Professional Documents
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Engine Oil/Lubrication
System
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.
Requirements:
• Should supply adequate/sufficient amount of oil for cleaning and cooling
bearings/gears
• Working oil pressure and temperature should be appropriate
• Should have a system of efficiently cooling
Compared to a piston engine, the bearings in a gas turbine engine are very lightly
loaded in that there is no pulse power to be absorbed. All the energy released by
the engine is done so smoothly. There may, and on larger engines there certainly
is, quite a large pressure felt on the bearing surfaces within the engine but this
pressure is progressive and without large fluctuations. Indeed, the greatest loading
is often when the aircraft ‘turns a corner’ which will cause the spool(s) in the engine
to precess like a gyro.
Also, unlike a piston engine, the oil does not lubricate any parts that are directly
heated by the effects of combustion.
Because of the load factor and the lower direct temperatures imposed on it, the loss
of oil from a turbine engine is probably only a quarter that of a piston engine.
Turbopropeller engines require oil to operate the propeller pitch change mechanism
and so will often use a heavier oil with higher pressures than that used in a turbojet
or turbofan engine.
The choice of oil is initially decided by the loads and operating temperatures of the
bearings and the effect that temperature will have on the viscosity of the oil. Special
engine tests are carried out to prove the suitability of an oil for a specific engine and
to assess the extent to which it deteriorates and the corrosive effects it may have on
the engine.
The turbo jet engine is able to use a low viscosity oil due to the absence of
reciprocating parts. The turbo propeller engine requires a slightly higher viscosity oil
due to the reduction gear and the propeller pitch change mechanism. These thin
oils reduce the power requirements for starting, particularly at low temperatures,
normal starts being possible at –40 C.
1. Solids
• Boric powder
• Graphite powder
• Graphite grease
2. Liquids
• Water
• Oils: Vegetable based: The source of these oils is vegetable in origin, e.g.,
castor oil, olive oil. Note that vegetable oils are not used on gas turbines.
Mineral based: The source for these oils is refined crude oil.
Synthetic: Synthetic lubricating oils are now used on all modern gas
turbine engines.
3. Gas
Air Bearings
Mineral based Oils: 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.
An SAE number merely indicates the viscosity grade and does not indicate the
quality of oil.
Synthetic Oils: The development of low viscosity (thin) synthetic oils overcame the
major problems encountered with the early mineral oils.
Synthetic oils have multi-viscosity properties.
They are a blend of certain diesters, which are themselves man made (synthesized)
extracts of mineral, vegetable, and animal oils.
Synthetic oils are not compatible and cannot be mixed with petroleum (mineral
based) oils. In addition, most manufacturers recommend that different brands or
types of synthetic oils cannot be mixed or mixed with strict guidelines of same type
and certain compatible brands.
There are two different types of synthetic lubricants being used in turbine engines
today:
• Type-1: (MIL-L-7808) Most commonly used oil since long and still in use
• Type-2: (MIL-L-23699) Most recent oil to be developed
Synthetic Oils:
There are two different types of synthetic lubricants being used in turbine engines
today:
• Type-1: (MIL-L-7808) Most commonly used oil since long and still in use
• Type-2: (MIL-L-23699) Most recent oil to be developed
Disadvantages:
• Peels of paint, damages rubber insulation/seals
• Corrosive
• Harmful to skin
• Two different oils cannot be mixed together unless compatible
• Expensive
The earliest gas turbine engines used straight mineral oils, but progressive
development of the gas turbine to provide higher thrust, required a lubricant that
was stable over a wide range of conditions and would not break down at high
temperatures. So synthetic oils were developed. These first generation synthetic
oils are referred to as 'Type l' oils and are still used on some of the older gas turbine
engines. These oils did not meet all the requirements for a lubricant for today's gas
turbines, therefore, Type 2 oils were developed. This was done by adding small
quantities of various compounds and elements to the basic synthetic lubricant.
Examples of Additives
Some or all of the following may be added in small quantities to an oil to give that oil
some desirable property:-
• Extreme pressure additive.
• Anti-corrosion additive.
• Detergent additive.
• Inhibitors.
Disadvantages:
• Peels of paint, damages rubber insulation/seals
• Corrosive
• Harmful to skin
• Two different oils cannot be mixed together unless compatible
• Expensive
All the rotating parts of the engine, e.g. fan, compressors, turbines, shafts, spools
etc. are supported on a number of bearings.
The shaft/rotors transfer the thrust and radial loads to outer race through bearings,
from there to hub and then to frames. The frames transfer the load to pylon through
engine mounts and eventually to the whole airframe.
