The Oil Analysis Handbook

A Comprehensive Guide to Using and Understanding Oil Analysis

Michael Holloway
NCH Corporation
mhollowa@nch.com
972-438-0030 (office)
214-450-7864 (cell)
 Oil Analysis
- Table of Contents -

Introduction 1

Understanding Oil Analysis Results 2

I) Elemental Analysis
The Metal Source 3
Wear Metal Limits 7
Other Sources of Metals & Elements 9
Test Results 10

II) Contamination Analysis

Internal & External Sources & Damage 11
Contaminants, Oxidation, Water & Particles 13
Contaminant Test Results 14
Particle Count Analysis Reporting 15
Particle Analysis Size Range Code 16
Particle Test Results 17

III) Oil Condition Analysis

Viscosity & Acid Neutralization (TBN/TAN) 18
Test Results 19

IV) Taking Oil Analysis Samples

Crankcase or Reservoir Samples Using a Vacuum Pump 20
Sump or Reservoir Samples Using a Sampling Valve 21

V) Sampling Frequency 22

VI) Summery 23

Index and Common Terms 24

Comparative Viscosity Table 28

 Oil Analysis
- Introduction -

Oil analysis is similar to visiting your doctor for an annual blood test. The
doctor can determine your overall health and well-being from a very small
sample of your blood. The same can be done with oil lubricated equipment
such as engines, gearboxes, hydraulics, air compressors, and turbines.
It has been estimated that many
maintenance technicians change oil 40% Change 40% Change
too early or too late. Changing oil too Early too Late
too early wastes money on oil, filters
and labor. Changing oil too late can
lead to deposit build-up and costly
equipment repairs. The best way to
determine when to accurately change 20% Change on Time
oil is through oil analysis.

Oil analysis can help extend oil life. When considering oil analysis, consider
these facts:

The storage, handling, dispensing and disposal of lubricants will typically

cost 4 times the cost of a gallon of the same lubricant.
The budget to maintain equipment is at least 14 times the cost the
lubricant.
Industrial plants regularly document that comprehensive oil analysis has
decreased their overall maintenance cost up to 28%.
Fleet vehicles on the average can expect to see a minimum 30% increase in
engine life.

An Oil Analysis Provides the Following:

I) Elemental Analysis - detects the amount and type of elements in the oil from
component wear, contamination and various ingredients found in oil.
II) Contamination Analysis - detects the physical presence of unwanted fluids
(water, fuel, antifreeze) or particles (dirt, metal, etc) in the oil and identifies
oil by-products such as soot, nitration and sulfur.
III) Oil Condition Analysis - tests viscosity and an oils ability to neutralize acids
(TBN for engines or TAN for non-engines).
1
 Understanding the Oil Analysis Results
The oil analysis test results will be broken down into wear metal
concentration, oil condition and contaminants. Each analysis normally has
past results included.
The most important information the oil analysis lab will provide would be
the overall comments made by the oil analysis technician. The technician
will take past results and the existing results and formulate a course of
action.
The most important information that the customer will provide is a thorough
representation of the equipment being tested and the oil being used. Effort
should be made to ensure that consistent and accurate information is
provided.
Customer and
Equipment Information

Latest Analysis
Recommendations

History and Trend

Analysis

History and Trend Analysis:

Test results from previous analysis are important for comparison
purposes. The past results help the oil analysis technician and the
customer establish any trends that may be emerging and take the
appropriate action. 2
 I) Elemental Analysis
- The Metal Source -
Elemental analysis tests for various elements found in the oil that may be
from wear debris, contamination or the additives found in the oil. When
an oil lubricated component begins to wear, small amounts of metal
become suspended in the oil. These trace amounts of metal are the first
indicators of component wear. If left unattended, the wear will increase
and potential part failure will occur. In extreme cases, metal shavings from
worn gear teeth can be found in the oil.
If the wear is severe, metal shavings can
be seen during the oil change. The
shavings will contribute to more wear.
This situation can occur in gearboxes,
hydraulics, engines, and air compressors.
Many components and parts are
made-up of several different metals.
An oil analysis technician can determine which component is beginning to
show signs of wear just by the type of metal and the concentration found in
the test sample.
The following tables are a guide to the sources of specific wear metals for
a given piece of equipment.

Iron (Fe)
The most common of the wear metals. It is present in some form in virtually all
equipment. Its widespread presence means that there are many sources of the wear
particles. Metallurgy of the component allows the analyst to distinguish the source of
the wear debris, e.g. cast iron bolts vs. stainless steel lube oil piping.
Equipment Wear Metal Source
Engines Most common of the wear metals. Engines: Cylinder Liners, Piston Rings, Valve train,
Crankshaft, rocker arms, spring gears, lock washers, nuts, pins, connecting rods, Engine
Blocks, Oil pump,
Bearings Rolling element Bearings: rollers (tungsten alloyed steel), raceways and cages, Journal
Bearings: Journal shaft, bearing Shoe backing. Locking keys
Gears Bull gears, pinions, case hardened teeth, locking pins
Transmissions Gears, bearings, Brake bands, clutch, shift spools, pumps, power take off (PTO)
Hydraulic Systems Pump, motor, vanes, pump housing, cylinder bores and rods, servo valves, pistons
Compressors Rotary Screw, lobes, vanes, connecting rods, rocker arm, bearings, cylinders, housing,
shafts, roller bearings (see above) oil pump, piston rings
Turbines Reduction gear, shaft, bearings, piping, case

3
 I) Elemental Analysis (continued)
- The Metal Source -
Copper (Cu)
Widely used as an alloying element, copper is prized because of its materials properties
such as ductility, excellent thermal and electrical conductivity. It is heavily used in
bearing systems, as well as heat exchangers.
Equipment Wear Metal Source
Engines Valve train bushing, Wrist pin bushing, Cam bushings, Oil Cooler core, Thrust washers,
governor, connecting rods bearings, valve gear train thrust buttons,
Bearings Rolling element Bearings: alloyed element in cages, Journal Bearings: journal bearing
pads, slinger rings, Locking keys
Gears Bushings, thrust washers
Transmissions Clutches, steering discs, bearings
Hydraulic Systems Pump thrust plates, bushings, cylinder gland guides, pump pistons, oil coolers
Heat Exchangers Cooler tubes, baffles, plates.
Compressors Bearings, cylinder guides, wear plates, thrust washers, bearings (see above) oil pump, oil
coolers, thermostats, separator filters
Turbines Bearings (see above) piping, coolers

