Malaysian Aviation Institute Gas Turbine Lubrication Systems

Malaysian Institute of Aviation Technology
GAS TURBINE ENGINE

MODULE 15.10
LUBRICATION SYSTEMS
Issue: 01 Module 15.10 1

Revision: 00
15.10 LUBRICATION SYSTEMS

1. INTRODUCTION
- There are two basic types of self-contained lubrication
systems used in today’s gas turbine engines:
a. Pressure Relief Valve system
- it controls oil flow by limiting the pressure from the oil
pump to a set value.
b. Full Flow System
- oil pressure changes with engine rpm change.
Issue: 01 Module 15.10 Page No: 2

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15.10 System operation/lay-out and components

1. INTRODUCTION – con’d
- The primary function of a lubrication system is to supply oil for
lubrication and cooling to various parts within the engine which
are subjected to friction loads from engine rotation ( main
rotor bearings, gearshafts, gears ) and heat loads from the gas
path.
- The oil is supplied under pressure along the main rotor shaft
and to the gearboxes to reduce friction, to cool and to clean.
- The oil is then returned by a scavenge system to the oil storage
tank to be used again and again.

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15.10 LUBRICATION SYSTEM

2. TURBINE ENGINE LUBRICATION SYSTEM
- Supplies oil to moving parts within the engine which are
subjected to friction and heating.
- Pressure lubrication is used to lubricate all the necessary
components
- Turbine engines operate at much higher temperatures than
reciprocating engines.
- Lubrication system must carry a greater amount of heat away
from the components it lubricates.
- Oil is used through a turbine engine at a very high flow rate.
- Oil in a turbine engine is completely sealed from combustion
gasses.
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2. TURBINE ENGINE LUBRICATION SYSTEM – con’d

- Turbine engine oil reservoir to be smaller because of very
little oil is consumed by the engine.
- Oil remains cleaner and can generally go longer between oil
changes.

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3. SYSTEM CLASSIFICATION
Divided into 2 systems:
1. Wet-sump lubrication system
- primary used on auxiliary power unit and early turbine

engine.
- oil is stored in engine sump or accessory gearbox.
- oil is pressurized and routed through multiple filters
before reach the main rotor bearings and couplings.
- the oil is drain to low lying areas where scavenge pump
route the oil back to the sump or gearbox.
- bearing and drive gear in the gearbox will be lubricated
by splash lubrication.

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SYSTEM LAY-OUT ( WET-SUMP LUBRICATION SYSTEM )

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ALLISON J33 ENGINE

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3. SYSTEM CLASSIFICATION
2) Dry-sump lubrication system
- used in modern turbine engine

- consist of pressure; scavenge pump, and breather
subsystems.
- oil is stored in separate oil reservoir.
- oil reservoir is mounted - internal within the engine.
- Externally on engine.
- oil pump pull the oil and provide pressure and spray for
lubrication.
- the oil accumulates in low lying area where scavenge pump
pick up the oil back to the reservoir.

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4. OIL SYSTEM COMPONENTS

Consists of :
1. Oil reservoir ( tank )
2. Pressure pump
3. Scavenge pump
4. Pressure relief valve
5. Several oil filters
6. Oil jets
7. Oil cooler
8. Magnetic chip detector
9. Vent system
10. Check valve
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4. OIL SYSTEM COMPONENTS – con’d

1. OIL RESERVOIR ( TANK )
- Purpose of the oil reservoir is to provide storage place for oil in
most engine pressurized to ensure a constant supply of oil to
pressure pump. (flight maneuvers)
- It is constructed of welded sheet aluminum or stainless steel
- For dry-sump maybe mounted externally or internally
- external maybe attached engine case or inside the a/c
structure.
- internal maybe formed by an internal space or cavity within
the engine structure ( cavities between major case and
propeller RGB).

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1. OIL RESERVOIR ( TANK ) – con’d

- For wet-sump, oil supply is located in the MGB at lowest point
within the engine, permits splash lubrication on accessory gears
and bearing.
- To ensure positive flow of oil most of reservoir are pressurized.
- To accomplish this by installing adjustable relief valve ( set at
3 to 6 psig)
- All reservoir have an expansion space at least 10% or .5 gallon
whichever is greater.
- The word ‘OIL’ mark on filler cap (FAR REQUIREMENT – 14
CFR part 23)
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1. OIL RESERVOIR ( TANK ) – con’d

- In some dry-sump system scupper drain is installed
- to prevent overfilling of oil into the expansion space.
- to catch overflow oil during servicing
- Most of the oil reservoir fitted with deaerator to separate the
air from the oil after return back to the tank.
- Some oil reservoir are equipped with a dwell chamber, oil enters
the bottom of the tank and passes through a dwell chamber.
- Oil is spread into thin film to facilitate the release of entrained
air
- To checking the oil level in the tank with a dipstick or sight
gauge.

