- Six filters (one 15-micron main oil supply filter, 4 coarse scavenge
screens and one 44-micron back-up filter).
- One relief valve (on oil supply pump discharge side).
- One oil temperature sensor
- One clogging indicator transmitter (oil filter differential pressure
switch) to provide the cockpit with a warning of the main oil filter
clogging, should this occur during engine operation.
- One bypass valve for the main oil supply filter.
- One master magnetic chip detector (MCD) to detect the contamination of the engine oil system by magnetic chips/particles and connected to a master chip detector indicator.
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Location of the Lubrication Unit, Main Oil/Fuel Heat Exchanger and Master
Magnetic Chip Detector
Figure 001
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Lubrication Unit
Figure 002
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Lubrication Unit Figure 003 (SHEET 1)
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Lubrication Unit Figure 003 (SHEET 2)
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Lubrication Unit Oil System Block Diagram
Figure 004
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Main Oil Supply Filter
Figure 005
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Scavenge Screen Plug Assembly (Typical)
Figure 006
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Main Oil/Fuel Heat Exchanger
Figure 007
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A. General (Ref. Fig. 001, 002, 003, 005) Oil from the oil tank is routed to the lubrication unit which is protected downstream by a supply filter. The oil pressure is between 2.50 bar and 2.70 bar (36.26 psid - 39.16 psid). The oil then is routed through a line. Tappings are provided on this line to distribute the oil to the various items to be lubricated (forward sump (bearings 1, 2, 3), aft sump (bearings 4, 5), TGB, AGB).
B. Description
(1) Supply pump
(Ref. Fig. 004, 008)
(a) The 5 gerotor-type-positive-displacement pumps are powered by a single drive shaft driven by the accessory gearbox (AGB).
(b) The external tooth gear has one lobe more than internal tooth gear it meshes with. The gears rotate in the same direction but with different angular speeds. The volume corresponding to the missing tooth is therefore displaced from the inlet to the outlet.
(c) Since the 2 gear rotational axes are mutually offset, the space between the two tooth profiles progressively increases until maximum volume is reached - i.e when rotated by approximately 180 degrees. During the initial half-cycle, the volume increases and moves past the suction inlet creating a partial vacuum which sucks in the oil. During the next half-cycle, the volume progressively decreases, discharging the oil through the outlet.
(d) The supply element provides a flow rate of 2495 l.h (659 USgal.h) at take off and a normal pressure of 60 psid (4.14 bar)
(2) Supply circuit The supply circuit main flow-through components are the supply pump, the supply filter and the back-up filter. At engine start-up the supply pump draws oil from the tank and pressurizes it. The pressure relief valve bypasses any excess flow to the suction side of one of the scavenge pumps.
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E E Feb 01/98 E E ECES E F 『 E C F M E E E E 56-5B E E 56-5B E E E (3) Lubrication unit main oil supply filter (Ref. Fig. 005) Oil under pressure from the supply pump is filtered through a 15 micron filter element which protects the lubrication supply nozzle from contamination. The inlet filtered oil is thus supplied to critical components: Downstream of the supply pump, the oil flows through the supply filter assembly. The filter has the following components.
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