Tin (Sn)
Used as an alloying element with copper and lead for sacrificial bearing liners.
Equipment Wear Metal Source
Engines Valve train bushing, Wrist pin bushing, Cam bushings, Oil Cooler core, Thrust washers,
governor, connecting rods bearings, valve gear train thrust buttons,
Bearings Rolling element Bearings: alloyed element in cages, Journal Bearings: journal bearing
pads (babbited
Gears Bushings
Transmissions Clutches, steering discs, bearings
Hydraulic Systems Pump thrust plates, bushings, Can be a residue from catalyst in some oils (Quintolubric
series)
Compressors Bearings, separator filters
Turbines Bearings (see above) piping, coolers

Aluminum (Al)
Has high strength to weight ratio, and excellent corrosion resistance. Alloyed with
other elements improves its wear and temperature resistance.
Equipment Wear Metal Source
Engines Engine blocks, pistons, blowers, Oil pump bushings, bearings (some) Cam bushings
(some), Oil coolers (some)
Bearings Rolling element Bearings: alloyed element in cages, Locking keys
Gears Bushings, thrust washers, grease contamination
Transmissions Bushings, clutches
Hydraulic Systems Cylinder gland (some) pump, motor pistons, oil coolers. Aluminum complex grease
contaminant
Heat Exchangers Cooler tubes, baffles, plates
Compressors Housing, bearings, cylinder guides, wear plates, thrust washers, bearings (see above), oil
pump, oil coolers
Turbines Bearings (see above) piping, coolers EHC Systems: Residue from synthetic media
(alumina) filters 4
 I) Elemental Analysis (continued)
- The Metal Source -

Chrome (Cr)
Used as an engineering material for its great hardness and corrosion resistance.
It is found in many systems operating under harsh conditions.
Equipment Wear Metal Source
Engines Rings, Liners, exhaust valves, zinc chromate from cooling system inhibitor
Bearings Rolling element Bearings: alloyed /coated element in rollers, tapers
Gears Bearings (some), shaft coatings, some special gears are chrome plated
Transmissions Bearings, water treatment
Hydraulic Systems Cylinder liners, rods, spools
Heat Exchangers Cooler tubes, baffles, plates
Compressors Housing, bearings, cylinder guides, wear plates, thrust washers, bearings (see above), oil
pump, oil coolers
Turbines Shaft coating (some) bearings,

Lead (Pb)
A soft metal used for sacrificial wear surfaces such as journal bearings. Lead based
babbitt bearings are widely used.
Equipment Wear Metal Source
Engines Main Bearings, connecting rod bearings. Lead can be present as a contaminant from
Gasoline (Leaded gas) (Octane improver, anti-knock compound)
Bearings Rolling element Bearings: alloyed element in cages, Journal Bearings: Major alloying
element in Babbitt bearings, alloying elements
Gears Bearings, can also be red lead paint flakes from gear case walls
Hydraulic Systems Bearings
Compressors Bearings
Turbines Bearings

Silicon (Si)
The most common contaminant found in lube oil analysis. Abundant in all areas, sand
is a very hard crystalline material, and very abrasive to metal components.
Equipment Wear Metal Source
Engines Engine blocks (alloying element with aluminum parts), ingested dirt from breathers,
external sources. Can also be from defoamant additive in lubricant
Bearings Rolling element Bearings: alloyed element with aluminum in cages
Gears Bushings, thrust washer, silicone sealant, defoamant additive
Transmissions Brake shoes, clutch plates, ingested dirt
Hydraulic Systems Elastomeric seals (some) pump, motor pistons, oil coolers
Heat Exchangers Cooler tubes, baffles, plates
Compressors Ingested dirt, silicone sealant, bearings, cooler (alloyed with aluminum)
Turbines Ingested dirt, silicone sealant, defoamant additive

5
 I) Elemental Analysis (continued)
- The Metal Source -

Silver (Ag)
Has exceptional thermal conductivity, and is an excellent bearing plate material,
providing minimum friction. It is susceptible to corrosive attack by zinc-based
additives. Some bearing, turbine and compressor manufacturers specify that only zinc
free oils are used. Silver is used more outside of the US in general industrial equipment.
Equipment Wear Metal Source
Engines Valves, Valve guides, Cylinder liners, Bearings. Can also be from heavy
Bearings Rolling element Bearings: alloyed element in rollers, races
Gears Alloying element for tool steel gears
Hydraulic Systems Bearings, servo valve plating pumps, pistons
Compressors Bearings
Turbines Bearings, shaft, reduction gears

Other Metals
Other metals can be found in oil samples due to wear or contamination.
Element Possible Sources
Titanium Wear metal for aircraft engines, bearings, Can also be contaminant from paint (titanium
dioxide is used as a pigment)
Vanadium Fuel Contaminant, can also be alloying element for steel
Magnesium Alloying element in steels
Molybdenum Solid/liquid antiwear additive, alloy in bearing and piston rings
Zinc Antiwear, Corrosion inhibitors, Anti-oxidants, alloying element for bearings, thrust
washers, galvanized cases

6
 I) Elemental Analysis (continued)
- Wear Metal Limits -
Wear metal analysis is performed by
emission spectroscopy. This test provides
the concentration of metals for wear,
additive concentration and contamination
found in lube oils and is measured in parts
per million (1000 p.p.m. = 0.1%). Emission
spectroscopy measures metallic particles
that are less than 10 microns in size.
Many components have different levels
of acceptable concentrations of wear
metals. A transmission or gearbox can
withstand higher levels of wear metals Technician testing oil for wear metals
using emission spectroscopy
compared to a hydraulic pump or
engine.
A trained oil analysis technician can determine critical levels and provide
the appropriate recommendations. Keep in mind, all systems are
different. Some systems by their design will produce high levels of wear
metals. It is essential that periodic test results are compared in order to
establish if any trends are emerging.

The following table is a rule-of-thumb for metal concentration limits in

parts per million (ppm) for different components. It is important to examine
past test results in order to identify potential trends or emerging problems.

