DOC AIRBUS | AMM A320FOIL TANK - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
The oil tank stores the oil used to lubricate and cool the rotating components of the engine. It is installed on the left side of the fan case at the 8 o'clock position, and above the main oil/fuel heat exchanger. The tank is treated externally with a flame-resistant coating to meet fireproof requirements (resistance during 15 minutes at 2000 deg.F (1093 deg.C)).
The oil tank stores the oil used to lubricate and cool the rotating components of the engine. It is installed on the left side of the fan case at the 8 o'clock position, and above the main oil/fuel heat exhanger.
** ON A/C NOT FOR ALL The oil tank stores the oil used to lubricate and cool the rotating components of the engine. It is installed on the left side of the fan case at the 8 o'clock position, and above the main oil/fuel heat exchanger. The tank is treated externally with a flame-resistant coating to meet fireproof requirements (resistance during 15 minutes at 2000 deg.F (1093 deg.C)).
The oil tank stores the oil used to lubricate and cool the rotating components of the engine. It is installed on the left side of the fan case at the 8 o'clock position, and above the main oil/fuel heat exhanger.
2. Description
The oil tank consists of an envelope and a cover. It is attached to the fan frame at 3 points.
The oil tank is covered with a paint. It is made with cast housing in one part (head and separator are built-in). It is attached to the fan frame at 3 points.
The oil tank consists of an envelope and a cover. It is attached to the fan frame at 3 points.
The oil tank is covered with a paint. It is made with cast housing in one part (head and separator are built-in). It is attached to the fan frame at 3 points.
A. Oil Tank Functions
The engine oil tank can be replenished by gravity and pressure filling.
PRE SB CFM56-5 79-0010
A magnetic chip collector and drain plug is provided at the bottom of the tank.
POST SB CFM56-5 79-0010
A drain plug is provided at the bottom of the tank.
END OF SB CFM56-5 79-0010
It allows drainage of oil from the lube tank, while the engine is at any attitude within 30 degrees of the horizontal in either pitch or roll.
The oil tank has a sight gage.
The engine oil tank can be replenished by gravity and pressure filling.
It allows drainage of oil from the lube tank, while the engine is at any attitude within 30 degrees of the horizontal in either pitch or roll.
The tank is equipped with an oil level sight gage and with a continuous (indication) oil quantity transmitter.
A drain plug is provided at the bottom of the tank for oil drainage purposes.
The engine oil tank can be replenished by gravity and pressure filling.
PRE SB CFM56-5 79-0010
A magnetic chip collector and drain plug is provided at the bottom of the tank.
POST SB CFM56-5 79-0010
A drain plug is provided at the bottom of the tank.
END OF SB CFM56-5 79-0010
It allows drainage of oil from the lube tank, while the engine is at any attitude within 30 degrees of the horizontal in either pitch or roll.
The oil tank has a sight gage.
The engine oil tank can be replenished by gravity and pressure filling.
It allows drainage of oil from the lube tank, while the engine is at any attitude within 30 degrees of the horizontal in either pitch or roll.
The tank is equipped with an oil level sight gage and with a continuous (indication) oil quantity transmitter.
A drain plug is provided at the bottom of the tank for oil drainage purposes.
B. Oil Tank
(1) Oil tank envelope.
The envelope determines the tank capacity. It is a fabricated light alloy weldment. Five inner bulkheads between the tank walls reduce oil sloshing and strengthen the tank. The envelope front wall has a boss provided with 2 nipples; one serving as an overflow port and the other for remote filling.
The bottom has a boss with a plug for drainage. The right tank wall has one gravity filler cap with dipstick. The upper tank section is provided with a cover.
The envelope determines the tank capacity. It is a fabricated light alloy weldment. Five inner bulkheads between the tank walls reduce oil sloshing and strengthen the tank. The envelope front wall has a boss provided with 2 nipples; one serving as an overflow port and the other for remote filling.
