Powerplant 2

Turbine Engine
Lubrication System
Principles of Engine Lubrication

 The primary purpose of a lubricant is to reduce friction between moving

parts. Because liquid lubricants or oils can be circulated readily, they are
used universally in aircraft engines.
 In theory, fluid lubrication is based on the actual separation of the surfaces
so that no metal-to-metal contact occurs. As long as the oil film remains
unbroken, metallic friction is replaced by the internal fluid friction of the
lubricant. Under ideal conditions, friction and wear are held to a minimum.
 Oil is generally pumped throughout the engine to all areas that require
lubrication. Overcoming the friction of the moving parts of the engine
consumes energy and creates unwanted heat. The reduction of friction
during engine operation increases the overall potential power output.
 Engines are subjected to several types of friction.
Requirements for Turbine Engine Lubricants

 There are many requirements for turbine engine lubricating

oils. Due to the absence of reciprocating motion and the
presence of ball and roller bearings (antifriction bearings),
the turbine engine uses a less viscous lubricant.
 Gas turbine engine oil must have a high viscosity for good
load-carrying ability but must also be of sufficiently low
viscosity to provide good flowability.
 It must also be of low volatility to prevent loss by evaporation
at the high altitudes at which the engines operate.
Requirements for Turbine Engine Lubricants

 In addition, the oil should not foam and should be

essentially non-destructive to natural or synthetic rubber
seals in the lubricating system.
 Also, with high-speed antifriction bearings, the formation
of carbons or varnishes must be held to a minimum.
 Also, with high-speed antifriction bearings, the formation
of carbons or varnishes must be held to a minimum.
Requirements for Turbine Engine Lubricants

 The many requirements for lubricating oils are met in the

synthetic oils developed specifically for turbine engines.
 Synthetic oil has two principal advantages over petroleum
oil. It has a lower tendency to deposit lacquer and coke
(solids left after solvents have been evaporated) because
it does not evaporate the solvents from the oil at high
temperature.
Types of Oil used for Turbine Engine

Type I - is a military specification for turbine oil

 MIL-PRF-7808 (formerly known as MIL-L-7808)

Type II – Turbine synthetic oil has a viscosity of

around 5 to 5.5 centistokes at 210º F that is
approved against the military specification.
Most turbine oils are Type II.
 MIL-PRF-23699F
Normal Oil Troubleshooting Procedure
Turbine Engine Lubrication Systems

 Both wet and dry sump lubrication systems are used in gas
turbine engines. Wet-sump engines store the lubricating oil in the
engine proper, while dry-sump engines utilize an external tank
mounted on the engine or somewhere in the aircraft structure
near the engine, similar to reciprocating piston engine.
 Turbine engine’s oil systems can also be classified as a pressure
relief system that maintains a somewhat constant pressure: the
full flow type of system, in which the pressure varies with engine
speed, and the total loss system, used in engines that are for
short duration operation (target drones, missiles, etc.).
Turbine Engine Lubrication Systems

 One of the main functions of the oil system in turbine

engines is cooling the bearings by carrying the heat away
from the bearing by circulating oil around the bearing.
 The exhaust turbine bearing is the most critical lubricating
point in a gas turbine engine because of the high
temperature normally present. In some engines, air
cooling is used in addition to oil cooling the bearing,
which supports the turbine.
Turbine Lubrication System Components

1. Oil Tank
2. Oil Pump
3. Turbine Oil Filters
4. Oil Pressure Regulating Valve
5. Oil Pressure Relief Valve
6. Oil Jets
Oil Tank

 The dry-sump systems use an oil tank

that contains most of the oil supply, a
small sump is usually included on the
engine to hold a small supply of oil.
 It usually contains the oil pump, the
scavenge and pressure inlet strainers,
scavenge return connection, pressure
outlet ports, an oil filter, and mounting
bosses for the oil pressure gauge and
temperature bulb connections.
Oil Pump

