Section 6 & 7 Oil & Heat Management

Oil System

Introduction.

Self contained, recirculating design to
provide reliable lubrication and cooling,
under all conditions.

Oil cooling is controlled by a dedicated
‘Heat Management System’ which
maintains the engine oil, IDG oil and fuel
temperatures at optimum levels.
© International Aero Engines Inc 2000
Oil System

System Monitoring.

Engine oil system is monitored by the
following flight deck indications:

Engine Oil Pressure.

Engine Oil Temperature.

Oil Tank Contents. (Quantity Transmitter)

Oil System
System Monitoring (Continued).

In addition the following warnings will be
given for the ‘non-normal’ conditions:

Low Oil Pressure.

Scavenge Filter Clogged or Partly Clogged.

No. 4 Bearing Scavenge Valve Inoperative.

H.P
ACOC FCOC
Pump
External Angle # 1,2 & 3 # 4 Bearing

gearbox Bearing # 5 Bearing
Gearbox TX
De-Oiler
Scavenge
Filter
Scavenge Oil Pump Pack

Oil System
Oil Tank.
Purpose:

To store the oil supply for the engine.
Location:

Located to the top left hand side of the
external gearbox.
Type:

Pressurised, ‘Hot Tank’.
Oil System
Oil Tank (Continued).
Features:

Mounting boss for ‘Oil Quantity
Transmitter’.
Oil system servicing:

Gravity Filler Port.

‘Sight glass’ oil level indicator

Tank capacity = 29 U.S. quarts.

(Usable oil) = 24 U.S. quarts.
Oil System
Oil Tank (Continued).

Internal ‘Cyclone’ type de-aerator.

Tank pressurisation valve (6 p.s.i.) Maintains
pressure at inlet to oil pressure pump.

Strainer in tank outlet to pressure pump.

Mounting for scavenge filter and master
magnetic chip detector, on rear face.

Oil System
Pressure Pump/Pressure Filter Assembly.

Purpose:

Supply oil under pressure to the engine
bearings, gearbox drive and accessory
drives.
Type:

Standard ‘Gear Type’ (Speed = 21.4% N2)

Oil System
Pressure Pump/Pressure Filter Assembly.
Location:

Front face, left side of external gearbox
Features:

Provides housing for the pressure filter.

‘Cold Start’ pressure limiting valve.

Flow trimming valve.(Test cell adjustment)

H.P. Oil Filter
Flow Trim Adjuster

Oil System
Pressure Filter.
Purpose:

To trap solid contaminants.
Type:

Mesh type filter - cleanable - nominal 125
micron rating.

Oil System

Pressure Filter.

Location:

On the pressure pump housing.

Features:

Anti-drain valve.

Pressure priming connection.

Pressure Priming
Connections

Oil System
Air/Oil Heat Exchanger (Air Cooled Oil Cooler)

Purpose:

Reject excess heat from the oil system to
the ‘fully modulated cooling (fan) air flow.

Controlled by the EEC.
Type:

Corrugated ‘fin and tube’ - ‘double pass’.

Oil System
Air/Oil Heat Exchanger (Air Cooled Oil Cooler)
Location:

Attached to the fan casing on the lower right
hand side.
Features:

Oil by-pass valve.

Modulated air flow as commanded by EEC
(Heat Management System).

Air flow regulated by air control valve.
Air Cooled Oil Cooler

H.P
ACOC FCOC
Pump
External Angle # 1,2 & 3 # 4 Bearing

gearbox Bearing # 5 Bearing
Gearbox TX
De-Oiler
Scavenge
Filter
Scavenge Oil Pump Pack

To Fuel Cooled Oil
Cooler
Pump output

Oil System
Fuel/Oil Heat Exchanger (Fuel Cooled Oil Cooler)


Purpose:
Cool the engine oil
Heat the fuel.