Hydraulic Gearbox Diesel Engine Gasoline Engine Transmission Differential

Iron 75 300 80 300 300 1000
Chromium 5 n/a 25 40 10 n/a
Lead 20 n/a 50 n/a 50 n/a
Copper 75 250 50 75 400 250
Tin 10 250 25 40 20 250
Aluminum 25 250 30 40 50 250
Nickel 5 n/a 10 15 20 n/a
Silver 5 n/a 5 5 5 n/a
Silicon 75 250 25 50 50 250

7
 I) Elemental Analysis (continued)
- Other Sources of Metals & Elements -
Oil analysis is helpful in understanding how fast a system is wearing. It is
also helpful in understanding contaminants and even the performance
ingredient levels in oils.
Contaminants: the source of these contaminants can be internal or external.
The only way to insure that the elements can be considered a contaminant is
to compare the results against a reference sample of the oil being used.
Contaminant Source and Potential Problem
Silicon Silicon Dioxide (sand & dirt) is a common
contaminant may indicate a faulty air filter or
seal. May have also entered when top-filling.
Polysiloxane (silicone rubber) is commonly used in
gaskets and seals may indicate that a gasket is
wearing out and abrading.
Sodium & Potassium Found as additives in anti-freeze potential
cracked block or cross-contaminated from the oil
container that may have been used for coolant.
Sodium Chloride or Potassium Chloride (salt)
road salt or sea salt entered thorough breather
filter or through broken seal.
Boron Found as additives in anti-freeze potential
cracked block or cross contaminated from an oil
container that may have been used for coolant.
Additive Elements Found in Oil: Many oils use various chemicals (additives) to obtain
certain levels of performance. It should be noted that certain elements found in these
additives (calcium for instance) may not decrease as the oil begins to wear out. These
elements continue to exist but may loose functionality. Keep in mind, the performance
additives change into different compounds as they are used up and are not as effective
as their original design. In other cases, elements found in certain additives may
actually decrease in concentration (zinc and phosphorous) because they are adhering to
the surface of the metal and are no longer in the oil. The only way to truly know when
the oil additives are being used up is the sharp rise in wear metal concentrations.
Element Function
Barium Detergent or dispersant additive
Boron Anti-wear additive
Calcium Detergent or dispersant additive
Copper Anti-wear additive
Magnesium Detergent or dispersant additive
Molybdenum Lubricity modifier
Phosphorus Corrosion inhibitor, anti-wear additive
Silicon Anti-foaming additive
Sodium Detergent or dispersant additive
Zinc Anti-wear or anti-oxidant additive 9
I) Elemental Analysis (continued)
- Test Results -

Elements Accounting for Wear Metals,

Contaminants and Oil Additives

10
 II) Contamination Analysis
- Internal & External Sources & Damage -
Many gearboxes, hydraulic systems, air
compressors and engines can quickly
become contaminated with water,
particulate and various deposits such as
varnish and sludge that are the products
of oil oxidation. These contaminants
contribute to the degradation of the
lubricant, increased operating
temperature, energy demand,
component wear and oil usage. Deposits on a Hydraulic Pump
Contaminant Source
Water Naturally formed from
condensation or during
combustion in engines.
Particles Enters sumps and
reservoirs through leaking
seals, top-filling or
inadequate breathers.
Oxidation The chemical breakdown
of oil from heat, water, and
/ or dissimilar metal
contact.
Soot (in engine oil) Typically from partially
burned fuel.
Fuel (in engine oil) Typically from piston wash
fuel washes past
compression rings and
enters oil sump.
Antifreeze (in engine Enters oil sump through
oil) cracked engine block or
from contaminated oil can.
Nitration (in engine Occurs during combustion
oil) stage in engines
Sulfur Found in off-road diesel
fuel and some mineral oil
based products
Problem
Leads to heat build-up,
foaming, additive depletion,
rust and oil oxidation.
Leads to premature
component wear and
facilitates deposit build-up.
Results in thickened oil,
deposits, acid formation,
increased operating
temperature and plugged
filters.
Leads to poor combustion
can lead to excessive wear
and increased fuel costs.
Leads to oil viscosity loss,
heat build-up, additive
depletion and oxidation.
Leads to oil contamination,
sludge and varnish build-up
and potential engine failure
Can form acids, which lead
to sludge, varnish, additive
depletion and oil breakdown.
Can form acids, which lead
to sludge, varnish, additive
depletion and oil breakdown.
11
 II) Contamination Analysis (cont.....)
- Deposit Sources & Damage -
When lubricants oxidize, they form reactive materials that can re-constitute into different
deposits. Oil analysis can help to identify the degree of oxidation that has occurred. More
sophisticated analysis may have to be preformed in order to identify the exact contaminant.
The following are several of the typical deposits that are formed and the problems that can
occur when lubricating oil breaks down.
Deposit Formation
Varnish:
Found on bearings, cylinders,
pistons, gears, vanes, pumps, and
turbines. Oil or fuel oxidizes,
forming a gummy substance that
develops into a coating with highly
crosslinked molecules that are
insoluble in oil.
Lacquer:
Found on bearings, cylinders,
pistons, gears, vanes, pumps, and
turbines. When varnish is exposed
to excessive temperatures and
pressure, it becomes baked on and
ironed out, forming lacquer
Sludge:
Found in oil pans, sumps, housings,
reservoirs, and bearings. Formation
begins when contaminants begin to
settle out of the oil. Sludge
develops with excessive
accumulation of contaminants,
leading to additive depletion and
oxidation.
Gum:
Typically found in the crankcase or
combustion area of an engine. Gum
develops when oil or fuel
hydrocarbons break down due to
high temperature and combustion
by-products. Gum acts as a binder
for contaminants to adhere to
pistons, rings and valves.
Carbon Deposits:
Found in all lubricated systems
such as engines, bearings, pumps,
gears, and journals. Most common
form is soot; can also be a tar-like
residue. Soot is considered to be an
advanced deposit formation.
Potential Problem Example
Varnish coating can lead to
uneven gear wear due to
unbalancing, increased
drag/energy demand and
increased temperatures due to
lack of lubrication on metal
surface, oil viscosity increase.
Lacquer, like varnish, can lead
to uneven gear wear, increased
drag/energy demand and
increased temperatures due to
lack of lubrication on metal
surface. Lacquer is
exceptionally difficult to
remove.
Sludge is composed of water,
carbon residue, oxidized oil, and
acidic compounds, which can
lead to further oil
decomposition. Sludge can
restrict oil flow, leading to
increased system pressure,
temperature, wear, and oil
viscosity
Gum canincrease.
form on valves,
pistons, rings, ring grooves and
on the cylinder walls, causing
contaminants and residue to
adhere and restrict lubrication.
Lack of lubrication increases
friction and wear and restricts
the heat transfer function of
lubricating oil.
Carbon deposits form,
additional contaminants adhere,
facilitating continued oil
oxidation. The deposits can
form a slurry or gelled mass.
The deposits restrict lubrication
flow and additive functionality.
12
 II) Contamination Analysis (cont...)
- Contaminants, Oxidation, Water & Particles -
Oxidation, sulfur, soot, fuel, antifreeze, and
nitration are measured by an instrument called
a Fourier Transform Infrared Spectroscopy
(FTIR). The lab must know the type of oil in
service to produce accurate results.
Engine oils are tested for oxidation, nitration
and sulfur content. A base-line reference
samples is required in order to compare the test
sample against a base-line. The FTIR will scan
the sample and look for a build-up.