 The oil pump is designed to supply oil

under pressure to the parts of the engine
that require lubrication, then circulate
the oil through coolers as needed, and
return the oil to the oil tank.
 Many oil pumps consist of not only a
pressure supply element, but also
scavenge elements, such as in a dry-sump
system. However, there are some oil
pumps that serve a single function; that
is, they either supply or scavenge the oil.
Oil Pump

 The pumps may be one of several types, each type

having certain advantages and limitations. The two
most common oil pumps are the gear and gerotor, with
the gear-type being the most commonly used.
 Gear Pump
The gear-type oil pump has only two elements: one for
pressure oil and one for scavenging. However, some
types of pumps may have several elements: one or
more elements for pressure and two or more for
scavenging.
 The gerotor pump, like the gear pump, usually contains
a single element for oil pressure and several elements
for scavenging oil. However, the capacity of the
elements can be controlled by varying the size of the Gerotor Pump
gerotor elements.
Oil Filter

 Filters are an important part of the lubrication system

because they remove foreign particles that may be in
the oil. This is particularly important in gas turbines as
very high engine speeds are attained; the antifriction
types of ball and roller bearings would become
damaged quite rapidly if lubricated with contaminated
oil.
 There are several types and locations of filters used
for filtering the turbine lubricating oil. The filtering
elements come in a variety of configurations and mesh
sizes. Mesh sizes are measured in microns, which is a
linear measurement equal to one millionth of a meter
(a very small opening).
Oil Filter

 One type of oil filter uses a replaceable laminated paper

element, while others use a very fine stainless steel metal
mesh of about 25–35 microns.
 Most filters are located close to the pressure pump and
consist of a filter body or housing, filter element, a bypass
valve, and a check valve. The filter bypass valve prevents
the oil flow from being stopped if the filter element
becomes clogged.
Oil Pressure Regulating Valve

 Most turbine engine oil systems are the pressure

regulating type system that keeps the pressure fairly
constant. An oil pressure regulating valve is included in
the oil system on the pressure side of the pressure pump.
A regulating valve system controls the systems pressure to
a limited pressure within the system.
 It is more of a regulating valve than a relief valve because
it keeps the pressure in the system within certain limits
other than only opening when the absolute maximum
pressure of the system is exceeded.
Oil Pressure Regulating Valve

 The regulating valve Figure 6-37 has a

valve held against a seat by a spring.
By adjusting the tension (increase) on
the spring, you change the pressure at
which the valve opens and you also
increase the system pressure. A screw
pressing on the spring adjusts the
tension on the valve and the system
pressure.
Oil Pressure Relief Valve

 Some large turbofan oil systems do not have a

regulating valve. The system pressure varies
with engine rpm and pump speed. There is a
wide range of pressure in this system.
 A relief valve is used to relieve pressure only if
it exceeds the maximum limit for the system.
 This true relief valve system is preset to relieve
pressure and bypass the oil back to the inlet
side of the oil pump whenever the pressure
exceeds the maximum preset system limit.
Oil Pressure Relief Valve

 This relief valve is especially important when oil coolers are

incorporated in the system since the coolers are easily ruptured
because of their thin-wall construction. Under normal operation,
it should never open
Oil Jets

 Oil jets (or nozzles) are located in the pressure lines

adjacent to, or within, the bearing compartments and
rotor shaft couplings
 The oil from these nozzles is delivered in the form of an
atomized spray. Some engines use an air-oil mist spray
that is produced by tapping high-pressure bleed air from
the compressor to the oil nozzle outlet.
 This method is considered adequate for ball and roller
bearings; however, the solid oil spray method is
considered the better of the two methods.
Oil Jets

 The oil jets are easily clogged because of

the small orifice in their tips; consequently,
the oil must be free of any foreign
particles.
 If the last-chance filters in the oil jets
should become clogged, bearing failure
usually results since nozzles are not
accessible for cleaning except during
engine maintenance. To prevent damage
from clogged oil jet
Lubrication System Instrumentation

