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AIR ENGINEERING TRAINING INSTITUTE

AIRCRAFT ENGINEERING SCHOOL

MODULE 10
ENGINE LUBRICATION SYSTEM

TABLE OF CONTENTS

CHAPTER TITLE PAGE NO.

1. TYPES OF ENGINE LUBRICATION SYSTEM 1-1 to 1-13

2. PROPERTIES AND REQUIREMENTS 2-1 to 2-4

3. COMPONENTS AND FUNCTIONS 3-1 to 3-19

4. LUBRICATION SUBSYSTEMS OPERATION 4-1 to 4-7

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CHAPTER 1
TYPES OF ENGINE LUBRICATION SYSTEMS

1. INTRODUCTION

The lubrication system is required to provide lubrication and cooling for all
gears, bearings and splines. It must also be capable of collecting foreign matter,
which, if left in a bearing housing or gearbox, can cause rapid failure. Additionally, the
oil must protect the lubricated components, which are manufactured from non-
corrosion resistant materials. The oil must accomplish these tasks without significant
deterioration.

The requirements of a turbo-propeller engine are somewhat different to any

other types of aero gas turbine. This is due to additional lubrication of the heavily
loaded propeller reduction gears and the need for a high-pressure oil supply to
operate the propeller pitch control mechanism.

Most gas turbine engines use a self-contained re-circulatory lubrication system

in which the oil is distributed around the engine and returned to the oil tank by pumps.
However, some engines use a system known as the total/partial loss or expendable
system in which the oil is spilled overboard after the engine has been lubricated.

2. PRINCIPLES OF ENGINE LUBRICATION

In theory, lubricating fluids fill all surface irregularities providing oil films, which
slide against each other and prevent metal-to-metal contact. The primary purpose of a
lubricant is to reduce friction between moving parts. As long as this oil film remains
unbroken, metallic friction is replaced by internal fluid friction. The heated oil is then
carried away to be cooled and reused.

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 In addition to reducing friction, oil acts as a cushion between metal parts. As oil
circulates through the engine, it collects foreign matter and deposits it into the filtration
system.
Early gas turbines used thinner oils than those used in piston engines but were
produced from the same mineral crude oil. As gas turbines were developed to operate
at higher speeds and temperatures these mineral oils oxidized and blocked the filters
and oil ways. The development of low viscosity (thin) synthetic oils overcame the
major problems encountered with the early mineral oils.

The choice of lubricating oil is initially decided by the need to start the engine at
very low temperatures, when the viscosity of the oil is high, whilst being able to survive
in an engine environment, which exhibits very high temperatures. Having met these
fundamental requirements, the need to provide improved lubrication characteristics
using additives must also be investigated. Special laboratory and engine tests are
done to prove the suitability of particular oil for a specific type of engine. Assessments
are made as the extent to which it deteriorates and the corrosive effects it may have
on the engine.

Most gas turbines use low viscosity oil due to the absence of reciprocating
parts and heavy-duty gearing. This reduces the power required for starting, particularly
at low temperatures. In fact, normal starts can be made in temperatures as low as –40
deg. C. without having to pre-heat the oil.

Turbo-propeller engines use slightly higher viscosity oil due to the additional
requirements of the reduction gear and propeller pitch change mechanism.

3. WET SUMP LUBRICATION SYSTEM

The wet sump is the oldest design, and it is still seen in auxiliary power units
and ground power units but rarely seen in modern flight engines. Components of a wet
sump system are similar to a dry sump system, except for the location of the oil
supply. The dry sump carries its oil in a separate tank, whereas the wet sump oil is
contained integrally in an engine sump.
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The diagram shows an engine with a wet sump lubrication system and the oil
contained in its accessory gearbox. The bearings and drive gears within the sump are
lubricated by a splash system. The remaining points of lubrication receive oil from a
gear-type pressure pump, which directs oil-to-oil jets at various locations in the engine.

Most wet sump engines do not incorporate a pressure relief valve and are
known as variable pressure systems. With this system the pump output pressure
depends directly on engine revolutions per minute.

