001 Oil Lubrication Presentation Turbine 2 - Note A

FOR TRAINING PURPOSE ONLY
Malaysian Institute of Aviation Technology
TURBINE ENGINE
LUBRICATION SYSTEM
Revision No : Page No: 1 Subject Code:

Issue No : Date : 9 August 2006
INTRODUCTION
THE PRIMARY PURPOSE OF A LUBRICANT IS TO
REDUCE FRICTION BETWEEN MOVING PARTS, AND TO A
LESSER DEGREE, HELP IN ENGINE COOLING.
IT IS ALSO USED TO SEAL MOVING PARTS,
CUSHION IMPACT FORCES, CLEAN THE ENGINE AND
PROTECT AGAINST CORROSION. SINCE ENGINES
REQUIRE A LUBRICANT WHICH CAN CIRCULATE FREELY,
LIQUID LUBRICANTS SUCH AS OILS ARE THE MOST
WIDELY USED IN AIRCRAFT ENGINES.
Always use oil with the correct specification.
Wrong oil could lead to damaged or failed engine components

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
gases.
 Turbine engine oil reservoir is smaller because very little oil
is consumed by the engine.
 Oil remains cleaner and can generally go longer between oil
changes.

LUBRICATING OIL
 In the turbine engines, low viscosity oils are used to
provide good flow ability because the engines are built with
extremely tight tolerances.
 Provide adequate temperature ranges from -60 °F to
+400 °F.
 Low lacquer and coke deposits to minimize solid formation.
(Mineral–based oils tends to leave lacquer and
carbon or coke deposit)
 Synthetic oil rather than petroleum based lubricants are
the most used in turbine engine.

LUBRICATING OIL con’d

Advantages of Synthetic Oil to turbine engine
– Low volatility – to prevent evaporation at high altitude

– Anti foaming – to reduce foaming and ensure positive
lubrication
– High viscosity index .
– High flash point.
– Low pour point.
– Excellent cohesion – oil stick together under compression
loads
– Excellent adhesion – allow oil to adhere to surface under
centrifugal loads


Two types of synthetic oils :
1. Type I : MIL – L – 7808
 classifies as alkyl diester (dibasic-acid ester) lubricant.
 Can be made from animal tallow or vegetables (castor bean)
as a raw material in a reaction with alcohol or from
petroleum hydrocarbon synthesis.
 3 centistoke (cSt) rating
 very low viscosity,
 primarily used on early turbine engines.


2. Type II : MIL – L – 23699
 Classifies as polyester lubricant, 5 centistoke rating

 Mostly used on modern turbine engine - uses a new
synthetic base and new additive composition.
 Advantages over Type I
1. Higher viscosity and viscosity index
2. Higher load-carrying characteristics
3. Better high-temperature-oxidation stability
4. Better thermal stability
 Different type of synthetic oils
SHOULD NOT BE INTERMIXED

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

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

SYSTEM CLASSIFICATION con’d

2) Dry-sump lubrication system
- used in modern turbine engines

- consist of pressure, scavenge, and breather subsystems.
- oil is stored in separate oil reservoir.
- oil reservoir is mounted either internally within the engine.
or externally on the engine.
- oil pressure 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.

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. Vent system

Turbine Engine Lubrication

System
How it work

OIL SYSTEM COMPONENTS

1. RESERVOIR
 Purposes: to provide storage place for oil in most engine
pressurized to ensure a constant supply of oil to pressure pump.
(flight maneuvers)
 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).

OIL SYSTEM COMPONENTS con’d

1. RESERVOIR 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 accomplished this by installing adjustable relief valve (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)
 In some dry-sump system scupper drain is installed
- to prevent overfilling of oil into the expansion space.
- to catch overflow oil during servicing

1. RESERVOIR con’d
 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.


OIL PRESSURE PUMPS
~ Utilize constant displacement pump.
~ Move a fixed volume of fluid per revolution.
Three types of oil pumps:

1.Gear pump
- Most common use in turbine engine
- Two mashed 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


2.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

3. 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


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.

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.
TwoTypes of 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)
Operation of Pressure Relief Valve.

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


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.


ii) 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


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.


Where is 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.


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.
2. 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.

~ 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.


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.

 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


VENT SYSTEM
• 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

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


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 engines use oil-to-fuel heat exchanger that serves two
functions.
- cooled the oil to acceptable operating temp.
- preheat the fuel to improve combustion.

OIL COOLER
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.


CHIP DETECTORS
- Contains permanents magnet chip detectors to prevent metal

particles from circulating in the engine and also to provide
valuable information to troubleshoot 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 chips detector incorporates an electrical circuit
(indicating chip detector) where the positive electrode is placed
in the center of detector, while the negative electrode is fitted
to the detector shell.


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

completed and the warning light 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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FOR TRAINING PURPOSE ONLY

Malaysian Institute of Aviation Technology

Revision No : Page No: 1 Subject Code:

Revision No : Page No: 2 Subject Code:

TURBINE ENGINE LUBRICATION SYSTEM

Revision No : Page No: 3 Subject Code:

Revision No : Page No: 4 Subject Code:

LUBRICATING OIL con’d

– Low volatility – to prevent evaporation at high altitude

Revision No : Page No: 5 Subject Code:

LUBRICATING OIL con’d

Revision No : Page No: 6 Subject Code:

LUBRICATING OIL con’d

 Classifies as polyester lubricant, 5 centistoke rating

Revision No : Page No: 7 Subject Code:

1. Wet-sump lubrication system

- primary used on auxiliary power units and early turbine engines.

Revision No : Page No: 8 Subject Code:

SYSTEM CLASSIFICATION con’d

- used in modern turbine engines

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OIL SYSTEM COMPONENTS

1. Oil reservoir (tank)

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Turbine Engine Lubrication

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OIL SYSTEM COMPONENTS

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OIL SYSTEM COMPONENTS con’d

OIL SYSTEM COMPONENTS con’d

 Most of the oil reservoir fitted with deaerator to separate

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OIL SYSTEM COMPONENTS con’d

Three types of oil pumps:

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OIL SYSTEM COMPONENTS con’d

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OIL SYSTEM COMPONENTS con’d

Three types of oil pumps:

- Consists of an engine driven spur gear that rotates within a

Revision No : Page No: 17 Subject Code:

OIL SYSTEM COMPONENTS con’d

 PURPOSE: To return oil to oil reservoir

 A scavenge pump normally:

 Driven by the engine.

OIL SYSTEM COMPONENTS con’d

TwoTypes of System Used.

Revision No : Page No: 19 Subject Code:

OIL SYSTEM COMPONENTS con’d

1. Pressure Relief Valve System

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

Operation of Pressure Relief Valve.

Revision No : Page No: 20 Subject Code:

OIL SYSTEM COMPONENTS con’d

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OIL SYSTEM COMPONENTS con’d

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OIL SYSTEM COMPONENTS con’d

PURPOSE: To remove solid particles that is suspended in the oil.

~ The contaminants that are normally found are:

 Products of oil decomposition

~ The effectiveness of filter is measured in microns.

Revision No : Page No: 23 Subject Code: