transmission can be achieved by either electrical, mechanical, or hydraulic means; however, most transmission systems are designed for mechanical, rotary applications. Power transmission of rotary systems typically consists of components such as shafts, bearings, gears, pulleys, sprockets, chains, belts, connectors, and fasteners. These elements can be prepackaged to meet a specific design goal, or they may be individual elements that the designer selects to meet a need. In either case, each has its own design criteria and constraints.
In the past, optimization of power transmission systems involved achieving the following interdependent functional requirements in an iterative, trial-and-error approach:
Geometry-Are there space limitations between elements, especially moving and stationary components? What is the relationship between input and output locations?
Kinematics-What is the direction of motion of the input and output transmission components? Is it at constant speed or is it transient?
Kinetics-What are the forces and torques present in the system?
Speeds-What are the required input and output speeds and forces?
Design adequacy-Once the loads and speeds are known, are the stresses, vibrations, and weights within acceptable limits?
However, after functional optimization occurs, the product is often still suboptimal in terms of cost, especially when life cycle costs are considered. The main reason for the suboptimal result is that the trade-offs between the requirements are often impossible to consider manually. It is necessary to develop a set of design tools to tackle this complex problem and integrate the many areas of the life cycle cost into a set of optimal solutions.
The iterative nature of the product development process implies that a considerable amount of time is spent repeating common but sometimes difficult tasks. If, as in power transmissions, there are a substantial number of functional constraints, these tasks become even more difficult. The process of finding optimal solutions to design problems is usually difficult and is often abandoned in favor of a quick solution that works but may not be optimal. The difficulty may simply be a result of computational ability to solve for the optimal solution or lack of a metric for deciding the optimal solution.
Engineers must be able to make correct engineering decisions early in the product development process to maintain profitability and competitiveness. The consequences of poor decision making include increased development time, increased time to market, pressure from internal groups who depend on the design decisions, and increased change order costs. Decisions or changes made later in the product development are more costly because they have greater repercussions. It is therefore advantageous to make decisions as early in the product's design as possible. The major hindrance to achieving this is the lack of quantitative knowledge on which to base these decisions.
In recent years, computer-aided engineering (CAE) has been used to relieve some of the pressures on design decisions. CAE is used to size components, evaluate products, and perform low-level design tasks. CAE has mostly been used to automate complicated and repetitive mathematical tasks; however, automation of these mathematical tasks usually requires information about product parameters that is not available early in the product development process. Currently, such design automation software falls into one of several categories: CAD-based design for manufacturability/design for assembly (DFM/DFA)1,2
Power transmission systems are a crucial component in many types of machinery. Mechanical power transmissions are used in products such as food mixers, automobiles, and aircraft. The power transmission design problem involves deciding the input, intermediate components, and their layout for a required motion, force, or torque output. With the increased popularity of computer-based design tools, many difficult engineering problems, such as power transmission design, can be eased, which allows engineers to spend more time optimizing the product.
A partial listing of the various components involved in power transmission is shown in Figure 1. Power transmission can be achieved by either electrical, mechanical, or hydraulic means; however, most transmission systems are designed for mechanical, rotary applications. Power transmission of rotary systems typically consists of components such as shafts, bearings, gears, pulleys, sprockets, chains, belts, connectors, and fasteners. These elements can be prepackaged to meet a specific design goal, or they may be individual elements that the designer selects to meet a need. In either case, each has its own design criteria and constraints.
In the past, optimization of power transmission systems involved achieving the following interdependent functional requirements in an iterative, trial-and-error approach:
Geometry-Are there space limitations between elements, especially moving and stationary components? What is the relationship between input and output locations?
Kinematics-What is the direction of motion of the input and output transmission components? Is it at constant speed or is it transient?
Kinetics-What are the forces and torques present in the system?
Speeds-What are the required input and output speeds and forces?
Design adequacy-Once the loads and speeds are known, are the stresses, vibrations, and weights within acceptable limits?
