623-12 - Oil System

SECTION 12
OIL SYSTEM
WHEN YOU COMPLETE THIS LESSON, YOU WILL BE ABLE TO:
1. LIST THE OIL SYSTEM COMPONENTS AND TRACE THE FLOWPATH.
2. SHOW THE LOCATIONS OF ALL THE CHIP DETECTORS.
3. LIST THE FIVE OIL SYSTEM INDICATING COMPONENTS.
Pratt & Whitney FOR TRAINING PURPOSES ONLY

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OIL SYSTEM
OVERVIEW
Purpose: Description and Operation:

• The engine oil system is used to: • The engine oil system is:
– Supply pressurized oil to lubricate, cool, and clean the – A hot tank system.
engine main bearings, gears, and accessory drives.
– A pressurized tank system.
– Heat the fuel to prevent the fuel from icing.
– Non–regulated (pump output pressure is in proportion
Components: to the N2 speed).
• The engine oil system has three subsystems.
• Engine oil tank – Pressure
• Lubrication and scavenge oil pump – Scavenge
• Main oil filter element – Breather
• Oil system pressure relief valve
• Main oil filter pressure relief valve Note: The engine oil system is separate from the IDG oil
system. Engine oil and IDG oil both go through the fuel/oil
• Engine air / oil heat exchanger and valve cooler but do not mix together.
• Fuel / oil cooler and bypass valve
• Outlet manifold and oil pressure trim metering plug
• Last chance oil strainers
• Magnetic chip detectors
• Deoiler, deoiler vent duct, and No. 3 bearing compartment
breather restrictor valve

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OIL SYSTEM COMPONENTS
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OIL SYSTEM
OVERVIEW
Description and Operation (cont):
Pressure Subsystem
• Oil flows from the oil tank to the lubrication pressure stage • When the bypass valve is closed, oil flows through the
in the lubrication and scavenge oil pump. Oil tank fuel/oil cooler to increase the temperature of the fuel and
pressure of approximately 6 psi is maintained to increase cool the oil.
the inlet pressure to the pump to prevent pump cavitation. • Some oil goes through the fuel/oil cooler outlet manifold
• The lubrication and scavenge oil pump is used to metering plug back to the oil tank to control oil system
pressurize the oil and send it to the main oil filter. minimum pressure.
• From the main oil filter, filtered oil goes to the servo fuel • The remaining fuel/oil cooler oil flows through the last
heater and is used to prevent the icing of servo fuel. chance oil strainers to remove particles from the oil.
– Servo fuel is used as muscle pressure for the engine • After the pressurized oil goes through the last chance oil
system hydraulic actuators. strainers, it goes to the:
– The servo fuel heater has a fuel temperature- – No. 1, 1.5, and 2 bearing compartment (intermediate
controlled oil bypass valve which permits oil to case).
bypass the servo fuel heat exchanger, if necessary. – No. 3 bearing compartment (diffuser case).
– Pressurized oil then flows from the servo fuel heater – No. 4 bearing compartment (exhaust case).
to the engine air/oil heat exchanger. The heat – Angle gearbox (AGB).
exchanger is used to control the temperature of the oil
– Main gearbox (MGB).
used to heat the fuel in the fuel/oil cooler. Fuel
temperature information is supplied by the EEC. – Main gearbox front hydraulic pump drive.
– The oil goes from the engine air/oil heat exchanger to • Nozzles in the main bearing compartments and gearboxes
the fuel/oil cooler bypass valve. The EEC–controlled supply the oil (at correct flow rates) to the different
valve will permit the oil to bypass the fuel/oil cooler bearings, seals, and accessory drive splines.
under certain fuel temperature and fuel flow
conditions.

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OIL SYSTEM
OVERVIEW

Scavenge Subsystem
• After oil from the pressure subsystem has lubricated, • Breather air from the No. 4 bearing compartment (in the
cleaned, and cooled the bearing compartments and exhaust case) mixes with the scavenge oil from that
gearboxes, the scavenge subsystem is used to return that bearing compartment.
oil to the tank. • The mixture flows to the scavenge pump which sends it to
• The lubrication and scavenge oil pump has five scavenge the oil tank deaerator.
pump stages. They pull the scavenge oil from the: – The air in the mixture goes from the deaerator to the
– No. 1, 1.5, and 2 bearing compartment. oil tank cavity and then through the oil check valve to
– No. 3 bearing compartment. the MGB.
– No. 4 bearing compartment. – From the MGB, the air goes through the deoiler and is
– Main gearbox (MGB). vented overboard through the deoiler vent duct.
– Angle gearbox (AGB). • Breather air from the No. 1, 1.5, 2 bearing compartment
(in the intermediate case) and the No. 3 bearing
• The five scavenge pump stages send the scavenge oil to
compartment (in the diffuser case) flows to the gearbox
the deaerator in the oil tank. The oil tank deaerator:
deoiler. The No. 3 bearing compartment breather restrictor
– Separates the air from the scavenge oil. valve is used to control the flow of breather air from the
– Sends the air to the oil tank cavity to be vented to the No. 3 bearing compartment. The deoiler turns to cause a
MGB through the oil check valve. separation of the oil from the air.
– Permits the hot, deaerated scavenge oil to fall into the – The oil goes into the MGB and mixes with the MGB
tank. scavenge oil which is pumped to the oil tank
deaerator.
Breather Subsystem
– The air from the deoiler is vented overboard through
• The breather subsystem is used to: the deoiler vent duct.
– Remove air from the bearing compartments.
– Separate the breather air from the oil.
– Vent the air overboard.

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OIL SYSTEM
OVERVIEW
Oil System Data:
• Oil specification: • Values for the scavenge oil temperature (Toil) in the main
– PWA 521. gearbox are:
– PWA SB 238. – Minimum oil temperature at idle before engine
• The indicated oil system pressure is the pressure oil at the operation above idle 50°C
exit of the fuel/oil cooler. Values for the indicated oil – Maximum limits:
system pressure are: • Continuous - 163°C.
• Minimum limit 70 psi. • Transient - 177°C (20 minutes max).
– Typical: – Typical cruise - 120 to 125°C.
• Idle - 100 psi. • Oil consumption:
• Cruise - 220 psi. – Guideline - 0.5 quarts / hour
• Takeoff - 275 psi. – Typical - 0.02 to 0.06 quarts / hour
MAINTENANCE TIP: P&W recommends an investigation

and corrective action on any engine showing an oil
consumption rate change above its usual consumption trending.

