INTRODUCTION
The primary purpose of lubrication is to reduce friction created between the moving parts of the
engine. Good lubrication can substantially reduce engine wear, therefore prolonging engine life.
Placing a film of oil between the moving parts reduces friction, preventing contact of the metal
surfaces. Therefore, movement is between the layers of oil and not the metal surfaces,
Oil also seals between moving parts. For example, applying an oil lm on the cylinder walls and
piston forms a seal in the cylinder, which prevents gas leaks from the combustion chamber. In
addition, oil protects against shocks between engine components such as the crankshaft,
‘connecting rods, and valve operating mechanism by applying a film of oil that cushions the
shocks,
‘Another important function of the oil as it circulates around the engine is to absorb heat from the
intemal engine components. This heat dissipates to atmosphere by passing the oil through an air-
cooled cil cooler (heat exchanger). As the oil circulates, it collects contamination in the form of
dirt, dust, and carbon that the atmosphere and the combustion process have introduced into the
engine. Finally, the oll provides protection from corrosion of the internal metal parts,
LUBRICATING OIL TYPES
‘There are various types of oils available to fulfill the requirements of engine operation.
Straight mineral oil, or straight oil, is normally used after maintenance or when running in a new
engine, where itis used for the first 50 hours of engine life. This type of oil can cause sludge to
form that may result in clogging of oll ways and fitters. Engines that do not require ashiess
dispersant oil can use straight mineral oil
Ashless dispersant oil contains a dispersant that holds contamination in suspension, therefore
preventing the formation of sludge that can occur with straight mineral oil. Contaminants are
deposited safely in the fier rather than the engine. This oil cannot be mixed with straight mineral
oll. As a result, it is essential to ascertain what type of oil an engine is using,
‘Synthetic oil is superior to the other oils mentioned above in all aspects, but due to expense and
limited service experience, few piston engine manufacturers approve it. It Is usually requi
however, in gas-turbine engines.
Powerplant 41 Chapter 4 Piston Engine Lubrication and Cooling
OIL GRADES
Oil grades are determined according to their viscosity, where viscosity is defined as the fluid
friction or the resistance to fiow. This is very important in engine operation. High viscosity oll is
thick and, therefore flows slowly, whilst low viscosity oil is thin and flows freely. Oil is required to
maintain viscosity in order to withstand high bearing pressures and temperatures. Changes in
temperature affect the viscosity of oil. Temperature increases thin the oil, allowing it to flow more
freely (i.e. lower its viscosity and vice versa). Therefore, at high ambient temperatures, high
viscosity oil is used and low viscosity oil is used at low ambient temperatures. The cil selected for
se depends on the average ambient temperature. It is essential to use the correct oil grade for
efficient lubrication.
ils are graded by numbers that indicate their viscosity; the higher the number, the higher the
Viscosity and the slower the oil flows and vice versa. The numbers are obtained by using the
Saybolt Universal Viscometer, which times a measured amount of oil at a particular temperature
as it flows through a calibrated orifice. If it takes 20 seconds to flow through the viscometer, it
receives the grade SAE 20, where SAE stands for the Society of Automotive Engineers. For
‘commercial aviation, a number double that of the SAE number (ie. SAE 20 equals commercial
aviation grade 40) identifies the grades.
‘The letter W is used when grading oil. When the W is after the number, this indicates that the oil
is satisfactory oll for winter use (e.g. 40W). Alternatively, a W before the number indicates that it
is ashless dispersant oil (e.g. W80).
MULTI-GRADE OILS
ils are now produced to meet the requirement of more than one grade. For example, multi
grade oil SAE 20W/40 possesses a viscosity within both the SAE 20W and SAE 40 range from
18°C to 99°C, giving it near constant viscosity and a wider performance range than single-grade
oils. The dotted line on the graph indicates this, Although multi-grade oils are approved for aero-
engines, they are not generelly used.
‘SAE 201140 MULTI-GRADE Ol
a8 ‘TEMPERATURE () *
Fig. 4.1
42 Powerplant Piston Engine Lubrication and Cooling Chapter 4
LUBRICATION SYSTEMS
There are three methods used to supply oil for lubrication of engine parts: splash, pressure, or a
combination of splash and pressure. A splash system relies on crankshaft rotation, gears, or
special flingers to distribute the oil in a heavy mist form. The oil is splashed inside the engine
crankcase by the gears or flingers dipping into the oil in the sump, lubricating pistons, cylinder
walls, piston pins, some of the timing gears, and in some installations, the camshaft bearings.
‘The splash system is never used on its own in aircraft engines.
In the pressure system, @ pump takes oil from a tank or sump and delivers it under pressure
directly to the intemal components. This ensures a positive supply of oil to areas such as
crankshaft bearings, camshaft bearings, and hydraulic tappets, end in the case of a constant
speed propeller, the propeller governor. Depending on the system, the return oil is either returned
to a tank by means of a scavenge pump or by gravity to the sump at the bottom of the engine.
Aircraft engines use either the pressure system, or a system combining splash and pressure.
‘There are two basic types of lubrication system, dry sump and wet sump.
DRY SUMP SYSTEM
Temperature Gauge Ee Pressure Gauge
To Engine
Components
‘ae
) Retum
it < | from Engine
: ‘ seavngs
= BSNS Pump
s BS
RRR
‘Suction
Filter
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