PIA TRAINING CENTRE (PTC) Module 15 – GAS TURBINE ENGINE

Category – A/B1 Sub Module 15.8 – Bearing and Seals

MODULE 15
Sub Module 15.8

BEARINGS AND SEALS

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 PIA TRAINING CENTRE (PTC) Module 15 – GAS TURBINE ENGINE
Category – A/B1 Sub Module 15.8 – Bearing and Seals

Contents

BEARING CONTRUCTIONAL FEATURES AND OPERATING PRINCIPLES 1

CONTRUCTIONAL FEATURES AND OPERATING PRINCIPLES OF SEALS 9

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Category – A/B1 Sub Module 15.8 – Bearing and Seals

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Category – A/B1 Sub Module 15.8 – Bearing and Seals

BEARING CONTRUCTIONAL FEATURES AND OPERATING

PRINCIPLES

The efficiency, reliability, and to a lesser extent, the cost of a gas
turbine depends on the number and type of bearings used to
support all of the major and minor rotating parts in this type of
power plant. Since the study and manufacture of bearings is an
engineering specialty unto itself, a textbook of this nature can
deal only lightly with this subject.
A bearing is any surface that supports or is supported by another
surface. It is a part in which a journal, pivot, pin, shat, or similar
device turns or revolves. The bearings used in aircraft engines
are designed to produce a minimum of friction and a maximum of
wear resistance.
A good bearing has two broad characteristics:
 It must be made of a material that is strong enough to
withstand the pressure imposed on it and yet permit the other
surface to move with a minimum of wear and friction,
The roller bearings are also known as 'antifriction' bearings
because the rollers eliminate friction to a large extent. These
bearings are made in a variety of shapes and sizes and can be
adapted to both radial and thrust loads. Straight roller bearings
are generally used only for radial loads; however, tapered roller
bearings will support both radial and thrust loads.
Ball bearings provide less friction than any other type. A ball
bearing consists of an inner race and an outer race a set of
polished steel balls, and a ball retainer. The races are designed
with grooves to fit the curvature of the balls to provide a large
contact surface for carrying high radial loads.
Because of their construction, they can withstand heavy thrust
loads as well as radial or centrifugal loads. A ball bearing
designed especially for thrust loads is made with exceptionally
deep grooves for the ball races.

 The parts must be held in position within very close

tolerances to provide quiet and efficient operation and at the
same time permit freedom of motion.

There are two basic types of bearings used in gas turbine

engines: the ball bearing and the roller bearing. However, within
these two basic designs are hundreds of variations.
Non-conventional bearings made out of plastic or materials such
as silicon nitride are also now being used or are contemplated for
future engines.

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Category – A/B1 Sub Module 15.8 – Bearing and Seals

Figure 15.8.01

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The main rotating component of a gas turbine, the compressor
turbine assembly, must be supported both axially and radially.
When the direction of a load:
 Is at right angles to the shaft, it is called a radial load,
 Is parallel to the shaft; it is called a thrust or axial load
Radial loads are due to rpm changes and aircraft maneuvering,
while axial loads result from thrust loads (forward and rearward)
from the compressor and turbine.
A ball bearing will limit or support both radial and axial loads while
a roller bearing will limit or support only radial loads.
Since there is always engine growth because of temperature
changes in the engine, one bearing supporting the compressor
must always be a ball bearing to absorb both radial and axial
loads, while the other must always be a roller bearing to allow
axial movement due to changing dimensions in the engine. This
is also true for the turbine rotor in larger engines.
Plain bearings are not used as main bearings in turbine engines,
as they are in reciprocating engines, because turbines operate at
much higher speeds and friction heat buildup would be
prohibitive. Plain bearings (bushings), however, are used in
some minor locations and in accessories.
The main bearings then support the rotor assemblies and
transfer the various loads through the bearing housings and
support struts to the outer cases and ultimately into the aircraft
mountings.
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Module 15 – GAS TURBINE ENGINE
Sub Module 15.8 – Bearing and Seals
The combination of compressor and turbine rotors on a common
shaft make up the main engine power, or rotor shaft, which must
be adequately supported. Engine main bearings are assigned
that critical function of support and are located along the length of
the rotor shaft. The number of bearings necessary is determined,
in part, by the length and weight of the rotor shaft. For example,
since a split-spool axial compressor typically has a greater
number of rotating components it requires more main bearings
than a centrifugal compressor.
A special type of roller bearing that is sometimes used in turbine
engines is the oil-dampened bearing. With this type of bearing, oil
is routed into a cavity formed by the bearing housing and bearing
race. Once the oil within this cavity is pressurized by the engine's
lubrication system, an oil film is produced. The oil film effectively
dampens rotor vibrations and compensates for slight
misalignments in rotor segments.
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Figure 15.8.02