Scavenge oil is returned to the sump by a combination of gravity flow from the
bearings and also suction created by a gear-type scavenge pump located within the
pump housing.

The vent line is present to prevent over-pressurization of the gearbox. Gas path
air seeping past main bearing seals finds its way to the gearbox via the scavenge
system and the vent line returns this air to the atmosphere.

4. DRY SUMP LUBRICATION SYSTEM

Most gas turbine engines utilize a dry sump lubrication system consisting of
pressure, scavenge, and breather vent subsystems.

The main oil supply is carried in a tank mounted either integrally within the
engine or externally on the engine or in the aircraft. A smaller supply is contained in
gearbox sump, which also houses the oil pressure pump, oil scavenge pump, oil filter,
and other lube systems components. Another small amount of oil is residual within the
oil system lines, sumps, and components.

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Fig. 1-1 Wet Sump Lubrication System (variable pressure system with no relief valve)

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Fig.1-2 Dry Sump Lubrication System

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5. RECIRCULATORY LUBRICATING SYSTEMS

There are two basic re-circulatory systems, known as the pressure relief valve
system and the full flow system. The major difference between them is in the control of
the oil flow to the bearings. In both systems the temperature and pressure of the oil
are critical to the correct and safe running of the engine. Provision is therefore made
for these parameters to be indicated in the cockpit.

5.1 Pressure Relief Valve System

In the pressure relief valve system the oil flow to the bearing chambers is
controlled by limiting the pressure in the feed line to a given design value. This is
accomplished by the use of a spring-loaded valve, which allows oil to be directly
returned from the pressure pump outlet to the oil tank, or pressure pump inlet, when
the design value is exceeded. The valve opens at a pressure, which corresponds to
the idling speed of the engine, thus giving a constant feed pressure over normal
engine operating speeds. However, increasing engine speed causes the bearing
chamber pressure to rise sharply. This reduces the pressure difference between the
bearing chambers and feed jet, thus decreasing oil flow rate to the bearings as engine
speed increases. To alleviate this problem, some pressure relief valve systems use
the increasing bearing chamber pressure to augment the relief valve at the higher
engine speeds by increasing the pressure in the feed line as the bearing chamber
pressure increases.

The diagram shows the pressure relief valve system for a turbo-propeller
engine and indicates the basic components that comprise an engine lubrication
system. The oil pressure pump draws oil from the tank through a strainer, which
protects the pump gears from debris, which may have entered the tank. Oil is then
delivered through a pressure filter to the pressure relief valve, which maintains a
constant oil delivery pressure to the feed jets in the bearing chambers. Some engines
may have an additional relief valve (pressure limiting valve), which is fitted at the oil
pressure pump outlet. This valve is set to open at a much higher value than the
pressure relief valve to return the oil to the inlet side of the oil pressure pump in the
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event of the system becoming blocked. A similar valve may also be fitted across the
pressure filter to prevent oil starvation of the bearing chambers should the filter
become partially blocked or the oil having a high viscosity under cold starting
conditions preventing sufficient flow through the filter. Provision is also made to supply
oil to the propeller pitch control system, reduction gear and torque meter system.
Scavenge pumps return the oil to the tank via the oil cooler. On entering the tank, the
oil is de-aerated ready for recirculation.

Fig.1-3 A Pressure Relief Valve Type Oil System

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5.2 Full Flow System

The full flow system achieves the desired oil flow rates throughout the complete
engine speed range by dispensing with the pressure relief valve and allowing the
pressure pump delivery pressure to supply directly the oil feed jets. The diagram
shows an example of this system. The pressure pump size is determined by the flow
required at maximum engine speed. The use of this system allows smaller pressure
and scavenges pumps to be used since the large volume of oil, which is spilled by the
pressure relief valve system at maximum engine speed, is obviated.

To prevent high oil pressures from damaging filters or coolers, pressure limiting
valves are fitted to by-pass these units. These valves normally only operate under cold
starting conditions or in the event of a blockage. Advance warning of a blocked filter
may be indicated in the cockpit by a differential pressure switch, which senses as
increase in the pressure difference between the inlet and outlet of the filter.