 Gauge connection provisions are incorporated in the oil system

for oil pressure, oil quantity, low oil pressure, oil filter
differential pressure switch, and oil temperature. The oil
pressure gauge measures the pressure of the lubricant as it
leaves the pump and enters the pressure system.
 The oil pressure transmitter connection is located in the pressure
line between the pump and the various points of lubrication.
 An electronic sensor is placed to send a signal to the Full
Authority Digital Engine Control (FADEC) control unit and through
the Engine Indicating and Crew Alerting System (EICAS)
computers, and on to the displays in the flight deck.
Lubrication System Breather Systems (Vents)

 Breather subsystems are used to remove excess air from the

bearing cavities and return the air to the oil tank where it is
separated from any oil mixed in the vapor of air and oil by the
deaerator. Then, the air is vented overboard and back to the
atmosphere.
 All engine bearing compartments, oil tanks, and accessory cases
are vented together so the pressure in the system remains the
same.
 The vent in an oil tank keeps the pressure within the tank from
rising above or falling below that of the outside atmosphere.
Lubrication System Check Valve

 Check valves are sometimes installed in the oil supply lines of

dry-sump oil systems to prevent reservoir oil from seeping (by
gravity) through the oil pump elements and high-pressure lines
into the engine after shutdown.
 Check valves, by stopping flow in an opposite direction, prevent
accumulations of undue amounts of oil in the accessory gearbox,
compressor rear housing, and combustion chamber.
 The check valves are usually the spring-loaded ball-and-socket
type constructed for free flow of pressure oil. The pressure
required to open these valves varies, but the valves generally
require from 2 to 5 psi to permit oil to flow to the bearings.
Lubrication System Thermostatic Bypass Valves

 Thermostatic bypass valves are included in oil

systems using an oil cooler. Although these valves
may be called different names, their purpose is
always to maintain proper oil temperature by
varying the proportion of the total oil flow passing
through the oil cooler.
 This valve consists of a valve body, having two inlet
ports and one outlet port, and a spring-loaded
thermostatic element valve. The valve is spring
loaded because the pressure drop through the oil
cooler could become too great due to denting or
clogging of the cooler tubing. In such a case, the
valve opens, bypassing the oil around the cooler.
Air Oil Coolers

 Two basic types of oil coolers in general use are

the air-cooled and the fuel-cooled. Air oil
coolers are used in the lubricating systems of
some turbine engines to reduce the temperature
of the oil to a degree suitable for recirculation
through the system.
 An air oil cooler is usually included in a dry-sump
oil system.
 The air-cooled oil cooler is normally installed at
the forward end of the engine. It is similar in
construction and operation to the air-cooled
cooler used on reciprocating engines.
Fuel Oil Coolers

 The fuel-cooled oil cooler acts as a fuel oil

heat exchange in that the fuel cools the hot oil
and the oil heats the fuel for combustion.
 Fuel flowing to the engine must pass through
the heat exchanger; however, there is a
thermostatic valve that controls the oil flow,
and the oil may bypass the cooler if no cooling
is needed.
 The fuel/oil heat exchanger consists of a series
of joined tubes with an inlet and outlet port.
The oil enters the inlet port, moves around the
fuel tubes, and goes out the oil outlet port.
Deoiler

 The deoiler removes the oil from the

breather air. The breather air goes into
an impeller that turns in the deoiler
housing.
 Centrifugal force drives the oil towards
the outer wall of the impeller. Then, the
oil drains from the deoiler into a sump or
oil tank. Because the air is much lighter
than the oil, it goes through the center of
the impeller and is vented overboard.
Magnetic Chip Detectors

 Magnetic chip detectors are used in the oil

system to detect and catch ferrous (magnetic)
particles present in the oil.
 Scavenge oil generally flows past chip detectors
so any magnetic particles are attracted and
stick to the chip detector.
 Chip detectors are placed in several locations
but generally are in the scavenge lines for each
scavenge pump, oil tank, and in the oil sumps.
 If metal is found on a chip detector, an
investigation should be made to find the source
of the metal on the chip.