Figure 15.8.03

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Bearing Construction
Generally, ball and roller bearings are used to support an
engine's main rotor shaft. Both ball and roller bearing assemblies
are encased in strong housings with inner and outer races that
provide support, and hold lubricating oil. These type bearings are
preferable because they
 Offer little rotational resistance.
 Enable precision alignment of rotating elements.
 Tolerate high momentary overloads.
 Are easily replaced.
 Are relatively inexpensive.
 Are simple to cool, lubricate, and maintain.
 Accommodate both radial and axial loads.
Construction features of ball and roller bearings a design feature
to note is that the roller bearing inner race is not grooved,
allowing the roller freedom to move axially when the engine
expands and contracts during operation. The split inner race is a
design feature of the ball bearing, which allows for ease of
disassembly, maintenance, and inspection.
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Module 15 – GAS TURBINE ENGINE
Sub Module 15.8 – Bearing and Seals
The component pieces of turbine bearings are generally
identified by serial number to prevent intermixing. Gas turbine
quality anti-friction bearings is matched sets of races, cages, etc.,
to conform to extremely close production tolerances.
Remember that the gas turbine is referred to as a high-speed
lightweight device, and this requires that vibrations be kept to an
absolute minimum even under great G-forces and gyroscopic
loads.
The air balance chamber shown aids the compressor thrust
bearing in combating high gas path pressures, which try to push
the compressor forward. The balance chamber and the thrust
bearing restrain the compressor against this pushing force.
Some engines do not, need as large thrust bearing as others or
do not use an air balance chamber because the opposite thrust
load at the turbine partially cancels out the forward pushing loads
on the compressor.
Disadvantages of both ball and roller bearings include their
vulnerability to damage caused by foreign matter and tendency
to fail without appreciable warning. Therefore, proper lubrication
and sealing against entry of foreign matter is essential.
Commonly used types of oil seals are labyrinth, helical thread,
and carbon.
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Category – A/B1 Sub Module 15.8 – Bearing and Seals

Figure 15.8.04 Figure 15.8.05

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Category – A/B1 Sub Module 15.8 – Bearing and Seals

Bearing Maintenance Practices

Bearings require special storage, cleaning, handling, and These are:

installation. These procedures are adequately covered in the
maintenance and overhaul manuals for the engine and should be  Do not spin dry bearings because dust particles scratch
adhered to when handling them. them.

Most manufacturers require that bearings be cleaned and  Do not blow bearings dry with shop air because the
inspected in a special environmentally controlled bearing moisture in the air can cause corrosion.
handling room. This prevents surface corrosion while bearings
are out of the engine. Moreover, bearings are usually never left  Do not vapor-degrease bearings, as vapors support
unprotected, to prevent even the slightest damage from contaminants.
occurring.
 Do not use petroleum oils on bearings intended for use in
Proper bearing handling during inspection is accomplished with engines, which use synthetic oil. A chemical reaction can
lint-free cotton or synthetic rubber gloves to prevent acid or result.
moisture on the hands contacting the bearing surfaces.
 After inspection, bearings are checked for the presence
Bearing inspection is usually conducted under strong lights and of magnetism.
magnification to determine their serviceability. Only very minor
defects are allowable.  Bearings are stored in vapor proof paper until ready to
install.
During inspection, bearings receive a feel test. This is
accomplished by an experienced technician who compares the  Don’t transport bearings in electrically propelled trucks.
rotational feel of one bearing against the feel of a new one.
 Don’t mix bearings indiscriminately.
After inspection many measurement checks are performed on
the bearings with special measurement devices provided by the
manufacturer. The technician should be made aware of several
precautionary measures during bearing inspection.