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PW4164/68 OIL SYSTEM SCHEMATIC
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OIL SYSTEM
COMPONENT LOCATION
Engine Left Side - Components (FIN):

• Fuel/oil cooler outlet manifold:
Note: All of the engine oil system components are on the left side of – Bolted to the top of the fuel/oil cooler
the engine except for the lubrication and scavenge oil pump which is • Oil pressure trim metering plug:
at the bottom. – Housed in the outlet manifold
• Engine oil tank:
• Main (No. 1, 1.5, and 2) bearing oil strainer:
– Found on the HPC front case at the 9:00 position in the oil
– Bolted to the left rear face of the main gearbox (MGB) pressure tube that goes to the main (No. 1, 1.5, and 2)
• Lubrication and scavenge oil pump (5001EN): bearing
– Bolted to the rear of the MGB at the 6:00 position • No. 3 bearing oil strainer:
• Main oil filter (5010EN): – Found on the diffuser case at the 9:30 position in the oil
– Bolted to the cast aluminum part of the oil tank found on pressure tube that goes to the No. 3 bearing
the front left side of the MGB • No. 4 bearing oil strainer:
• Servo fuel heater (5010EB): – Found on the turbine exhaust case at the 6:30 position in
– Attached to the top of the main oil filter housing the oil pressure tube that goes to the No. 4 bearing
• Oil system pressure relief valve: • MGB, front hydraulic pump drive, and AGB oil strainer:
– Attached to the main oil filter housing – Found in the fuel/oil cooler output manifold before the oil
• Engine air/oil heat exchanger (5008EN) and valve (4073KS): pressure tube that goes to the main gearbox, front hydraulic
pump drive, and angle gearbox
– Attached to the rear bulkhead of the intermediate case at
the 8:00 position • Deoiler:
• Fuel/oil cooler (FOC) (5002EN): – Attached to the front left side of the MGB
– Attached to the HPC rear case at the 8:00 position • No. 3 bearing compartment breather restrictor valve:
• Fuel/oil cooler bypass valve (5009EN): – Bolted to the No. 3 bearing breather inlet port on the
deoiler
– Attached to the fuel / oil cooler
• Fuel/oil cooler bypass valve torque motor (4510KS)
• Magnetic chip detectors (5006EN):
– Found on the main accessory gearbox and inlet of scavenge
– Attached to the FOC bypass valve pumps
• EEC (4000KS):
– Found on the lower left fan case

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OIL SYSTEM COMPONENT LOCATION
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OIL SYSTEM
COMPONENT LOCATION - INDICATION
Purpose:
• The oil system has a number of components that are used

for indication. These components monitor the oil
temperature, pressure, and quantity.
• The components send signals which permit:
– The flight crew to monitor the status of the oil system
and alert them to possible problems.
Engine Left Side - Indication Components (FIN):
• Oil pressure transmitter (4060KS)

– Installed on an oil pressure tap found on the side of
the fuel / oil cooler
• Low oil pressure warning switch (4000EN)
– Installed on the fuel / oil cooler outlet manifold
• Main oil filter ΔP switch (4041KS)
– Installed on the main oil filter
• Oil temperature sensor (4042KS)
– Installed in the front left of the main gearbox
• Oil quantity transmitter (4050KS)
– Found in the top of the oil tank

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OIL SYSTEM INDICATION COMPONENTS
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OIL SYSTEM
COMPONENTS - PRESSURE SUBSYSTEM
ENGINE OIL TANK
• The engine oil tank contains the engine's supply of hot • The engine oil tank has a capacity of approximately 8.0
pressurized oil. gallons with a useable capacity of 5.75 gallons -- sufficient
– Note: The engine oil storage system is referred to as a for a minimum 16.15 hours of engine run time based upon
“hot tank” oil system because hot scavenge oil is sent the maximum lubrication oil consumption rate.
to the tank. • The engine oil tank is mounted to and part of the main
gearbox aluminum cast housing.
Location:
– The part of the tank bolted to the main gearbox is
• The engine oil tank is bolted to the left rear face of the welded and made of stainless steel.
main gearbox (adjacent to the high pressure compressor – All connections to the gearbox from the oil tank are
rear case). found in the gearbox housing.
– The engine oil tank cap is locked into the top of the – The oil tank has a heat shield that is held on by a
manual gravity fill port. clamp.
– The engine oil tank pressure fill valve is bolted to the • At the forward end of the oil tank is a swirl–type deaerator
oil tank immediately below the oil tank sight gage. used to separate air from the returning scavenge oil.
– The deaerator vents air to the main gearbox through
an oil check valve.
• By venting excess air, the main gearbox oil
check valve maintains an air pressure of 6 psi in
the oil tank to help push the oil from the tank to
the lubrication and scavenge oil pump.

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ENGINE OIL TANK
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OIL SYSTEM
• The engine oil tank is serviced through use of the • The oil tank has the following components used to
following components. determine the level of oil in the tank.
– Oil tank cap – Oil tank sight gage
• The oil tank cap has a spring-loaded lock. The • The sight gage, found immediately above the
lock is activated by turning the cap handle 45 pressure fill valve port, gives a visual indication
degrees clockwise to the CLOSE position and to show when the oil level is low.
pressing down on the handle. To release the – Oil quantity transmitter
locking feature, the handle is lifted and turned • The oil quantity transmitter, found on top of the
45 degrees counterclockwise to the OPEN oil tank, is used for flight deck indication of oil
position. The cap handle has a pointer used to tank quantity.
indicate if the cap is in the OPEN or CLOSE
position. • The engine oil tank, pressure fill valve, and the oil tank
cap are line replaceable units.
– Manual gravity fill port and scupper drain
• A flapper valve (not shown) in the manual
gravity fill port is used to prevent rapid oil loss CAUTION : YOU MUST EXAMINE THE OIL LEVEL
if the oil tank cap is not correctly installed. The BETWEEN 15 MINUTES AND 2 HOURS AFTER
scupper drain is used to drain oil spills SHUTDOWN. IF YOU DO NOT, THE OIL LEVEL
overboard through the drain mast. SIGHTGLASS INDICATION WILL NOT BE ACCURATE.
• Pressure fill valve with an overflow connection WARNING : IT IS NOT NECESSARY TO REMOVE THE
port and a pressure fill connection port (for OIL TANK CAP TO EXAMINE THE OIL LEVEL. IF YOU
remote servicing only) DO NEED TO REMOVE THE OIL TANK CAP, YOU
– Drain plug and master chip detector MUST WAIT A MINIMUM OF 5 MINUTES AFTER
SHUTDOWN TO LET THE OIL PRESSURE BLEED OFF.
THE HOT OIL CAN BURN YOUR EYES AND SKIN.