Type:
Single pass fuel flow - multi pass oil flow.
Forms an integral unit with the LP Fuel
Filter.
Oil System


Location:
Bolted to the Fan Casing left side, on the
engine centre line.

Features:
Differential pressure relief valve.
Provides oil by-pass, when oil has high
viscosity or if cooler is blocked.
Oil System

Purpose:

Cool the engine oil.

Heat the fuel.
Type:
Single pass fuel flow - multi pass oil flow.
Forms an integral unit with the LP Fuel
Filter.
A1/A5
Location
Oil System
Scavenge Pumps Unit.

Purpose:
Returns (Scavenges) oil to the tank.
Type:
Standard spur-gear type pump (x6).
All pumps rotate at the same speed (22%) of N2.
Pump capacity is determined by the width of the
gears.

Oil System
Scavenge Pumps Unit.

Location:
Six scavenge pumps contained in a single unit.
Rear face, left side of the gearbox.
Features:
Combined oil flow, from all the scavenge returns,
back to the tank.

Return to oil tank

Oil System
De-Oiler.
Purpose:
Separate the breather air/oil mixture.
Return the oil to the scavenge system, by its
scavenge pump.
Vent the air overboard through the right hand fan
cowl.
Type:
Centrifugal separator.
No. 4 Scavenge Valve
Oil System
Scavenge Filter.
Purpose:
To trap solid contaminants
Type:
Non-Cleanable.
Location:
Bolted to the rear of the oil tank.

Oil System
Scavenge Filter.
Features:

By-pass valve.

Differential Pressure switch.

Provides housing for master magnetic chip
detector.

Oil System
No 4 Bearing Scavenge Valve.
Purpose:
Maintains No 4 bearing compartment carbon seal
differential pressure.
Controls the venting of the compartment air/oil
mixture to the de-oiler.
Type:
Pneumatically operated two position valve:
Maximum flow at low engine speeds.
Closed to minimum area at high engine speeds.
De-Oiler
# 4 Bearing
Scavenge Valve
# 4 Bearing Scavenge Oil Return
HP 10 Air
Valve Position Signal to EIU

No. 4 Bearing Scavenge Valve Operation
Valve Operation

Oil System
Magnetic Chip Detectors (MCD).

Location:
7 MCD’s are fitted in the oil scavenge system.

External Gearbox - Left MCD.

External Gearbox - Right MCD.

Angle gearbox MCD.

No. 1,2 & 3 Front bearing scavenge tube MCD.

No 4 bearing MCD, located in the De-oiler scavenge outlet.

No. 5 bearing scavenge tube MCD

Master MCD in the combined scavenge return, on the scavenge
filter housing.

Oil System
Magnetic Chip Detectors (MCD).

The Master MCD has a dedicated access panel,
in the left hand fan cowl.

If the Master MCD indicates a problem, each of
the remaining MCD’s are inspected, to discover
the source of the problem.

Access to the individual MCD’s, is by opening of
the left and right fan cowl doors.
Oil System
Indications.
The oil system parameters are displayed on the
engine page on the Lower ‘Electronic Centralised
Aircraft Monitoring’ (ECAM) screen.

Oil Temperature (Deg. Centigrade)

‘Normal’ - ‘green indication’.

155 deg C or above - ‘flashing green’.

Oil System

Indications.

155 deg C or above more than 15 minutes or
165 deg C with no delay.

Steady amber indication.

Master caution light.

Single chime.

Message (Upper ECAM) ‘Eng 1 (2) “OIL HIGH
TEMP”
Oil Temperature
Oil Quantity
Oil Pressure F.FILTER

FUEL
FUELFILTER
FILTER
4
Scavenge Filter Clog

Oil System

Indications.
Oil Low Temperature Warnings
(Throttle > idle and engines running)

Message ‘ENG 1(2) OIL LO TEMP’.

Single chime

Master caution light

Oil System

Indications.
Oil Quantity:
Normal - Green.
< 5 Quarts - Flashing green.