However, after functional optimization occurs, the product is often still suboptimal in terms of cost, especially when life cycle costs are considered. The main reason for the suboptimal result is that the trade-offs between the requirements are often impossible to consider manually. It is necessary to develop a set of design tools to tackle this complex problem and integrate the many areas of the life cycle cost into a set of optimal solutions.
The iterative nature of the product development process implies that a considerable amount of time is spent repeating common but sometimes difficult tasks. If, as in power transmissions, there are a substantial number of functional constraints, these tasks become even more difficult. The process of finding optimal solutions to design problems is usually difficult and is often abandoned in favor of a quick solution that works but may not be optimal. The difficulty may simply be a result of computational ability to solve for the optimal solution or lack of a metric for deciding the optimal solution.
Engineers must be able to make correct engineering decisions early in the product development process to maintain profitability and competitiveness. The consequences of poor decision making include increased development time, increased time to market, pressure from internal groups who depend on the design decisions, and increased change order costs. Decisions or changes made later in the product development are more costly because they have greater repercussions. It is therefore advantageous to make decisions as early in the product's design as possible. The major hindrance to achieving this is the lack of quantitative knowledge on which to base these decisions.
In recent years, computer-aided engineering (CAE) has been used to relieve some of the pressures on design decisions. CAE is used to size components, evaluate products, and perform low-level design tasks. CAE has mostly been used to automate complicated and repetitive mathematical tasks; however, automation of these mathematical tasks usually requires information about product parameters that is not available early in the product development process. Currently, such design automation software falls into one of several categories: CAD-based design for manufacturability/design for assembly (DFM/DFA)1,2
Techno trucks: Roush racing
I'n a western suburb of Detroit, the Roush Racing NASCAR Craftsman Truck teams have been busy all winter preparing for the 1999 season opener in Homestead, Florida. The snow-shrouded shop could be mistaken for any other factory in a row of commercial buildings that line the service drive of a major expressway leading into downtown Detroit. But inside lies one of the most organized and complete shops in racing.
Don't tell Jack Roush that NASCAR teams must be located in the Carolinas to be competitive. The Roush truck teams have been extremely successful operating right out of Michigan, thank you, with third and eighth place overall standings in the 1998 series, almost identical to 1997. And don't tell Roush he has to purchase his chassis, engines or other components from someone in the South. If it can be done at all, it can be done well by Roush Racing.
Perhaps this formula has been the secret to the success of Roush's NASCAR teams over the last few years. (Roush Racing campaigns five Winston Cup and two Busch Grand National cars, in addition to the trucks.)
Part of the credit, however, must be given to the vast amount of technology used in this operation. Everywhere I looked I saw laptop computers used for reference and data recording. Nothing is left to human memory or the possibility of miscommunication.
The Teams
The two truck teams consist of the No. 50 Grainger Ford, driven by Greg Biffle, and the No. 99 Exide Battery Ford, now piloted by Mike Bliss for 1999.
I was given a shop tour by Matt Chambers, Crew Chief for the No. 99 truck and Randy Goss, Crew Chief for the No. 50 truck. I asked them what it was like, working in close proximity to another team.
"The two teams eat their lunches together and share information and communication. It keeps everybody together," said Goss. "It's an advantage."
"Randy and I work together closely, comparing notes and finding out what works and what doesn't," Chambers added. "It saves us a lot of time." Chambers prefers working in the NASCAR Truck Series rather than the Winston Cup or Busch Grand National cars. He's been on Winston Cup and Grand National teams and thinks the trucks are the best, "especially here with Roush. This is the best team I've been on," he continued, "and I find it's a lot of fun. In Winston Cup, there's tremendous pressure to please sponsors. We know we still have to make them happy,' but the pressure doesn't seem as bad in the Truck Series. We're also very fortunate to have great sponsors, as well as great ownership."
"We still have fun," Goss chimed in. "We race hard and take it seriously, but we still enjoy ourselves. Plus, when we leave home, we know we've got a chance to win. Some teams can't say that, and it takes all the fun out of it."