Water contamination is typically screened using a hot plate technique.

The oil sample is dripped onto a hot plate. If the sample crackles, water is
present. This method is used to quickly screen samples for further
analysis. Positive results are confirmed and quantified using the Karl
Fischer Titration Method. Results may be reported in parts per million or
by percent by weight. Water can be found in hydraulic and compressor
oil samples due to large temperature swings and a large air cavity in the
sumps.

Particle Count Analysis: In the early 1950s when particle counting was
first employed, the particles were counted manually. This involved
someone actually counting the particles under an optical microscope and
then classifying them into size ranges. Optical microscopy techniques for
particle measurement consist of the maximum particle diameter
technique. This technique measure the maximum straight line diameter of
an irregular shaped particle. This technique is very effective, and is still
used today but is very time consuming.

Modern particle counters do not measure particle diameter. The

instruments use a device called a light blocking sensor diode. The particle
produces a shadow. The detector senses the shadow and determines the
size, which is based on the surface area of the particle. The particles are
counted by a computer and put into a size range standard. If a sample is
too dark due to contamination, an accurate reading cannot be taken.
13
II) Contamination Analysis (cont.....)
- Test Results -

Fuel, Water, Soot/Solids, and Antifreeze

(glycol) are Measured in % by Weight

Oil Oxidation, Nitration and Sulfur Content are

measured using the FTIR. Values are compared to
a baseline reference of the oil. If the values exceed
20, the technician alerts the customer.

14
 II) Contamination Analysis (cont....)
- Particle Count Analysis Reporting -

The first size range standard used only accounted for two values; particles
greater than 5 microns and those greater than 15 microns. This standard is
known as ISO 4406. This is reported in the form X/Y. This standard is still
being used.
A new reporting standard referred to as ISO 4406:1999 or ISO 4406 (MTD)
is being used by many oil analysis labs. The new standard uses a three
"digit" code in the form X/Y/Z. The new standard counts particles greater
than 4, 6, and 14 microns.
An example of a typical particle test value would be 16/15/12. The first
number, "16", is the range code number that corresponds to a range of the
number of particles present in an oil that are greater than 4 microns (m or
micrometers). That count is typically based on the number of particles per
milliliter (ml). The second number, "15", is the range code number
corresponding to the number of particles/ml that are greater than 6 microns
and the third number, in this case 12, corresponds to the range code number
of particles/ml greater than 14 microns in size.
It should be noted that the first range code X includes the particles from
both the second Y and third Z range codes. Likewise, the second range
code includes the particles counted in the third range code.

The actual numbers of particles counted per milliliter in each size category
(4, 6, and 14 microns) are converted to the appropriate ISO Code. The
number code range can be found on the following table.

It is difficult to determined the level of cleanliness for any given component. Examining
past results will help determine if particles have increased, provided that the sampling
techniques are consistent. It is good practice to keep a system free of particulate as much
as possible. It is also very difficult to obtain an oil sample and not contribute particles
during sampling. Strict attention must be made to ensure that the test sample has not been
compromised due to improper sampling methodology. Educating the technician who is
taking the oil sample is as important as oil analysis itself. Particle counts can be reduced
by installing air breathers on large sumps. Moisture and particulate accumulation are
major factors of oil contamination. Use a filter element that can filter down to 3 micron
absolute, a 200-beta minimum, and 8oz/237ml water absorption minimum, allowing at
least 20cfm of airflow.
15
 II) Contamination Analysis (cont....)
- Particle Analysis Size Range Code ISO 4406 (MTD) -
ISO Range Minim um particles Maxim um particles
Code per m l of oil per m l of oil

1 0 0.02
2 0.02 0.04
3 0.04 0.08
4 0.08 0.15
5 0.15 0.3
6 0.3 0.6
7 0.6 1.3
8 1.3 2.5
9 2.5 5
10 5 10
11 10 20
12 20 40
13 40 80
14 80 160
15 160 320
16 320 640
17 640 1,300
18 1,300 2,500
19 2,500 5,000
20 5,000 10,000
21 10,000 20,000
22 20,000 40,000
23 40,000 80,000
24 80,000 160,000
25 160,000 320,000
26 320,000 640,000
27 640,000 1,300,000
28 1,300,000 2,500,000
29 2,500,000 5,000,000
30 5,000,000 10,000,000
16
II) Contamination Analysis (cont.....)
- Test Results -

Particle Count Using the ISO 4406 (MTD

Number Range Code

17
 III) Oil Condition Analysis
- Viscosity and Acid Neutralization (TBN/TAN) -

Viscosity is considered the single most

important characteristic of a lubricating oil.
Viscosity is a fluids resistance to flow with
respect to temperature. Oil will thicken in cold
temperatures and thin out at high
temperatures.
Viscosity is measured using a bubble
viscometer and kept at 40C or 100C,
depending on equipment application. Single
weight or ISO grade oils such as some gear and
hydraulic oils are tested at 40C (105F).
Multi-grade oils such as SAE transmission and Viscosity is measured by using a
engine oils are tested at 100C (212F). Results bubble viscometer. The device is
are reported in centistokes, cSt. Other viscosity filled with oil and kept at a
constant temperature. When the
tests include Saybolt (SUS) and Brookfield viscometer is tipped, an air bubble
(cPs). Viscosity may increase or thicken due to in the sample is timed to see how
long it takes to go from one etched
oil oxidation or excessive particulate. Viscosity line to the other. The value is
may also decrease or thin down due to fuel or converted into a unit of measure
contamination from solvents, another lighter called centistokes (cSt).

oil or thermal breakdown.

