Section 6 & 7 Oil & Heat Management

Oil SystemOil System

Introduction. Self contained, recirculating design to

provide reliable lubrication and cooling, under all conditions.

Oil cooling is controlled by a dedicated ‘Heat Management System’ which maintains the engine oil, IDG oil and fuel temperatures at optimum levels.

System Monitoring. Engine oil system is monitored by the

following flight deck indications:

Engine Oil Pressure. Engine Oil Temperature. Oil Tank Contents. (Quantity Transmitter)

System Monitoring (Continued).

In addition the following warnings will be given for the ‘non-normal’ conditions:

Low Oil Pressure. Scavenge Filter Clogged or Partly Clogged. No. 4 Bearing Scavenge Valve Inoperative.

External

Gearbox

Angle gearbox TX

# 4 Bearing

# 1,2 & 3 Bearing

H.P Pump

# 5 Bearing

Scavenge Filter

Scavenge Oil Pump Pack

De-Oiler

Oil Tank. Purpose: To store the oil supply for the engine.

Location: Located to the top left hand side of the

external gearbox.

Type: Pressurised, ‘Hot Tank’.

Oil Tank (Continued).Features: Mounting boss for ‘Oil Quantity

Transmitter’.

Oil system servicing: Gravity Filler Port. ‘Sight glass’ oil level indicator Tank capacity = 29 U.S. quarts. (Usable oil) = 24 U.S. quarts.

Oil Tank (Continued). Internal ‘Cyclone’ type de-aerator. Tank pressurisation valve (6 p.s.i.) Maintains

pressure at inlet to oil pressure pump. Strainer in tank outlet to pressure pump. Mounting for scavenge filter and master

magnetic chip detector, on rear face.

Pressure Pump/Pressure Filter Assembly.

Purpose: Supply oil under pressure to the engine

bearings, gearbox drive and accessory drives.

Type: Standard ‘Gear Type’ (Speed = 21.4% N2)

Pressure Pump/Pressure Filter Assembly.

Location: Front face, left side of external gearbox

Features: Provides housing for the pressure filter. ‘Cold Start’ pressure limiting valve. Flow trimming valve.(Test cell adjustment)

Flow Trim Adjuster

H.P. Oil Filter

Pressure Filter.

Purpose: To trap solid contaminants.

Type: Mesh type filter - cleanable - nominal 125

micron rating.

Pressure Filter. Location: On the pressure pump housing.

Features: Anti-drain valve. Pressure priming connection.

Pressure Priming Connections

Air/Oil Heat Exchanger (Air Cooled Oil Cooler)

Purpose: Reject excess heat from the oil system to

the ‘fully modulated cooling (fan) air flow. Controlled by the EEC.

Type: Corrugated ‘fin and tube’ - ‘double pass’.

Air/Oil Heat Exchanger (Air Cooled Oil Cooler)

Location: Attached to the fan casing on the lower right

hand side.

Features: Oil by-pass valve. Modulated air flow as commanded by EEC

(Heat Management System). Air flow regulated by air control valve.

Air Cooled Oil Cooler

External

Gearbox

Angle gearbox TX

# 4 Bearing

# 1,2 & 3 Bearing

H.P Pump

# 5 Bearing

Scavenge Filter

Scavenge Oil Pump Pack

De-Oiler

To Fuel Cooled Oil Cooler

Pump output

Fuel/Oil Heat Exchanger (Fuel Cooled Oil Cooler) Purpose:

Cool the engine oil

Heat the fuel. Type:

Single pass fuel flow - multi pass oil flow. Forms an integral unit with the LP Fuel Filter.

Fuel/Oil Heat Exchanger (Fuel Cooled Oil Cooler) Location:

Bolted to the Fan Casing left side, on the engine centre line.

Features:

Differential pressure relief valve.

Provides oil by-pass, when oil has high viscosity or if cooler is blocked.

Fuel/Oil Heat Exchanger (Fuel Cooled Oil Cooler)

Purpose: Cool the engine oil. Heat the fuel.

Single pass fuel flow - multi pass oil flow. Forms an integral unit with the LP Fuel Filter.

A1/A5 Location

Scavenge Pumps Unit.

Purpose:Returns (Scavenges) oil to the tank.

Type:Standard spur-gear type pump (x6).

All pumps rotate at the same speed (22%) of N2.

Pump capacity is determined by the width of the gears.

Scavenge Pumps Unit.

Location:Six scavenge pumps contained in a single unit. Rear face, left side of the gearbox.