The huge facility is large enough to house both teams, with plenty of space for several built-up trucks, plus the offices and fabricating and storage areas. There's even a "wall" area for practicing pit stops. Each team has bays to work on five or six trucks that are in various stages of completion. Located in the fabricating area is a machine shop, a shop where oil pans and coolers are made, a shop for making headers, a chassis-building section and a shop to create the steel body shells. Outside, the transport trucks for each team wait to be loaded for the trip to Homestead.
Technology Abounds
I visited with Kevin Caparella, an experienced shock man who builds the shock absorbers for both teams. He creates a computer profile of each track on the schedule, compares it to last year's results and prebuilds the shocks for each truck accordingly. Caparella says short tracks with higher banks, like Bristol, create his biggest problems, because "a lot is happening in a short distance"-lots of bumps and turns. He then prepares several sets of shocks for each of the two trucks, which can then be fine-tuned at the track during testing and qualifying.
Caparella logs the mileage of each component and records the changes on his laptop computer. He inspects the shocks after every race and rebuilds them after three races. He uses a dynamometer that's specially made for testing and proofing the shocks before returning them to action. Again, the dynamics of each shock are recorded on his laptop for later reference.
Brian Hoye builds the transmissions and differentials for the truck teams. He has 22 Jerico four-speed gearboxes in his inventory and prebuilds several boxes prior to each race. Hoye usually prepares a tranny and two spare boxes for each truck, while the parts truck hauls two extra units, just in case. Having eight transmissions for the two trucks gives him the flexibility to rebuild quickly at the track to suit the driver's needs.
Don't tell Jack Roush that NASCAR teams must be located in the Carolinas to be competitive. The Roush truck teams have been extremely successful operating right out of Michigan, thank you, with third and eighth place overall standings in the 1998 series, almost identical to 1997. And don't tell Roush he has to purchase his chassis, engines or other components from someone in the South. If it can be done at all, it can be done well by Roush Racing.
Perhaps this formula has been the secret to the success of Roush's NASCAR teams over the last few years. (Roush Racing campaigns five Winston Cup and two Busch Grand National cars, in addition to the trucks.)
Part of the credit, however, must be given to the vast amount of technology used in this operation. Everywhere I looked I saw laptop computers used for reference and data recording. Nothing is left to human memory or the possibility of miscommunication.
The Teams
The two truck teams consist of the No. 50 Grainger Ford, driven by Greg Biffle, and the No. 99 Exide Battery Ford, now piloted by Mike Bliss for 1999.
I was given a shop tour by Matt Chambers, Crew Chief for the No. 99 truck and Randy Goss, Crew Chief for the No. 50 truck. I asked them what it was like, working in close proximity to another team.
"The two teams eat their lunches together and share information and communication. It keeps everybody together," said Goss. "It's an advantage."
"Randy and I work together closely, comparing notes and finding out what works and what doesn't," Chambers added. "It saves us a lot of time." Chambers prefers working in the NASCAR Truck Series rather than the Winston Cup or Busch Grand National cars. He's been on Winston Cup and Grand National teams and thinks the trucks are the best, "especially here with Roush. This is the best team I've been on," he continued, "and I find it's a lot of fun. In Winston Cup, there's tremendous pressure to please sponsors. We know we still have to make them happy,' but the pressure doesn't seem as bad in the Truck Series. We're also very fortunate to have great sponsors, as well as great ownership."
"We still have fun," Goss chimed in. "We race hard and take it seriously, but we still enjoy ourselves. Plus, when we leave home, we know we've got a chance to win. Some teams can't say that, and it takes all the fun out of it."
The huge facility is large enough to house both teams, with plenty of space for several built-up trucks, plus the offices and fabricating and storage areas. There's even a "wall" area for practicing pit stops. Each team has bays to work on five or six trucks that are in various stages of completion. Located in the fabricating area is a machine shop, a shop where oil pans and coolers are made, a shop for making headers, a chassis-building section and a shop to create the steel body shells. Outside, the transport trucks for each team wait to be loaded for the trip to Homestead.