As a oil begins to breakdown, various types of acids form which can lead to
further oil degradation, metal wear and additive depletion. It is important to
establish a starting point in order to compare the oil that is being used. A
baseline sample from the oil drum is essential.
The TAN or Total Acid Number is used to check the acid neutralization of
hydraulic, gear and air compressor oils. The TAN normally increases over
time. The TAN of a reference sample should be tested in order to establish
an oils initial TAN. If the used oil increases 3 points above the TAN number
from the reference sample, the oil should be changed.
The TBN or Total Base Number measures the amount of basic (alkaline)
materials in engine oil that will neutralize acids. The TBN decreases as it
approaches the end of its useful life. TBN is used to test the acid
neutralization ability of engine oils. The lower the value, the less effective
the oil will be at neutralizing acids. As acids increase, so do deposits.
Deposit build-up will shorten engine life. The TBN is also known as BN or
Base Number. 18
 I) Elemental Analysis (continued)
- Test Results -

Viscosity for Single Weight Oils are Tested at 40C (100 F)

Viscosity for Multi-grade Oil are Tested at 100 C (212 F)

TAN for Gear, Hydraulic,

& Air Compressor Oil
TBN for Engine Oil

19
 IV) Taking Oil Analysis Samples
Crankcase or Reservoir Samples Using a Vacuum Pump
When taking an oil sample, the system should have been running for at least 30
minutes. This will heat the oil and also allow for an equal distribution of wear
metals and contaminants. The system should be turned off before a sample is
drawn. The oil sample should feel warm.
The 7 Steps for Proper Oil Sampling:

1) Cut a length of 1/4 inch poly tubing approximately

6 inches longer than the oil dipstick or long enough
to reach the near bottom of the sump. (always cut
the tubing at an angle).

2) Loosen the knurled knob on the sample pump and

insert the tubing through hole in the knob until the
tubing extends about 1 inch into the bottle. Tighten
the knob so that the O ring seats tightly around
the tubing.
3) Remove the cap from the sample bottle and screw
the bottle into the pump, making sure the bottle is
seated properly.
4) Insert the tubing into the dipstick tube, making
sure it extends into the crankcase or reservoir.
5) Pull out plunger on pump one time only, wait for
the bottle to fill. If everything is tight, the bottle
should fill within seconds. You may have to pump
it several times in order to create a vacuum.
6) When the bottle is full, release the vacuum that has
been created by unscrewing the sample bottle or
opening the rubber cover in front of the sample
pump. The rubber cover seals the sampling valve.
Pull the tubing from the dip stick or reservoir,
remove the bottle from the pump and cap the
bottle, put it in the shipping container.
7) Carefully and completely fill out the sample
identification form and send it to the lab and
discard the tubing, never re-use it. 20
 IV) Taking Oil Analysis Samples (cont.)
Sump or Reservoir Samples Using a Sampling Valve
Another method would be to obtain a sample using a permanently installed
sampling valve. This valve is mounted in the oil flow circuit prior to the filter.
The steps for sampling are outlined below. Sample the hot oil after it has left the
mechanical system(s) but before it has passed through the filter.

1) Unscrew the dust cap from the valve.

Allow a few ounces of oil to drain from
the valve.
2) Take the sample bottle and place it under
the valve discharge opening.
3) Depress the button on the valve, fill the
sample bottle and then cap it tightly.
The hand pump is also equipped with a
built-in sampling valve which has a
rubber cover. Always sample oil from a machine
that has been running for a
4) Screw the dust cap back on to the
minimum of 30 minutes. This will
sampling valve.
provide a uniform sample.
5) Carefully and completely fill out the
sample information form, place in
shipping container and mail the sample
to the lab.

Alternative Sampling Technique - The Drain Pan Method

In certain instances the only way to obtain an oil sample is by taking it while the
oil is being drained from the sump or the oil pan. Sample by:
1) Assure that the sample is warm from a system that has been running
for at least 30 minutes.
2) Wipe the surrounding area clean to reduce cross-contamination.
3) Drain at least a quart of oil before passing the sample bottle into the
stream of oil. The oil will be hot, wear the appropriate protection or use a
pair of pliers or channel-locks to hold the sample bottle under the oil stream.
4) Carefully and completely Fill out the sample information form, place in
shipping container and mail the sample to the lab.
21
 V) Sampling Frequency

An oil sample should be taken just before the regularly scheduled oil change. If the oil
analysis results indicate that the oil is in good shape, extend out the change interval by
30%. It is recommended to test the oil again prior to the extended change-out.

New Oil Change

Time or Miles
Regular Change Out
Sample
New
Change

Adjusted Change Out

30% Additional Time or Miles
Sample
New Oil

In certain cases, it may be difficult or impractical to sample every system. If this is the
case, it is recommended that sampling be done on:

Critical Systems - systems or equipment that are responsible for production. If a

component on a critical system fails, production is halted. The critical systems are the
ones that have been identified as being essential for continuous operation. These
systems may require quarterly or semi-annual sampling.

Sample Population of Representative Systems - The sampling of less critical systems

may not be necessary but would still improve plant reliability. If, for example a plant
had 48 gearboxes that run machines that are essential but not critical. The 48
gearboxes are essentially all the same make, model and year and have the same
operating conditions. Oil samples can be taken on 10% of the total and still provide
information that could be transferred. Taking samples on 5 of the 48 would provide
information that could be transferred to the other systems. Note that every system has
unique operating conditions. Sweeping generalizations should be avoided.

22
 VI) Summary

An effective oil analysis program increases the reliability and availability of

equipment while reducing the costs associated with labor, repairs and
downtime. The oil analysis process consists of:

1) Properly taking the oil sample.

2) Sending it into the laboratory for analysis with accurate information.
3) Receiving the results in a timely manner and in an a concise format.

Without the proper controls in place prior to analysis, testing may be

performed on non-representative, mislabeled or out-dated samples, which
in turn will lead to the wrong corrective actions and to added costs on the
oil analysis program. If these issues of control are not considered prior to
the sample arriving at the laboratory, any test results obtained will be of
small value.

There are also control issues to consider once the analysis has been
performed and the results have been obtained. Things to consider when
setting up an oil analysis program:
Establish base-line test of new lubricants.
Use proper sample labeling procedures.
Select applicable test methods (pump or valve).
Timely sampling, analysis and corrective action if needed.
Establish preventive maintenance schedule.
An oil analysis program can provide critical information for any piece of
equipment requiring lubricants-both gasoline and diesel engines,
transmissions, gears, bearings, air compressors, turbines, generators and
hydraulic systems. It's useful for owners of passenger cars, over-the-road
fleets, off-highway equipment, boats, or high performance vehicles.
Oil analysis has been able to identify problem areas before they become
catastrophes and dramatically extend out oil change intervals.

