AMT 217 - Engine Lubrication System Quiz #2 (35 items)

Test I. Identification (15 points)

Test II. True or False (10 points)

Test III. Enumeration (10 points)

Main Components of Oil Reservoir and supply system:

▪ The oil tank

▪ The supply lines

▪ The supply pump

▪ The supply filter

The main components of a carbon seal are:

▪ Carbon ring

▪ Seal seat

▪ Seal support

▪ Springs

▪ Seal ring.

Scavenge System

-Purpose

Returns the Oil; From the bearing compartments and the gearboxes to the oil tank.

Prevents the accumulation of lubrication oil in The bearing compartments and the gearboxes

Scavenge Oil Filter; in the common scavenge line has a very fine filter element to remove any foreign
matter from the scavenge oil.

Oil Cooler – is installed downstream of the filter. Removes the heat from the oil.

Scavenge Pump - Installed in each of the individual scavenge lines.

Remove the lubrication oil at a faster rate than it is delivered via the oil nozzles.

Vent System - Releases air from the lubrication system to the atmosphere.
De-oiler

▪ Is connected to the end of the vent line.

▪ The de-oiler is a centrifugal air/oil separator driven by the gearbox.

▪ The vent air goes through the de-oiler before it is released to the atmosphere.

▪ The oil which is taken out of the vent air leaves via the deoiler scavenge line.

▪ As you can see the de-oiler scavenge line has its own scavenge pump.

*Oil monitoring system

-Indication/indicating system

▪ Provides a flight crew warning if the oil pressure drops below the minimum level or if the scavenge
filter becomes clogged.

▪ Needs several sensors to detect this information.

*Engine oil system parameters

Sensors are:

▪ Oil quantity sensor

▪ Oil pressure sensor

▪ Oil temperature sensor

▪ Low oil pressure switch

▪ Filter clogging switch.

MAIN COMPONENTS OF OIL FILTER

▪ Filter head

▪ Filter bowl

▪ Filter element

▪ Filter bypass valve,

▪ Differential pressure switch or pop-out indicator

▪ Drain plug.

MAGNETIC CHIP DETECTORS

▪ Are an easier and less time consuming method to get information about the condition of the oil.

▪ Magnetic chip detectors catch metal particles which are attracted to the magnet.
*Full flow system

▪ Is the simplest type of oil

supply system.

▪ Has no way of regulating the oil

pressure.

ADVANTAGE

▪ most commonly used system because of its simplicity.

▪ Another advantage of this system is that no adjustments are necessary during maintenance of the
engine.

DISADVANTAGE

1. This system needs a large supply pump or a relatively high oil pressure when the engines operate at
idle. This leads to very high oil pressures at higher speeds.

2. Have a significant rise in oil temperature after a power reduction. The oil removes much of the heat
from the bearings. When the power is reduced the lower flow rate of the oil causes the oil temperatures
to increase.

CONSTANT PRESSURE SYSTEM;

▪ Sometimes called the regulated pressure system.

▪ The system has a Pressure Regulating Valve.

CONSTANT PRESSURE SYSTEM;

▪ Pressure Regulating Valve;

▪ Holds the oil pressure to a given design value at all N2 rotor speeds

from idle to maximum.

CONSTANT PRESSURE SYSTEM

ADVANTAGE

Relatively low oil pressure.

No Temperature rise after power reduction.

DISADVANTAGE

More complex systems.

Adjustments Necessary.
*Total Loss System

▪ For engines which run for periods of short duration, such as booster and vertical lift engines, the total
loss oil system is generally used. ▪ The system is simple and incurs low weight penalties because it
requires no oil cooler, scavenge pump or filters.

*Anti- Siphon Device

▪ Is located in the pump supply line. It interrupts the oil flow through the supply line after the engine
stops.

▪ It prevents the oil from flowing through the supply line to the lowest point in the system.

▪ If we had no anti-siphon device all the oil could be transferred to the accessory gearbox

* SLOSHING BULKHEADS

▪ Are installed to prevent rapid fluid movements in the tank

*De-Aerator

▪ Is installed at the inlet for the scavenge oil.

▪ This de-aerator separates the air from the incoming scavenge oil.

*Scavenge Oil - comes in through a spiral shaped flow path the centrifugal force holds the oil flow at
the outer wall of the tube.

*Pressurization Valve - Holds the air pressure in the tank above a minimum level to prevent foam build
up.

*Screen - Is installed where the oil enters the pump supply line. ▪ Protects the supply pump if the oil is
contaminated with large particles.

*Non coated oil tanks - Oil tanks which are not coated are made from materials which are strong
enough to maintain this fire resistance.

*Oil tank filler - Installed at the rear face of the tank. It is closed by the filler cap.

*Check valve - Prevents the discharge of air and oil through the filler when the cap is lost during engine
operation.

*Types of oil pumps

The main types of pumps used are;

▪ Gear pumps,

▪ Gerotor pumps.

▪ Vane pumps.

▪ Plunger Type
*Heat Exchangers

FCOC – Fuel Cooled Oil Coolers

ACOC – Air Cooled Oil Coolers

*Types of Transmitters

Capacitance Type Transmitter

Reed Switch Type Transmitter

*Types of oil temperature sensor

▪ Thermocouple

▪ Thermistor

*SOAP – Spectrometric Oil Analysis Program

Lubricating system servicing

❑Long Range Aircraft;

▪ Oil quantity in the engines is checked after each flight.

❑Medium and Short Range Aircraft;

▪ Oil quantity in the engines is checked at intervals specified in the maintenance schedule for the
aircraft.

❑ OIL QUANTITY;

▪ Can be checked at the sight gages on the oil tanks of the engines or on the ECAM or EICAS displays in
the cockpit.

▪ You must wait at least five minutes after engine shutdown before you check the oil quantity.

❑ On most engines the oil tank;

▪ Is located above the level of the gearbox.

▪ There is a slow oil flow from the tank to the gearbox due to the siphon effect.

▪ On these engines it is important to check the oil quantity between five and twenty minutes after
engine shutdown when all of the oil is in the tank.

▪ The oil can be refilled via the oil tank filler port

❑ NOTE:

▪ You must wait at least five minutes after engine shutdown before you open the oil tank filler cap.
▪ If you don’t wait at least five minutes after engine shut-down, hot oil can spray out of the filler port
when you open it.

❑ NOTE:

▪ You should also observe the smell of the oil when you open the filler cap.

▪ If you smell fuel this indicates a leakage in the FCOC.

▪ Further troubleshooting is required.

❑ You can refill the oil;

▪ Out of oil cans or you can use an oil servicing system.

▪ You can refill the oil by gravity via the oil filler port, or on many engines you can also refill the oil by a
pump via a pressure fill and overflow port.

▪ Remember that you should always check that you are using the correct type of oil before you refill the
tank.

❑ You can find details of the required oil type;

▪ A label close to the oil tank filler cap.

▪ The use of oil cans should be minimized for environmental reasons.

▪ If you must use oil cans always use new, closed cans and open them immediately before the filling
process.

▪ You should put all empty oil cans in a special disposal container.

❑ If the oil servicing system;

▪ Used the hoses are connected to the pressure fill port and to the overflow port of the oil tank.

▪ It’s an advantage to use a transparent hose for the overflow port so that you can see directly when the
tank is full.

▪ On tanks with a sight gage however you fill the tank until the oil level reaches the full mark.

❑ You should always check the oil level;

▪ On the sight gage to prevent an overfill.

▪ An overfill is dangerous because a large amount of oil can be pumped through the oil tank vent line
into the forward bearing compartment or the de-oiler.

▪ It is important to monitor the oil consumption of the engine.