Frames are main structural members, while casing interconnects two frames.
Main Frames:
• Fan Frame ‘A’ sump
• Compressor Rear Frame ‘B’ sump
• Turbine Mid Frame ‘C’ sump
• Turbine Rear Frame ‘D’ sump
Each rotor (N1 & N2) has a number of Roller bearings for radial support and at least
one Ball bearing for axial support.
One compartment may have a number of bearings and jet nozzles for oil spray.
Engine bearings, located within the support cases must be lubricated and the oil
must be contained within the bearing area. An arrangement of oil seals, air seals
and oil and air vent tubes provides a system known as a Bearing Sump. Bearing
sumps can be any size and may contain more than one bearing.
Most gas turbines use a self contained re-circulatory oil system, where the oil is
distributed and returned to the oil tank by pumps.
Another system, which is sometimes used by turbo jet engines, is the total loss or
expendable system where the oil is spilled overboard after the engine bearings
have been lubricated.
There are two basic re-circulatory systems; the 'pressure relief valve' and 'full flow'
systems. The major difference between them being in the control of the oil flow to
the bearings. Temperature and oil pressure are critical to both system, so these
readings will be indicated in the crew compartment.
Single-shot pumps have a quantity of oil contained within a cylinder. When the
piston is forced up the cylinder bore, under the control of the throttle unit, the oil
forces the outlet valves to open allowing a flow of oil to the parts required to be
lubricated. When the piston reaches the top of the cylinder bore the outlet valves
close due to the reduced oil pressure. Recharging of the oil pump cylinder is
achieved by a spring forcing the piston to its original position. This reduces the
pressure between the cylinder and the oil tank which allows the oil replenishing
valves to open until the cylinder is recharged.
Source: RR
Source: RR
Most gas turbines use a self contained, dry sump, re-circulatory system. The oil is
stored in a tank and pumped around the system by a spur gear, positive
displacement pump. The oil is then recovered to the tank by a scavenge pump, or
pumps.
The wet sump system is the oldest design and is still seen in APUs and Ground
Power Units but rarely seen in modern aircraft engines.
Components of a wet sump system are similar to 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 the engine sump.
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 RPM.
Scavenged oil is returned to the sump by a combination of gravity flow from the
bearings and also suction created by a gear-type pump located within the pump
housing.
The vent line is present to prevent over-pressurization of the gearboxes. Gas path
Pressurizing cavity is
pressurised by a supply of
air from an engine
compressor stage. The flow
of air must be sufficient to
produce a flow of air across
The oil seals to blow the oil inwards into the sump, and if the air pressure is higher
than the oil pressure, the oil will be maintained in the bearing sump.
To keep the air flowing inwards to the sump the air must have some place to go, the
cavity drain allows the air to exit the air cavity along with any oil that may leak
across the oil seal. Air that has leaked across the oil seals is vented to atmosphere
via the sump vent, gravity keeps the oil out of the vent port.
This system described above is incorporated into most turbine engine designs;
although the terminology may be different, the principles are the same.
OIL TANK
The oil tank may be:-
• An integral part of the engine structure.
• Separate from the engine and mounted on the airframe.
• A removable tank mounted on the engine casing.
The last method is the most common location. The tank is normally mounted so
that oil will flow under gravity to the pressure pump. Although an oil tank will be
vented, it is not normally pressurized.
It has provision for filling and draining, and will have a sight glass or dipstick to
allow the contents to be checked. The tank can be replenished by gravity or
pressure filling. To assist in removing air from the oil, the return oil passes over a
de-aerator tray in the top of the tank.
Source: ATITA
In order to carry out the secondary functions the oil tank will have some of the
following components:-
• Gravity fills port with a gauze filter.
• Dipstick.
• Scupper drain.
• Pressure refill connection.
• Contents sight glass.
• De-aerator.
• Drain valve.
• Quality probe.
• Vent or breather connection.
Source: ATITA
Source: RR
Quantity Probe:
The quantity probe is an electrical device which sends quantity signals to the flight
deck contents instrument.
Vent or Breather:
The vent or breather connection prevents a build up of air pressure within the tank,
by allowing the air to escape. There will always be an air space above the oil level
in the tank, even when the tank is at its indicated full level.
Source: ATITA
FILTERS
The pressure filter consists of one or more wire-wound elements to give edge
filtration.
Oil filters can be cleaned so that the dirt on them can be analysed to see if there is
a mechanical break-down within the engine.