Fig.1-4 A Full Flow Type Oil System

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6. TOTAL/PARTIAL LOSS (EXPENDABLE) SYSTEM

For engines, which run for periods of short duration, such as booster and
vertical lift engines; the total loss oil system is generally used. The system is simple
and incurs low weight penalties because it requires no oil cooler, scavenge pump or
filters. On some engines oil is delivered in a continuous flow to the bearings by a
plunger-type pump, indirectly driven from the compressor shaft; on others it is
delivered by a piston-type pump operated by fuel pressure. In the latter, the oil supply
is automatically selected by the high pressure fuel shut-off valve (cock) during engine
starting and is delivered as a single shot to the front and rear bearings. On some
engines provision is made for second shot to be delivered to the rear bearing only,
after a predetermined period.

After lubricating the fuel unit and front bearings, the oil from the front bearing
drains into a collector tray and is then ejected into the main gas stream through an
ejector nozzle. The oil that has passed through the rear bearings drains into a
reservoir at the rear of the bearing where it is retained by centrifugal force until the
engine is shut down. This oil then drains overboard through a central tube in the
exhaust unit inner cone.

As for the partial loss system, some oils are returned to the oil tank and some
are discharged overboard after the engine has been lubricated.

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Fig.1-5 A Total Loss (Expendable) Oil System

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7. HOT TANK Vs COLD TANK SYSTEMS

An engine can either has a hot or cold tank system as illustrated., either as a
matter of necessity or merely a convenience of location for the manufacturer.

In the classification hot tank system, the oil cooler is located in the pressure
subsystem. An advantage of this is that a maximum heat exchange occurs because oil
has less entrained air in the pressure side of the lubrication system. This factor allows
for a smaller oil-cooler to be used and a weight saving occurs.

In the cold tank system, the oil cooler is located in the scavenge subsystem,
which allows the oil to return to the supply tank in a cooled condition. The oil is still
aerated from the action of the rotating parts within the engine and a reduced heat
exchange is said to occur. This in turn creates a need for the use of a high volume oil
cooler.

However, this high oil temperature in the oil tank can affect the oil service life,
as such, the cold tank system will most likely be used.

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Fig.1-6 A Hot Tank Lubrication System

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Fig.1-7 A Cold Tank Lubrication System

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CHAPTER 2
REQUIREMENTS OF TURBINE ENGINE LUBRICANT

1. INTRODUCTION

Early gas turbines used thinner oils than those used in piston engines but
were produced from the same mineral crude oil. As gas turbines were developed to
operate at higher speeds and temperatures, these mineral oils oxidised and blocked
the filters and oilways. The development of low viscosity (thin) oil overcame the
major problems encountered with the early mineral oils.

2. REQUIREMENTS OF TURBINE ENGINE LUBRICANTS

Gas turbine engine oil must have a high enough viscosity for good load
carrying ability, but it must also be of sufficient low viscosity to provide good flow
ability. Because of these requirements, synthetic, rather than petroleum base
lubricants are used in turbine engines.

We desire to have a low volatility product to prevent oil losses by evaporation

because of the high altitudes at which the aircraft is to operate, the resultant low
atmospheric pressure around them and the high temperature of the oil. In addition,
they should not foam and should be essentially non-destructive to the elastomers
(natural synthetic rubber) that are used as seals in the lubricating system. All these
qualities are necessary if oil consumption is to be held to a minimum.

Many metals are involved in the construction of a satisfactory aircraft gas

turbine engine and their characteristics must be considered when developing a
lubricant because of the possible corrosive effects of the lubricant. Also with high-
speed anti-friction bearings being used, we cannot tolerate excessive carbon or
varnish deposit on these bearings. Therefore, we must have an oil compound, which
is thermally stable, oxidation stable, and non-corrosive at the temperature of

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operation. Mineral oil is generally not capable of giving satisfactory performance at

both very low and very high temperatures so synthetic lubricant must be used.