Features:Combined oil flow, from all the scavenge returns, back to the tank.

Return to oil tank

De-Oiler.

Purpose:Separate the breather air/oil mixture.

Return the oil to the scavenge system, by its scavenge pump.

Vent the air overboard through the right hand fan cowl.

Type:Centrifugal separator.

No. 4 Scavenge Valve

Scavenge Filter.

Purpose:To trap solid contaminants

Type:Non-Cleanable.

Location:Bolted to the rear of the oil tank.

Scavenge Filter.

Features: By-pass valve. Differential Pressure switch. Provides housing for master magnetic chip

detector.

No 4 Bearing Scavenge Valve.

Purpose:Maintains No 4 bearing compartment carbon seal differential pressure.

Controls the venting of the compartment air/oil mixture to the de-oiler.

Type:Pneumatically operated two position valve:

Maximum flow at low engine speeds.

Closed to minimum area at high engine speeds.

# 4 Bearing Scavenge Valve

De-Oiler

# 4 Bearing Scavenge Oil Return

HP 10 Air

Valve Position Signal to EIU

No. 4 Bearing Scavenge Valve Operation

Valve Operation

Magnetic Chip Detectors (MCD).Location:

7 MCD’s are fitted in the oil scavenge system. External Gearbox - Left MCD. External Gearbox - Right MCD. Angle gearbox MCD. No. 1,2 & 3 Front bearing scavenge tube MCD. No 4 bearing MCD, located in the De-oiler scavenge outlet. No. 5 bearing scavenge tube MCD Master MCD in the combined scavenge return, on the

scavenge filter housing.

Magnetic Chip Detectors (MCD). The Master MCD has a dedicated access panel,

in the left hand fan cowl.

If the Master MCD indicates a problem, each of the remaining MCD’s are inspected, to discover the source of the problem.

Access to the individual MCD’s, is by opening of the left and right fan cowl doors.

Indications.The oil system parameters are displayed on the engine page on the Lower ‘Electronic Centralised Aircraft Monitoring’ (ECAM) screen.

Oil Temperature (Deg. Centigrade) ‘Normal’ - ‘green indication’.‘green indication’.

155 deg C or above - ‘flashing green’.‘flashing green’.

Indications. 155 deg C or above more than 15 minutes or

165 deg C with no delay.

Steady amber indication. Master caution light. Single chime. Message (Upper ECAM) ‘Eng 1 (2) “OIL HIGH

TEMP”

Oil Temperature

Oil Quantity

Scavenge Filter Clog

Oil Pressure

F.FILTERFUEL FILTERFUEL FILTER

Indications.Oil Low Temperature Warnings

(Throttle > idle and engines running)

Message ‘ENG 1(2) OIL LO TEMP’.‘ENG 1(2) OIL LO TEMP’. Single chime Master caution light

Indications.

Oil Quantity:

Normal - Green.- Green.

< 5 Quarts - Flashing green.- Flashing green.

Indications.Oil Pressure:

Normal - Green indication.Green indication.

390 psid or above - indication flashes.

60-80 psid - Amber indication- Amber indication

amber message

‘‘ENG OIL LO PR’ENG OIL LO PR’ on (Upper ECAM)

Indications.Oil Pressure:

60 psid or below - Red indication.Red indication.

Master warning light.

Continuous repetitive chime.

Red message (Upper ECAM).

‘‘ENG 1(2) OIL LO PR’ENG 1(2) OIL LO PR’

‘‘THROTTLE 1(2) IDLE’THROTTLE 1(2) IDLE’

Indications.Scavenge Filter:

If filter differential pressure > 12 psi, an oil filter message appears on Engine page on the (Lower ECAM).

‘OIL FILTER CLOG’

Oil Temperature

Oil Quantity

Scavenge Filter Clog

Oil Pressure

FUEL FILTERFUEL FILTER

Indications.Oil Consumption:

Acceptable oil use is not more than :

0.6 US pints per hour (0.5 Imperial pints/hour).

(0.28 Litres/hour).

If oil quantity increase of 200 cc’s or more is detected , then analyse oil sample for:

Fuel contamination.

Additional Oil System Components:

Differential Oil Pressure Transmitter Differential Low Oil Pressure Warning Switch

Location:

Upper Left side of the fancase

Oil Pressure Transmitter

Low Oil Pressure Warning Switch

Heat Management SystemHeat Management System

Purpose.