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Category – A/B1 Sub Module 15.8 – Bearing and Seals

Figure 15.8.06

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Category – A/B1 Sub Module 15.8 – Bearing and Seals

CONTRUCTIONAL FEATURES AND OPERATING

PRINCIPLES OF SEALS

Seals are used to prevent oil leakage from the engine bearing
chambers, to control cooling airflows and to prevent ingress of
the mainstream gas into the turbine disc cavities and on the
component mounting pads of the accessory gearbox to prevent
oil leakage and ingress of debris.
Various sealing methods are used on gas turbine engines. The
choice of which method is dependent upon the surrounding
temperature and pressure, wear ability, heat generation, weight,
space available, ease of manufacture and ease of installation
and removal. Some of the sealing methods are described in the
following paragraphs. A hypothetical turbine showing the usage
of these seals is shown in figure 15.8.07.
The bearing housing usually contains seals to prevent loss of oil
into gas path. Oil seals are usually of the labyrinth or carbon
rubbing types and it is common to see one or other or a
combination of the two in the same engine. The need for this
arrangement arises because of temperature gradient differences
in the hot and cold sections of the engine. That is, if a labyrinth
seal is used in some hot locations it might expand and contact its
seal land, causing wear. The seal land is the name generally
given to the rotating portion of the labyrinth seal.

These seals can be divided into two major groups;

 Rubbing or contact seals

 Non-rubbing or clearance seals

Rubbing or contact seals are used where minimum leakage is

allowed. Non-rubbing seals are used where a controlled leakage
is allowed.

The advantage of Non-rubbing seals is that they don’t need

maintenance.

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Category – A/B1 Sub Module 15.8 – Bearing and Seals

Figure 15.8.07

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Non-Rubbing Seals

Labyrinth Seal

This type of seal is widely used to retain oil in bearing chambers Seals between two rotating shafts are more likely to be subject to
and as a metering device to control internal airflows. Several rubs between the fins and abradable material due to the two
variations of labyrinth seal design are shown in figures 15.8.08, shafts deflecting simultaneously. This will create excessive heat,
15.8.09 and 15.8.10. which may result in shaft failure. To prevent this, a non-heat
producing seal is used where the abradable lining is replaced by
A labyrinth seal comprises a finned rotating member with a static a rotating annulus of oil. When the shafts deflect, the fins enter
bore, which is lined with a soft abradable material, or a high the oil and maintain the seal without generating heat.
temperature honeycomb structure. On initial running of the
engine the fins lightly rub against the lining, cutting into it to give a
minimum clearance. The clearance varies throughout the flight
cycle, dependent upon the thermal growth of the parts and the
natural flexing of the rotating members.

Across each seal fin there is a pressure drop, which results in a

restricted flow of sealing air from one side of the seal to the other.
When this seal is used for bearing chamber sealing, it prevents
oil leakage by allowing the air to flow from the outside to the
inside of the chamber. This flow also induces a positive pressure,
which assists the oil return system.

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Category – A/B1 Sub Module 15.8 – Bearing and Seals

Figure 15.8.08 Figure 15.8.09

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Labyrinth Seal (Screw Type) Ring Seal

These have a Screw in place of the individual knife-edges. The
leakage is prevented not only by the pressurizing air, but also by
the Screw working as a pump to push the leaking oil in to the
bearing compartment. These seals depend on reverse threading
to stop oil leakage this further reduces the leakage.
In addition to the discussed labyrinth seals a stepped labyrinth
seal is also in use. Its operation is similar to the plain labyrinth
seal Labyrinth seals are also used as inter stage seals to prevent
hot air seeping into turbine cavities and also to differentiate areas
containing two different pressures.
A ring seal (Figure 15.8.11) comprises a metal ring, which is
housed in a close-fitting groove in the static housing. The normal
running clearance between the ring and rotating shaft is smaller
than that which can be obtained with the labyrinth seal. This is
because the ring is allowed to move in its housing whenever the
shaft comes into contact with it.
Ring seals are used for bearing chamber sealing, except in the
hot areas where oil degradation due to heat would lead to ring
seizure within its housing.

