Instituto Politcnico Nacional

Escuela Superior de Ingeniera Mecnica y Elctrica

U P Ticomn
Ingeniera Aeronutica

Sistemas de Motores de
Combustin Interna.

ROLLS ROYCE
FJ44
ALUMNO:

GUTIERREZ DIAZ JAVIER

PROFESOR: Adolfo Cruz Osorio

ROLLS ROYCE FJ44

The Williams R.R. FJ44 is a family of small, two-spool, turbofan
engines produced by Williams International/Rolls-Royce for the light
business jet market. Until the recent boom in the Very Light Jet
market, the FJ44 was one of the smallest turbofans available for
civilian applications.
Although basically a Williams design, Rolls-Royce was brought into the
project, at an early stage, to design, develop and manufacture an aircooled high-pressure (HP) turbine for the engine. The FJ44 first flew
on July 12, 1988 on the Scaled Composites/Beechcraft Triumph
aircraft.
VARIANTS
FJ44-1A
FJ44-1AP
FJ44-2A
FJ44-2C
FJ44-3A
FJ44-4

DESIGN AND DEVELOPMENT

Production started in 1992 with the 1900 lbf (8.45 kN) thrust FJ44-1A,
which comprises a 20.9 in (531 mm) diameter single stage blisk fan
plus a single intermediate pressure (IP) booster stage, driven by a 2

stage low pressure (LP) turbine, supercharging a single stage

centrifugal high pressure (HP) compressor, driven by a single stage
uncooled high pressure (HP) turbine. The combustor is an
impingement cooled annular design. Fuel is delivered to the combustor
through an unusual rotating fuel nozzle system, rather than the
standard fuel-air mixers or vapourisers. The bypass duct runs the full
length the engine. Specific fuel consumption at 1900 lbf (8.45 kN)
thrust at SLS, ISA is understood to be 0.456 lb/hr/lbf. A derated
version, the 1500 lbf (6.67 kN) thrust FJ44-1C has an SFC of
0.460 lb/hr/lbf.
An uprated version, the 2300 lbf (10.23 kN) thrust FJ44-2A, was
introduced in 1997. It has a larger 21.7 in (551 mm) diameter fan, with
two additional booster stages to increase core flow. Owing to stressing
considerations, the centrifugal compressor is throttled-back
aerodynamically to a lower HPC pressure ratio than the -1. Other
features include an exhaust mixer and an electronic fuel control
unit. The 2400 lbf (10.68 kN) thrust FJ44-2C is similar to the -2A, but
incorporates an integrated hydromechanical fuel control unit.
Further updates include the 2004 introduction of the 2820 lbf
(12.54 kN) thrust FJ44-3A, which is similar to the -2A, but features an
increased diameter fan and dual channel FADEC (Full Authority Digital
Engine Control) unit. The 2490 lbf (11.08 kN) thrust FJ44-3A-24 is a
derated version of the -3A.
In 2005, a new low end version, the FJ44-1AP, was introduced, with a
1965 lbf (8.74 kN) takeoff thrust, 5% better specific fuel consumption,
and lower internal temperatures. The -1AP is similar to the -1A, except
for a higher pressure ratio fan, a new combustor and LP turbine, a new
full length bypass duct/exhaust mixer and a dual channel FADEC.
APLICATION
Alenia Aermacchi M-345

 Beechcraft Premier I
Eviation Jets EV-20 Vantage Jet
Cessna CitationJet
Grob G180 SPn
Hawker 200

Alenia Aermacchi M-345

Lockheed Martin RQ-3 DarkStar

Lockheed Martin Polecat
Pilatus PC-24
Piper PA-47 PiperJet
Piper PiperJet Altaire
Saab 105

Beechcraft Premier I

Scaled Composites Proteus

Scaled Composites Triumph
SyberJet SJ30
Virgin Atlantic GlobalFlyer

SyberJet SJ30

Saab 105

ESPECIFICATIONS

Written in This Work Will Speak On engine FJ44-2c

DIMENSIONS

ENGINE DESCRIPTION
The FJ44-2C is a two-spool co-rotating, axial flow turbofan engine with
medium bypass ratio, mixed exhaust, and high cycle pressure ratio. The
engine produces a minimum of 2400 pounds of takeoff thrust,
uninstalled at sea level, flat rated to an ambient temperature of 72F

Engine control is provided by an integrate fuel control unit (IFCU).

Thrust is managed through power lever input to the IFCU which is
mounted to and drive by the engine gearbox.
The FJ44-2C is comprised of five distinct groups: LP shaft module, fan
group, core module, LP turbine group and accessory gearbox.

 The LP shaft module consists of the LP shaft, the No. 1 and No.
1.5 bearing supports, the No. 1 ball bearing, and No. 1.5 roller
bearing, and No. 1 carbon seal.

The fan group consist of the spinner, the fan rotor, the fan
housing and fan stator, the 3-stage IP compressor, and the IP
stator stages.

The core module is made up of the interstage housing with

integral oil tank and first reduction bevel gear, the high pressure
compressor (HPC) an compressor cover, the HP shaft, pinion

gear and No.2 ball bearing, the diffuser assembly, combustor

cover assembly, fuel manifold and seal assembly, fuel slinger and
seal, and HP turbine nozzle and primary plate assembly, the HP
turbine, and the first low pressure turbine (LPT) nozzle,
including the No. 3 an No. 4 roller and seals.
The LP turbine group consists of the LP turbine module (first
stage LP turbine rotor, the second stage LP turbine nozzle
assembly, the second stage LP turbine rotor), rear housing, a heat
exchanger, and the rear case whit exhaust mixer.
The fifth group is the accessory gearbox module and engine
mounted accessories.

COMPRESSOR SYSTEM
GENERAL
The engine has three compressor stages:
Low pressure (LP) compressor stage.
Intermediate pressure (IP) compressor stage.
High pressure (HP) compressor stage.

These stages supply compressed air for combustion. Some other

functions of the air supplied by the compressor section are:
Sealing air for oil and labyrinth seals.
Cooling air for LP an HP turbine discs.
DESCRIPTION
The main parts of the compressor system are:

Spinner
Fan rotor (LP axial compressor)
Fan stator (LP compressor axial stator)
Case assembly
IP compressor rotor (axial)
IP compressor stator (axial)
HP compressor rotor (centrifugal)
Diffuser case assembly

1. The spinner bolts onto the front of the fan rotor. The spinner
shape provides a smooth airflow into the engine. The sharp point
prevents accumulation of ice.

2. The fan rotor (LP axial compressor) is a 20 blade titanium blisk

(blades an disc are integral). The fan is attached to the LP shaft
with one nut. The fan is splined but there is no master keyway to

clock the position.

3. The fan stator is located directly behind the fan rotor. The stator
is keyed into the fan case assembly. It contains 41 vanes set in an
aluminum case and secured and damped with polyurethane. The
ID seal on the rear side seals with the IP compressor.

4. The IP compressor rotor is a three stage axial compressor. It

consist of three titanium blisk welded together to form an
integral assembly. The IP compressor is installed on the LP shaft
and is secured by the installation of the fan and front LP retaining
nut.

5. The IP stator is comprised of three stages. The 1 st and 2nd IP stator

stages are integral to the IP compressor case and forget and
machined Inconel 718. This stator and case assembly is divided
ino three equal circumferential segments that are bolted together
to form the complete assembly. The 3rd stator is a one piece
assembly made from forged and machined inconel 718. All three
stages are bolted together to the interstage housing. The IP stator
assembly is covered by an aerodynamic splitter fairing that
divides the fan air flow into core and bypass air flows.

6. The HP compressor is a centrifugal compressor made from

forged and machined titanium. It is attached to the HP shaft and
is powered by a single HP turbine. The HP compressor, along
with the diffuser, increase the pressure of the incoming axial
compressor air before combustion.

The compressor is pressed onto the HP shaft and is secured by

the installation of the fuel slinger/seal assembly, HP turbine, and
the rear HP nut. These parts are locked together by curvic
couplings on the rear of the HP compressor, front and back of the
fuel slinger/seal, and the front of the HP turbine disc.
7. The diffuser case assembly is made from inconel 718. The diffuser
forward flange bolts to the interstage housing. The rear flange is
the single mounting point for all the hot section components. In
addition to directing HP compressor air flow, the diffuser also
houses the fuel supply tube and fuel manifold which supplys fuel
to the fuel slinger/seal assembly. The diffuser also has two pads
on its OD which allow extraction of compressor discharge
pressure (CDP) and HP bleed. The diffuser also contains ports for
the igniter plugs and fuel delivery.