23
 Index & Common Terms
Term Page
Absolute Viscosity -- a term used interchangeably with viscosity to distinguish it from either
kinematic viscosity or commercial viscosity. Absolute viscosity is the ratio of shear stress to shear
rate. It is a fluid's internal resistance to flow. The common unit of absolute viscosity is the poise.
Absolute viscosity divided by fluid density equals kinematic viscosity. It is occasionally referred to 18
as dynamic viscosity. Absolute viscosity and kinematic viscosity are expressed in fundamental
units. Commercial viscosity such as Saybolt viscosity is expressed in arbitrary units of time,
usually seconds.
Acid -- in a restricted sense, any substance containing hydrogen in combination with a nonmetal or
nonmetallic radical and capable of producing hydrogen ions in solution. 18
Acidity -- in lubricants, acidity denotes the presence of acid-type constituents whose concentration
is usually defined in terms of total acid number. The constituents vary in nature and may or may 18
not markedly influence the behavior of the lubricant.
Additive -- a compound that enhances some property of, or imparts some new property to, the base
fluid. In some hydraulic fluid formulations, the additive volume may constitute as much as 20
percent of the final composition. The more important types of additives include anti-oxidants, anti- 9
wear additives, corrosion inhibitors, viscosity index improvers, and foam suppressants.
Additive stability -- the ability of additives in the fluid to resist changes in their performance
during storage or use. 9
Air Breather -- a device permitting air movement between atmosphere and the component in/on
which it is installed. 15
Alkali -- any substance having basic (as opposed to acidic) properties. In a restricted sense it is
applied to the hydroxides of ammonium, lithium, potassium and sodium. Alkaline materials in
lubricating oils neutralize acids to prevent acidic and corrosive wear in internal combustion 18
engines.
Anti-foam agent -- one of two types of additives used to reduce foaming in petroleum products:
silicone oil to break up large surface bubbles, and various kinds of polymers that decrease the 9
amount of small bubbles entrained in the oils.
Anti-oxidants -- prolong the induction period of a base oil in the presence of oxidizing conditions
and catalyst metals at elevated temperatures. The additive is consumed and degradation products
increase not only with increasing and sustained temperature, but also with increases in mechanical 9
agitation or turbulence and contamination -- air, water, metallic particles, and dust.
Antiwear additives -- improve the service life of tribological elements operating in the boundary
lubrication regime. Antiwear compounds (for example, ZDDP and TCP) start decomposing at 90 9
to 100C and even at a lower temperature if water (25 to 50 ppm) is present.
API engine service categories -- gasoline and diesel engine oil quality levels established jointly by
API, SAE, and ASTM, and sometimes called SAE or API/SAE categories; formerly called API 18
Engine Service Classifications.
A.S.T.M. = American Society for Testing Materials" -- a society for developing standards for
materials and test methods. 15
Atomic absorption spectroscopy -- measures the radiation absorbed by chemically unbound
atoms by analyzing the transmitted energy relative to the incident energy at each frequency. The
procedure consists of diluting the fluid sample with methyl isobutyl ketone (MIBK) and directly
aspirating the solution. The actual process of atomization involves reducing the solution to a fine
spray, dissolving it, and finally vaporizing it with a flame. The vaporization of the metal particles
depends upon their time in the flame, the flame temperature, and the composition of the flame gas. 7
The spectrum occurs because atoms in the vapor state can absorb radiation at certain well-defined
characteristic wave lengths. The wave length bands absorbed are very narrow and differ for each
element. In addition, the absorption of radiant energy by electronic transitions from ground to
excited state is essentially and absolute measure of the number of atoms in the flame and is,
therefore, the concentration of the element in a sample.

24
 Index & Common Terms (cont.)
Babbitt -- a soft, white, non-ferrous alloy bearing material composed principally of copper,
antimony, tin and lead. 4
Beta Rating -- the method of comparing filter performance based on efficiency. This is done using
the Multi-Pass Test which counts the number of particles of a given size before and after fluid 15
passes through a filter.
Beta-Ratio (-Ratio) -- the ratio of the number of particles greater than a given size in the influent
fluid to the number of particles greater than the same size in the effluent fluid, under specified test 15
conditions (see "Multi-Pass Test").
Blow-by -- passage of unburned fuel and combustion gases past the piston rings of internal
combustion engines, resulting in fuel dilution and contamination of the crankcase oil. 12
Capillarity -- a property of a solid-liquid system manifested by the tendency of the liquid in
contact with the solid to rise above or fall below the level of the surrounding liquid; this 18
phenomenon is seen in a smallbore (capillary) tube.
Carbon -- a non-metallic element - No. 6 in the periodic table. Diamonds and graphite are pure
forms of carbon. Carbon is a constituent of all organic compounds. It also occurs in combined form 12
in many inorganic substances; i.e., carbon dioxide, limestone, etc.
Carbon residue -- coked material remaining after an oil has been exposed to high temperatures
under controlled conditions. 12
Centipoise (cp) -- a unit of absolute viscosity. 1 centipoise = 0.01 poise. 18
Centistoke (cst) -- a unit of kinematic viscosity. 1 centistoke = 0.01 stoke. 18
Compound -- (1) chemically speaking, a distinct substance formed by the combination of two or
more elements in definite proportions by weight and possessing physical and chemical properties
different from those of the combining elements. (2) in petroleum processing, generally connotes 9
fatty oils and similar materials foreign to petroleum added to lubricants to impart special properties.
Contaminant -- any foreign or unwanted substance that can have a negative effect on system
operation, life or reliability. 13
Corrosion -- the decay and loss of a metal due to a chemical reaction between the metal and its
environment. It is a transformation process in which the metal passes from its elemental form to a 7
combined (or compound) form.
Corrosion inhibitor -- additive for protecting lubricated metal surfaces against chemical attack by
water or other contaminants. There are several types of corrosion inhibitors. Polar compounds wet
the metal surface preferentially, protecting it with a film of oil. Other compounds may absorb water 9
by incorporating it in a water-in-oil emulsion so that only the oil touches the metal surface. Another
type of corrosion inhibitor combines chemically with the metal to present a non-reactive surface.
Deposits -- oil-insoluble materials that result from oxidation and decomposition of lube oil and
contamination from external sources and engine blow-by. These can settle out on machine or 12
engine parts. Examples are sludge, varnish, lacquer and carbon.
Detergent -- in lubrication, either an additive or a compounded lubricant having the property of
keeping insoluble matter in suspension thus preventing its deposition where it would be harmful. A 9
detergent may also redisperse deposits already formed.
Dispersant -- in lubrication, a term usually used interchangeably with detergent. An additive,
usually nonmetallic ("ashless"), which keeps fine particles of insoluble materials in a homogeneous 9
solution. Hence, particles are not permitted to settle out and accumulate.
Emission spectrometer -- works on the basis that atoms of metallic and other particular elements
emit light at characteristic wavelengths when they are excited in a flame, arc, or spark. Excited
light is directed through an entrance slit in the spectrometer. This light penetrates the slit, falls on a
grate, and is dispersed and reflected. The spectrometer is calibrated by a series of standard samples 3
containing known amounts of the elements of interest. By exciting these standard samples, an
analytical curve can be established which gives the relationship between the light intensity and its
concentration in the fluid.
Engine deposits -- hard or persistent accumulation of sludge, varnish and carbonaceous residues
due to blow-by of unburned and partially burned fuel, or the partial breakdown of the crankcase
lubricant. Water from the condensation of combustion products, carbon, residues from fuel or 12
lubricating oil additives, dust and metal particles also contribute.