3. DESIRABLE CHARACTERISTICS OF SYNTHETIC LUBRICANT

Synthetic lubricants are a blend of certain diesters, which are themselves

man-made (synthesised) extracts of mineral, vegetable and animal oils. In other
words, synthetic oils are made by synthesising raw materials to form a base stock
rather than refining base stock from crude oil. And the desirable characteristics are,

a. Low volatility – to minimise evaporation at high altitudes,

b. Anti-foaming quality – for more positive lubrication,

c. Low lacquer and coke deposits – keeps solid particles formation to a

minimum,

d. High flash point – the temperature at which oil, when heated, gives off
flammable vapours that will ignite if near a flame source,

e. Low pour point – the lowest temperature at which oil will gravity flow,

f.Film strength – excellent qualities of cohesion and adhesion, a characteristics

of oil molecules allowing them to stick together under compression loads
and stick to surfaces under centrifugal loads,

g. Wide temperature range – approximately -60 F to +100 F, preheat not

required to approximately -40 F,

h. High viscosity index – an indication of how well the oil will tend to retain its
viscosity when heated to its operating temperature.

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4. DEFINITIONS

4.1 Viscosity -
Viscosity is the measure of the resistance to flow. A fluid that resists flow is
said to have a high viscosity. The turbojet engine is able to use low viscosity oil due
to the absence of reciprocating parts and heavy-duty gearing. This reduces the
power requirements for starting, particularly at low temperatures. In fact, normal start
can be achieved at temperatures as low as -40 oC.

4.2 Viscosity Index

Viscosity index is determined by measuring the viscosity change when a liquid
lubricant is heated to two different temperatures. An important quality of synthetic
lubricants is determined in this way. The higher the viscosity index of the oil, the
fewer tendencies it has to thin out when heated. A high viscosity index number
indicates a low rate of change.
(Note: It is possible to have thin oil with high VI or thick oil with low VI.)

4.3 Pour Point

Pour point is the temperature at which the oil just flows without disturbance
when chilled. In practice, the pour point is the lowest temperature at which oil will
flow (without any disturbance) to the pump intake. The fluidity of the oil is a factor of
pours test and viscosity. If the fluidity is high, the oil will immediately circulate when
the engine is started in cold weather.

4.4 Flash Point

Flash point is the lowest temperature at which the oil gives off enough vapour
that will ignite when a small flame is periodically passes over the surface of the oil.

4.5 Fire Point

Fire point is the lowest temperature at which the oil ignites and continues to
burn for at least 5 seconds.

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4.6 Volatility
A measure of the ease with which a liquid is converted to a vapour state.

4.7 Acidity
Indicates the corrosive tendency of the oil.

5. PERFORMANCE FACTORS OF A GAS TURBINE LUBRICANT

5.1 Oil Foaming

This is the measure of the ability of the oil to separate the entrained air.

5.2 Rubber Swell

This is a measure of how much swelling oil can cause on a particular rubber
compound.

5.3 Oxidation and Thermal Stability

This is a measure of how well oil can resist the formation of hard carbon and
sludge at high temperature.

5.4 Corrosiveness to Metal

This is a test to determine the corrosiveness of the oil by its effect on a small
strip of polished copper.

5.5 Gear or Pressure Test

This shows the ability of the oil to carry a load.

5.6 Carbon Residue or Coking Test

This measures the amount of carbon residue remaining in the oil after
subjecting it to extreme heating in the absence of air.

5.7 Engine Test

This demonstrates the characteristics of the oil in an actual engine.

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CHAPTER 3
SYSTEM COMPONENTS

1. INTRODUCTION

The lubrication system supplies oil to the various parts within the engine which
are subjected to friction loads from engine rotation and heat loads from the gas path.
The oil is supplied under pressure to the engine to reduce friction, to cool, and to
clean. It is then returned by a scavenge system to the oil storage tank to be used
again and again. The presence of pressurised air in the bearing chamber as a result
of gas path leakage across carbon and labyrinth type oil seals is also vented
overboard by various methods before an undesirable build-up can occur.