OPERATION
A. The rotation of the compressor and turbine assemblies moves air
into the engine.
to

The diameter of the compressors and stators narrows from front

rear. This increases the pressure and velocity of the airflows.
B. The airflow goes from the fan (LP compressor) to the IP
compressor. The splitter fairing, which is part of the IP stator,

divides the airflow into core air and bypass air. Core air is routed
to the HP compressor and then into the diffuser. The diffuser air
then enters the combustor section where it is mixed with fuel and
burned. Bypass air is ducted around the core and mixes whith the
exhaust.
C. The LP turbines drive the fan and IP compressors. The HP
turbine drives the HP compressor. The LP shaft passes through
the HP shaft and connects the LP turbines with the fan and IP
compressor. The HP shaft connects the HP turbine whit the HP
compressor. Both shaft rotate in the same direction but not at the
speed. The HP shaft speed is slightly more than twice as fast as
the LP shaft speed.
BYPASS DUCT GROUP
GENERAL
The bypass duct group includes the front bypass duct assembly, the
rear bypass duct assembly, and their related parts. The function of the
bypass duct group is to route a part of the air received from the fan
around the core and into the exhaust. The engine air bypass-to-core
ratio is 3.31:1. The bypass flow allows operation of high core
temperatures and pressure, while decreasing the velocity and
temperatures of the engine exhaust.
DESCRIPTION
A. The front bypass duct assembly is made from sheet aluminum
that is formed and seam welded. Access holes for ITT probes are
provided toward the aft flange. Spacer, retainers, plates, and
retaining rings are used to seal the thermocouple bosses. The
front ducts also houses the service adapters which supply access
ports for fuel, HP bleed air, CDP air, and igniter plugs. A boss is

provided on the front duct for mounting of the fuel nozzle. Fuel
drain ports are located at the bottom of the duct.

B. The rear bypass duct assembly is also made from sheet aluminum
that is formed and seam welded. It also has a fuel drain port
located on the bottom side of the duct. The rear duct contains a
trip lever housing and cable attachment as part of the LP trip
system that shuts down the engine if the shaft separates. The rear
duct also includes a bracket for external mounting of the start
nozzle control valve.

C. The rear mount ring is mounted ring is mounted between the

front and rear bypass duct. The rear mount ball socket changes
location depending on which side of the aircraft the engine is
mounted on.

INTEGRAL COOLING AND SEALING

DESCRIPTION AND OPERATION

AIR

SYSTEM

GENERAL
Cooling air is important in maintaining the long life of the core engine
parts by keeping them from getting too hot. Pressurized air is used to
seal one area of the engine from another. Intermediate pressure (IP)
compressor air, high pressure (HP) compressor air, and compressor
discharge pressure (CDP) air are used for sealing and cooling engine
areas and parts.
DESCRIPTION AND OPERATION
A. Air seals
The primary function of the air seals is to prevent air pressure from
leaking at different areas of the engine. Another function of the air seals
is to vent cooling air to hot engine parts, mainly the HP and LP turbine
rotors.
Compressor discharge pressure (CDP) air from the diffuser is routed to
the heat exchanger where it is cooled and returned via the 1st LP nozzle
to the no.3 and 4 carbon seals and bearing cavities. The rest of the CDP
air is routed to the LP turbine discs through integral 1st nozzle air
tubes.
B. Oil seals
The No. 3 and No. 4 bearing cavity oil seals receive CDP sealing air
through the 1st LP turbine nozzle.

C. Cooling air
Cooling air from the HP compressor cools the HP nozzle (hollow)
vanes, the HP turbine disc fir trees, and the fuel slinger/seal assembly.
D. Breather system
Sealing air is mixed with oil in the bearing cavities and is then
scavenged back to the gearbox. The gearbox contains an air/oil
separator to remove the air from the oil. After separation, the air is
routed overboard by a breather tube.

