TURBINE ENGINE LUBRICATION SYSTEM

LUBRICATING OILS
TURBINE ENGINE USE LOW VISCOSITY OIL, BECAUSE OF THE EXTREMELY TIGHT TOLERANCES AND THE BALL AND ROLLER BEARINGS USED ARE SUBJECTED TO LOW PRESSURES. USUALLY USE SYNTHETIC OIL COMPLETELY SEAL FROM COMBUSTION GASES. TYPICALLY FROM -60F TO +400F

LUBRICATING OIL CHARACTERISTIC

MINERAL BASED OIL CONGEAL AT LOW TEMP BREAK DOWN AT HIGH TEMP LEAVE LACQUER AND CARBON OR COKE DEPOSITS HIGH VOLATILITY FOAMING LOW VISCOSITY INDEX LOW FLASH POINT HIGH POUR POINT BAD COHESION AND ADHESION SYNTHETIC OIL NO CHANGE NO CHANGE LEAVE NOTHING LOW VOLATILITY PREVENT EVAPORATION REDUCE FOAMING HIGH VISCOSITY INDEX HIGH FLASH POINT LOW POUR POINT EXCELLENT COHESION AND ADHESION

2 TYPES SYNTHETIC OILS USED

TYPE I OR MIL-L-7808 TYPE II OR MIL-L-23699

VERY LOW VISCOSITY LOW VISCOSITY 3 CENTISTOKE RATING 5 CENTISTOKE RATING EARLY TURBINE ENGINE MODERN TURBINE ENGINE

SYSTEM CLASSIFICATION
WET SUMP OIL STORED IN ENGINE SUMP OR ACCESSORY BOX. OIL IS PRESSURIZED AND ROUTED THROUGH MULTIPLE FILTERS BEFORE REACHING THE MAIN ROTOR BEARINGS AND COUPLINGS. THEN, IT WILL BE LUBRICATED THROUGH LOW LYING AREA WHERE SCAVENGE PUMP ROUTE THE OIL BACK TO THE SUMP OR GEARBOX. THE BEARINGS AND DRIVE GEARS RECEIVE OIL THROUGH SPLASH LUBRICATION.

DRY SUMP
CONSISTS OF PRESSURE,SCAVENGE AND BREATHER SUBSYSTEM. OIL IS STORED IN SEPARATE OIL RESERVOIR. OIL PUMP PULLS OIL FROM THE OIL TANK AND PROVIDES PRESSURE AND SPRAY LUBRICATION. TYPICAL PRESSURE LUBRICATION SYSTEM CONSISTS OF OIL RESERVOIR, PRESSURE AND SCAVENGE PUMP, PRESSURE RELIEF VALVE, OIL FILTERS, OIL JETS AND OIL COOLER AND VENT LINES.

OIL RESERVOIR
Holds enough oil to lubricate the engine with some reserve for cooling and safety Baffles minimize sloshing of the oil tank Deaerator separate most of air from the returning oil, thus minimize foaming

PRESSURE OIL PUMP

Gear type pump Develops oil pressure by trapping oil in the gear teeth as it is rotated by the engine

SCAVENGE OIL SYSTEM

- Returns oil from the engine and store in an oil tank - Consist of several stages that is, individual pump that draw oil from the engines bearing cavities - Normally of higher capacity than engine driven pump - Operates in such same manner as a pressure pump Often enclose in single housing

PRESSURE RELIEF VALVE

FUNCTION
TO REGULATE OIL PRESSURE WITHIN THE SYSTEM

TYPE OF SYSTEM

PRESSURE RELIEF VALVE SYSTEM FULL FLOW SYSTEM

PRESSURE RELIEF VALVE SYSTEM

OIL FLOW IS REGULATE BY SPRING LOADED RV CLOSED POSITION PRESSURE REQUIRED TO OPEN VALVE CORRESPOND TO OIL PUMP O/P ( ENG RUNNING AT IDLE SPEED ) PRESSURIZED AIR NEEDED TO PREVENT LESS OIL FLOW TO THE BEARING CHAMBER

FULL FLOW SYSTEM

1. NOT REQUIRED PRESSURE RELIEF VALVE 2. AMOUNT OF O/F TO BEARING RELATED TO THE ENGINE & OIL PUMP 3. SIZE OF OIL PUMP DETERMINE BY OIL FLOW AT MAX A/SPEED

TOTAL LOSS SYSTEM

FOR ENGINES WHICH RUN FOR SHORT PERIOD SIMPLE AND INCURS LOW WEIGHT PENALTIES BECAUSE IT REQUIRES NO OIL COOLER, SCAVENGE PUMP OR OIL FILTER.