2. LUBRICATION SYSTEM COMPONENTS

2.1 Oil Tank

The oil supply reservoir/tank is usually constructed of sheet aluminium or
stainless steel and is designed to furnish a constant supply of oil to the engine during
all authorised flight attitudes. In most tanks, a pressure build-up is desired to ensure
a positive flow of oil to the oil pump inlet and to suppress foaming in the tank which
in turn prevents pump cavitation. A tank vent relief valve is incorporated to release
excess air when the pressure differential between the tank and ambient is reached.
After shut-down, a small bleed orifice in the relief valve allows for depressurisation of
the tank.

Fig. 1-1 shows an illustration of an oil tank de-aerator, which provides a mean
of separating entrained air from the scavenge oil. The scupper is present to catch oil
that is spilled during servicing or replenishment by routing this spillage through a
drain point located at the bottom of the engine.

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In place of a dipstick, some oil tanks incorporate a sight gauge to satisfy the
requirement for a visual means of checking the oil level. However, these glass
indicators tend to cloud over after prolonged usage, as a result many operators have
gone back to the dipstick.

Fig. 3-1 External Dry Sump Oil Tank

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2.2 Oil Pumps ( Pressure & Scavenge Pumps )

The function of the oil pressure pump is to supply oil under pressure to the
parts of the engine that require lubrication. Many oil pumps consists not only of a
pressure lube element but one or more scavenge elements as well, all in one
housing. The most commonly used oil pump is the gear type pump.

The single element gear type pump as shown in Fig.1-2 takes in inlet oil and
rotates in a direction which allows oil to be moved between the gear teeth and the
pump inner case until the oil is deposited in the outlet. The idler gear seals the inlet
from the outlet preventing fluid backup and also doubles the capacity per revolution.
The pump also incorporates a system pressure relief valve in its housing which
returns excessive oil to the pump inlet. Fig. 1-3 shows a dual pump with both a
pressure and a scavenge element.

Fig. 3-2 Oil Pressure Pump

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Fig. 3-3 Combined Pressure & Scavenge Pump

2.3 Oil Filters

Oil filters are an important part of the lubrication system since they collect
contaminant particles that are present in the oil. The contaminants which are seen in
filter bowls or on filter screens are always a matter of concern, it is used to determine
as to whether the engine requires maintenance or whether it remains airworthy.

Gas turbine engine oil filters have micronic ratings. The term “Micron” is
derived from the international system of measurement and represents a size or
distance equal to one millionth part of a meter, or approximately .000039 of an inch.

The most common types of main system filters are the disposable paper
(fibre), and the cleanable stainless steel screen. The cleanable filter is further broken
down into the pleated screen, the wafer screen, and the screen and spacer type.

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Fig. 3-4 Cleanable Wafer Screen Type Filter

Fig. 3-5 Types of Oil Filters

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Fig. 3-6 Screen & Spacer Oil Filters

2.3.1 Low Pressure Warning System

All aircraft cockpits have one or more oil pressure gauges. The cockpit
pressure gauge will more likely tap into the oil system, downstream of the main oil
filter to indicate the actual oil pressure being delivered to the engine. Many aircraft
are also configured with a low pressure warning system. When power is turned on in
the aircraft, this light will illuminate. Then as oil pressure build-up in the system
during starting, the light will go out at a preset value equal to the low or “red line” limit
as indicated on the oil pressure gauge.

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Fig. 3-7 Oil Filter with a Low Pressure Switch and Oil Pressure Transmitter

2.3.2 Filter Bypass Warning Lights

If the filter clogs during engine operation, the “low pressure” warning light acts
as a bypass warning light. Its micro-switch is set so that the cockpit light will come on
at the pressure at which the filter will start to bypass oil.