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ENGINE OIL TANK
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OIL SYSTEM
LUBRICATION AND SCAVENGE OIL PUMP
Purpose:
• The lubrication and scavenge oil pump is used to: – Five scavenge stages that send scavenge oil from the
– Send pressurized oil from the oil tank to the engine following engine components to the oil tank deaerator.
bearings, seals, and accessory drives. • Main gearbox and deoiler
• No. 1, 1.5 and 2 bearings
– Return scavenge oil to the oil tank.
• Angle gearbox
Location: • No. 4 bearing
• No. 3 bearing
• The lubrication and scavenge oil pump is attached (with • The lubrication and scavenge oil pump has four chip
bolts) to the rear of the main gearbox at the 6:00 position detectors which are used to remove metal particles from
the scavenge oil.
Description and Operation:
– The detectors are found at the inlets of the four
• The lubrication and scavenge oil pump has six positive scavenge stages that receive oil through external
tubes.
displacement, gear–type pump stages. Each stage is
turned by the main gearbox (MGB) at a speed in – The internal scavenge stage used for main gearbox
proportion to N2. The six pump stages are: and deoiler scavenge oil has its own chip detector.
– One dual lubrication (pressure) stage that sends – The five scavenge stages and the chip detectors are
pressure oil to the main oil filter. part of the engine oil scavenge system.
• The lubrication and scavenge oil pump is a line
replaceable unit.

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LUBRICATION AND SCAVENGE OIL PUMP
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OIL SYSTEM
MAIN OIL FILTER ELEMENT AND HOUSING
Purpose:
• The main oil filter element is used to remove any solid • The dual main oil filter element assembly contains a 65
contaminants from the pressure oil being sent from the micron fiber primary oil filter element and a 150 micron
lubrication and scavenge oil pump. secondary oil filter element. The secondary oil filter
element is contained in the main oil filter element.
Location: • To prevent the lubrication and scavenge oil pump
discharge pressure from being too high, the main oil filter
• The main oil filter element is found in the main oil filter housing has an oil system pressure relief valve.
housing bolted to the cast aluminum part of the oil tank on
the front left side of the main gearbox.
• If the oil pressure increases to 425 psig, the pressure relief
valve will open and return some oil to the oil tank.
Description and Operation: – The oil system pressure relief valve is used to ensure
that the downstream oil pressure does not exceed 525
• The filtered oil goes from the main oil filter to the servo psig maximum.
fuel heater. • The dual main oil filter element assembly, main oil filter
• The dual element filter permits continued operation after pressure relief valve, and the oil system pressure relief
an oil clog indication. valve are line replaceable units.
• The main oil filter housing contains:
– A primary and secondary oil filter element assembly.
DC Follow standard practices procedures which
– A main oil filter differential pressure switch. require that all tubes be inspected for
IFSD
– An oil system pressure relief valve. obstructions before installation.
– A main oil filter cover, attached to the filter housing
with four bolts, which has:
• An oil drain plug. Inspect LP01 per SB PW4G-100-A79-6. Note:
DC
IFSD Inspection eliminated by doing SB PW4G-100-
• A main oil filter pressure relief valve.
79-12.

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DC
MAIN OIL FILTER AND HOUSING IFSD

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OIL SYSTEM
SERVO FUEL HEATER
Purpose:
• The servo fuel heater prevents the icing of fuel which is • Before the fuel can flow into the servo fuel heater tubes, it
used as servo fuel pressure (Pf) to muscle the: goes through the bimetallic thermostatic oil control valve.
– Fuel metering unit (FMU). – If the fuel temperature is < 37.8°C, the oil control
– Stator vane actuator. valve permits engine oil to flow through the shell of
the heat exchanger. The hot engine oil flowing around
– 2.5 bleed valve actuator.
the tubes heats the fuel.
– Turbine case cooling actuator.
– If the fuel temperature is > 37.8°C, the oil control
– Engine air/oil heat exchanger valve. valve bypasses the engine oil directly to the engine
– IDG air/oil heat exchanger valve. air/oil heat exchanger.
Location: – A thermal popout indicator is found on the servo fuel
heater housing. It gives a visual indication of a
• The servo fuel heater is attached to the top of the main oil defective oil control valve and/or a defective oil
control valve thermostat. The control valve failsafes
filter housing.
in the "heat on" (non–bypass) position.
Description and Operation: • The servo fuel heater is a line replaceable unit.
• The fuel pump supplies fuel to the servo fuel heater where
the servo fuel flows through internal tubes in the heater
core.
– Engine oil flows around these tubes in the shell of the
unit to heat the fuel.