The bottom has a boss with a plug for drainage. The right tank wall has one gravity filler cap with dipstick. The upper tank section is provided with a cover.
(2) Lower part of the oil tank housing.
The housing front wall has a recessed area provided with 2 nipples ; one serving as an overflow port and the other for remote filling port.
The housing bottom has a boss containing, internally, a screen just upstream of the oil out port and, externally, an other boss to mount the oil tank drain plug. The right-hand tank wall has a filler cap for the manual filling of tank by gravity.
The housing front wall has a recessed area provided with 2 nipples ; one serving as an overflow port and the other for remote filling port.
The housing bottom has a boss containing, internally, a screen just upstream of the oil out port and, externally, an other boss to mount the oil tank drain plug. The right-hand tank wall has a filler cap for the manual filling of tank by gravity.
C. Oil Tank Cover
The cover is a light-alloy casting sealed with a gasket.
It consists of the following major functional items: one oil-in port, one vent port, one oil level transmitter port, one air pressure switch nipple and one pressure nipple.
The cover is a light-alloy casting sealed with a gasket.
It consists of the following major functional items: one oil-in port, one vent port, one oil level transmitter port, one air pressure switch nipple and one pressure nipple.
(1) An oil supply pump draws oil from the bottom of the tank to supply engine parts with lubricating oil.
(2) The oil-in tube port discharges tangentially into a cavity connected with the tank vent and directing the air/oil mixture to a static air/oil separator.
The static air/oil separator extracts the air from the scavenged oil and vents the air in the tank to the forward oil sump via the Transfer Gearbox (TGB). It has a tube extending through the tank cover to the tank bottom. The lower part of the tube is provided with a deflector to prevent disturbances near the suction port. The upper part has a swirler to accelerate the oil to provide for air/oil separation. The tube length prevents the pressure-equalizing conduit from being flushed during negative-g flight. A nipple on top of the oil scavenge cavity allows for installation of a line connection with the TGB.
The static air/oil separator extracts the air from the scavenged oil and vents the air in the tank to the forward oil sump via the Transfer Gearbox (TGB). It has a tube extending through the tank cover to the tank bottom. The lower part of the tube is provided with a deflector to prevent disturbances near the suction port. The upper part has a swirler to accelerate the oil to provide for air/oil separation. The tube length prevents the pressure-equalizing conduit from being flushed during negative-g flight. A nipple on top of the oil scavenge cavity allows for installation of a line connection with the TGB.
(3) The oil quantity transmitter is described in 79-31-00.
(4) The gravity filling system includes a filler cap.
Externally, it has an oil scupper to drain oil spills during filling.
Externally, it has an oil scupper to drain oil spills during filling.
D. Upper Part of the Oil Tank Housing
The upper housing has the following major functional items : one oil-in port, one vent port, one oil quantity transmitter port, one air differential pressure switch nipple and one pressure tap nipple.
The upper housing has the following major functional items : one oil-in port, one vent port, one oil quantity transmitter port, one air differential pressure switch nipple and one pressure tap nipple.
(1) An oil supply pump draws oil from the bottom of the tank to supply engine parts with lubricating oil.
(2) The oil-in tube port discharges tangentially into a cavity connected with the tank vent and directing the air/oil mixture to a static air/oil separator.
The static air/oil separator extracts the air from the scavenged oil and vents the air in the tank to the forward oil sump via the TGB. It has a tube extending through the upper housing to the bottom. The lower part of the tube is provided with a deflector to prevent disturbances near the suction port. The upper part has a swirler to accelerate the oil to provide for air/oil separation. The tube length prevents the pressure-equalizing conduit from being flushed during negative-g flight. A nipple on top of the oil scavenge cavity allows for installation of a line connection with the TGB.