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OIL FILLER CAP MUST BE MARK WITH THE WORD OIL
OIL TANK FILLER CAP
OIL
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OIL RESERVOIR
BOEING 737

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OIL RESERVOIR
( Dwell chamber )

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OIL DIPSTICK AND

SIGHT GAUGE

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2. OIL PRESSURE PUMP
- Utilize constant displacement pump
- Move a fixed volume of fluid per revolution
Three types of oil pressure pumps:
a. Gear pump
- Most common use in turbine engine
- Two meshed gears rotate inside housing
- Gear and housing are precisely machined to keep small tolerance
as possible
- Oil picked up by gears at pump inlet and trapped between teeth
and housing
- Gears rotate and trapped oil release at pump outlet
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b. Vane pump
- Consists of housing that contains a steel sleeve with an off
center bore, 4 vanes, hollow steel rotor and coupling that turns
rotor
- The rotor turns on its center axis while the vanes are free to
slide in and out of the rotor
- Each pair of vanes pass the pump inlet and the space between
the vanes increase and oil floods between vanes
- Vanes rotate toward outlet, the space between vanes decrease
- Oil pressure increases
- At pump outlet oil forced out of the pump
- Pump considered to be more tolerance of debris
- Ideal for use in scavenge system
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VANE-TYPE PUMP

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c. Gerotor pump
- Consists of an engine driven spur gear that rotates within a free
spinning rotor housing
- Rotor and drive gear ride inside a housing that has 2 oblong
openings
- One opening is oil inlet while other is oil outlet

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GEROTOR TYPE PUMP

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GEROTOR TYPE PUMP

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3. SCAVENGE PUMP
- PURPOSE: To return oil to oil reservoir
- A scavenge pump normally:
~ Gear – vane type
~ Gerotor type.
- Driven by the engine.
- Has a greater volume due to foaming and thermal expansion.
- Capable to pumping a greater volume of oil to ensure it does not
collect in the oil sump.
- The pressure pump and the scavenge pump normally
enclosed in a single housing.

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OIL SCAVENGE PUMP

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4. PRESSURE RELIEF VALVE

Purpose:
- Limit the pressure at safe working limit.
- Regulate the oil pressure within the system.
- Prevent damage to the engine component.
- Return excessive pressure to the reservoir.
Operation of Pressure Relief Valve

- If pressure rises above preset value.
- The valve off seat and return excess oil back to the reservoir.

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Operation of Pressure Relief Valve

-If pressure rises above preset value, the valve off seat and
return excess oil back to the reservoir.
OIL PRESSURE PUMP

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2 Types of self-contained lubrication system used:
1. Pressure Relief Valve System.

2. Full Flow system.
1. Pressure Relief Valve System

- Consist of a spring-loaded valve (regulate oil flow to the
bearing chamber)

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Typical Operation of Pressure Relief Valve in A Turbine

Lubrication System
- Pressure at bearing chamber is directly proportional with
increase in engine speed.
- As pressure at the bearing chambers increase, differential
pressure between bearing chambers decrease.
- Pressure at the bearing chambers increase, less oil flow to the
bearing.
- To prevent this situation, some of the pressurized air within the
bearing chamber is routed to the side of the pressure relief
valve to augment spring pressure.
- So, as the engine speed increase, the pressure within the
lubrication system also increase.

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2. Full Flow System

- No Pressure Relief Valve is used.
- Amount of oil that flows to the bearing is directly related to the
engine and oil pump speed.
- In this system, size of the oil pump is determined by oil flow
required at the engine’s maximum operating speed

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5. OIL FILTER
- PURPOSE: To remove solid particles that is suspended in the oil.
The contaminants that are normally found are:
- Products of oil decomposition
- Metallic particles produce by engine wear
- Corrosion particles
- Dirt
- The effectiveness of filter is measured in microns.
- 1 microns = size or distance equal to one millionth of a meter or
approximately .000039 inch.