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SERVO FUEL HEATER
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OIL SYSTEM
ENGINE AIR/OIL HEAT EXCHANGER VALVE
Purpose:
• The engine air/oil heat exchanger valve is used to control • The dual air valve is actuated (closed) by servo fuel (Pf)
the flow of cooling air sent to the engine air/oil heat supplied by the servo fuel heater. Servo fuel pressure flow
exchanger. is EEC–controlled by a dual–coil torque motor found in
the valve. The dual air valve is spring–loaded open if
Location: either the EEC signal or Pf is lost.
• The engine air/oil heat exchanger valve is attached to the • There are three fuel tubes that go under the air/oil heat
rear bulkhead of the intermediate case at the 8:00 position. exchanger and connect to the side of the air/oil heat
exchanger valve. These fuel tubes are the:
Description and Operation: – Pf tube used to:
• Supply pressurized fuel (Pf) to control the
• The cooling air is supplied by the fan or 2.5 bleed.
position of the air/oil heat exchanger valve.
– Fan air is used at high power; 2.5 bleed air is used at – Pfr tube used to:
low power.
• Return servo fuel to the fuel/oil cooler.
• The Electronic Engine Control (EEC) controls the flow of
– SD (seal drain) tube used to:
cooling air through the engine air/oil heat exchanger valve.
– The EEC–controlled valve will start to open if the fuel • Send fuel leakage overboard through the drain
temperature at the fuel/oil cooler outlet is >121°C. tube and mast.
– The valve will be fully open if the: • The position of the air/oil heat exchanger valve is
indicated by:
• Fuel temperature is >127°C.
– A visual indicator on the bottom of the valve housing.
• Fuel flow is <2000 lbs/hr.
– Dual rotational variable transformers (RVTs) which
• The engine air/oil heat exchanger valve is a dual butterfly
send a valve position signal to the EEC.
type air valve. The position of the dual valve can be
modulated. Thus it can be closed, opened, or not fully • The engine air/oil heat exchanger valve is a line
opened. replaceable unit.

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ENGINE AIR/OIL HEAT EXCHANGER VALVE
623 JUNE 2010 12 - 23
OIL SYSTEM
ENGINE AIR / OIL HEAT EXCHANGER
Purpose:
• The engine air / oil heat exchanger is used to cool engine • The Electronic Engine Control (EEC) controls the flow of
oil with fan air or 2.5 bleed air. The cooled engine oil cooling air to the air/oil heat exchanger. It increases the
reduces the amount of heat that can be transferred from the airflow if the fuel temperature is greater than a specified
oil to the fuel in the fuel/oil cooler. value. The increased airflow decreases the oil temperature
and reduces the amount of heat transfer to the fuel in the
Location: fuel/oil cooler.
• The engine air/oil heat exchanger is bolted to the air/oil • The engine air/oil cooler is a line replaceable unit.
heat exchanger valve which is attached to the rear
bulkhead of the intermediate case at the 8:00 position.
• The engine air/oil heat exchanger, which receives

pressurized oil from the servo fuel heater, has:
– Internal tubes (through which the engine oil flows)
and fins which are attached to these tubes. The fins
are used to transmit heat from the tube walls to the fan
or 2.5 bleed air that flows between the tubes. The
heated air then flows to the nacelle area.
– A pressure relief valve that will open if the oil
pressure is >60 psid. An opened pressure relief valve
permits the oil to bypass the air/oil heat exchanger
when the oil is cold and/or the heat exchanger core is
clogged.

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ENGINE AIR/OIL HEAT EXCHANGER
623 JUNE 2010 12 - 25
OIL SYSTEM
FUEL/OIL COOLER BYPASS VALVE
Purpose:
• The non-modulating, two-position fuel/oil cooler bypass • Servo oil pressure is used to hold the valve in the bypass
valve is used to control the flow of engine oil to the engine position where engine oil will bypass the fuel/oil cooler
core of the fuel/oil cooler. and go directly to the outlet manifold. Thus heat from the
– The valve (in the bypass position) permits engine oil engine oil is not transmitted to the fuel.
to bypass the fuel/oil cooler. • To move the bypass valve to the non-bypass position, the
– The valve (in the non-bypass position) permits the oil EEC de-energizes the torque motor to stop the flow of
to flow through the fuel/oil cooler and increase the servo oil pressure. Without servo oil pressure, the valve
temperature of the fuel. permits engine oil to go through the fuel/oil cooler and
heat the fuel.
Location: • Position feedback to the EEC is from dual proximity
sensors built into the torque motor assembly.
• The fuel/oil cooler bypass valve is bolted to the bottom of
• An internal oil pressure relief valve will open at 50 psid,
the fuel/oil cooler attached to the high pressure compressor
rear case at the 8:00 position. causing engine oil to bypass the cooler core, when the:
• The fuel/oil cooler bypass valve torque motor is bolted to – Oil is cold (thus is thick).
the aft end of the fuel/oil cooler bypass valve. – Core is plugged.
– Bypass valve is sticking.
• The fuel/oil cooler bypass valve and fuel/oil cooler bypass
• The fuel/oil cooler bypass valve is EEC-controlled. The valve torque motor are line replaceable units.
EEC sends power to the bypass valve torque motor to
move the valve to the bypass position if the:
– Fuel temperature at the fuel/oil cooler outlet is
>127°C
– Fuel flow is <2000 lbs/hr.

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FUEL/OIL COOLER BYPASS VALVE AND TORQUE MOTOR
623 JUNE 2010 12 - 27
OIL SYSTEM
FUEL / OIL COOLER

Purpose:
• The fuel/oil cooler (FOC) is used to transfer heat: • Engine oil from the fuel/oil cooler bypass valve goes into
– From the engine oil to the engine fuel. the fuel/oil cooler at two separate inlets. One inlet is used
• The cooled engine oil is sent through the fuel/oil if the bypass valve is in the bypass mode; the other inlet is
cooler outlet manifold to lubricate and cool the used if the bypass valve is in the non–bypass mode.
engine bearings, gears and accessory drives. The • In the bypass mode, the engine oil flows vertically through
heated engine fuel is sent to the fuel pump. the fuel/oil cooler directly to the fuel/oil cooler outlet
– From the IDG oil to the engine fuel. manifold. It does not flow through the engine oil core.
• The cooled IDG oil is sent to lubricate and cool • In the non–bypass mode, the engine oil flows to the engine
the integrated drive generator. The heated oil core in the fuel/oil cooler.
engine fuel is sent to the fuel pump. – Note: For IDG oil, there is no bypass. IDG oil flows
continuously through the fuel/oil cooler IDG oil core.
Location: • The fuel/oil cooler has three overboard drain ports for oil
and fuel. The ports are found on the engine oil core, the
• The fuel/oil cooler (engine and IDG) is attached to the
IDG oil core, and between the engine oil and IDG oil
high pressure compressor rear case at the 8:00 position.
cores.
Description and Operation: • Overboard drain tubes connected to the fuel/oil cooler are
used to send oil or fuel leakage overboard through the
• The fuel/oil cooler has internal tubes through which the drain mast. Leakage limits are shown in the Table of
engine fuel flows. These tubes go through the engine oil Limitations found in the AMM, Chapter 71.
core and the IDG oil core sections of the fuel/oil cooler.
The two oil cores have baffles and are isolated so that the
• Installed in the front end of the fuel/oil cooler is the IDG
oil-in temperature sensor.
engine oil and IDG oil do not mix together.
• The fuel pump boost stage and the fuel pump bypass valve
• The fuel/oil cooler is a line replaceable unit.
supply fuel to both oil cores in the fuel/oil cooler.