25
 Index & Common Terms (cont.)
EP (Extreme Pressure) lubricants -- lubricants that impart to rubbing surfaces the ability to carry
appreciably greater loads than would be possible with ordinary lubricants without excessive wear 9
or damage.
Extreme pressure (EP) additive -- lubricant additive that prevents sliding metal surfaces from
seizing under conditions of extreme pressure. At the high local temperatures associated with metal-
to-metal contact, an EP additive combines chemically with the metal to form a surface film that
prevents the welding of opposing asperities, and the consequent scoring that is destructive to 9
sliding surfaces under high loads. Reactive compounds of sulfur, chlorine, or phosphorus are used
to form these inorganic films.
FTIR = Fourier Transform Infrared Spectroscopy -- a test where infrared light absorption is
used for assessing levels of soot, sulfates, oxidation, nitro-oxidation, glycol, fuel, and water 11
contaminants.
Infrared spectroscopy -- an analytical method using infrared absorption for assessing the
properties of used oil and certain contaminants suspended therein. See FTIR. 11
Infrared spectra -- a graph of infrared energy absorbed at various frequencies in the additive
region of the infrared spectrum. The current sample, the reference oil and the previous samples are 11
usually compared.
ISO Solid Contaminant Code (ISO 4406) -- a code assigned on the basis of the number of
particles per unit volume greater than 5 and 15 micrometers in size. Range numbers identify each 15
increment in the particle population throughout the spectrum of levels.
ISO viscosity grade -- a number indicating the nominal viscosity of an industrial fluid lubricant at
40C (104F) as defined by ASTM Standard Viscosity System for Industrial Fluid Lubricants D 18
2422. Essentially identical to ISO Standard 3448.
Karl Fischer Reagent Method (ASTM D-1744-64) -- the standard laboratory test to measure the
water content of mineral base fluids. In this method, water reacts quantitatively with the Karl
Fischer reagent. This reagent is a mixture of iodine, sulfur dioxide, pyridine, and methanol. When
excess iodine exists, electric current can pass between two platinum electrodes or plates. The water 13
in the sample reacts with the iodine. When the water is no longer free to react with iodine, an
excess of iodine depolarizes the electrodes, signaling the end of the test.
Kinematic viscosity -- the time required for a fixed amount of an oil to flow through a capillary
tube under the force of gravity. The unit of kinematic viscosity is the stoke or centistoke (1/100 of a
stoke). Kinematic viscosity may be defined as the quotient of the absolute viscosity in centipoises 18
divided by the specific gravity of a fluid, both at the same temperature-- Centipoises / Specific
Gravity = Centistokes
Lacquer -- a deposit resulting from the oxidation and polymerization of fuels and lubricants when
exposed to high temperatures. Similar to, but harder, than varnish. 12
Metal oxides -- oxidized ferrous particles which are very old or have been recently produced by
conditions of inadequate lubrication. Trend is important. 7
Micrometre (m) -- See Micron. 15
Micron -- a unit of length. One Micron = 39 millionths of an inch (.000039"). Contaminant size is
usually described in microns. Relatively speaking, a grain of salt is about 60 microns and the eye
can see particles to about 40 microns. Many hydraulic filters are required to be efficient in 7
capturing a substantial percentage of contaminant particles as small as 5 microns. A micron is also
known as a micrometre, and exhibited as m
Microscope method -- a method of particle counting which measures or sizes particles using an
optical microscope. 7
Multigrade oil -- an oil meeting the requirements of more than one SAE viscosity grade
classification, and may therefore be suitable for use over a wider temperature range than a single- 18
grade oil.
Neutralization number -- a measure of the total acidity or basicity of an oil; this includes organic
or inorganic acids or bases or a combination thereof (ASTM Designation D974-58T) 18
Nitration -- nitration products are formed during the fuel combustion process in internal
combustion engines. Most nitration products are formed when an excess of oxygen is present.
These products are highly acidic, form deposits in combustion areas and rapidly accelerate 12
oxidation.