To provide adequate cooling and maintain the critical oil and fuel temperatures within specified limits, whilst minimising the requirement for fan air off-take.

Three sources of cooling are available:

LP fuel passing to the engine system. LP fuel which is being returned to the

aircraft tanks. Fan air.

There are 4 basic configurations (Modes), in which the flow paths of fuel in the engine LP fuel system can be varied.

In each mode the cooling capacity is varied by control valves, which form:

The Fuel Diverter and Return to Tank Valve.

The transfer between modes of operation is determined by software logic contained in the EEC.

The logic is generated around the limiting temperatures of the fuel and oil within the system.

This is combined with the signals from the aircraft which permits or inhibits fuel return to aircraft tanks.

Mode 1: (Normal mode)

All the heat from the engine oil system and the IDG oil system is absorbed by the LP fuel flows.

Some of the fuel is returned to the aircraft tanks where the heat is absorbed or dissipated within the tank

Diverter Valve

Return to Tank Valve

HP Pump

Filter

IDG Oil Cooling

LP Pump

LP SOV

Engine Oil Cooling

Fan Air

Heat Management System - Return to Tank (Mode 1)

Normal Return to Tank mode

Fuel through the IDG FCOC combined with a quantity of fuel downstream of the Engine FCOC is modulated for return to tank. FMU by-pass flow is returned upstream of the fuel filter. This is the ‘Normal’ mode of operation.

Diverter Valve

HP Pump

Filter

IDG Oil Cooling

LP Pump

LP SOV

Engine Oil Cooling

Fan Air

Heat Management System - Return to Tank (Mode 4)

Mode selected when, in normal mode the limit temperature (IDG, OIL, FUEL) cannot be maintained within limits.

Fuel through IDG FCOC modulated for return back to tank. FMU by-pass flow returned up stream of Engine FCOC. Supplemental cooling of fuel is provided in this mode.

Diverter Valve

HP Pump

Filter

IDG Oil Cooling

LP Pump

LP SOV

Engine Oil Cooling

Fan Air

Heat Management System - No Return to Tank (Mode 3)

Mode selected when, return to tank is not allowed, in particular when the reuirements for fuel spill back to tank can no longer be satisfied ie.

•Engine at high power setting.

•Spill fuel temp > 100 deg C.

•Tank fuel temp > 54 deg C.

Fuel through the IDG FCOC returned downstream of the FCOC. FMU by-pass flow returned upstream of the fuel filter. Return to tank inhibited. This is the preferred mode when return to tank is not allowed.

Diverter Valve

HP Pump

Filter

IDG Oil Cooling

LP Pump

LP SOV

Engine Oil Cooling

Fan Air

Heat Management System - No Return to Tank (Mode 5)

Low Engine Speed and High Oil TempFail-Safe Mode

This mode is used when conditions demand operations as in mode 3, but is not permitted because: IDG oil temp is high, or fuel spill to aircraft tank is not permissible because of high spill fuel temp.

Mode 1 Conditions:

Engine not at high power setting i.e. (Take-off and early part of climb).

Cooling fuel spill temperature less than 100 deg C.

Fuel temperature at pump inlet less than 54 deg C.

Air/Oil Heat Exchanger

Air Modulating Valve

Purpose :

To govern the cooling flow of ‘Fan Air’ through the air/oil heat exchanger. As commanded by the Heat Management Control System. (EEC).

Air ModulatingValve Type:

Plate type, supported at either end by stub shafts.

Operated by ‘Electro-Hydraulic Servo Valve Mechanism (EHSV).

Location:Bolted to the outlet face of the air/oil heat exchanger.

Air/Oil Heat Exchanger Air Modulating Valve Features: Fails ‘safe’. Valve fully open. Maximum cooling position. Fire seal forms an air tight seal between the

outlet from the unit and the fan cowl exit. Controlled by channel ‘A’ or ‘B’ of the EEC.

Air Modulating Valve Features (Continued):

Valve position feedback signal from a Linear Variable Differential Transducer (LVDT) to each channel of the EEC.

Valve positioned by fuel servo pressure acting on a control piston.

Fuel servo pressure directed by a torque motor in the EHSV Assembly.

Air Modulating Valve

Electro-Hydraulic Servo Valve Assembly

Linearly Variable Differential Transducer (LVDT)

Fuel Cooled Oil Cooler

Fuel Diver Return To Tank Valve

Section 6 & 7 Oil & Heat Management

trap solid

international

airoil heat

high power

heat management

oil systemscavenge

acoc hp pump

engine oil

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