OIL FILTER
- TO REMOVE SOLID PARTICLES THAT ARE SUSPENDED IN OIL (OIL DECOMPOSITION, METALLIC PARTICLES, CORROSION, AIRBORNE CONTAMINATION). - LOCATED IMMEDIATELY DOWNSTREAM OF THE PUMP DISCHARGE

LAST CHANCE FILTER

LAST OPPORTUNITY TO FILTER THE OIL BEFORE OIL ENTERING THE BEARING CHAMBER. PLACED DEEP WITHIN AN ENGINE. CLEANED ONLY WHEN NEGINE IS DISASSEMBLE FOR OVERHAUL. MEASURED IN MICRON. 1 MICRON = 0.00039 INCH.

TYPES OF OIL FILTER

WIRE MESH OIL SCREEN (MEASURED IN MICRON) SCREEN DISC PLEATED FIBER FILTER

WIRE MESH OIL SCREEN

RATED ABOUT 20 TO 40 MICRONS OIL SCREEN ARE PLEATED TO CREATE LARGE SURFACE AREA UTILIZED BY : 1. BOWL-TYPE IN-LINE FILTER 2. GEARBOX FILTER

SCREEN DISC
CONSISTS OF A SERIES OF WAFERTHIN SCREENS THAT ARE SEPARATED BY SPACERS APPROXIMATELY 20 MICRONS ITS CONSTRUCTION PERMITS THE FILTER TO BE DISASSEMBLED AND CLEANED

PLEATED FIBER FILTER

RATED ABOUT 15 MICRONS SIMILAR TO THE FILTER USED IN RECIP ENGINE CONSISTS OF MILLIONS RESINIMPREGNATED FIBER AND ASSEMBLED AROUND PERFORATED STEEL CORE REPLACED AT SPECIFIC TIME INTERVALS

FAR REQUIREMENTS

-THE CONSTRUCTION MUST PERMITS FULL OIL FLOW IF THE FILTER BLOCKED. -INCORPORATE AN OIL BYPASS VALVE. -WARNING LIGHT IN COCKPIT.

OIL JETS
- to provide relatively constant oil flow tothe main bearings at all engine speeds. - located in pressure lines adjacent to, or within, the bearing compartments and rotor shaft couplings. CONSTANT OIL FLOW TO THE BEARINGS IS VITAL Can deliver lubrication oil in the form of a solid air spray or an oil mist

 Solid oil spray better lubrication. Oil dampened bearing required solid oil spray. Air-oil mist considered adequate for some types of bearings.

 The small nozzle orifices become clogged easily Not accessible for cleaning except during overhaul. Last chance filters are placed in the oil line upstream from the oil jets to prevent nozzle clogs.

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 OILFROM 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

SUCH ACCUMULATIONS COULD CAUSE EXCESSIVE LOADING ON THE ACCESSORY DRIVE GEARS DURING ENGINE STARTS, CONTAMINATION OF THE CABIN PRESSURIZATION AIR, OR AN INTERNAL OIL FIRE. USUALLY SPRING LOADED, BALL AND SOCKET VALVE CONTRUCTED TO ALLOW THE FREE FLOW OF PRESSURIZEDD 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. REMOVE EXCESSIVE HEAT 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.