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Where do the filter installed?
- Downstream from the oil pump in the pressure subsystem. It

acts as the main filter.
- Prior to enter the bearing chamber. This filter is called last
chance filter. It represents the last opportunity to filter the oil
before enter the bearing chamber if there are small particles
that escape from the main filter. They are cleaned only when
the engine are overhauled because it was deep within the engine.
- In the scavenge subsystem. The oil is filtered before entering
the reservoir. Any contaminants that are flushed out from the
bearing chamber do not go into the reservoir.

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LAST CHANCE FILTER

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Three types of filter:

1. Wire mesh oil screen. Rated at 20 to 40 microns. Usually
installed on bowl-type in-line filter & gearbox filter. Must be
equipped with oil bypass valve to allow full flow of oil in case
of filter clogged. The warning light will indicate if the filter
is being bypassed.
1. Screen-disk type filter. Consist of screens separated by

spacers. Rating 20microns.Often used in the pressurized
portion of oil system.
3. Pleated-fibers filter. Rated at 15 microns. Consists of resin

impregnated fibers. Must be replaced at specified time
intervals.
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WIRE MESH SCREEN OIL FILTER with Filter bypass valve

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SCREEN DISK TYPE

FILTER

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SCREEN DISK TYPE

FILTER

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PLEATED FIBERS FILTER

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6. OIL JETS
- Fixed nozzles
- Provide a relatively constant oil flow to the main bearings at all
engine speed.
- Located in pressure lines adjacent to, or within the bearing
compartment and rotor shaft couplings.
- Due to the high rpm and high loading place on main rotor
bearings constant oil flows to the bearing is vital.
- Can deliver lubrication oil in the form of solid oil spray or an air-
oil mist.
- Solid oil spray :-
- provides better lubrication.
- required in engines that utilizes oil dampened bearings.
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OIL JET
SHOWING AIR-
OIL MIST

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- Solid spray is required in engine utilize oil dampened
bearings that rely on an oil film between the outer race
and bearing housing to reduce rotor vibrations and
compensate for slight rotor misalignments.
- Small nozzle orifices

- Located in the tips of oil jets
- It become clogged easily
- Clean during overhaul only
- Oil must free from contaminants
- Filter is placed in the oil lines upstream from the oil jets
to prevent nozzle clog.
- Air-oil mist – considered adequate for some types of bearings

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7. OIL COOLER
- heat absorbed by the oil must be removed.
- oil cooler may be located either at pressure sub system or
scavenge sub system.
- if located at pressure sub system it known as hot tank system.
- if located at scavenge sub system it known as cold tank system.
- Early turbine engine using oil-to-air heat exchanger normally
located in the front of the engine so it is exposed to the ram air.
- Modern engine are using oil-to-fuel heat exchamger that serve
for the two functions.
- cooled the oil to acceptable operating temp.
- preheat the fuel to improve combustion.

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7. OIL COOLER – con’d
- Consist of series of joined tube with inlet and outlet port.

- Fuel flow thru the cooler continuously while thermostatic by-
pass valve control the amount of oil thru them.
- When cold, bypass valve allow the oil to bypass the cooler.
- When oil heats up, by pass valve forces the oil to flow thru
cooler.

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OIL COOLER

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OIL COOLER
LOCATION

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8. MAGNETIC CHIP DETECTORS

- Contains permanents magnet chip detectors to prevent metal
particles from circulating in the engine and also to provide
valuable information to troubleshooting the engine.
- Can be installed in scavenge lines, oil tank and accessory gearbox
- During scheduled engine maintenance, the chip detector is
removed and visually inspected.
- Some chip detectors incorporate with electric circuit (indicating
chip detector) which positive electrode is placed in the center
of detector, while negative electrode is fitted to the detector
shell.

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8. MAGNETIC CHIP DETECTORS con’d
- When the metallic debris bridges the gap, indicator circuit is

completed and the warning light is illuminates.
- For modern engine, electric pulsed chip detector is used, this
system can discriminate between small and larger particles.
- With this system, engine operator can fire an electrical pulse
across the gap of the detector to burn off insignificant debris.