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Fig. 3-8 Cockpit Gauge, Oil Filter Bypass Light & Low Pressure Light

2.3.3 Filter Clogging Indicator (Pop-Out Warning)

Some filters, which do not have filter bypass warning light are configured with
a warning pop-out indicator on the filter bowl. Fig. 1-9, shows a filter bowl with an
impending bypass button. The button will pop-out when filter inlet pressure reaches a
preset value to provide a visual warning that the filter is about to bypass or that it has
already bypassed. Once the problem is resolved, the button can be reset by hand.

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During cold weather starting, high oil pressure may cause the oil filter
differential bypass valve to open. This however will not cause the impending bypass
button to pop out. The pop-out assembly contains a thermal low temperature lockout
to prevent it from tripping. As the oil warms up to a certain value, the thermal lockout
is disengaged and the indicator is ready to warn of filter contamination.

Fig. 3-9 Filter Clogging Indicator

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3. OTHER COMPONENTS OF A TYPICAL DRY SUMP LUBE SYSTEM

3.1 System Pressure Relieve Valve & Antistatic-Leak Check Valve

The primary function of this valve as shown, is to relieve the system pressure
by routing oil back to the inlet of the oil pump whenever the fluid pressure reaches a
preset value, generally called the “cracking pressure”.

In the same illustration, observe an antistatic-leak check valve. It is normally

installed at the filter inlet to prevent oil leak-down from the tank to the sump during
engine inactivity. This valve is set to open at a minimal pumping pressure, perhaps 2
to 3 psi. Iin addition, this valve helps to keep the oil pump primed for immediate
lubrication to the engine on the next start-up.

Fig. 3-10 Pressure Relieve Valve & Antistatic-Leak Check Valve

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3.2 Oil Coolers

The oil cooler’s main function is to maintain a specific oil temperature under
different oil heat conditions, which occur at varying engine speeds. Basically there
are two types of oil coolers,

3.3 Fuel-Cooled Oil Cooler

The oil cooler as shown in Fig. 3-11, is a liquid-to-liquid heat

Exchanger. It contains numerous tube- like passageways for fuel flow on its way to
the combustor while the oil circulates around the tubes. This allows an exchange of
heat to occur between the fuel and the oil.

This fuel-cooled oil cooler contains a combination differential pressure bypass

valve and thermostatic bypass valve at the cooler inlet. When the oil is cold, the
valve is opened, allowing the oil to take the path of least resistance, bypassing the
cooling chamber and flowing directly to the system.

When the oil is heated up, the thermo-valve expands to close, forcing the oil
to flow through the cooler. If a restriction occurs due to cooler clogging, pressure
build-up off- seats the bypass valve and oil flows uncooled, at a slightly reduced
pressure to the system.

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Fig. 3-11 Fuel-Cooled Oil Cooler

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3.4 Air-Cooled Oil Cooler

The air-cooled oil cooler is also in popular use, it has an arrangement quite
similar in principle and design to the fuel-cooled oil coolers, but the heat exchanger
section looks similar to the small radiator type cooler used on smaller engines.

Fig. 3-12 Air-Cooled Oil Cooler

3.5 Oil Jets & Last Chance Oil Filters

Oil jets or nozzles, as they are sometime called are located at the various
places within the engine that need to be lubricated. Oil jets are the terminating points
of the pressure subsystem. They deliver either an atomised spray or a fluid stream of
oil to bearings, gears etc.

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Fig. 3-13 Location of Main Bearing Oil Jets and Filters

The fluid stream method is most common, especially when high loads are
present. In most cases this stream of oil is directed onto the bearing surfaces from
what is termed a direct lubrication oil jet.

Fig. 3-14 Direct Lubrication Oil Jet

Another method is called a mist and vapour lubrication oil jet, where the oil
stream sometimes an air-oil stream) is aimed at a splash pan and slinger device.
This allows for a wider area of lubrication from a single oil jet and is utilised in some
larger engines.