Technology Abounds
I visited with Kevin Caparella, an experienced shock man who builds the shock absorbers for both teams. He creates a computer profile of each track on the schedule, compares it to last year's results and prebuilds the shocks for each truck accordingly. Caparella says short tracks with higher banks, like Bristol, create his biggest problems, because "a lot is happening in a short distance"-lots of bumps and turns. He then prepares several sets of shocks for each of the two trucks, which can then be fine-tuned at the track during testing and qualifying.
Caparella logs the mileage of each component and records the changes on his laptop computer. He inspects the shocks after every race and rebuilds them after three races. He uses a dynamometer that's specially made for testing and proofing the shocks before returning them to action. Again, the dynamics of each shock are recorded on his laptop for later reference.
Brian Hoye builds the transmissions and differentials for the truck teams. He has 22 Jerico four-speed gearboxes in his inventory and prebuilds several boxes prior to each race. Hoye usually prepares a tranny and two spare boxes for each truck, while the parts truck hauls two extra units, just in case. Having eight transmissions for the two trucks gives him the flexibility to rebuild quickly at the track to suit the driver's needs.
Tech & Trends; Alfa Romeo Solves 'Tiptronic' FoibleEngaging the 'logic' gear to improve manual automatic transmissions
Fiat SpA's Alfa Romeo acts on an astute insight into one ergonomic problem that, to now, has vexed the new breed of sequential-shift automatic transmissions: the gear lever offers the driver no perception of which gear is being used.
Many drivers of automatic-transmission vehicles equipped with a "manual" sequential-shift function - often called "Tiptronic" after the system name coined by early adopter Porsche AG - have complaints. They say the lackof aural and tactile feedback from the driveline - combined with a gear lever that remains centrally situated regardless of which gear is being employed - makes it difficult to discern one gear from the next.
This is particularly a problem for sequential-shift automatics hooked to larger-displacement, 6- or 8-cyl. engines that are too refined to give much seat-of-the-pants indication about gear selection. Drivers of sequential-shift automatics thus must drive by the tachometer or peer at a usually too-small digital gear indicator located in the gauge cluster.
Alfa Romeo solves the problem with its all-new "Q-System" 4-speed automatic for the 156: its manual-function "quadrant" effectively replicates that of a manual transmission (see diagram), with the four forward speeds arranged in the standard "H" pattern.
Rather than simply moving - or "tipping" - the gear lever forward or backward sequentially for up- or down-shifts, the Q-System's gears can be selected much like those of a manual transmission, with no need to move sequentially from one gear to the next. And because it's an automatic at heart, the Q-System, like all sequential-shift gearboxes, of course doesn't require a clutch.
Most important, the Q-System's gear lever, by moving through a distinct H-pattern, provides the driver with a quick visual confirmation of which gear is engaged. In effect, the Q-System provides for much more intuitive information about gear selection than a Tiptronic-style gear lever.
In addition, a digital display placed in the tachometer offers a readout of which gear is engaged - the only indicator with most other sequential-shift systems.
The Q-System was designed as the automatic transmission for the Alfa 156 after its launch with only manual transmissions, which means Alfa Romeo was able to engineer the H-pattern for the shifter from the onset; most sequential-shift automatics were designed to make use of an already existing automatic transmission's gear selector and console housings, making it more difficult - and costly - to incorporate a manual-transmission-replicating gearlever and shift "pattern."
Many drivers of automatic-transmission vehicles equipped with a "manual" sequential-shift function - often called "Tiptronic" after the system name coined by early adopter Porsche AG - have complaints. They say the lackof aural and tactile feedback from the driveline - combined with a gear lever that remains centrally situated regardless of which gear is being employed - makes it difficult to discern one gear from the next.
This is particularly a problem for sequential-shift automatics hooked to larger-displacement, 6- or 8-cyl. engines that are too refined to give much seat-of-the-pants indication about gear selection. Drivers of sequential-shift automatics thus must drive by the tachometer or peer at a usually too-small digital gear indicator located in the gauge cluster.
Alfa Romeo solves the problem with its all-new "Q-System" 4-speed automatic for the 156: its manual-function "quadrant" effectively replicates that of a manual transmission (see diagram), with the four forward speeds arranged in the standard "H" pattern.