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FUEL/OIL COOLER AND BYPASS VALVE
623 JUNE 2010 12 - 29
OIL SYSTEM
FUEL/OIL COOLER OUTLET MANIFOLD
Purpose:
• The fuel/oil cooler outlet manifold is used to send • Pressurized engine oil enters the fuel/oil cooler outlet
pressurized engine oil from the fuel oil/cooler through manifold through the top of the fuel/oil cooler. The oil is
pressure tubes to the: then sent to five separate oil pressure tubes.
• No. 1, 1.5, and 2 bearing compartment. • Four tubes are used to send oil to the:
– No. 3 bearing compartment. – No. 1, 1.5 and 2 bearing.
– No. 4 bearing compartment. – No. 3 bearing.
– Main gearbox and its forward hydraulic pump drive, – No. 4 bearing.
and the angle gearbox. – Main gearbox and angle gearbox.
– Oil tank. • Oil passes through an internal last chance oil strainer.
Location: • The fifth tube is used to send oil from the oil pressure trim
metering plug to the oil tank. The trim metering plug is
• The fuel/oil cooler outlet manifold is bolted to the top of used to control the flow of oil.
the fuel/oil cooler attached to the HPC rear case at the 8:00 • The low oil pressure switch is mounted to the outlet
position. manifold.

• The fuel/oil cooler outlet manifold is a line replaceable
unit.
• The outlet manifold has the mounting boss for the low oil
pressure switch. It also houses the oil trim metering plug
and a last chance oil strainer for pressure oil being sent to
the gearboxes.

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FUEL/OIL COOLER OUTLET MANIFOLD
623 JUNE 2010 12 - 31
OIL SYSTEM
LAST CHANCE OIL STRAINERS
• Last chance oil strainers are used to prevent large particles • Oil from the fuel/oil cooler not bypassed through the
in the oil from clogging the oil nozzles or going into the metering plug flows through the last chance oil strainers.
bearing compartments. • The metal mesh last chance oil strainers are externally
Location: mounted on the engine and are used to remove particles
from the oil.
• The main (No. 1, 1.5, and 2) bearing oil strainer is: – By removing the particles, the strainers protect the oil
– Found on the high pressure compressor (HPC) front nozzles from clogging by any contaminate introduced
case at the 9:00 position in the oil pressure tube that after the main oil filter.
goes to the main (No. 1, 1.5, and 2) bearing. • Oil nozzles are used in the bearing compartments and
• The No. 3 bearing oil strainer is: gearboxes to supply the oil, at correct flow rates, to the
– Found on the diffuser case at the 9:30 position in the different bearings, seals, and accessory drive splines.
oil pressure tube that goes to the No. 3 bearing. • Last chance oil strainers are line replaceable units.
• The No. 4 bearing oil strainer is:
– Found on the turbine exhaust case at the 6:30 position
in the oil pressure tube that goes to the No. 4 bearing.
• The MGB/front hydraulic pump drive/AGB oil strainer is:
– Found in the fuel/oil cooler output manifold before
the oil pressure tube that goes to the main gearbox,
front hydraulic pump drive, and angle gearbox.

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LAST CHANCE OIL STRAINER LOCATIONS
623 JUNE 2010 12 - 33
OIL SYSTEM
COMPONENTS - SCAVENGE SUBSYSTEM
MAGNETIC CHIP DETECTORS
• The engine oil scavenge system has six magnetic chip • The scavenge oil that goes into the lubrication and
detectors which catch ferrous metal particles that might scavenge oil pump from the bearing compartments and
exist in the scavenge and supply oil. from the AGB:
Location:
– Flows past the magnetic chip detectors.
– Is pumped to the deaerator in the oil tank.
• The master chip detector is: • The chip detectors are bayonet–type plugs. They go into
– Found aft of the drain plug boss at the bottom of the housings that have self–closing check valves. Thus there is
oil tank. no oil leakage when a chip detector is removed.
• The main gearbox chip detector is: • The master chip detector at the bottom of the oil tank
– Found in a boss on the front right side of the MGB catches chips before the oil goes to the pressure stage of
the lubrication and scavenge oil pump.
• The four remaining chip detectors are found on the
• The main gearbox chip detector catches chips in the
lubrication and scavenge oil pump housing, where the
scavenge oil lines go into the pump from the: scavenge oil before the oil goes to the lubrication and
scavenge oil pump.
– Main (No. 1, 1.5, and 2) bearing compartment.
– Angle gearbox.
• The 6 chip detectors on the engine are removed and
examined at regular time intervals.
– No. 4 bearing compartment. • The magnetic chip detectors are line replaceable units.
– No. 3 bearing compartment.
Do not over-torque or handle magnetic chip
DC
IFSD
detectors aggressively. You can deform seals,
housing, and chip detectors and get oil
leaks.