Oil System
Indications.
Oil Pressure:
Normal - Green indication.
390 psid or above - indication flashes.
60-80 psid - Amber indication

amber message
‘ENG OIL LO PR’ on (Upper ECAM)
Oil System
Indications.
Oil Pressure:
60 psid or below - Red indication.

Master warning light.
Continuous repetitive chime.
Red message (Upper ECAM).
‘ENG 1(2) OIL LO PR’
‘THROTTLE 1(2) IDLE’
Oil System
Indications.
Scavenge Filter:
If filter differential pressure > 12 psi, an oil filter
message appears on Engine page on the (Lower
ECAM).
‘OIL FILTER CLOG’

Oil Temperature
Oil Quantity
FUEL FILTER
FUEL FILTER
Oil Pressure
4
Scavenge Filter Clog

Oil System
Indications.
Oil Consumption:
Acceptable oil use is not more than :

0.6 US pints per hour (0.5 Imperial pints/hour).
(0.28 Litres/hour).
If oil quantity increase of 200 cc’s or more is
detected , then analyse oil sample for:
Fuel contamination.
Oil System
Additional Oil System Components:

Differential Oil Pressure Transmitter

Differential Low Oil Pressure Warning Switch

Location:
Upper Left side of the fancase

Low Oil Pressure Warning Switch
Oil Pressure Transmitter

Heat Management System

Purpose.
To provide adequate cooling and
maintain the critical oil and fuel
temperatures within specified limits,
whilst minimising the requirement for
fan air off-take.


Three sources of cooling are
available:

LP fuel passing to the engine system.

LP fuel which is being returned to the
aircraft tanks.

Fan air.

3


There are 4 basic configurations
(Modes), in which the flow paths of fuel
in the engine LP fuel system can be
varied.
In each mode the cooling capacity is
varied by control valves, which form:

The Fuel Diverter and Return to Tank
Valve.

The transfer between modes of operation
is determined by software logic contained
in the EEC.

The logic is generated around the limiting
temperatures of the fuel and oil within the
system.

This is combined with the signals from the
aircraft which permits or inhibits fuel return
to aircraft tanks.
Mode 1: (Normal mode)

All the heat from the engine oil system
and the IDG oil system is absorbed by
the LP fuel flows.

Some of the fuel is returned to the
aircraft tanks where the heat is
absorbed or dissipated within the tank
Fan
ACOC
Air HP Pump
LP SOV
FCOC FMU
LP Pump
Filter
Engine Oil
Cooling
FCOC
Diverter Valve
IDG Oil Cooling
Return to Tank Valve
Normal Return to Tank mode
Heat Management System - Return to Tank (Mode 1)

Fuel through the IDG FCOC combined with a quantity of fuel downstream of the Engine FCOC is
modulated for return to tank. FMU by-pass flow is returned upstream of the fuel filter. This is the
‘Normal’ mode of operation.
Fan
ACOC
Air HP Pump
LP SOV
FCOC FMU
LP Pump
Filter
Engine Oil
Cooling
FCOC
Diverter Valve
IDG Oil Cooling
Mode selected when, in

normal mode the limit
temperature (IDG, OIL,
FUEL) cannot be
maintained within limits.
Heat Management System - Return to Tank (Mode 4)

Fuel through IDG FCOC modulated for return back to tank. FMU by-pass flow returned up stream of
Engine FCOC. Supplemental cooling of© International
fuel is provided inInc
Aero Engines this
2000mode.
Fan
ACOC
Air HP Pump
LP SOV
FCOC FMU
LP Pump
Filter
Engine Oil
Cooling
FCOC
Diverter Valve
IDG Oil Cooling
Mode selected when, return

to tank is not allowed, in
particular when the
reuirements for fuel spill
back to tank can no longer
be satisfied ie.
•Engine at high power setting.
•Spill fuel temp > 100 deg C.
•Tank fuel temp > 54 deg C.
Heat Management System - No Return to Tank (Mode 3)
Fuel through the IDG FCOC returned downstream of the FCOC. FMU by-pass flow returned upstream
of the fuel filter. Return to tank inhibited.© International
This is the preferred mode when return to tank is not
Aero Engines Inc 2000
allowed.
Fan
ACOC
Air HP Pump
LP SOV
FCOC FMU
LP Pump
Filter
Engine Oil
Cooling
FCOC
Diverter Valve
IDG Oil Cooling
Low Engine Speed and High