Rather than simply moving - or "tipping" - the gear lever forward or backward sequentially for up- or down-shifts, the Q-System's gears can be selected much like those of a manual transmission, with no need to move sequentially from one gear to the next. And because it's an automatic at heart, the Q-System, like all sequential-shift gearboxes, of course doesn't require a clutch.
Most important, the Q-System's gear lever, by moving through a distinct H-pattern, provides the driver with a quick visual confirmation of which gear is engaged. In effect, the Q-System provides for much more intuitive information about gear selection than a Tiptronic-style gear lever.
In addition, a digital display placed in the tachometer offers a readout of which gear is engaged - the only indicator with most other sequential-shift systems.
The Q-System was designed as the automatic transmission for the Alfa 156 after its launch with only manual transmissions, which means Alfa Romeo was able to engineer the H-pattern for the shifter from the onset; most sequential-shift automatics were designed to make use of an already existing automatic transmission's gear selector and console housings, making it more difficult - and costly - to incorporate a manual-transmission-replicating gearlever and shift "pattern."
Maintenance management: Smart methods (cont.)
Note: This column is a continuation of the December, February, and April P&P maintenance columns by Christer Idhammar discussing smart corrective maintenance methods. This month, he covers some techniques in preventive and corrective maintenance for beginning to advanced readers.
MICROCANS TECHNOLOGY IS THE closest thing to a paperless maintenance system I have seen. The MicroCan is a stainless steel container about the size of a dime with a thickness of about three dimes. Inside the container is a microchip that stores information. With a handheld probe, you can touch the MicroCan and read information from it, or you can add information it.
This technology has been used for many years in security systems, car locks, maintenance management, and other applications. Many years ago, I saw a MicroCan fastened in a cow's ear. This triggered my curiosity and led me to develop a demonstration route system for preventive maintenance that was used for training and idea creation in training programs. Today, many companies are using MicroCan technology in their maintenance departments-especially for lubrication and inspection routes.
The applications for this technology are limited only by our imaginations. I have introduced it to many maintenance software suppliers without success. They apparently do not see its benefits and say that they have other solutions, including bar codes and other technology. However, bar codes can easily be damaged or painted over.The biggest obstacle with software suppliers is most probably a resistance to change.
The MicroCan technology is so effective that I am convinced we will see more and more of it in the future. If you are interested in learning more about it, you can contact Dallas Semiconductor in Dallas, Texas, and ask for a demonstration kit. We can also give you names of lubrication suppliers offering this system as part of their services.
HYGROSCOPIC BREATHERS AND FILTERS. Poor filtration and moisture in hydraulic systems and lubrication systems are costing the pulp and paper industry millions of dollars. If you keep hydraulic fluids cool and clean, hydraulic systems -to the contrary belief of American industrywill not leak as much as they do in most U.S. pulp and paper mills. If hydraulic fluids and lubrication oils are kept clean from particles bigger than five microns and there is no water content in the systems, components in these systems will have much longer life.
If you use silica-filled filters as breathers on hydraulic systems and, for example, gearboxes, you will eliminate one source of contamination. Desiccant bag filters will dry the air entering the system and filter out particles down to one micron. An indicator will change color when it is time to change the unit. More information is available from Des-Case Corp. in White House,Tenn.
I talked with a pulp and paper maintenance manager in a mill I worked with for many years. This mill used to have problems with the short life-about eight months-of small gears driving its big rotating filters and washers.After trying to solve the problem with other types of oil, the lubrication team modified the gears so that it was easy to connect a mobile filter. They also put hygroscopic filters on the gears. They have now been running the gears for six years without a problem!
HIGH INTENSITY LIGHT. We recently followed up on the results of a PM/ECCM (preventive maintenance/essential care condition monitoring) program that was implemented in two pulp and paper mills. They both used cost avoidance reports to follow up on results. A conservative estimate showed that, in both mills, savings were about ten times the cost of implementing the program in the first six months.