623 JUNE 2010 12 - 34
DC
MAGNETIC CHIP DETECTORS IFSD

623 JUNE 2010 12 - 35
OIL SYSTEM
COMPONENTS - SCAVENGE SUBSYSTEM
NO. 3 BEARING COMPARTMENT BREATHER

RESTRICTOR VALVE
Purpose:
• The No. 3 bearing compartment breather restrictor valve is – The variable main flow orifice is spring-loaded to the
used to control the flow of breather air from the No. 3 open (full flow) position and closed when 12th stage
bearing compartment. The breather restrictor valve: air exceeds approximately 200 psi.
– Holds a higher pressure in the No. 3 bearing – The 12th stage air pressure to operate the valve is
compartment during high power settings to reduce the supplied by the No. 3 bearing buffer air cooler
pressure differential across the compartment carbon manifold.
seals. This is done to ensure optimum carbon seal • When the valve's main flow orifice is open, breather air
performance. from the No. 3 bearing compartment is permitted to flow
– Reduces pressure in the No. 3 bearing compartment freely into the deoiler. As engine power and 12th stage air
during engine deceleration. pressure go up, the main flow passage is closed and
breather air flows only through the smaller fixed orifice.
Location: The smaller fixed orifice restricts flow and causes an
increase in No. 3 bearing compartment pressure.
• No. 3 bearing compartment breather restrictor valve is
• A popout indicator provides a visual indication of a valve
bolted to the rear of the deoiler housing.
failure.
Description and Operation: • The breather restrictor valve is a line replaceable unit.
• The No. 3 bearing compartment breather restrictor valve is

pneumatically operated and controlled. It has a dual
orifice assembly - a small fixed orifice and a larger
variable main flow orifice.
– The fixed orifice is always open.

623 JUNE 2010 12 - 36
NO. 3 BEARING COMPARTMENT BREATHER
Pratt & Whitney RESTRICTOR VALVE
FOR TRAINING PURPOSES ONLY
12 - 37
623 JUNE 2010
OIL SYSTEM
COMPONENTS - BREATHER SUBSYSTEM
DEOILER
Purpose:
• The deoiler removes the oil from the breather air. • The breather air goes into an impeller that turns in the
deoiler.
Location: – The rotation causes a centrifugal force that pushes the
oil towards the outer wall of the impeller. The oil then
• The deoiler is attached to the front left side of the main
drains from the deoiler and goes to the MGB sump
gearbox.
through an internal passage.
Description and Operation: – Note: The centrifugal force does not push the now-
clean air outward because it is much lighter than the
• Breather air goes into the deoiler from the: oil. Thus the clean air goes through the center of the
– Main (No. 1, 1.5, and 2) bearing compartment. impeller and is vented overboard.
– No. 3 bearing compartment. • The deoiler is a line replaceable unit.
– MGB.

623 JUNE 2010 12 - 38
DEOILER
623 JUNE 2010 12 - 39
OIL SYSTEM
COMPONENTS - BREATHER SUBSYSTEM
DEOILER VENT DUCT
Purpose:
• The deoiler vent duct is used to send breather air from the • The free end of the deoiler vent duct is flattened and
main gearbox deoiler overboard. positioned at the junction of the left and right thrust
reverser doors. The thrust reverser doors close around the
Component: flattened end of the duct leaving a small part of the duct
extending through the doors.
• The deoiler vent duct is bolted at one end to the breather
• The deoiler vent duct is a line replaceable unit.
port on the gearbox opposite the deoiler. At the other end
it attaches to the M flange and extends through the bottom
of the reverser doors at the 6:00 position.
• There is a centrifugal deoiler (not shown) at the left–side

front face of the main gearbox. It separates the oil from
the breather air that comes to the gearbox from the main
bearing compartments.
• The deoiler sends the oil into the gearbox cavity. The
separated breather air is then sent overboard through the
deoiler vent duct.

623 JUNE 2010 12 - 40
DEOILER VENT DUCT
623 JUNE 2010 12 - 41
OIL SYSTEM
COMPONENTS - INDICATION
OIL QUANTITY TRANSMITTER
Purpose:
• The oil quantity transmitter is used to indicate the amount

of engine oil in the engine oil tank.
Location:
• The oil quantity transmitter is installed in the top of the oil

tank.
• The oil quantity transmitter, cooled by fan air or 2.5 air,

sends an oil quantity signal to the Electronic Engine
Control (EEC).
• The EEC then sends a signal to the flight deck's Electronic
Centralized Aircraft Monitoring (ECAM) System to show
the amount of oil in the tank.
• The oil quantity transmitter is a line replaceable unit.

623 JUNE 2010 12 - 42
OIL QUANTITY TRANSMITTER
623 JUNE 2010 12 - 43
OIL SYSTEM
OIL TEMPERATURE SENSOR
Purpose:
• The oil temperature sensor is used to measure the

scavenge oil temperature in the gearbox.
Location:
• The oil temperature sensor is installed in the front left of

the main gearbox next to the front hydraulic pump drive.
• The oil temperature sensor measures the scavenge oil

temperature in the gearbox through dual Resistance
Temperature Devices (RTDs).
• The RTDs send the temperature signals to the EEC.
– The EEC then sends a temperature signal to the
Electronic Centralized Aircraft Monitoring (ECAM)
System for display on the flight deck.
• The oil temperature sensor is a line replaceable unit.

623 JUNE 2010 12 - 44
OIL TEMPERATURE SENSOR
623 JUNE 2010 12 - 45
OIL SYSTEM
OIL PRESSURE TRANSMITTER
Purpose:
• The oil pressure transmitter is used to sense the pressure of • The oil pressure transmitter housing has a small vent that
the oil in the fuel/oil cooler. permits the internal cavity to adjust to nacelle pressure.
Location:
• The oil pressure transmitter are cooled by fan air or 2.5
bleed air.
• The oil pressure transmitter is installed on an oil pressure • The oil pressure transmitter is a line replaceable unit.
tap found on the side of the fuel/oil cooler.
• The oil pressure transmitter senses oil pressure through

two pressure sensor cartridges (LVDTs).
– The pressurized oil is sent from the fuel/oil cooler
through a transfer tube to two sensor cartridges - one
cartridge for each EEC channel.
– The LVDT signals indicate the actual oil system
supply pressure in pounds per square inch gage (psig).
– The EEC then sends a signal to the Electronic
Centralized Aircraft Monitoring (ECAM) System for
flight deck display of engine oil pressure (in psi).

623 JUNE 2010 12 - 46
OIL PRESSURE TRANSMITTER
623 JUNE 2010 12 - 47
OIL SYSTEM
LOW OIL PRESSURE SWITCH
Purpose:
• The low oil pressure switch is used to sense oil pressure at • The low oil pressure switch housing has a small vent that
the fuel/oil cooler outlet. permits the internal cavity to adjust to nacelle pressure.
Location:
• The low oil pressure switch is a line replaceable unit.
• The low oil pressure switch is installed on the fuel/oil

cooler outlet manifold.
• The low oil pressure switch is connected to an oil pressure

tap in the manifold to sense oil pressure at the fuel/oil
cooler outlet.
• If oil pressure from the fuel/oil cooler is <70 psi, the
pressure switch will close and send a signal directly to the
flight deck.
• The signal causes an alert to appear on the flight deck's
Electronic Centralized Aircraft Monitoring (ECAM)
System.