Figure 15.8.10
Figure 15.8.11

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Hydraulic Seal

This method of sealing is often used between two rotating

members to seal a bearing chamber. Unlike the labyrinth or ring
seal, it does not allow a controlled flow of air to traverse across
the seal.

Hydraulic seals (Figure 15.8.12) are formed by a seal fin

immersed in an annulus of oil, which has been created by
centrifugal forces. Any difference in air pressure inside and
outside of the bearing chamber is compensated by a difference in
oil level either side of the fin.

Figure 15.8.12

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Rubbing Seals or Contact Seals

In these types of seals, the oil leakage is prevented by
maintaining the seal in contact with the stator and rotor.
It is used in applications where a minimum amount of leakage is
allowed and a high degree of sealing is required, such as
accessory drive shafts, main internal bearings especially in the
hot section. Rubbing seals are made of metals, carbons,
elastomer or a combination of these.
'C' Ring Seal
They are mounted in a stationary seal carrier and contact the
rotor. This positive contact is maintained by a split ring spring
mounted on the seal. It is made of rubber. The contact between
the seal and the rotor prevents leakage.

These can be:

 'O' Ring
 'C' Ring
 Carbon

'0' Ring Seal

This is mounted on a stationary seal carrier and it contacts the

rotor. This positive contact prevents fluid leakage across it. This
type of seals are not normally used in turbine bearing cavity, but
used in accessory drive pads or filter housings and pipelines.

These seals are made of rubber or rubber-based products and

plastics.

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Carbon Seal
Carbon seals (Figures 15.8.13 and 15.8.14) consist of a static
ring of carbon, which constantly rubs against a collar on a
rotating shaft. Several springs are used to maintain contact
between the carbon and the collar. This type of seal relies upon a
high degree of contact and does not allow oil or air leakage
across it. The heat caused by friction is dissipated by the oil
system.
There are two types of carbon seals.
 Face type
 Circumferential type.
In Face type a mirror finished, axially spring-Loaded carbon seal
ring which is normally stationary is mounted in a seal carrier.
Bearing against this ring is a mirror finished rotating steel ring.
The spring pressure keeps the Carbon ring against the steel ring.
This contact provides an effective seal between the rotating and
non-rotating surface. There are rotation locks installed in the seal
carrier to prevent rotation of the Carbon ring.
In Circumferential Carbon seal a ring made of pieces of Carbon is
mounted in a stationary seal carrier. The inner circumference of
this ring is polished and contacts the rotor. To make positive
contact between the ring inner circumference and the rotor, a
circumferential split ring is mounted as a spring on the outer
circumference of the carbon ring. The rotation of the Carbon ring
is prevented by rotation locks.
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Module 15 – GAS TURBINE ENGINE
Sub Module 15.8 – Bearing and Seals
Carbon seals are sometimes pressurized with air to create a
uniform pressure of the carbon ring against its mating surface.
The carbon seal will be found where a more positive control over
airflow into the bearing sumps is required or where this
full-contact-type seal will hold back oil which might at times
puddle before being scavenged. Conversely, labyrinth sealing
will usually be associated with oil system locations designed with
higher vent subsystem pressures. `Carbon seals are not to be
immersed in any solutions other than engine oil. The seal
assembly under no circumstances should be placed in a
degreaser.
The lapped sealing surface of the carbon seals must not be
wiped with rag or tissue under any circumstance. Wiping the
lapped surfaces will destroy the finish, thereby causing seal
leaking and attendant problems with poor scavenging and
overheating of bearing compartment.
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Figure 15.8.13

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Figure 15.8.14

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Brush Seals

Brush seals (Figure 15.8.15) comprise a static ring of fine wire

bristles. They are in continuous contact with a rotating shaft,
rubbing against a hard-ceramic coating.

This type of seal has the advantage of withstanding radial rubs

without increasing leakage.

Figure 15.8.15

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