Types of oil cooler

OIL AIR HEAT EXCHANGER OIL RELEASE THE TEMP AIR COLLECT & REMOVE HEAT FUEL-OIL HEAT EXCHANGER FUEL ABSORBED HEAT&EASE IN VAPORIZATION OIL TEMP LOWERED DOWN

MAGNETIC CHIP DETECTORS

-

CAN BE INSTALLED IN SCAVENGE LINES, OILTANK, AND ACCESSORY GEARBOX PREVENT ANY METAL PARTICLES FROM CIRCULATING IN THE ENGINE IF A WARNING LIGHT IS CONNECTED BETWEEN THE CENTER TERMINAL OF THE DETECTOR AND GROUND, THE LIGHT WILL BURN AND INDICATE METAL PARTICLES ON THE DETECTOR

OIL PRESSURE GAUGE

TO MONITOR THE EFFECTIVENESS OF LUBRICATION SYSTEM CONNECTED TO THE OIL SYSTEM DOWNSTREAM OF THE MAIN OIL FILTER ADDITIONAL FEATURE - INCOPRATED WITH LOW PRESSURE WARNING LIGHT WHEN ELECTRICAL POWER IS ON AND ENGINE IS NOT RUNNING LOW PRESSURE WARNIG LIGHT WILL ILLUMINATES WHEN STARTING THE ENGINE, THE LOW PRESSURE WARNING LIGHT WILL GO OFF BECAUSE OF THE OIL PRESSURE INCREASE

 OIL TEMPERATURE GAUGE

TO MONITOR TEMPERATURE OF THE ENGINE OIL SENSOR LOCATED AT EITHER IN PRESSURE SUBSYTEM OR THE SCAVENGE SUBSYSTEM BECAUSE TURBINE ENGINE LUBRICATION SYSTEM HAVE A FLOW RATE OF 2 TO 5 TIME OF THE OIL TANK CAPACITY PER MINUTE AND TEMPERATURE STBILIZE THROUGHOUT THE ENTIRE LUBRICATION SYSTEM VERY RAPIDLY SCAVENGE SYSTEM-PROVIDE SLIGHTLY QUICKER INDICATION PRESSURE SUBSYSTEM-TO SENSE THE OIL TEMPERATURE AT THE ENGINES OIL INLET

SYSTEM MAINTENANCE

OIL CHANGE
OIL IS CONSTANTLY EXPOSED TO MANY SUBSTANCES THAT REDUCES IT ABLITY TO PROTECT MOVING PARTS RECOMMENDED TIME INTERVAL BASED ON MANUFACTURERS 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 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 ENGINED

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

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

 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 IS COMPLETELY DRAINED,REPLACE AND SECURE THE DRAIN PLUG

 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

 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

OIL SERVICING
PREVENT OVERSERVICING OVER SERVICING FILLING TOO MUCH OIL AMOUNT OF OIL ADDED TO THE ENGINE MUST BE RECORDED IN A/C LOG BOOK AS REFERENCE FOR TREND ANALYSIS OF ENGINE WEAR AT MAIN BEARING AND SEAL LOCATION AVOID OIL CONTAMINATION CAUSE BY SILICON BASED GREASE.

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.

OIL PRESSURE ADJUSTMENT

 NORMALLY ATTUNED 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 MANUFACTURERS MANUAL ONCE COMPLETED, THE ADJUSTING SCREW LOCKNUT IS TIGHTENED AND THE ACORN CAP IS INSTALLED AND SECURED.

Turbine Engines Cooling System

Continuous combustion process will produce more heat. If only enough air is used only for combustion Turbine Engines will reach temperature 4,000 degrees Fahrenheit. 25% is for combustion and 75% is used for cooling (secondary airflow)-typical turbine engine. Require nacelle and compressor.

NACELLE AND COMPRESSOR

cooled by ram air as it enters the engine.
directed between the engine case and nacelle.

NACELLE AND COMPRESSOR

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.

NACELLE AND COMPRESSOR

Ram air provides ample cooling air for the two compartments in flight. 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 while on ground.

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.

Turbine Section
Turbine temperature - most limiting factor in running gas turbine. High temperature high thrust engine will produce.
Cooling system allows turbine vane and blade to operate 600 800 F above of limit of their metal alloy

Convection cooling / film coding

Air is dissected through the hollow blade and out through the holes in the tips

Transpiration Cooling( Only on stationary nozzle vanes)

Constructed of porous High tensile material. Air is ducted into the vane and exits through the porous material. 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. For high bypass turbofan engine have EEC which featuring ACC control the thermal expansion rate of turbine case by regulate air flow around turbine case.

ENGINE INSULATION BLANKET

Use to shield portion of aircrafts 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.