GEARS
The material used for all gears on the Liberty engine was selected at the option of the manufacturer from the following standard S. A. E. steels, the composition of which are given in Table 12,
| Steel No | X-3,340 | 6,140 |
| Carbon, minimum | 0.350 | 0.350 |
| Carbon, maximum | 0.450 | 0.450 |
| Manganese, minimum | 0.450 | 0.500 |
| Manganese, maximum | 0.750 | 0.800 |
| Phosphorus, maximum | 0.040 | 0.040 |
| Sulphur, maximum | 0.045 | 0.045 |
| Nickel, minimum | 2.750 | |
| Nickel, maximum | 3.250 | |
| Chromium, minimum | 0.700 | 0.800 |
| Chromium, maximum | 0.950 | 1.100 |
| Vanadium, minimum | 0.150 |
All gears were heat-treated to a scleroscope hardness of from 55 to 55. The heat treatment used to secure this hardness consisted in quenching the forgings from a temperature of 1,550 to 1,600°F. in oil and annealing for good machineability at a temperature of from 1,300 to 1,350°F. Forgings treated in this manner showed a Brinell hardness of from 177 to 217.
RATE OF COOLING
At the option of the manufacturer, the above treatment of gear forgings could be substituted by normalizing the forgings at a temperature of from 1,550 to 1,600°F. The most important criterion for proper normalizing, consisted in allowing the forgings to cool through the critical temperature of the steel, at a rate not to exceed 50°F. per hour. For the two standard steels used, this consisted in cooling from the normalizing temperature down to a temperature of 1,100°F., at the rate indicated. Forgings normalized in this manner will show a Brinell hardness of from 177 to 217. The question has been repeatedly asked as to which treatment will produce the higher quality finished part. In answer to this I will state that on simple forgings of comparatively small section, the normalizing treatment will produce a finished part which is of equal quality to that of the quenched and annealed forgings. However, in the case of complex forgings, or those of large section, more uniform physical properties of the finished part will be obtained by quenching and annealing the forgings in the place of normalizing.
The heat treatment of the finished gears consisted of quenching in oil from a temperature of from 1,420 to 1,440°F. for the No. X-3,340 steel, or from a temperature of from 1,500 to 1,540°F. for No. 6,140 steel, followed by tempering in saltpeter or in an electric furnace at a temperature of from 650 to 700°F.
The question has been asked by many engineers, why is the comparatively low scleroscope hardness specified for gears? The reason for this is that at best the life of an aviation engine is short, as compared with that of an automobile, truck or tractor, and that shock resistance is of vital importance. A sclerescope hardness of from 55 to 65 will give sufficient resistance to wear to prevent replacements during the life of an aviation engine, while at the same time this hardness produces approximately 50 per cent greater shock-resisting properties to the gear. In the case of the automobile, truck or tractor, resistance to wear is the main criterion and for that reason the higher hardness is specified.
Great care should be taken in the design of an aviation engine gear to eliminate sharp corners at the bottom of teeth as well as in keyways. Any change of section in any stressed part of an aviation engine must have a radius of at least 1/32 in. to give proper shock and fatigue resistance. This fact has been demonstrated many times during the Liberty engine program.