Acceleration
bleed system

GEARBOX ASSEMBLY
GENERAL
The gearbox assembly supplies shaft power and mounting for the
engine accessories. It is bolted to the interstage housing and is located
at the bottom of the engine.
DESCRIPTION
The gearbox assembly connects to the interstage housing and is driven
off the HP shaft by an accessory drive shaft. The gearbox provides
rotational power to four mount pads for accessories. These accessories
are the starter/generator, FCU, the lube and scavenge pump, and the
hydraulic pump. The shaft drives are oil-wetted. Magnetic carbn seals
are provided at each mount pad except the lube and scavenge pump
mount pad. The lube and scavenge pump mount pad uses internal
passages to transfer oil to and from the gearbox assembly.
The starter/generator pad i son the forward end of the gearbox. The oil
pump pad is directly aft of the starter/generator pad. Drive for the
starter/generator and oil pump is provided by the same drive gear.
Next to the oil pad is the FCU pad. The hydraulic pad is also forward
and adjacent to the starter/generator pad.

OPERATION
The gearbox receives its rotational power from the HP shaft, via an
accessory drive shaft. Two reduction bevel gears, one at the top and one
at the bottom of the accessory drive shaft, reduce the HP shaft
rotational speed for accessory operation. The gearbox provides
mounting and drive provisions for the accessories. Oil wetted shafts
provide lubrication for accessory shafts. The gearbox provide internal
passages for the engine oil system.

FUEL SYSTEM DESCRIPTION AND OPERATION

GENERAL
The purpose of the fuel system is to supply metered fuel for combustion
in the engine combustion section.

DESCRIPTION
A. The fuel system is made up of the following parts:
1.
2.
3.
4.
5.
6.
7.
8.

Fuel pump
Fuel filter
Fuel filter bypass valve
Fuel control unit (FCU)
Fuel manifold
Fuel slinger
Lube oil cooler
Start Nozzle Control valve

B. The fuel pump IS made of aluminum and is mounted to the

gearbox. The fuel pump uses two pump elements in a single
housing. One element, at the pump inlet, is a radial flow impeller
called the boost stage. The second element is a gear type, positive
displacement pump called pressure stage. Both elements are
driven by a single gearbox drive coupling. The FCU is mounted to
the fuel pump and receives fuel through internal passages.

C. The fuel lter is contained in a stainless steel bowl that is

housing. The lter is located between the boost Pump and the
gear pump from any fuel tank contaminants. The fuel filter
element is 30 micron.

D. The fuel lter electrical indicator (delta P switch) is installed on

the fuel pump. It allows fuel to continue to ow into the gear
pump if the differential pressure between the lter inlet and
outlet passages reaches 10 psid. Ehen 4.5 psid is present
annunciator light in the cockpit will illuminate, indicating
impending bypass. The lamp will remain illuminated until
differential pressure drops below 1.5 psid.

E. Fuel control unit

F. The start nozzle control valve controls the flow of fuel from the
P2port of the fuel control unit to the start fuel nozzle. The
maximum cracking pressure for the valve is 85 psid (P2 - Pamb)
and the minimum closing pressure is 55 psid. The valve ows a
minimum of 7 pph of fuel at 35 psid. The max flow limit is 18
pph.

G. The engine has 3 xed "OW, stationary fuel nozzle for improved
altitude re-start reliability. This nozzle provides approximately 9
pph of additional fuel ow, continuously, during all engine
operation. The nozzle receives high pressure (P2) metered fuel
from the fuel control unit, via the start nozzle control valve.

H. The fuel manifold supplies fiel to the fuel slinger in the

combustion section. The manifold tube goes through the front
bypass duct by way of the right section. The service island ' and
enters the diffuser case. The manifold supplies fuel to the
underside of the rotating fuel slinger.

I. The fuel slinger is located on the HP shaft between the combustor

cover and the primary plate. It is part of the seal and fuel slinger
assembly. Fuel is supplied to the -under side of the slinger by the
fuel manifold. The fuel is ejected radially outward into the
combustion zone through a series of holes in the slinger.

J. The lube oil cooler is a fuel/oil heat exchanger mounted on the

engine gearbox. It uses fuel from the fuel control to cool engine
oil.