623 JUNE 2010 12 - 48
LOW OIL PRESSURE SWITCH
623 JUNE 2010 12 - 49
OIL SYSTEM
MAIN OIL FILTER ΔP SWITCH
Purpose:
• The main oil filter differential pressure (ΔP) switch is used • The main oil filter differential pressure switch is cooled by
to measure the before and after pressures in the main oil fan or 2.5 bleed air.
filter. • The main oil filter ΔP switch is a line replaceable unit.
Location:
• The main oil filter ΔP switch is installed on the main oil

filter.
• The main oil filter ΔP switch is connected to two ports on

the main oil filter housing.
– These ports are found before and after the main oil
filter element. Thus the oil pressures at these ports are
upstream and downstream of the filter, and the
difference between them is the differential pressure.
– If the differential pressure across the primary filter is
>52 psid, the switch closes and sends a signal to the
EEC. The EEC then sends a signal to the Electronic
Centralized Aircraft Monitoring (ECAM) System
which causes an alert to be displayed on the flight
deck.

623 JUNE 2010 12 - 50
MAIN OIL FILTER ΔP SWITCH
623 JUNE 2010 12 - 51
OIL SYSTEM
OIL TEMPERATURE MANAGEMENT
Purpose:
• The EEC–controlled engine oil cooling and fuel heating • In typical operation, Tfuel is <121°C. With this condition,
system: the dual air valve in the engine air/oil heat exchanger is
– Maintains the maximum engine oil temperature within closed.
the correct limits. – This means the oil is not cooled by fan air or 2.5 bleed
– Controls the engine fuel temperature to prevent fuel air as it passes through the air/oil heat exchanger.
icing. – The fuel/oil cooler bypass valve is also closed to
permit engine oil to flow through the fuel/oil cooler
Description and Operation: and transmit heat to the fuel. Thus:
• Oil is cooled.
• The EEC controls the engine oil cooling and fuel heating
• Fuel is heated.
system.
– Note: The following information describes only that • If Tfuel is >121°C, the EEC causes the dual air valve in
part of the system pertaining to engine oil. Not the engine air/oil heat exchanger to start to open.
discussed is how the fuel temperature is affected by – The open valves permit fan air or 2.5 bleed air to pass
the IDG oil. The flow of IDG oil and fuel in the through the air/oil heat exchanger and cool the engine
fuel/oil cooler IDG core is shown but not explained oil.
here. • The cooled oil will then transmit less heat to the
– During engine operation the EEC monitors Tfuel (fuel fuel in the fuel/oil cooler.
temperature at the outlet of the fuel/oil cooler). The – Note: The position of the dual air valve is modulated.
EEC uses the value of Tfuel to control the: That means the valve can be open to different degrees
– Cooling of engine oil in the engine air/oil heat to control the amount of air passing through the air/oil
exchanger. heat exchanger.
– Heating of fuel (and the cooling of engine oil) in the – Engine oil flows from the engine air/oil heat
fuel/oil cooler. exchanger to the fuel/oil cooler bypass valve. If Tfuel
• The hot oil from the main oil filter housing flows through is <127°C the bypass valve remains closed.
the servo fuel heater to the engine air/oil heat exchanger – The closed valve permits the oil to flow through the
and valve assembly. The oil then goes through the air/oil fuel/oil cooler cooling core and transmit heat to the
heat exchanger to the fuel/oil cooler. fuel.

623 JUNE 2010 12 - 52
ENGINE OIL COOLING AND FUEL HEATING
o
Pratt & Whitney
623 JUNE 2010
(TFUEL < 121 C)
12 - 53
OIL SYSTEM
OIL TEMPERATURE MANAGEMENT
Description and Operation: (cont)
• Fuel is used to cool the engine oil. If Tfuel is >127°C and • When Tfuel decreases to 121°C (or less) and the fuel flow
is increasing, the EEC: rate is <2000 lb/hr:
– Opens the dual air valve fully for maximum cooling – The EEC causes the fuel/oil cooler bypass valve to
of the engine oil when it goes through the engine open or move to the bypass position.
air/oil heat exchanger. • This happens because the low rate of fuel flow is
– Causes the fuel/oil cooler bypass valve to move to its not sufficient to cool the oil, and the fuel
open (bypass) position. With the bypass valve open, a temperature can increase too much.
large percentage of the engine oil flows up through – Exceptions:
the fuel/oil cooler bypassing the engine oil cooling • If Tfuel is <10°C, the bypass valve is closed at
core. Thus the oil does not transmit heat to the fuel. all fuel flow rates. This is to make sure that the
– When Tfuel decreases to 121°C (or less) and the fuel fuel temperature is sufficiently high to prevent
flow rate is >2000 lb/hr: ice in the fuel.
– The EEC causes the fuel/oil cooler bypass valve to • If the engine oil temperature is 160°C, the dual
close or move to its non–bypass position. air valve opens fully for maximum cooling of
• The engine oil then goes through the engine oil the engine oil when it goes through the engine
cooling core and transmits heat to the fuel. air/oil heat exchanger. In this case, the high oil
temperature overrides the fuel temperature
• The high rate of fuel flow can cool the oil requirements.
without a large increase in the fuel temperature.

623 JUNE 2010 12 - 54
ENGINE OIL COOLING AND FUEL HEATING
o
Pratt & Whitney
623 JUNE 2010
(TFUEL > 127 C)
12 - 55
OIL SYSTEM
REVIEW QUESTIONS
1. List 11 oil system components. 3. Indicate the correct sequence (1 = first; 9 = last) for the
following components, as used in the oil system.
1.) _________________________________
A. Last chance oil strainer _________
2.) _________________________________
B. Servo fuel heater _________
3.) _________________________________
C. Main oil filter _________
4.) _________________________________
D. Bearings _________
5.) _________________________________
E. Fuel / oil cooler _________
6.) _________________________________
F. Deoiler _________
7.) _________________________________
G. Oil tank _________
8.) _________________________________
H. Engine air / oil heat exchanger _________
9.) _________________________________
I. Lubrication & oil scavenge pump _________
10.) _________________________________
11.) _________________________________
4. The oil system is called a 'hot tank' system because
uncooled:
2. In the illustration on the following page, write the name A. Pressure oil is sent to the tank.
of each chip detector (ex: master chip detector) in the B. Scavenge oil is sent to the bearings.
space provided. C. Scavenge oil is sent to the oil tank.
D. Pressure oil is sent to the bearings.

