Turbine Engine Lubrication System: Malaysian Institute of Aviation Technology

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

Issue No :
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

Issue No :
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.

Issue No :
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.

Issue No :
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

Issue No :

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.

Issue No :

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

Issue No :
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.

Issue No :
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.

Issue No :
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

Issue No :
Turbine Engine Lubrication

System
How it work

Issue No :
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).

Issue No :
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

Issue No :

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.

Issue No :

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

Issue No :

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
Issue No :
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

Issue No :

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.

Issue No :

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.

Issue No :
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.

Issue No :

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.

Issue No :

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

Issue No :

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.

Issue No :

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.

Issue No :

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.

Issue No :
~ 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.

Issue No :

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.
Issue No :

 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

Issue No :

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

Issue No :
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

Issue No :

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.

Issue No :
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.

Issue No :

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.

Issue No :

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.

Issue No :
SYSTEM MAINTENANCE

Issue No :
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

Issue No :
SYSTEM MAINTENANCE
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

Issue No :
SYSTEM MAINTENANCE
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.

Issue No :
SYSTEM MAINTENANCE
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

Issue No :
SYSTEM MAINTENANCE
 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 OIL IS COMPLETELY DRAINED,REPLACE AND
SECURE THE DRAIN PLUG
Issue No :
SYSTEM MAINTENANCE
 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
SYSTEM REQUIRED TO BE DRAINED AND FLUSHED

Issue No :
SYSTEM MAINTENANCE
 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

Issue No :
SYSTEM MAINTENANCEc
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.

Issue No :
OIL PRESSURE ADJUSTMENT
NORMALLY ADJUSTED WITH A SCREWDRIVER AT THE

OIL PRESSURE RELIEF VALVE
VALVE ADJUSTING SCREW COVER NUT 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 COVER NUT IS INSTALLED
AND SECURED.
Issue No :
AIR SYSTEMS

Issue No :
Application of Internal and External Air Systems

Introduction
The engine internal air system consists of those airflows which do not
directly contribute to the engine thrust. The system has several
important functions to perform for the safe and efficient operation of
the engine. These functions include:
internal engine and accessory unit cooling
bearing chamber sealing
prevention of hot gas ingestion into the turbine disc cavities
control of bearing axial loads
control of turbine blade tip clearances
engine anti-icing.
The system also supplies air for the aircraft services. Up to 20 % of the
total engine core mass airflow may be used by the internal air system.
Issue No :
Engine Anti-Icing

Issue No :
ICING occurs during flight through clouds containing

cooled water droplets and ground operation in poor
visibility, temperature near freezing. Engine requires
protection against ice formation at front and leading edge
of air intake duct.
ICING restrict airflow through engine, loss in

performance, possible malfunctioning of engine.
Compressor damage
due to ice breaking away and being ingested by
compressor.

Issue No :
Ice protection requirements
• Must effectively prevent ice formation within

operational requirements of the particular aircraft.
• System must be reliable and easy to maintain.
• Present no excessive weight penalty.
• No serious loss in engine performance when in

operation

Issue No :
Ice protection requirements

Two systems of ice protection:
Turbojets - hot air supply.

Turbo-propeller engines - electrical power or a
combination of electrical power and hot air.
Protection may include circulation of HOT OIL around
the air intake.
Hot air system is used to prevent formation of ice

called, Anti-icing system. Electrical power system break
up ice formed on surfaces, called de-icing system.

Issue No :
Hot Air system

Issue No :
Hot air system - surface heating of engine and/or

powerplant where ice form. Affected parts: engine intake,
intake guide vanes, nose cone, leading edge of nose cowl,
at times, front stage of compressor stator blades.
Protection of rotor blades is rarely required as any ice
form are dispersed by centrifugal action.
Hot air for anti-icing - from last stage of compressor,

ducted through pressure regulating valves to parts
requiring anti-icing. Hot air from air intake manifold to the
nose cowl. Exhaust outlets are provided to allow air to pass
into compressor intake or vent to atmosphere, thus
maintaining a flow of air through the system.

Issue No :
Air Intake Cowling Using Electrical Protection System

Issue No :
Electrical system ice protection used for turbo-propeller engine/

propellers. Surfaces need heating are air intake cowling , propeller
blades, spinner and at times, oil cooler air intake cowling.
Electrical heating pads bonded to outer skin of cowlings. Consist

of strip conductors sandwiched between layers of neoprene, or
glass cloth impregnated with epoxy resin, protect pads against
rain erosion, coated with special polyurethane-based paint.
When operating, areas continuously heated to prevent ice cap

forming on leading edges, limit size of ice forms on areas that
intermittently heated

Issue No :
TURBINE ENGINES
COOLING SYSTEM

Issue No :
Cooling Air Systems

An important consideration at the design stage of a gas turbine engine is
the need to ensure that certain parts of the engine and in some
instances, certain accessories do not absorb heat to the extent that is
detrimental to their safe operation.
The principal areas which require air cooling are the combustor and the
turbine. Cooling air is used to control the temperature of the
compressor shafts and discs by either cooling or heating them.
This ensures an even temperature distribution and therefore improves

engine efficiency by controlling thermal growth and thus maintaining
minimum blade tip and seal clearances.
Typical cooling and sealing airflows are shown in next figure.

