CHAPTER 5

JET AIRCRAFT ENGINE LUBRICATION SYSTEMS

The increased complexity of aircraft engines has added to the requirements for proper lubrication. Jet
engines require lubrication to prevent friction from reducing the engines’ efficiency. Oil is the lifeblood
of the aircraft engine. If the oil supply to the bearings stops, the lubricating films break down and
cause scoring, seizing, and burning between moving parts. Fortunately, the engine oil pump and oil
system are dependable. Like the heart and circulatory system of the human body, they quietly
perform their function so well we forget their importance.

LEARNING OBJECTIVES
When you have completed this chapter, you will be able to do the following:
1. Discuss aircraft engine lubricants.
2. Describe the functions of jet engine oils.
3. Identify the two main types of lubrication systems.
4. Describe the engine oil system.
5. Discuss engine lubrication system maintenance procedures.
6. Explain the goals and requirements of the Joint Oil Analysis Program (JOAP).

LUBRICANTS
The primary purpose of any lubricant is to reduce friction caused by metal-to-metal contact.
Lubricating oils provide a film that permits surfaces to glide over one another with less friction.
Therefore, lubrication is essential to prevent wear in mechanical devices where surfaces rub together.
The Navy uses many types of lubricants. The selection of the proper lubricant depends on the design
of the equipment and the operating conditions. Maintenance instruction manuals (MIMs) or
maintenance requirements cards (MRCs) list the type of lubricant required for specific aircraft
maintenance tasks. With an understanding of the different types of lubricants, their characteristics,
and purposes, you will know why we must use the proper lubricant. Using the wrong type of lubricant,
mixing different types, or lubricating improperly can cause extra maintenance man-hours, part
failures, and accidents.

NOTE
You should consult the applicable technical instructions for
the grade number or Military Specifications (MILSPEC) of
oil recommended for use in an engine. Reciprocating
engines use, MIL-PRF-2105-E, W-120, or E-120 oil, which
is not compatible with the turbojet engine.

Types of Lubricants
Lubricants are classified according to their source—animal, vegetable, petroleum, mineral, or
synthetic. Animal oils are not suitable lubricants for internal-combustion engines. They form fatty
acids, which cause corrosion when exposed to high temperatures. Vegetable oils have good
lubricating qualities, but break down (they change in chemical structure) after long periods of
operation in internal-combustion engines. Mineral-base lubricants are usually divided into three
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groups—solids, semisolids, and liquids. Petroleum-based oils (for example, MIL-PRF-6081 grade)
were used in early jet engines. This oil was distributed in two grades—1010 for normal use and 1005
for extremely low temperatures. A MIL-PRF 6081 grade 1010 is still used as preservation oil in fuel
systems.
The types of lubricants used in the engines of today are different from the lubricants used years ago.
As the power output of jet engines increased, aircraft were able to fly higher. The operation of jet
engines at these higher, colder altitudes and higher engine temperatures created greater demands on
lubricating oils. This, in turn, required the development of synthetic lubricants that could withstand
these higher bearing temperatures.
MIL-PRF-7808 was the first synthetic oil developed to meet these demands. Today, most jet engines
use synthetic-based oil, MIL-PRF-23699. These two oils are completely compatible and may be
mixed when necessary. However, certain 23699 characteristics are downgraded in proportion to the
quantity of 7808 oil, if mixed. Synthetic oils are based on acids and other chemicals; therefore, they
are not compatible with the mineral- or petroleum-based oils.

NOTE
You are probably more familiar with the Society of
Automotive Engineers (SAE) numbers for grading viscosity.
If you want a comparison between the two systems, take
the last 3 numbers for the Saybolt system, divide by 2, and
round to the nearest multiple of 10. For example, 1065 has
an SAE rating of 30.

FUNCTIONS OF JET ENGINE OILS

Lubricating oils must perform three basic functions in a jet engine: (1) lubrication, (2) cooling, and (3)
cleaning.
1. Lubrication. Oils should have the following characteristics to lubricate properly:
 It must be of low enough viscosity to flow readily between closely fitted, rapidly moving
parts. It must also have a high enough viscosity to prevent metal-to-metal wear.
 It must not break down under high temperatures and pressures.
 It must have a low enough pour point to flow readily when starting under extremely low
temperatures.
 It must have a high enough flash and fire point so it does not burn or vaporize under
high heat.
 It should not form and deposit excessive amounts of carbon, varnish, or gum deposits.
2. Cooling. Lubricating oil must cool moving parts by carrying heat away from gears and
bearings. This is an important function considering the many parts located next to burners or
turbine wheels, where temperatures are over 1700 degrees Fahrenheit (F). Liquid lubricants
cool by pumping or spraying oil on or around bearings or gears. The oil absorbs the heat and
later dissipates it through oil coolers.
3. Cleaning. Another major function of lubricating oil is cleaning. Oil carries dirt, small carbon and
metal particles, and gum and varnish to filters. This has become increasingly important with
the higher compression ratios, engine speeds, operating temperatures, and closer tolerances
between parts in newer engines.