623 JUNE 2010 12 - 56
MAGNETIC CHIP DETECTORS
623 JUNE 2010 12 - 57
OIL SYSTEM
REVIEW QUESTIONS
5. List 5 oil system indicating components. 7. The engine air/oil heat exchanger valve is spring-loaded:
A. ____________________________________ A. Open and Ps3 air pressure closed.
B. Closed and Ps3 air pressure opened.
B. ____________________________________
C. Open and Pf servo fuel pressure closed.
C. ____________________________________ D. Closed and Pf servo fuel pressure opened.
D. ____________________________________
E. ____________________________________ 8. When the oil filter becomes contaminated, which one of
the following occurs first?
A. The oil filter bypass valve opens.
6. Engine oil pressure “following" the thrust lever is:
B. The oil filter differential pressure switch closes.
A. An indication the fuel/oil cooler bypass valve has
C. The oil pressure trim metering plug opens to permit
opened.
more oil to bypass.
B. An indication the oil pressure relief valve has stuck
D. The oil pressure trim metering plug closes to permit
closed.
less oil to bypass.
C. Caused by operating the engine when the oil pump
driveshaft has sheared.
9. If the EEC lost control of the torque motor in the fuel/oil
D. A normal operating characteristic of the PW4000
cooler bypass valve:
engine.
A. Fuel would bypass the fuel/oil cooler core.
B. IDG oil would bypass the fuel/oil cooler core.
C. Engine oil would bypass the fuel/oil cooler core.
D. Engine oil would flow through the fuel/oil cooler
core.

623 JUNE 2010 12 - 58
OIL SYSTEM
REVIEW QUESTIONS
10. In the space provided, write the type of fault for each of
the following CLMs.
A. FOC BYP VLV (E1-5009EN)

________________________________________
B. FOC BYP VLV (E1-5009EN) / WRG:EEC TO POS

SIG
________________________________________
C. OIL PR XMTR (E1-4060KS) / WRG:EEC TO XMTR

SIG
________________________________________
D. OIL TEMP SNSR (E1-4042KS) / WRG:EEC J2 TO

SNSR SIG
________________________________________
E.. ENG AOHX VLV (E1-4073KS) / WRG:EEC J12 TO

POS SIG
________________________________________

623 JUNE 2010 12 - 59
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623 JUNE 2010 12 - 60

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SECTION 12

WHEN YOU COMPLETE THIS LESSON, YOU WILL BE ABLE TO:

1. LIST THE OIL SYSTEM COMPONENTS AND TRACE THE FLOWPATH.

2. SHOW THE LOCATIONS OF ALL THE CHIP DETECTORS.

3. LIST THE FIVE OIL SYSTEM INDICATING COMPONENTS.

Pratt & Whitney FOR TRAINING PURPOSES ONLY

Purpose: Description and Operation:

Pratt & Whitney FOR TRAINING PURPOSES ONLY

Description and Operation (cont):

Pratt & Whitney FOR TRAINING PURPOSES ONLY

Description and Operation (cont):

Pratt & Whitney FOR TRAINING PURPOSES ONLY

Description and Operation (cont):

Oil System Data:

MAINTENANCE TIP: P&W recommends an investigation

Pratt & Whitney FOR TRAINING PURPOSES ONLY

Engine Left Side - Components (FIN):

Pratt & Whitney FOR TRAINING PURPOSES ONLY

• The oil system has a number of components that are used

Engine Left Side - Indication Components (FIN):

• Oil pressure transmitter (4060KS)

Pratt & Whitney FOR TRAINING PURPOSES ONLY

ENGINE OIL TANK

Purpose: Description and Operation:

Pratt & Whitney FOR TRAINING PURPOSES ONLY

Description and Operation (cont):

Pratt & Whitney FOR TRAINING PURPOSES ONLY

LUBRICATION AND SCAVENGE OIL PUMP

Pratt & Whitney FOR TRAINING PURPOSES ONLY

MAIN OIL FILTER ELEMENT AND HOUSING

Pratt & Whitney FOR TRAINING PURPOSES ONLY

Pratt & Whitney FOR TRAINING PURPOSES ONLY

SERVO FUEL HEATER

Pratt & Whitney FOR TRAINING PURPOSES ONLY

ENGINE AIR/OIL HEAT EXCHANGER VALVE

Pratt & Whitney FOR TRAINING PURPOSES ONLY

ENGINE AIR / OIL HEAT EXCHANGER

Description and Operation:

• The engine air/oil heat exchanger, which receives

Pratt & Whitney FOR TRAINING PURPOSES ONLY

FUEL/OIL COOLER BYPASS VALVE

Pratt & Whitney FOR TRAINING PURPOSES ONLY

FUEL / OIL COOLER

supply fuel to both oil cores in the fuel/oil cooler.

Pratt & Whitney FOR TRAINING PURPOSES ONLY

FUEL/OIL COOLER OUTLET MANIFOLD

Description and Operation:

Pratt & Whitney FOR TRAINING PURPOSES ONLY

LAST CHANCE OIL STRAINERS

Purpose: Description and Operation:

Pratt & Whitney FOR TRAINING PURPOSES ONLY

MAGNETIC CHIP DETECTORS

Purpose: Description and Operation:

Pratt & Whitney FOR TRAINING PURPOSES ONLY

Pratt & Whitney FOR TRAINING PURPOSES ONLY

NO. 3 BEARING COMPARTMENT BREATHER

• The No. 3 bearing compartment breather restrictor valve is

Pratt & Whitney FOR TRAINING PURPOSES ONLY

Pratt & Whitney FOR TRAINING PURPOSES ONLY