Most of these savings came from avoiding production losses. In one mill, 80% of all work in a shutdown was the result of inspections instead of short notice work orders. Also, one mill followed up on the methods used to identify potential problems. It showed that 73% of identified problems were detected by use of high intensity light and that another 15% were detected by the use of strobe lights. Before the program was implemented, sporadic "when-we-have-time" inspections were done using flashlights. In the initial training, the inspector trainees were introduced to better lights with a light beam of l000w. They discovered that this opened up a new world when they inspected equipment, especially when it was performed in conjunction with detailed cleaning of components.
MICROCANS TECHNOLOGY IS THE closest thing to a paperless maintenance system I have seen. The MicroCan is a stainless steel container about the size of a dime with a thickness of about three dimes. Inside the container is a microchip that stores information. With a handheld probe, you can touch the MicroCan and read information from it, or you can add information it.
This technology has been used for many years in security systems, car locks, maintenance management, and other applications. Many years ago, I saw a MicroCan fastened in a cow's ear. This triggered my curiosity and led me to develop a demonstration route system for preventive maintenance that was used for training and idea creation in training programs. Today, many companies are using MicroCan technology in their maintenance departments-especially for lubrication and inspection routes.
The applications for this technology are limited only by our imaginations. I have introduced it to many maintenance software suppliers without success. They apparently do not see its benefits and say that they have other solutions, including bar codes and other technology. However, bar codes can easily be damaged or painted over.The biggest obstacle with software suppliers is most probably a resistance to change.
The MicroCan technology is so effective that I am convinced we will see more and more of it in the future. If you are interested in learning more about it, you can contact Dallas Semiconductor in Dallas, Texas, and ask for a demonstration kit. We can also give you names of lubrication suppliers offering this system as part of their services.
HYGROSCOPIC BREATHERS AND FILTERS. Poor filtration and moisture in hydraulic systems and lubrication systems are costing the pulp and paper industry millions of dollars. If you keep hydraulic fluids cool and clean, hydraulic systems -to the contrary belief of American industrywill not leak as much as they do in most U.S. pulp and paper mills. If hydraulic fluids and lubrication oils are kept clean from particles bigger than five microns and there is no water content in the systems, components in these systems will have much longer life.
If you use silica-filled filters as breathers on hydraulic systems and, for example, gearboxes, you will eliminate one source of contamination. Desiccant bag filters will dry the air entering the system and filter out particles down to one micron. An indicator will change color when it is time to change the unit. More information is available from Des-Case Corp. in White House,Tenn.
I talked with a pulp and paper maintenance manager in a mill I worked with for many years. This mill used to have problems with the short life-about eight months-of small gears driving its big rotating filters and washers.After trying to solve the problem with other types of oil, the lubrication team modified the gears so that it was easy to connect a mobile filter. They also put hygroscopic filters on the gears. They have now been running the gears for six years without a problem!
HIGH INTENSITY LIGHT. We recently followed up on the results of a PM/ECCM (preventive maintenance/essential care condition monitoring) program that was implemented in two pulp and paper mills. They both used cost avoidance reports to follow up on results. A conservative estimate showed that, in both mills, savings were about ten times the cost of implementing the program in the first six months.
Most of these savings came from avoiding production losses. In one mill, 80% of all work in a shutdown was the result of inspections instead of short notice work orders. Also, one mill followed up on the methods used to identify potential problems. It showed that 73% of identified problems were detected by use of high intensity light and that another 15% were detected by the use of strobe lights. Before the program was implemented, sporadic "when-we-have-time" inspections were done using flashlights. In the initial training, the inspector trainees were introduced to better lights with a light beam of l000w. They discovered that this opened up a new world when they inspected equipment, especially when it was performed in conjunction with detailed cleaning of components.
Ikona to Exhibit New Gearing Products at Permian Basin International Oil Show
Ikona Gear International, Inc. (OTCBB: IKGI) ("Ikona"), an innovator in compact, lightweight, gearing systems solutions, announced today that it will be exhibiting its new gearing products for the oil industry at the upcoming 2006 Permian Basin International Oil Show.
Billed as "The World's Largest Inland Petroleum Exposition," the show will be held at the Ector County Coliseum Complex in Odessa, Texas on October 17, 18 and 19, 2006. Ikona will be located at booth E 23 and will exhibit dedicated oil & gas field machinery product designs for mud pump drives and drawworks.