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MAGNETIC CHIP
DETECTORS

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9. VENT SYSTEM
Purpose:
- to vent excessive pressure in the bearing chambers so the
pressure differential between the bearing chambers and the
lubrication system is maintained and the oil jets maintain the
proper spray pattern
- the pressurized air within the bearing chambers and accessory
gearbox provides a source of pressurization for the oil
reservoir.
- for controlling the amount of pressurization, the oil reservoir is
vented to the atmosphere through a check relief valve that
maintains a reservoir pressure of 3 to 6 psig
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VENT SYSTEM

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10. CHECK VALVE
- sometimes installed in the oil supply line of dry sump oil system
- used to prevent opposite flow of a fluid
- the check valve prevents supply oil from seeping through the oil
pump elements and high-pressure line after shut down.
- oil could accumulate in the accessory gearbox, compressor rear
housing, and combustion chamber if there is no check valve
- usually spring loaded, ball and socket valve constructed to allow
the free flow of pressurized oil. the oil pressure required to
open a check valve varies, ranges 2 to 5 psi

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5. SYSTEM MAINTENANCE
INTRODUCTION
- Before conducting any maintenance on any aircraft

lubrications system, consult the appropriate
manufacturers maintenance manual
- Usually consists of adjusting, removing, cleaning and
replacing various components. E.g filters

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5. SYSTEM MAINTENANCE – con’d
a. OIL CHANGE
- oil is constantly exposed to many substances that reduces it
ablity to protect moving parts
- recommended time interval – based on manufacturer’s
recommendation
- since the oil in turbine engine is sealed from the combustion
gases, the time interval is typically long
- drain the engine oil a.s.a.p after the engine being shut down
to ensure that the oil reservoir is as full as possible and that
the maximum amount of contaminants are held in suspension.
- the oil in turbine engine is typically drained from the oil
reservoir, the accessory gearbox sump, the main oil filter ,
and other low point in the system
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a. OIL CHANGE con’d

- using the flushing method, the engine is fills with the proper oil
or cleaning agent and motoring the engine with starter. once this
is done, the oil or cleaning agent is drained from the engine.
- always observed the engine oil for sign of contamination.
- if the engine oil is observed to be dark brown or even blackish,
but no or little contaminants are present, overheating is likely to
occur
- overheating is cause by low oil quantity and also such as clogged
oil jets or disintegrating bearings.

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5. SYSTEM MAINTENANCE
b. OIL FILTER REPLACEMENT
- OIL FILTER SHOULD BE REMOVED AT EVERY REGULAR
INSPECTION
- THE FILTER SHOULD BE DISASSEMBLED, INSPECTED,
CLEANED AND REINSTALLED IF THE FILTER IS REUSABLE
TYPE.
- CONTAMINANTS FOUND WHICH ARE LARGE ENOUGH AND
HEAVY ENOUGH TO BE SEEN IN FILTER BOWLS OR ON
FILTER SCREENS ARE ALWAYS A MATTER OF CONCERN
- TRADITIONAL METHODS OF HAND CLEANING FILTERS
ARE STILL COMMONLY USED AND ACCEPTABLE

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- ULTRASONIC CLEANERS AND VIBRATOR CLEANERS ARE

ALSO AVAILABLE
THE FILTER IS PLACED IN A SOLVENT BATH AND
ULTRASONIC SOUND WAVES ARE PULSED THROUGH THE
SOLVENT
- THE HIGH FREQUENCY ENERGY DISLODGES FOREIGN
MATERIAL AND REMOVES CONTAMINANTS FROM A
FILTER ELEMENT
- THESE UNITS DO A VERY THOROUGH JOB IN REMOVING
CONTAMINANTS
- ONCE THE SCREENS OR FILTER HAVE BEEN INSPECTED,
AND THE SOLVENT IS COMPLETELY DRAINED,REPLACE AND
SECURE THE DRAIN PLUG
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- THE SCREEN MUST BE CLEANED,RE-INSTALLED AND
SECURED
- THEN OIL RESERVOIR SHOULD BE REFILLED WITH
RECOMMENDED GRADE OF OIL
- SYNTHETIC OILS USUALLY SUPPLIED IN 1 QUART
CONTAINERS TO MINIMIZE CONTAMINANTS CHANCES
FROM ENTERING LUBRICATION SYSTEM
- OIL PUMPING CART MUST BE ATTACHED TO THE
RESERVOIR
- WHEN ADDING OIL THAT IS SUPPLIED IN CANS WITH
METAL TOPS,USE A CLEAN OIL SPOUT
- IF INCOMPATIBLE LUBRICANTS ACCIDENTLY MIXED,OIL
SYS REQUIRED TO BE DRAINED AND FLUSHED
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- ONCE THE RESERVOIR IS FILLED, RUN UP THE ENGINE