Issue No :
General Internal Airflow Pattern

Issue No :
TURBINE ENGINES COOLING SYSTEM

Most of the cooling air must pass through the inside of the
engine.
Continuous combustion process will produce more heat.
If only enough air is used only for combustion, internal
temperature will reaches 4000° Fahrenheit.
25% is for combustion (primary airflow) and 75% is used
for cooling (secondary airflow) -typical turbine engine.
Outer case will remain at temperature between ambient
and 1000° F (538°C) depending on section of the engine.
To properly cool each section, it must be constructed with
intricate internal air system.
Ram or bleed air is utilize the most engine components.

Issue No :

NACELLE AND COMPRESSOR
 cooled by ram air as it enters the engine.

 directed between the engine case and nacelle.
 Engine compartment normally divided into 2 section , forward
and aft
 Forward section is constructed around the engine air inlet
duct
 Aft section encircles the engine.
 A seal separates the 2 sections and form a barrier that
prevent combustible fumes (fume-proof seal).

Issue No :
NACELLE AND COMPRESSOR con’d
 In flight, ram air provides ample cooling air for the two
compartments.
 When on ground, airflow is provided by the reduced pressure
at the rear of the nacelle. The low pressure area is created
by the exhaust gases as they exit the exhaust nozzle.

Issue No :

COMBUSTION SECTION
A section where fuel and air are mixed and burned.
Consists of outer casing with a perforated inner liner.
Airflow through a combustor is divided.
1. primary / combustion air( 25% of incoming air).
2. secondary ( 75% of incoming air).
Primary/ Combustion air
- is directed inside the liner in the front end of a combustor.
Secondary
- flow at a velocity of several hundred feet per second around
the combustor periphery
Some secondary air is slowed and metered into the combustor
where it ensure combustion of any remaining unburned fuel.

Issue No :

TURBINE SECTION.
- Turbine temperature - most limiting factor in running gas

turbine.
- However high temperature – high thrust engine will produce.
- Cooling for turbine is important, cooling system allows turbine
vane and blade to operate 600 – 800 F above of limit of their
metal alloy.
- Cooling for turbine section normally use bleed air, which is
directed over each of the disk.
- Air is directed through the hollow blade and out through the
holes in the tips

Issue No :

Modern engine uses combination of air cooling which
incorporates low and high pressure for both internal
and surface cooling of turbine vanes blades.
Shroud may also be perforated with cooling holes.
High bypass turbofan engine with EEC have a feature
known as active tip clearance (ACC).
ACC controls the thermal expansion rate of turbine
case by regulating air flow around turbine case.

Issue No :
Accessory Cooling
A considerable amount of heat is produced by some of
the engine accessories, an example of which is the
electrical generator. These may often require their
own cooling circuit.
When air is used for cooling, the source may be the

compressor or atmospheric air ducted from intake
louvres in the engine

Issue No :
Generator Cooling System

Issue No :
When an accessory unit is cooled during flight by atmospheric air it

is usually necessary to provide an induced circuit for use during
static ground running when there would be no external airflow.
This is achieved by allowing compressor delivery air to pass through

nozzles situated in the cooling air outlet duct of the accessory.
The air velocity through the nozzles create a low pressure area
which forms an ejector, so inducing a flow of atmospheric air
through the intake louvres.
To ensure that the ejector system only operates during ground

running, the flow of air from the
compressor is controlled by a valve.

Issue No :

ENGINE INSULATION BLANKET
 Use to shield portion of aircraft’s structure from the intense

heat radiated by the exhaust duct.
 Reduce the possibility of leaking fuel or oil to coming in
contact with hot engine parts.
 Aluminum, glass fiber and stainless steel – material used.
 Several layers of fiber glass, aluminum foil and silver foil are
covered with a stainless steel shroud to form a typical blanket.
The fiber glass is low conductance material and the layers of
metal foil act as radiation shields.
 Each blanket is manufactured with a suitable covering that
prevents it from becoming oil-soaked.
 insulation blankets were used extensively on earlier engine
installations, but not required with modern turbofan engine
installations.
Issue No :
END

Issue No :

Turbine Engine Lubrication System: Malaysian Institute of Aviation Technology

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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:

the most used in turbine engine.

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

Revision No : Page No: 9 Subject Code:

OIL SYSTEM COMPONENTS

1. Oil reservoir (tank)

Revision No : Page No: 10 Subject Code:

Turbine Engine Lubrication

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OIL SYSTEM COMPONENTS

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OIL SYSTEM COMPONENTS con’d

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 Most of the oil reservoir fitted with deaerator to separate

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Three types of oil pumps:

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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

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 PURPOSE: To return oil to oil reservoir

 A scavenge pump normally:

 Driven by the engine.

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TwoTypes of System Used.

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1. Pressure Relief Valve System

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

Operation of Pressure Relief Valve.

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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.