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Designations of Lubricating Oils
Lubricating oils used by the Navy have a classification number, which shows the grade and intended
use of the oil. Aircraft engine lubricating oils are given a four-digit grade number, such as 1065. The
Navy and the Air Force use the Saybolt scale for designating the viscosity of oil. The designation
consists of four digits. The first digit designates the use of the oil; the 1 indicates aviation engine
lubrication. The last three digits give the viscosity using the Saybolt scale. Synthetic oils use military
specification numbers for references as shown in Table 5-1.
Table 5-1 — Classification of Lubricating Oils
NATO Number MILSPEC & Grade Use
O-133 MIL-O-6081 Early turbine engine lube oil. (Fuel system preservative and
Gr. 1010 oil).
O-148 MIL-PRF-7808 Three centistoke turbine engine synthetic lubricating oil.
O-156 MIL-PRF-23699 Five centistoke turbine engine and gearbox oil.

Contamination of Lubricating Oils

Contaminated oil in the lubricating system of an engine can be disastrous to engine operation.
Lubricating oils can be contaminated through operational conditions (dusty or sandy places, or high
operating temperatures), faulty maintenance practices, and part failures.
An example of harsh operational contamination is carbon. Carbon forms when oil evaporates,
especially where heat is concentrated; for example, in the bearing compartments near hot turbine
sections. This carbon eventually breaks off and circulates through the engine lubricating system. The
pieces of carbon are usually not hard enough or large enough to cause failure of the pumps.
However, they may be large enough to clog small filters or nozzles. The presence of sand, dirt, and
metallic particles in the lube system is another source of operational contamination.
Faulty maintenance practices that contaminate lubricating systems include using the wrong type of or
mixing oils, and improper servicing. The lube system parts of an engine are made of materials
selected based upon the type of oil to be used. Synthetic oils attack the common rubber materials
used in the O-rings, seals, and gaskets of lubrication systems that are supposed to use mineral-
based oil. This attack causes the material to soften, swell, and lose its ability to seal properly. This
condition allows the oil to leak from the system.
The contamination of oil by rust is likely caused by water in the oil system. There is also
contamination from storage containers or servicing equipment. Over time, rust in the lube system will
eventually discolor the bearings. Ordinary rust will leave a red discoloration on the bearing elements,
and black iron oxides will leave a black indication. These rust particles are not large enough to cause
pump failure.
The contamination of oil by engine fuel can result from a ruptured fuel-oil cooler. Because the fuel
system operates at a higher pressure than the lube system, the flow will be into the oil supply. The
presence of fuel in the oil will cause oil dilution. It also changes the oil properties so the oil cannot
cool and lubricate the bearings properly.
Another serious type of contamination is the oil itself. Synthetic oil will cloud or form other
contaminants if stored too long. This is why there is a shelf life for all synthetic oils. Never use over-
aged oil. Follow the applicable instruction for shelf life of synthetic oil (it is usually 6 months) to
prevent problems.

5-3
Lubricating Greases and Their Properties
Another type of lubricant Aviation Machinist’s Mate (AD) should be familiar with is grease. Grease is
used on bearings, outside the engine lubricating system, on control arms and linkages, and on
actuators. The most important requirements of greases are as follows:
 Stability. It must be free from bleeding (separation of oils), oxidation, and changes in
consistency during periods of storage and use.
 Non-corrosiveness. The lubricant must not chemically attack the various metals and other
material it comes in contact with.
 Water resistance. In some cases, grease that is insoluble in water is required. In other cases,
the grease must be resistant only to weathering or washing.
 Satisfactory performance in use. The grease must perform satisfactorily in the equipment and
under the conditions it was intended.
Properties of greases vary with the type of soap used in manufacturing. Military specifications specify
the operating conditions or applications. Table 5-2 contains information on some of the most
frequently used greases.

LUBRICATION SYSTEMS
Oil systems used in jet engines are relatively simple in design and operation, but their function is
important. The principal purposes of the oil system are the same as those covered under lubricating
oils—to provide an adequate supply of clean oil to bearings and gears at the right pressure and
temperature, to remove heat from the engine, and to remove contaminants from the system and
deposit them in the filters.
The ability of the oil to lubricate correctly depends upon its temperature and pressure. If the oil is too
hot, it will not have enough viscosity. If it is too cold, the oil will resist movement between the parts
and flow too slowly for proper lubrication. If the oil pressure is too low, not enough oil will be supplied
to the bearing for proper cooling. If the pressure is too high, it may cause high-speed antifriction
bearings to skid and not roll properly.
It would be impossible to cover all the different parts of every type of engine oil system in use today.
Therefore, this text presents a representative sample of various parts common to different types of oil
systems.