Wire Wound
This filter consists of a closely wound coil of flattened wire. This coil has small
raised portions on one side of the flattened surface. Oil will flow from the outside to
the inside of the coil, therefore any .particles of dirt or foreign matter will be trapped
on the outside of the coil. This type of filter element, which is shown in Fig. 5, can
be cleaned.
Source: RR
Source: RR
The corrugated paper element is a common type of filter now used in lubrication
systems. The corrugations give a large surface area for the oil to pass through. A
perforated outer sleeve normally fits over the outside. This type of filter, shown in
Fig. 7, is a throwaway filter.
Source: RR
DIRECTION OF FLOW
Source: ATITA
Although most modern filters have a by-pass, they may also have a 'clogging' or
'pop out' indicator, as shown in Fig. 12, on the filter housing. This will indicate if a
filter element is blocked or partially blocked. A pop out indicator also works as a
result of the differential pressure across the filter element. A spring loaded
permanent magnet holds a lightly loaded pop out indicator pin flush with its
housing. At a predetermined differential pressure, the spring loaded magnet
pushes it away from the pop out indicator and it then moves out under the lightly
loaded spring. This type of indicator can be reset by simply pushing it back in
when there is no pressure in the system.
Source: ATITA
Source: ATITA
Source: RR
Part of the metallic debris is not retained by filters and collectors, remaining in
the lubricating oil and being transported through the whole system. Increasing
amounts of some key elements in the lubricating oil may indicate the extent of
the wear of wetted components. For instance, an abrupt increase of Ni, Sn or
Cr indicates corrosion in bearings, valves and pistons, Fe indicates corrosion in
various parts, Na indicates oil contamination with anti-freeze fluids and so on.
The diagnosis based on elemental analysis of used lubricating oils may indicate
the need for preventive maintenance of engines and turbines before irreversible
damage occurs. Besides bringing economic benefits, such diagnoses save
lives. The Spectroscopy Oil Analysis Program (SOAP) of the United States Air
Force was the pioneer program based on this type of monitoring. Elements
such as Ag, B, Ba, Bi, Ca, Cd, Co, Cr, Fe, Hg, Mg, Mo, Ni, P, Sb, Se, Sn, Ti and
Zn, are also deliberately introduced in small portions to lubricating oils to
address requisites for special applications. In these cases, metallo-organic
compounds containing these elements act as additives, improving lubricating
capability and properties such as antioxidant, anticorrosive, dispersing, anti-
wear, and others. Source: RR
Source: RR
Oil Pumps
The oil pump assembly consists of spur gear type pressure and scavenge pumps,
usually fitted to a common shaft, and driven from an engine gear train.
Oil Pumps
The pumps used for both the pressure and the scavenge requirements of a
lubrication system are generally one of two types:-
• Spur Gear
• Gerotor
L.P. OIL
H.P. OIL
OIL PUMP PACK
Source: RR
Source: ATITA
Source: ATITA
VALVES
The relief and by-pass valves are nearly always spring-loaded plate valves and
are not usually provided with any form of pressure adjustment.
In some oil systems using a fuel cooled oil cooler a pressure maintaining valve is
fitted. This will ensure that the oil pressure through the cooler is always higher
than the fuel pressure. In the event of an internal leak in the cooler oil will leak into
the fuel system rather than fuel leaking into the oil system.
PRESSURE CONTROL
Pressure control is required in order to limit the pressure in the pressure side of a
lubrication system. This control also protects the pump and prevents it pumping
against very high pressures. A relief or regulator valve such as the one shown in
Fig. 3 is fitted for this purpose. At a predetermined value this valve will open and
allow oil to be ported back to the inlet side of the pressure pump. These valves are
normally adjustable.
Source: ATITA
OIL COOLERS
Consist of a matrix that is divided into sections by baffle plates, a large number of
tubes convey the cooling medium through the matrix, with the oil being directed by
the baffle plates in a series of passes across the tubes.
The cooling medium can either be ram air or fuel. On some air-cooled coolers, the
air-flow through the cooler can be controlled by a flap valve that is operated
automatically by the oil temperature.
Fuel flow through the cooler is uninterrupted unless the cooler becomes blocked
when a differential by-pass will open and allow the fuel to go around the cooler.
Source: RR
On engine start up the oil is cold, and the wax compound in the capsule is solid.
The capsule has contracted and the valve is pulled open against its spring. This
results in the oil by-passing the cooler, enabling the engine oil temperature to
quickly increase to its normal operating value.
As the oil temperature increases the wax compound melts and the capsule expands
allowing the valve to close off under the action of its spring. Now the valve will act
as a simple spring loaded relief valve. It will only open if there is a large differential
oil pressure between "oil in“ and "oil out" ports.