26
 Index & Common Terms (cont.)
Oil ring -- a loose ring, the inner surface of which rides a shaft or journal and dips into a reservoir
of lubricant from which it carries the lubricant to the top of a bearing by its rotation with the shaft. 12
Open bubble point (boil point) -- the differential gas pressure at which gas bubbles are profusely
emitted from the entire surface of a wetted filter element under specified test conditions. 18
Oxidation -- occurs when oxygen attacks petroleum fluids. The process is accelerated by heat,
light, metal catalysts and the presence of water, acids, or solid contaminants. It leads to increased 12
viscosity and deposit formation.
Oxidation inhibitor -- substance added in small quantities to a petroleum product to increase its
oxidation resistance, thereby lengthening its service or storage life; also called anti-oxidant. An
oxidation inhibitor may work in one of these ways: (1) by combining with and modifying peroxides 9
(initial oxidation products) to render them harmless, (2) by decomposing the peroxides, or (3) by
rendering an oxidation catalyst inert.
Oxidation stability -- ability of a lubricant to resist natural degradation upon contact with oxygen. 12
Particle count -- the number of particles present greater than a particular micron size per unit
volume of fluid often stated as particles > 10 microns per milliliter. 15
Poise (absolute viscosity) -- a measure of viscosity numerically equal to the force required to
move a plane surface of one square centimeter per second when the surfaces are separated by a
layer of fluid one centimeter in thickness. It is the ratio of the shearing stress to the shear rate of a 18
fluid and is expressed in dyne seconds per square centimeter (DYNE SEC/CM2); 1 centipoise
equals .01 poise.
Polymerization -- the chemical combination of similar-type molecules to form larger molecules. 12
Reservoir -- a container for storage of liquid in a fluid power system. 20
Reservoir (sump) filter - a filter installed in a reservoir in series with a suction or return line. 20
Return line -- a location in a line conducting fluid from working device to reservoir. 21
Return Line Filtration -- filters located upstream of the reservoir but after fluid has passed
through the system's output components (cylinders, motors, etc.). 21
Rings -- circular metallic elements that ride in the grooves of a piston and provide compression
sealing during combustion. Also used to spread oil for lubrication. 12
Ring sticking -- freezing of a piston ring in its groove in a piston engine or reciprocating
compressor due to heavy deposits in the piston ring zone. 12
Saybolt Universal Viscosity (SUV) or Saybolt Universal Seconds, (SUS) -- the time in seconds
required for 60 cubic centimeters of a fluid to flow through the orifice of the Standard Saybolt
Universal Viscometer at a given temperature under specified conditions. (ASTM Designation D 18
88.)
Sludge -- insoluble material formed as a result either of deterioration reactions in an oil or of
contamination of an oil, or both. 12
Stoke (St) -- kinematic measurement of a fluid's resistance to flow defined by the ratio of the
fluid's dynamic viscosity to its density. 18
Surfactant -- surface-active agent that reduces interfacial tension of a liquid. A surfactant used in a
petroleum oil may increase the oil's affinity for metals and other materials. 9
Total Acid Number (TAN) -- the quantity of base, expressed in milligrams of potassium
hydroxide, that is required to neutralize all acidic constituents present in 1 gram of sample. (ASTM 18
Designation D 974.)
Total Base Number (TBN) -- the quantity of acid, expressed in terms of the equivalent number of
milligrams of potassium hydroxide that is required to neutralize all basic constituents present in 1 18
gram of sample. (ASTM Designation D 974.)
Varnish -- when applied to lubrication, a thin, insoluble, nonwipeable film deposit occurring on
interior parts, resulting from the oxidation and polymerization of fuels and lubricants. Can cause 12
sticking and malfunction of close-clearance moving parts. Similar to, but softer, than lacquer.
Viscometer or Viscosimeter -- an apparatus for determining the viscosity of a fluid. 18
Viscosity -- measurement of a fluid's resistance to flow. The common metric unit of absolute
viscosity is the poise, In addition to kinematic viscosity, there are other methods for determining
viscosity, including Saybolt Universal Viscosity (SUV), Saybolt Furol viscosity, Engier viscosity, 18
and Redwood viscosity. Viscosity varies in inversely with temperature.

27
 Index & Common Terms (cont.)
Viscosity, absolute -- the ration of the shearing stress to the shear rate of a fluid. It is usually
expressed in centipoise. 18
Viscosity, kinematic -- the absolute viscosity divided by the density of the fluid. It is usually
expressed in centistokes. 18
Viscosity, SUS -- Saybolt Universal Seconds (SUS), which is the time in seconds for 60 milliliters
of oil to flow through a standard orifice at a given temperature. (ASTM Designation D88-56.) 18
Viscosity grade -- any of a number of systems which characterize lubricants according to viscosity
for particular applications, such as industrial oils, gear oils, automotive engine oils, automotive 18
gear oils, and aircraft piston engine oils.
Viscosity index improvers -- additives that increase the viscosity of the fluid throughout its useful
temperature range. Such additives are polymers that possess thickening power as a result of their 9
high molecular weight and are necessary for formulation of multi-grade engine oils.
Viscosity modifier -- lubricant additive, usually a high molecular weight polymer, that reduces the
tendency of an oil's viscosity to change with temperature. 9
ZDDP -- an antiwear additive found in many types of hydraulic and lubricating fluids. Zinc
dialkyldithiophosphate. 9

Comparative Viscosity Classifications

28
 CTC Oil Analysis - On-Line Results
Enrollment Set-Up
CTC offers oil analysis results on-line. The on-line services provides quick
access to the results.

The first step in accessing the results page is to enroll. In order to enroll,
you must access the CTCs website by typing in www.ctclink.com.

Enrollment Steps
(1) Access site - www.ctclink.com
(2) Click on Our Services.
(3) Select the Online Service Online Registration option.
Click on I Agree in the Terms and Conditions page

(1) (2)

(3)
Any Problems - Call
CTC at 800-332-8055
Enrollment Steps
(4) Fill in all the appropriate information, note that the
customer number for NCH Corp is 89000.
(5) Select the Kansas City KS lab.
(6) Click on the Submit button located at the bottom of the
page.
(7) You will receive an e-mail within 24 hours from CTC
concerning your registration. From that point on you are
enrolled.

(4)
(5)

(6)

Any Problems - Call

CTC at 800-332-8055
 Accessing Test Results
As soon as you receive your confirmation e-mail, you can begin
accessing your oil analysis results. Go to the WWW.ctclink.com, and
follow these steps:

Test Access Steps

(1) Type in your User ID and Password
(2) Click on Sample Results Search

(1)

(2)

Any Problems - Call

CTC at 800-332-8055
Test Access Steps
(4) Select the specific information pertaining to the results you are
looking for. You can select all tests performed or according to a
specific customer or date range or when sampled or tested.
(5) You can also select how many results you want to see.
(6) You can also select the components that were tested.
(7) Click on Go to obtain the results

(4)

(5)

(6)

Any Problems - Call (7)

CTC at 800-332-8055
Test Access Steps
(8) Once you click on go, the results will come up. You can view the
specifics by clicking on the View History option.
(9) You can also view the equipment specifics by clicking on the
component

(8)

(9)

Any Problems - Call

CTC at 800-332-8055
Test Access Steps
(10)The test results contain all the important information concerning
the analysis and past tests that were performed on the equipment.

Any Problems - Call

CTC at 800-332-8055