LONG ENOUGH TO WARM THE OIL
- AFTER ENGINE SHUTDOWN ALLOW A FEW MINUTES FOR
THE OIL TO SETTLE, CHECK OIL LEVEL
- IN ADDITION, INSPECT AREAS AROUND OIL DRAIN
PLUG,OIL FILTER AND OIL SCREEN FITTING FOR LEAKS

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c. OIL RESERVOIR
- ANY REPAIR THAT HAS BEEN CARRIED OUT ON OIL

RESERVOIR MUST RESTORE IT TO ITS ORIGINAL
SPECIFICATION
- AFTER REPAIR, RESERVOIR MUST BE PRESSURE TESTED
TO ITS MAXIMUM OPERATING PRESSURE PLUS 5 PSI
- ONCE SATISFIED, THE RESERVOIR CAN BE REINSTALLED
ON AN ENGINE.
• Under 14 CFR Part 33 – each pressurized turbine oil
tank may not leak when subjected to maximum operating
temperature and an internal pressure of not less than
5psi plus maximum operating pressure of the tank

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5. SYSTEM MAINTENANCE – con’D
- NORMALLY ADJUSTED WITH A SCREWDRIVER AT THE

OIL PRESSURE RELIEF VALVE
- VALVE ADJUSTING SCREW ACORN CAP MUST BE
REMOVED AND THE LOCKNUT MUST BE LOOSENED
BEFORE TURNING THE ADJUSTING SCREW.
- TURN CLOCKWISE TO INCREASE PRESSURE OR
COUNTERCLOCKWISE TO DECREASE PRESSURE.
- STRICTLY FOLLOW THE PROCEDURES STATED IN THE
MANUFACTURER’S MANUAL
- ONCE COMPLETED, THE ADJUSTING SCREW LOCKNUT
IS TIGHTENED AND THE ACORN CAP IS INSTALLED
AND SECURED.

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THE END

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Malaysian Institute of Aviation Technology

GAS TURBINE ENGINE

Issue: 01 Module 15.10 1

15.10 LUBRICATION SYSTEMS

Issue: 01 Module 15.10 Page No: 2

15.10 System operation/lay-out and components

Issue: 01 Module 15.10 Page No: 3

15.10 LUBRICATION SYSTEM

2. TURBINE ENGINE LUBRICATION SYSTEM – con’d

Issue: 01 Module 15.10 Page No: 5

1. Wet-sump lubrication system

- primary used on auxiliary power unit and early turbine

Issue: 01 Module 15.10 Page No: 6

SYSTEM LAY-OUT ( WET-SUMP LUBRICATION SYSTEM )

Issue: 01 Module 15.10 Page No: 7

ALLISON J33 ENGINE

2) Dry-sump lubrication system

- used in modern turbine engine

Issue: 01 Module 15.10 Page No: 9

4. OIL SYSTEM COMPONENTS

4. OIL SYSTEM COMPONENTS – con’d

Issue: 01 Module 15.10 Page No: 11

4. OIL SYSTEM COMPONENTS – con’d

1. OIL RESERVOIR ( TANK ) – con’d

1. OIL RESERVOIR ( TANK ) – con’d

Issue: 01 Module 15.10 Page No: 13

Issue: 01 Module 15.10 Page No: 14

OIL FILLER CAP MUST BE MARK WITH THE WORD OIL

OIL TANK FILLER CAP

Issue: 01 Module 15.10 Page No: 16

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OIL DIPSTICK AND

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4. OIL SYSTEM COMPONENTS – con’d

Issue: 01 Module 15.10 Page No: 22

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GEROTOR TYPE PUMP

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GEROTOR TYPE PUMP

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4. OIL SYSTEM COMPONENTS – con’d

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OIL SCAVENGE PUMP

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4. OIL SYSTEM COMPONENTS – con’d

4. PRESSURE RELIEF VALVE

Operation of Pressure Relief Valve

Issue: 01 Module 15.10 Page No: 32

Operation of Pressure Relief Valve

OIL PRESSURE PUMP

2 Types of self-contained lubrication system used:

1. Pressure Relief Valve System.

1. Pressure Relief Valve System

Issue: 01 Module 15.10 Page No: 34

Issue: 01 Module 15.10 Page No: 35

Issue: 01 Module 15.10 Page No: 36

Typical Operation of Pressure Relief Valve in A Turbine