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.
** 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.
Oil Tank2. Description
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 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 has provisions for both gravity and pressure filling.
It allows suction of the oil from its bottom section, 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 has provisions for both gravity and pressure filling.
It allows suction of the oil from its bottom section, 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) Lower part of the oil tank housing
The housing front wall has a recessed area provided with 2 nipples ; one serving as an overfill port and the other for pressure 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 overfill port and the other for pressure 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
(1) 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.
(2) An oil supply pump draws oil from the bottom of the tank to supply engine parts with lubricating oil.
(3) 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 or de-aerator.
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.
(5) The oil gravity filling system includes a filler cap.
Externally, it has an oil scupper and a drain tube to drain oil spills during gravity filling or servicing of the tank.
Externally, it has an oil scupper and a drain tube to drain oil spills during gravity filling or servicing of the tank.
D. Oil Tank Characteristics
| ------------------------------------------------------------------------------- |
| ! ! US QUARTS ! LITERS ! |
| !-----------------------------------!-----------------------------------------! |
| ! Oil reserve for safe operation in ! 2.5 ! 2.35 ! |
| ! engine attitudes defined in ! ! ! |
| ! diagram A (see NOTE) ! ! ! |
| !-----------------------------------!-----------------------------------------! |
| ! Max. gulping effects ! 8 ! 7.56 ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Min. usable oil volume ! 10.7 ! 10.1 ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Min. of the max oil total capacity! 21.2 ! 20.1 ! |
| !-----------------------------------!--------------------!--------------------! |
| ! Total tank volume ! 24.7 ! 23.4 ! |
| ------------------------------------------------------------------------------- |
NOTE: Including indicating accuracy plus or minus 0.16 USgal (0.61 l).
E. 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 2.67 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. Operation
A. Oil Tank Pressurization and Venting
The tank is vented to the forward engine sump through the TGB and the radial drive shaft housing. The forward engine sump is vented overboard through the forward air/oil separator (de-aerator) and the engine center vent tube (CVT).
In normal engine operation, the tank is pressurized at the same pressure level as the one in the forward engine bearing sump (pressure balancing). This pressure level can reach approximately 0.8 bar (11.60 psi) above the ambient 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.
When the engine is running, the quantity of oil in the tank always decreases due to the gulping effect.
In the absence of any engine attitude effects, the maximum oil gulping from the tank is 2 USgal (7.57 l).
The tank is vented to the forward engine sump through the TGB and the radial drive shaft housing. The forward engine sump is vented overboard through the forward air/oil separator (de-aerator) and the engine center vent tube (CVT).
In normal engine operation, the tank is pressurized at the same pressure level as the one in the forward engine bearing sump (pressure balancing). This pressure level can reach approximately 0.8 bar (11.60 psi) above the ambient 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.
When the engine is running, the quantity of oil in the tank always decreases due to the gulping effect.
In the absence of any engine attitude effects, the maximum oil gulping from the tank is 2 USgal (7.57 l).
B. Oil Quantity Indication
There are two possible indications:
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 (installed on the oil tank) which sends an electrical signal of the oil quantity to the ECAM system via the EIU. The indicating range is up to 5.50 USgal (20.81 l).