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Fig. 3-15 Mist and Vapour Oil Jet

Quite often, last chance oil filters are also installed in the oil pressure lines to
prevent clogging of the oil jets

3.6 Chip Detectors

3.6.1 Permanent Magnet Chip Detector (non-indicating)

Many scavenge systems contain permanent magnet chip detectors which
attract and hold ferrous metal particles which would otherwise circulate back to the
oil tank and the engine pressure subsystem, possibly causing wear or damage. Chip
detectors are a point of frequent inspection to detect early signs of main bearing
failure.

As a general rule, the presence of small fuzzy particles or grey metallic paste
is considered satisfactory and the result of normal wear. Metallic chips or flakes are
an indication of serious internal wear or malfunction.

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Fig. 3-16 Chip Detector (non-indicating)

3.6.2 Magnetic Chip Detector (with indicator)

An indicating-type magnetic chip detector as shown has a warning circuit

feature. When metallic debris bridges the gap between the magnetic positive
electrode in the centre and the ground electrode (shell), a warning light is activated
in the cockpit. When the light illuminates, the flight crew will take whatever action is
warranted, such as in-flight shutdown, continued operation at flight idle or normal
cruise etc.

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Fig. 3-17 Chip Detector (with indicator)

3.6.3 Electric Pulse Chip Detector

A newer type of chip detector is the electric pulsed chip detector, which can
discriminate between small wear-metal particles considered non-failure related, and
larger particles which can be an indication of bearing failure, gearbox failure, or other
potentially serious engine malfunction.

Fig. 3-18 Electric Pulse Chip Detector

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3.7 Rotary Air-Oil Separator

The rotary air-oil separator or sometime known as a centrifugal breather is an

impeller, or centrifuge-like device, located in the main gearbox near the vent outlet.
As the oil-laden vent air enters the rotating chamber, centrifugal action throws the oil
outward to drain back into the sump, while clean vent air is routed out of the engine
or to a pressurising and vent valve and then overboard.

Fig. 3-19 Rotary Air-Oil Separator

3.8 Pressurizing & Vent Relief Valve

The vent-pressurising valve consists of an aneroid-bellows with sea level

pressure trapped within and typically a three to four pounds per square inch-
differential; spring-loaded relief valve located in overboard line.

At sea level, the bellows valve is open, but it closes with increasing altitude in
order to maintain engine vent pressure at a value similar to vent pressure at sea
level. Pressure that is similar to sea level assures oil nozzle flow similar to that at sea
level.

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The vent system operating pressure at sea level is approximately five to

seven pounds per square inch-gauge. This means that, even though the P and V
valve is wide open in the ground operating condition, volume of flow creates a
pressure build-up inside the vent portion of the lubrication system of five to seven
pounds per square inch-gauge.

The oil jets in the pressure subsystem, having the same back pressure across
their flow orifices as at sea level, provide the same lubrication in gallons per minute
to the engine.

Fig. 3-20 Pressurising & Vent Valve

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CHAPTER 4
LUBRICATION SUBSYSTEMS OPERATIONS

1. INTRODUCTION

The lubrication system is required to provide lubrication and cooling for all
gears, bearings and splines. It must also be capable of collecting foreign matter,
which, if left in a bearing housing or gearbox, can cause rapid failure. Additionally,
the oil must protect the lubricated components, which are manufactured from non-
corrosion resistant materials. The oil must accomplish these tasks without significant
deterioration.

This section illustrates the oil flow through the typical turbofan engine
lubrication system. Bearings, located between rotating and non-rotating parts, reduce
friction and carry certain loads. Gears, located in the gearbox, transmit torque
between the gearbox and engine accessories.

Because all the bearings and gears experience friction, lubrication oil is
introduced into the bearing compartments and gearbox to reduce friction. The oil also
removes excess heat from the bearings and gearbox and dissipates it through heat
exchangers.

2. A TYPICAL TURBOFAN ENGINE LUBRICATION SYSTEM

Fig. 4-1 illustrates a typical dry sump, hot tank lubrication system with an oil
tank capacity of 9 gallons, with about 7 gallons of usable oil and a 20% expansion
space. This lube system is a self-contains and requires no external connections or
inputs.