K. Hydromechanical control unit.

OPERATION
Fuel enters the fuel pump where it is filtered, then pressurized, and
moved to the FCU through internal passages in the pump and FCU.
The fuel leaves the FCU and enters the oil cooler. From the oil cooler,
the fuel passes through the fuel flow meter then enters the core engine
through the fuel manifold tube.
A last chance filter is located in the manifold tube. The manifold tube
follows the contour of the diffuser and opens up into a cavity which
forms the ID of the diffuser. Here the fuel is supplied to the underside
of the fuel slinger. The fuel slinger, which rotates with the HP rotary
group, ejects the fuel radially through a series of delivery holes where it
is sprayed directly into the combustion zone.

Additional fuel for engine relight is continuously supplied from the

FCU to the start control nozzle control valve. The fuel is then routed to
the fuel nozzle where is sprayed directly into the combustion zone.
FUEL SHUTDOWN
A. A fuel shutoff valve, which is controlled by power lever
movement, provides the normal means for engine shutdown.
B. A mechanical LP shaft separation detection device, mounted on
the engine, will detect LP shaft rearward movement of 0.050 inch
or greater. This safety device will prevent an LP Turbine rotor
aver speed condition, and possible turbine burst, in case of LP
shaft separation. It does this by automatically shutting off fuel
flow to the fuel control unit via mechanical linkage.

FUEL CONTROL SYSTEM

GENERAL
The fuel control unit (FCU) controls the fuel flow to the combustion
section.

DESCRIPTION
The FCU is a hydromechanical fuel metering unit. It provides steadystate and transient HP compressor rotor speed control. The FCU is
mounted on the back side of the fuel pump which is mounted on the
gearbox. The following is a list of the FCU integral components
systems.
1. Metering valve
2. Fan/LP shaft separation lever

3. Pressure and shutoff valve

4. Acceleration and deceleration schedules
5. Motive flow valve
6. HP relief valve
7. TT2 bias of max N2
8. Thrust lever angle input shaft
9. Acceleration bleed valve control
10.
Start nozzle fuel supply
OPERATION
Thrust setting is operated by the airframe thrust lever linkage
connection to the FCU power lever angle (PLA) input shaft. The thrust
lever shaft supports two functions: activation of PLA shutoff valve
below 15 PLA, and scheduling of steady-stage governing speed
between 18 and 90 PLA. The PLA shutoff valve, when fully depressed
(PLA3), ports fuel pump high pressure discharge flow back to boost.
System pressure is reduced, which allows the pressure and shutoff
valve to close. The pressurizing and shutoff valve, which is springloaded in the closed direction, provides a minimum back pressure of
200 psi to the FCU during operation and, when in shutdown, provides
a drop tight seal to prevent fuel from flowing to the engine.

FUEL SYSTEM

IGNITION SYSTEM

GENERAL
The ignition system supplies spark to ignite the fuel/air mixture in the
combustor.
DESCRIPTION
A.

B.

The ignition system is made up of the following parts:

Ignition Exciters (2)
Igniter Leads (2)
Igniter Plugs (2
The two ignition exciters are high energy, capacitive discharge
devices. The parts for each ignition exciter are contained in a
corrosion resistant, case which is sealed against air. Both ignition
exciter cases are mounted to the engine interstage housing. The
spark rate is one to six sparks per channel, per second. The
exciters can operate continuously with input voltage ranging
from 10 to 30 volts, 3.5 Joules stored energy.

C. The igniter leads are made from a low-loss coaxial cable which is
designed for use at 18 to 24 Kv. The right and left leads are
different lengths.

D. The igniter plugs are sealed against air and have precious metal
electrodes. The igniter plug case is made of high temperature,
corrosion resistant alloys.

OPERATION

The ignition switch in the cockpit activates the ignition exciters. The
ignition exciters draw current from the battery and sends current
through each igniter lead, independently, at a rate of one to six sparks
per second. The igniter plugs ignite the fuel/air mixture in the
combustor. Igniters continue to re until the ignition switch is turned
off.

Ignition
system

AIR SYSTEM DESCRIPTION AND OPERATION

GENERAL
The FJ44 is a two spool, axial ow, bypass turbofan the engine has
three compressors: a low pressure (LP) axial compressor, and a high
pressure engine. The bypass ratio is 3.3: 1. (LP) axial compressor, and
high pressure (HP) centrifugal compressor. The LP compressor (fan)
and IP compressor are driven by two LP turbines. The HP compressor
is driven by a single HP turbine. When the mixture of fuel and
compressed air is ignited in the combustor section, the expanding gases
drive the turbines.