Ikona COO George Stefan will attend the Odessa show with Ikona's Vice President of Business Development, Vladimir Scekic. Visitors to the Ikona booth at the Odessa show are invited to talk with Ikona's senior management team, access printed materials, and watch animated presentations of Ikona products.
"Our compact and lightweight products offer reduced maintenance requirements, competitive prices, and the best warranty in the industry -- six months longer than the competition," said Stefan. "This helps drilling companies with reducing their capital investments, operating costs, and rig relocation costs.
"As a direct result of the contacts established at the Global Petroleum Show in Calgary, AB, June 13-15, 2006, we received our first oil & gas orders, which currently are either delivered or in process of manufacturing for delivery in December 2006 and January 2007. We have successfully delivered two complete prototype gearboxes within 9 weeks from receipt of the order against an industry standard of 12 to 14 weeks delivery, thus demonstrating Ikona's superior time-to-market abilities and the strength of our supply chain."
About the Permian Basin Show
The Permian Basin International Oil Show, Inc. brings together people from every phase of the petroleum industry. Oil & Gas Leaders come to Odessa, Texas from every corner of the world to learn about the latest technology, the newest equipment, and to transact business and renew friendships. For more information go to
About Ikona Gear International, Inc.
Ikona Gear is a knowledge-based company focused on the design and manufacture of innovative and patented solutions for gearing and power transmission applications, a $100 billion market. The Ikona gear system is better, stronger, more precise and generally superior to standard gearing systems. The Company's unique, patented technology is ideally suited for deep ratio, weight and size constrained applications where often it is the only solution. The Ikona gear technology is the only technology that enables internal gear-sets with only one tooth difference, resulting in a much higher meshing of gears, and significantly higher gear ratios -- very important factors, especially in plastic gearing solutions.
Billed as "The World's Largest Inland Petroleum Exposition," the show will be held at the Ector County Coliseum Complex in Odessa, Texas on October 17, 18 and 19, 2006. Ikona will be located at booth E 23 and will exhibit dedicated oil & gas field machinery product designs for mud pump drives and drawworks.
Ikona COO George Stefan will attend the Odessa show with Ikona's Vice President of Business Development, Vladimir Scekic. Visitors to the Ikona booth at the Odessa show are invited to talk with Ikona's senior management team, access printed materials, and watch animated presentations of Ikona products.
"Our compact and lightweight products offer reduced maintenance requirements, competitive prices, and the best warranty in the industry -- six months longer than the competition," said Stefan. "This helps drilling companies with reducing their capital investments, operating costs, and rig relocation costs.
"As a direct result of the contacts established at the Global Petroleum Show in Calgary, AB, June 13-15, 2006, we received our first oil & gas orders, which currently are either delivered or in process of manufacturing for delivery in December 2006 and January 2007. We have successfully delivered two complete prototype gearboxes within 9 weeks from receipt of the order against an industry standard of 12 to 14 weeks delivery, thus demonstrating Ikona's superior time-to-market abilities and the strength of our supply chain."
About the Permian Basin Show
The Permian Basin International Oil Show, Inc. brings together people from every phase of the petroleum industry. Oil & Gas Leaders come to Odessa, Texas from every corner of the world to learn about the latest technology, the newest equipment, and to transact business and renew friendships. For more information go to
About Ikona Gear International, Inc.
Ikona Gear is a knowledge-based company focused on the design and manufacture of innovative and patented solutions for gearing and power transmission applications, a $100 billion market. The Ikona gear system is better, stronger, more precise and generally superior to standard gearing systems. The Company's unique, patented technology is ideally suited for deep ratio, weight and size constrained applications where often it is the only solution. The Ikona gear technology is the only technology that enables internal gear-sets with only one tooth difference, resulting in a much higher meshing of gears, and significantly higher gear ratios -- very important factors, especially in plastic gearing solutions.