Oil Temp
Fail-Safe Mode
Heat Management System - No Return to Tank (Mode 5)

This mode is used when conditions demand operations as in mode 3, but is not permitted because:
IDG oil temp is high, or fuel spill to aircraft tank is not
© International permissible
Aero Engines Inc 2000 because of high spill fuel temp.
Mode 1

Conditions:
Engine not at high power setting i.e.
(Take-off and early part of climb).
Cooling fuel spill temperature less than
100 deg C.
Fuel temperature at pump inlet less
than 54 deg C.
Air/Oil Heat Exchanger

Air Modulating Valve

Purpose :
To govern the cooling flow of ‘Fan Air’
through the air/oil heat exchanger. As
commanded by the Heat Management
Control System. (EEC).
Air ModulatingValve

Type:
Plate type, supported at either end by stub
shafts.
Operated by ‘Electro-Hydraulic Servo Valve
Mechanism (EHSV).

Location:
Bolted to the outlet face of the air/oil heat
exchanger.



Features:

Fails ‘safe’.

Valve fully open.

Maximum cooling position.

Fire seal forms an air tight seal between the
outlet from the unit and the fan cowl exit.

Controlled by channel ‘A’ or ‘B’ of the EEC.

Features (Continued):
Valve position feedback signal from a Linear
Variable Differential Transducer (LVDT) to
each channel of the EEC.
Valve positioned by fuel servo pressure
acting on a control piston.
Fuel servo pressure directed by a torque motor
in the EHSV Assembly.

Electro-Hydraulic Servo Valve Assembly

Linearly Variable Differential Transducer (LVDT)

Fuel Cooled Oil Cooler
Fuel Diver Return To Tank

Valve

Section 6 & 7 Oil & Heat Management

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Section 6 & 7 Oil & Heat Management

Uploaded by

Copyright:

Available Formats

Oil System

© International Aero Engines Inc 2000

System Monitoring (Continued).

© International Aero Engines Inc 2000

External Angle # 1,2 & 3 # 4 Bearing

Scavenge Oil Pump Pack

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

Pressure Pump/Pressure Filter Assembly.

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

Flow Trim Adjuster

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

Air/Oil Heat Exchanger (Air Cooled Oil Cooler)

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

External Angle # 1,2 & 3 # 4 Bearing

Scavenge Oil Pump Pack

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

Fuel/Oil Heat Exchanger (Fuel Cooled Oil Cooler)

Fuel/Oil Heat Exchanger (Fuel Cooled Oil Cooler)

Fuel/Oil Heat Exchanger (Fuel Cooled Oil Cooler)

Scavenge Pumps Unit.

© International Aero Engines Inc 2000

Scavenge Pumps Unit.

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

Valve Position Signal to EIU

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

Magnetic Chip Detectors (MCD).

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

Oil Pressure F.FILTER

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

390 psid or above - indication flashes.

60-80 psid - Amber indication

60 psid or below - Red indication.

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

Acceptable oil use is not more than :

Additional Oil System Components:

© International Aero Engines Inc 2000

Oil Pressure Transmitter

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

© International Aero Engines Inc 2000

Return to Tank Valve

Normal Return to Tank mode

Heat Management System - Return to Tank (Mode 1)

Return to Tank Valve

Mode selected when, in

Heat Management System - Return to Tank (Mode 4)

Return to Tank Valve