A. Bypass Principal.
The bypass principal lets part of the air passing through the fan bypass
the PP compressor, HP compressor, combustion section and HP and
LP turbines. This permits the engine to use high cyclic temperatures
and pressures and still produce a low jet exhaust velocity. Bypass air
also decreases the velocity and temperature of the exhaust gases. This
combination creates high thermal efciency and high propulsive
efciency. In addition, the bypass air decreases the noise level and
increases the power/weight ratio for a given engine thrust.
B. Cooling Air
Cooling air comes from the HP compressor at the diffuser ange. It is
known as compressor discharge pressure (CDP). CDP air moves
through the 1st LP turbine nozzle to cool the two LP turbines. Diffused
air cools the HP nozzle and the HP turbines.
C. Acceleration Bleed System
The acceleration bleed system is operated by the fuel control unit
(FCU). The acceleration bleed cable connects the FCU with a buttery
valve in the interstage housing. The buttery valve is open at engine
start and is closed by the FCU when the engine reaches 89% to 89.3%
N2. This allows unloading of the HP compressor during acceleration.
D. HP Bleed
The engine is equipped to provide both HP compressor and fan bleed
air for aircraft use. Two HP bleed air ports are located on the forward
bypass service island ahead of each igniter at the 5:30 an 7:30 0clock
positions. HP compressor bleed air can be extracted from either or
both of these ports. Two fan bleed ports are located on the aft bypass

duct immediately ahead of the nozzle mounting flange and at the 3:00
an 9:00 oclock positions.

ENGINE CONTROLS DESCRIPTION AND OPERATION

GENERAL
The speed of the engine is controlled by separation, the fuel is shutoff
and LP shaft separation, the fuel is shutoff to prevent the engine from
an over speed condition.
DESCRIPTION
A. The engine control system contains the following parts:
o Power Lever
o LP Shaft trip Sensor
B. The power lever is connected to the fuel control unit (FCU) at the
power lever input shaft. The minimum and maximum speed
settings are adjusted and set prior to engine installation.
C. The LP shaft trip sensor is connected to the FCU fan/LP shaft
separation shutoff valve by a cable that runs from the LP trip
lever housing, located on the rear bypass duct, to the FCU.

OPERATION
A. The power lever angle (PLA) setting in the cockpit is
mechanically transferred to the FCU by a cable linkage. The PLA
controls the engine speed by limiting the fuel ow from the FCU
for any desired engine speed in the operating range.
B. The LP shaft trip sensor is operated in the event of an LP shaft
separation. This event would force the LP turbines in an aft
direction against the LP trip lever. The LP trip lever is connected
to a trigger mechanism on the rear bypass duct. The trigger
mechanism, when tripped, pushes the LP trip sensor cable
forward and shuts the engine by cutting off its fuel. This also
prevents an over speed condition down.

ENGINE INDICATING DESCRIPTION AND OPERATION

GENERAL
The engine indicating system monitors the condition of the engines and
transmits this information to the cockpit.

DESCRIPTION
A. The indicating system is made up of the following parts:

Gearbox magnetic speed pickup assembly (HP)

LP magnetic speed pickup assembly
interstage turbine temperature (ITT) probe (6)
Engine vibration pickup (test equipment)
Fuel lter electrical indicator switch (delta P)
Oil lter differential pressure (delta P) indicator
Magnetic chip collectors

B. The gearbox magnetic speed pickup is installed on the gearbox

and reads the HP spool speed through the gearbox. An output
frequency of 6741 Hz is produced at maximum HP shaft speed (100
percent N2).
C. The LP magnetic speed pickup is installed in the interstage
housing and measures speed directly from the LP shaft. The output
frequency is 5174 Hz at full rotational speed (100 percent N1).
D. There are six type K lTT probes located in the 1st LP turbine
nozzle. The thermocouples have a long stern or a short stem,
depending on the combustor prole during engine build and test. The
thermocouple leads are joined and averaged at the electrical connector.
The averaged temperature is then displayed in the cockpit.
E. The engine vibration pickup(s) (test equipment) is attached to
the interstage housing. It measures vibration levels and sends this data
to the vibration analyzer.