The supply line from the oil tank is connected to the forward end of the
gearbox and directs oil to the pump by internal passages within the gearbox. The oil
passes through the pump where is is pressurised. Oil is then directed through
internal passages to the oil cooler through an oil supply line connected to the top
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right side of the gearbox. Oil supplied to A-Sump lubricates the number one engine
bearing and is returned through a scavenge element in the pump. Oil supplied to the
B-Sump lubricates the number two and three engine bearings, and the power take-
off gears and bearings. Oil is returned through a scavenge element and by a gravity
flow at the six o’clock position into the gearbox. The C-Sump is supplied with oil for
lubrication od number four and five engine bearings. Oil is returned through a
scavenge element and by a gravity flow return line to the gearbox. Oil is supplied to
the gearbox for lubrication of the gears bearings. Oil is returned through two
scavenge elements in the pump. All five scavenge elements return oil to a common
scavenge manifold. The scavenged oil is then returned to the oil tank.

The typical Gas Turbine Engine lubrication system comprises of three Sub-
systems. These are the Pressure Sub-system, the Scavenge Sub-system and the
Vent Sub-system

3. PRESSURE SUB-SYSTEM:-

a. Oil tank – Pressurised to 5 pounds per square inch. Has a sight glass
prism that reflects the dark colour of oil when full and reflects light and
appears clear when oil level is 1.5 quarts or more below full level.

b. Lube & Scavenge oil pump – A positive displacement multi-element vane

pump with one pressure and five scavenge elements. Scavenge to
Pressure ratio is 36 gallons per minute to 9 gallon per minute or 4:1.

c. Main oil filter – is a disposable 10 micron nominal filter with a bypass

valve that set to open when differential pressure reaches 41-49psi. The
impending bypass indicator will pop out when differential pressure
reaches 22-27psi.
d. Fuel-cooled oil cooler – Bypass setting, 75 pounds per square inch
differential pressure

e. Oil pressure connection to transmitter – measures oil pressure as a

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differential pressure between engine mid-sump vent and lube pump

pressure output.

4. SCAVENGE SUB-SYSTEM:-

a. Forward sump for No 1 bearing – Scavenge through an external pipeline

directly by a scavenge vane pump located Lube and Scavenge pump

b. Mid Sump for No.2 and No.3 bearing – Scavenge through an external
pipeline directly by a scavenge vane pump located Lube and Scavenge
pump Some oil also drains down through the radial shaft into the
accessory gearbox sump

c. Aft Sump for No.4 and No.5 bearings– Scavenge through an external
pipeline directly by a scavenge vane pump located Lube and Scavenge
pump Some oil also drains down through the radial shaft into the
accessory gearbox sump

d. Accessory gearbox sump – Scavenge by 2 vane pumps located in the

Lube and Scavenge pump.

e. Oil will return from the Lube and Scavenge pump to the oil tank de-aerator
via an external pipeline.

f. Magnetic Chip Detectors – There are seven magnetic chip detector

located throughout the engine at various scavenge passage. During
engine operation, chip detectors accumulate any magnetic particles within
the A, B and C sump scavenge lines, as well as the oil tank and accessory
gearbox.

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5. VENT SUB-SYSTEM:-

a. No.1 bearing sump – Vented through A-Sump scavenge through an

external line into the oil pump.

b. No.2 and No.3 bearing sumps – Vents from the B-Sump vent which also
connects to the accessory gearbox housing through the radial drive shaft i

c. No.4, and No.5 bearing sumps – Vent through the LPT shaft air duct into
the B-Sump and out through the B-Sump vent.

d. Accessory Gearbox – Vents through radial shaft into the B-Sump and out
through the B-Sump vent.

e. Oil tank expansion space – Vents through an external tube to the B-Sump
and out through the B-Sump vent.

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Fig. 4-1 Typical Engine Lubrication System

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Fig. 4-2 Oil Tank

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Fig. 4-3 Oil Tank Operation

Fig. 4-4 Lube and Scavenge Pump

Fig. 4-5 Fuel Cooled Oil Cooler

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