New Breakthrough Mobil Industrial Gear Lubricants Designed to Maximize Performance
Mobilgear 600 XP Series Delivers Exceptional Protection to Reduce Wear and Increase Customers' Productivity
FAIRFAX, Va. -- ExxonMobil today announced that the new Mobilgear 600 XP Series of premium industrial gear oils will be introduced worldwide. Formulated to deliver exceptional, long-lasting protection for industrial gearboxes, Mobilgear 600 XP can help industrial companies become more competitive in global markets by raising their productivity.
"Gearbox technology has advanced significantly in recent years. As a result, maintenance professionals are demanding higher-performance gear oils that can enhance the durability and performance of gearboxes," said Jeff Biamonte, ExxonMobil's global industrial advisor. "At the same time, gear industry groups, gearbox and equipment manufacturers continue to introduce new specifications and equipment designs which impose ever higher demands on gear lubricants."
With its advanced and balanced formulation, Mobilgear 600 XP delivers exceptional performance over the long haul, even under the most demanding operating conditions, surpassing the industry's most demanding specifications, such as Flender BA Table 7300 A, DIN 51517 Part 3 and AGMA 9005 E02.
Mobilgear 600 XP is formulated to minimize wear and enhance the performance of all critical gearbox components - including gears, bearings and seals.
By providing exceptional wear protection, Mobilgear 600 XP helps control micropitting and other forms of gear wear. Its balanced formulation improves bearing and corrosion protection while remaining compatible with commonly used gearbox sealing materials. Furthermore, Mobilgear 600 XP is designed to significantly reduce the formation of oil degradation by-products that often lead to frequent oil changes.
Robert Errichello, a gear failure analysis expert and head of GEARTECH consulting firm based in the United States, stated, "All gear metallurgies are susceptible to wear, and without the appropriate lubrication, this can lead to machine failure. Gear oils need to have basestocks and additives that are properly balanced to protect against micropitting, macropitting, scuffing and corrosion."
"Maintenance and production professionals continue to seek ways to increase productivity and reduce costs by maximizing the reliability of their equipment. Mobilgear 600 XP offers them a huge advance in this quest," said Dr. Tim Nadasdi, ExxonMobil's product technical advisor.
FAIRFAX, Va. -- ExxonMobil today announced that the new Mobilgear 600 XP Series of premium industrial gear oils will be introduced worldwide. Formulated to deliver exceptional, long-lasting protection for industrial gearboxes, Mobilgear 600 XP can help industrial companies become more competitive in global markets by raising their productivity.
"Gearbox technology has advanced significantly in recent years. As a result, maintenance professionals are demanding higher-performance gear oils that can enhance the durability and performance of gearboxes," said Jeff Biamonte, ExxonMobil's global industrial advisor. "At the same time, gear industry groups, gearbox and equipment manufacturers continue to introduce new specifications and equipment designs which impose ever higher demands on gear lubricants."
With its advanced and balanced formulation, Mobilgear 600 XP delivers exceptional performance over the long haul, even under the most demanding operating conditions, surpassing the industry's most demanding specifications, such as Flender BA Table 7300 A, DIN 51517 Part 3 and AGMA 9005 E02.
Mobilgear 600 XP is formulated to minimize wear and enhance the performance of all critical gearbox components - including gears, bearings and seals.
By providing exceptional wear protection, Mobilgear 600 XP helps control micropitting and other forms of gear wear. Its balanced formulation improves bearing and corrosion protection while remaining compatible with commonly used gearbox sealing materials. Furthermore, Mobilgear 600 XP is designed to significantly reduce the formation of oil degradation by-products that often lead to frequent oil changes.
Robert Errichello, a gear failure analysis expert and head of GEARTECH consulting firm based in the United States, stated, "All gear metallurgies are susceptible to wear, and without the appropriate lubrication, this can lead to machine failure. Gear oils need to have basestocks and additives that are properly balanced to protect against micropitting, macropitting, scuffing and corrosion."
"Maintenance and production professionals continue to seek ways to increase productivity and reduce costs by maximizing the reliability of their equipment. Mobilgear 600 XP offers them a huge advance in this quest," said Dr. Tim Nadasdi, ExxonMobil's product technical advisor.
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