The static air/oil separator extracts the air from the scavenged oil and vents the air in the tank to the forward oil sump via the TGB. It has a tube extending through the upper housing to the bottom. The lower part of the tube is provided with a deflector to prevent disturbances near the suction port. The upper part has a swirler to accelerate the oil to provide for air/oil separation. The tube length prevents the pressure-equalizing conduit from being flushed during negative-g flight. A nipple on top of the oil scavenge cavity allows for installation of a line connection with the TGB.
(4) The oil gravity filling system includes a filler cap.
Externally, it has an oil scupper to drain oil spills during gravity filling.
Externally, it has an oil scupper to drain oil spills during gravity filling.
E. Oil Tank Characteristics
| ------------------------------------------------------------------------------- |
| ! ! US QUARTS ! LITERS ! |
| !-----------------------------------!-----------------------------------------! |
| ! Max. unusable oil whatever ! 0.53 ! 0.5 ! |
| ! attitudes (see figure). See NOTE ! ! ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Max. gulping effects ! 10.19 ! 9.64 ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Min. usable oil volume ! 10 ! 9.46 ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Min. of the max. oil total ! 20.71 ! 19.6 ! |
| ! capacity ! ! ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Total tank volume ! 24.52 ! 23.2 ! |
| ------------------------------------------------------------------------------- |
NOTE: Including indicating accuracy plus or minus 0.16 gallons (0.65 quart).
| ------------------------------------------------------------------------------- |
| ! ! US QUARTS ! LITERS ! |
| !-----------------------------------!-----------------------------------------! |
| ! Max. unusable oil whatever ! 2.5 ! 2.35 ! |
| ! attitudes (see figure). See NOTE ! ! ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Max. gulping effects ! 8 ! 7.56 ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Min. usable oil volume ! 10.7 ! 10.1 ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Min. of the max. oil total ! 21.2 ! 20.1 ! |
| ! capacity ! ! ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Total tank volume ! 24.8 ! 23.4 ! |
| ------------------------------------------------------------------------------- |
NOTE: Including indicating accuracy plus or minus 0.16 gallons (0.65 quart).
F. Oil Consumption
NOTE: The two values of engine autonomy, expressed in hours below, are calculated on the basis of the minimum usable oil volume of 2.50 USgal (9,46 l) (Ref. paragraph Oil Tank Characteristics).
NOTE: The two values of engine autonomy, expressed in hours below, are calculated on the basis of the minimum usable oil volume of 2.67 USgal (10,1 l) (Ref. paragraph Oil Tank Characteristics)
(1) Normal oil consumption rate
During a normal engine operation, the normal oil consumption rate is not expected to exceed 0.15 USgal.h (0,57 l.h) (approximately 0.60 quart.hr) (see note). This provides a minimum engine autonomy of almost 17 hours.
During a normal engine operation, the normal oil consumption rate is not expected to exceed 0.15 USgal.h (0,57 l.h) (approximately 0.60 quart.hr) (see note). This provides a minimum engine autonomy of almost 17 hours.
NOTE: The necessary process of troubleshooting at higher than normal consumption rate starts as soon as the oil consumption rate exceeds 0.22 USgal.h (0,83 l.h) (approximately 0.9 quarts.hr). From this time on, the oil consumption must be closely monitored until corrective actions have returned it to normal, or at least, have stabilized it under this value.
(2) Maximum oil consumption rate
The maximum oil consumption rate during engine operation is limited to 0.40 USgal.h (1,51 l.h) (approximately 1.60 quarts.hr) (see note): This provides a minimum engine autonomy of 6 hours.
The maximum oil consumption rate during engine operation is limited to 0.40 USgal.h (1,51 l.h) (approximately 1.60 quarts.hr) (see note): This provides a minimum engine autonomy of 6 hours.
NOTE: Troubleshooting must be performed as soon as the oil consumption rate overshoots this limit.
NOTE: If the result of the troubleshooting is not conclusive and no action can be taken to reduce the oil consumption rate, the engine is to be replaced.
(3) Normal oil consumption rate
During a normal engine operation, the normal oil consumption rate is not expected to exceed 0.15 USgal.h (0.57 l.h) (approximately 0.60 quart.hr) (see note). This provides a minimum engine autonomy of almost 17 hours.