OIL SYSTEM DESCRIPTION AND OPERATION

GENERAL
A. The oil system provides lubrication for the four main shaft bearings.
The accessory gearbox bearings, the gears and the drive splines.
B. The oil tank and oil passages are internal to the engine except for
one external oil line.
DESCRIPTION
A. The oil system is made up of the following parts:
(1) Lube and scavenge pump
(2) Oil lter
(3) Oil lter bypass valve
(4) Filter differential pressure (delta P) indicator
(5) Lube oil cooler
(6) Reservoir (oil tank)
(7) Oil pressure regulator
B. Lube and Scavenge Pump
The lube and scavenge pump is a positive displacement pump. It
includes one pressure element and two scavenge elements contained in
a single housing. The inlet to each element is protected by aware mesh
screen. All inlet and discharge ports are located on the pump mounting
ange face to make pump replacement easier. A pressure relief valve is

located in the pump housing. This valve will keep approximately 130 140 psi pressure rise across the lube element under normal operating
temperatures and ow conditions. The regulator valve also protects
against over-pressurization.

C. The oil lter is a disposable cartridge that is housed in an

aluminum bowl that is threaded into the gearbox housing. It is
connected to the pressure pump outlet through drilled passages in the
gearbox.

D. Oil lter bypass.

An oil filter bypass valve is located in the gearbox housing. When
differential pressure across the oil lter increases to 30 psid, the valve
opens. This allows oil to ow to the engine if the lter element becomes
totally blocked.

E. Delta P indicator
A lter differential pressure (delta P) Indicator is paralleled with the oil
filter and bypass valve. As the bypass valve approaches its opening
pressure, the delta P indicator pin extends to indicate excessive lter
contamination. The indicator operates at 15+/- 3 psid. A thermal
lockout prevents. The indicator from operating because of high delta P
caused by cold oil.

F. Lube oil cooler

The oil cooler is a fuel/oil heat exchanger and is made of aluminum.
The oil cooler is mounted to the gearbox and transmits the oil in and
out through the mounting ange faces. Fuel travels in and out through
external lines.
G. Oil reservoir (oil tank)
1) The oil tank is part of the interstage housing. The quantity of
useable oil, allowing for 22 percent expansion space within the

tank, is approximately three (3) quarts (2.8 liters). This amount is

enough for 30 hours of engine operation at the maximum engine
oil consumption rate of 0.023 gallons (0.087 liters) per hour.
2) The oil internally vented earing cavities which, in turn, are vented
overboard via the gearbox air-oil separator. The oil tank is
serviced from the outboard side of either the right or left
mounted engine configurations.
H. The Oil pressure, the regulator is located on the upper right side
of the interstage housing, near the right hand oil fill port. It is set at the
Factory to monitor the main oil pressure of the internal passage which
carries oil to the gearbox. When regulating oil returns oil to the oil tank
through a separate internal passage in the interstage housing.
OPERATION
A. The lube and scavenge pump is driven by gearbox gear rotation.
It pumps oil through the main oil lter and then to the oil cooler.
The pressure oil circuit is then taken, via the oil manifold
mounted in the tank, to the top of the tank. At this point a small
amount of ow is bled off to the tank expansion space through a
small hole. This hole acts as a syphon break between bearing
cavities and the oil system oil at engine shutdown. A small
amount of oil is led back to the pump to increase pump
performance at altitude. The main ow divides to feed the No.
1 /No. 2 bearing cavity, and the No. 3 / No. 4 bearing cavity.
The only external oil tube splits from the last chance filter before
lubricating the bearings. The No. 1 I No. 2 bearing supply and feeds the
gearbox oil jets. The oil passes through a last chance lter before
lubricating the bearings.
The No. 2 and No. 3 bearings are under-race lubricated. The No. 1 and
No.4 bearings and second reduction mesh and radial drive splines are
jet-lubricated. The accessory drive splines and gearbox bearings and
gears are splash lubricated.

B. The forward cavity lube ow drains into the gearbox where it is

scavenged. Two Scavenge elements are used to provide
independent scavenging of the rear bearing cavity and the
gearbox sump. Each scavenge ow is passed through a screen
before passing into the scavenge pump. The screens remove
particles from the oil that are large enough to damage the
scavenge pump.

Oil system