Note: Failure of an oil cooler by-pass valve to close would be indicated by a high oil
temperature.
Source: ATITA
Source: ATITA
Oil system indicators generally consist of oil temperature, oil pressure and oil
quantity. Also, many cockpits include warning lights for low oil pressure and for filter
bypass.
Oil temperature sensor may be placed in either the pressure sub-system or the
scavenge subsystem.
Source: ATITA
Cabin contamination
The flight crews of aircraft often report symptoms including dizziness, nausea,
disorientation, blurred vision and tingling in legs and arms. Many of these
incidents have been traced to contamination of cabin air with lubricating oil, as
well as hydraulic fluid, constituents. Considering that these air contaminants are
often subjected to temperatures in excess of 500°C, a large number of different
exposures can be expected. Although the reported symptoms are most consistent
with exposures to volatile organic compounds, carbon monoxide, and the
organophosphate constituents in these oils and fluids, the involvement of these
agents has not been clearly demonstrated. Possible exposure to toxic elements,
such as lead, mercury, thallium and others, have not been ruled out.
Source: RR
OIL SEALS
Introduction:
There are many types of oil seal fitted in a lubrication system, and each one has a
specific task to perform within the system. It may be that its prime purpose is to
prevent leakage at a joint, or it may also help to prevent the ingress of foreign
matter into the system.
Types of Seals:
Following types of seal are fitted to a typical gas turbine lubrication system:
• ‘O’ Ring
• Labyrinth
• Carbon
• Spring Ring
• Hydraulic
• Screw Back
Source: RR
When fitting '0' ring seals to some components, a smear of oil for lubrication may
assist in fitment. Some manufacturers may also advise the use of a seal assembly
tool. Never use a sharp metallic instrument such as a screwdriver for fitting. If a
seal becomes nipped or cut when fitting, damage may not be apparent until the
component is assembled and the system pressurized.
Source: ATITA
Source: ATITA
Principle of Operation
Oil and air pressures are felt at opposite ends of the seal; the air pressure is higher
than oil pressure. The oil pressure is lower than air pressure because it has passed
across a bearing. The result is that there will be a gradual leak of air across the
seal into the oil system.
The pressure of the air will drop progressively across each knife edge; oil loss from
the bearing is thus prevented. This also means that a significant amount of air will
enter the oil scavenge system, and will have to be separated out of the oil and
removed via the breather assembly.
Source: ATITA
Source: ATITA
As a carbon seal is self lubricating, there is very little friction. Should a carbon seal
become damaged or malfunction it would be changed as a complete assembly.
Caution
Do not touch the mirror polished surfaces of the seals with bare hands as any
grease or dirt on the faces of seals causes them to lose their sealing properties.
The seal can harden and carbonize if oil flows across it. Source: ATITA
Source: ATITA
Source: ATITA
Source: ATITA
Source: ATITA
Source: ATITA
Source: ATITA
Source: ATITA
1. Oil quantity:
check 5-30 minutes after shut-down
2. Filter clogging:
Check Supply & Scavenge filters, replace filter elements after specified
intervals, e.g. Check A
3. MCD:
Check Master & individual pump MCDs, inspect for metal particles, install new
o-rings. After installation, make sure there is no leakage during engine run-up
at ground idle. All engines should not be checked at same time, i.e. stagger
tasks.
4. Oil cooler :
Check for leakage, damage
5. Oil system Flushing:
Required if oil is contaminated, decomposed due high oil temperature, after
engine preservation, or oil brand change.
Source: RR
WARNING:
WAIT AT LEAST FIVE (5) MINUTES AFTER ENGINE SHUT DOWN BEFORE
REMOVING OIL CAP TO ALLOW TANK PRESSURE TO BLEED OFF. HOT
OIL GUSHING FROM TANK COULD CAUSE SEVERE BURNS.
Source: RR
The following precautions must be taken when filling an engine oil system:-
• Use only the type of oil stated in the maintenance schedule.
• The correct oil type will also be stencilled on the oil tank or the access panel to
the oil filler.
• Use only clean, unopened cans of oil to fill up the tank.
• Equipment used for filling must be clean and dry.
• Only use the filling equipment for one type of oil.
• Make sure the area around the oil tank filler is clean and dry before opening.
• Clean up any oil spilt during a filling operation.
NOTE: The oil level must be checked not less than 10 minutes and not more
than 30 minutes after engine shut down to allow the oil level to settle down in the
tank after de-aeration. It also makes sure that the oil has not had time to drain to
a lower level in the system.
Source: ATITA
Source: RR
Source: RR