During a normal engine operation, the normal oil consumption rate is not expected to exceed 0.15 USgal.h (0.57 l.h) (approximately 0.60 quart.hr) (see note). This provides a minimum engine autonomy of almost 17 hours.
NOTE: The necessary process of troubleshooting at higher than normal consumption rate starts as soon as the oil consumption rate exceeds 0.22 USgal.h (0.83 l.h) (approximately 0.9 quarts.hr). From this time on, the oil consumption must be closely monitored until corrective actions have returned it to normal, or at least, have stabilized it under this value.
(4) Maximum oil consumption rate
The maximum oil consumption rate during engine operation is limited to 0.40 USgal.h (1.51 l.h) (approximately 1.60 quarts.hr) (see note): This provides a minimum engine autonomy of 6 hours.
The maximum oil consumption rate during engine operation is limited to 0.40 USgal.h (1.51 l.h) (approximately 1.60 quarts.hr) (see note): This provides a minimum engine autonomy of 6 hours.
NOTE: Troubleshooting must be performed as soon as the oil consumption rate overshoots this limit.
NOTE: If the result of the troubleshooting is not conclusive and no action can be taken to reduce the oil consumption rate, the engine is to be replaced.
3. Operation
A. Oil Tank Pressurization and Venting
In normal operation, the tank is pressurized by the air included in the scavenge oil. The pressurizing air in the tank is up to 0.8 bar above the external pressure.
During engine shutdown, the pressurizing air is vented overboard, thus enabling the oil level to be checked after a minimum of five minutes after engine shutdown by opening the gravity filler cap or by looking at the cockpit indication.
(The tank is vented to the forward sump through the transfer gearbox and radial drive shaft housing. Thus, oil tank pressure is adequate to provide pressurization of the supply pump inlet).
The lube pump supply port is located in the tank lower section which is always filled up under normal flight conditions.
When engine N2 RPM increases from idle to take-off, the quantity of oil in the tank may decrease to between 6 Quarts (5.7 liters) and 10.19 Quarts (9.64 liters) due to gulping effect.
Oil Tank Schematic and Engine Flight Attitude Limits ** ON A/C NOT FOR ALL
Oil Tank Schematic and Engine Flight Attitude Limits ** ON A/C NOT FOR ALL
In normal operation, the tank is pressurized by the air included in the scavenge oil. The pressurizing air in the tank is up to 0.8 bar above the external pressure.
During engine shutdown, the pressurizing air is vented overboard, thus enabling the oil level to be checked after a minimum of five minutes after engine shutdown by opening the gravity filler cap or by looking at the cockpit indication.
(The tank is vented to the forward sump through the transfer gearbox and radial drive shaft housing. Thus, oil tank pressure is adequate to provide pressurization of the supply pump inlet).
The lube pump supply port is located in the tank lower section which is always filled up under normal flight conditions.
When engine N2 RPM increases from idle to take-off, the quantity of oil in the tank may decrease to between 6 Quarts (5.7 liters) and 10.19 Quarts (9.64 liters) due to gulping effect.
Oil Tank Schematic and Engine Flight Attitude Limits ** ON A/C NOT FOR ALL Oil Tank Schematic and Engine Flight Attitude Limits ** ON A/C NOT FOR ALL B. Oil Quantity Indication
There are two possible indications:
One visual indication, given by the oil level sight gage on the tank.
One remote indication, given by the oil quantity transmitter which sends an electrical signal of the oil quantity to the ECAM system. The indicating range is up to 5.50 USgal (22 US quarts) (20,81 l).
There are two possible indications:
One visual indication, given by the oil level sight gage on the tank.
One remote indication, given by the oil quantity transmitter which sends an electrical signal of the oil quantity to the ECAM system. The indicating range is up to 5.50 USgal (22 US quarts) (20,81 l).