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 Table 5-2 — Common Military Lubricants and Their Uses
RECOMMENDED
TITLE AND GENERAL
TEMPERATURE INTENDED USE
SPECIFICATION COMPOSITION
RANGE

MIL-G-23827 [Grease, -100 to 250 °F Thickening agent, low Actuator screws, gears, controls,
Aircraft, Synthetic, temperature synthetic rolling-element bearings, general
Extreme Pressure] (-73 to 121 °C) oils, or mixture EP instrument use
additive

MIL-G-21164 [Grease, -100 to 250 °F Similar to MIL-G-23827 Sliding steel-on-steel heavily

Aircraft, Synthetic, plus molybdenum loaded hinges, rolling element
Molybdenum Disulfide] (-73 to 121 °C) disulfide bearing where specified

MIL-G-81322 [Grease, -65 to 350 °F Thickening agent and O-rings, certain splines, ball and
Aircraft, General synthetic hydrocarbon; roller bearing assemblies,
Purpose, Wide (-54 to 177 °C) has cleanliness primarily wheel bearings in
Temperature Range] requirements internal brake assemblies, and
where compatibility with rubber
is required

MIL-G-4343 [Grease, -65 to 200 °F Thickening agent and Rubber-to-metal lubrication:

Pneumatic System] blend of silicone and pneumatic and oxygen systems
(-54 to 93 °C) diester

MIL-G-25537 [Grease, -65 to 160 °F Thickening agent and Lubrication of bearings having
Helicopter Oscillating mineral oil oscillating motion of small
Bearing] (-54 to 71 °C) amplitude

MIL-G-6032 [Grease, 32 to 200 °F Thickening agent, Pump bearings, valves, and

Plug Valve, Gasoline and vegetable oils, fittings where specified for fuel
Oil Resistant] (0 to 93 °C) glycerols, and/or resistance
polyesters

MIL-G-27617 [Grease, -30 to 400 °F Thickening agent and Tapered plug and oxygen
Aircraft Fuel and Oil fluorocarbon or system valves; certain fuel
Resistant] (-34 to 204 °C) fluorosilicone system components; anti-seize

MIL-G-25013 [Grease, -100 to 450 °F Thickening agent and Ball and roller bearing lubrication
Ball and Roller Bearing, silicone fluid
Extreme High Temp] (-73 to 232 °C)

5-5
Types of Lubrication Systems
Engines use
a wet-sump,
dry-sump, or
a
combination
of both as
lubricating
systems.
Wet-sump
engines
store the
lubricating oil
in the engine
or gearbox.
Dry-sump
engines use
an external
Figure 5-1 — Wet-sump lubrication system.
tank
mounted on the engine or somewhere in the
aircraft structure near the engine. You
should know the similarity and operation of
these systems (Figures 5-1 and 5-2).
Wet-Sump System
Engines needing a limited supply of oil and
cooling can use a wet-sump type (Figure 5-
1). The reservoir for the wet-sump system is
either the accessory gear case or a sump
mounted to the bottom of the accessory
gear case. This system is similar to your
car’s engine. In the wet-sump oil system,
the gearbox provides space for foaming and
heat expansion because the oil level only
partly fills the casing. Deaerators, in the
gearbox, remove oil from the air and vent
the air outside.
The main disadvantages of a wet-sump
system are as follows:
 The oil supply is limited by the sump
capacity.
 It is hard to cool the oil. Oil
temperatures are higher because the
oil is continuously subjected to the
engine temperature.
 The system is not adaptable to Figure 5-2 — Dry/wet-sump oil system.
unusual flight altitudes, since the oil
supply would flood the engine.

5-6
Dry-Sump System
The dry-sump system shown in Figure 5-2 is the most common. In the dry-sump lubrication system, a
tank located in the airframe or mounted on the engine holds the oil supply. This type of system carries
a larger oil capacity, and an oil cooler is usually included to control temperature. The lubrication
design of the engine may use either an air-oil or a fuel-oil cooler. The axial-flow engines keep their
comparatively small diameter through a streamlined design of the oil tank and oil cooler.

Oil System Components

As we just discussed, there are two primary types of oil systems. Some of these parts are unique to
one type of system, while other parts are used in both systems. The following paragraphs cover oil
system parts regardless of type unless otherwise noted. The main parts of a typical oil system include
an oil tank, oil pumps, valves, filters, and chip detectors. Other parts are oil coolers, oil jets, gauge
connectors, vents, and oil system seals.
Oil Tanks
The oil tank stores the system oil supply. An
oil tank may be a simple sealed container
(similar to a car’s fuel tank) where oil is
gravity-fed to the engine. Older low-
performance aircraft engines could use this
simple tank design. Today’s high performance
aircraft require a more complicated
pressurized type of oil tank; this assures
positive lubrication during all flight conditions.
The dry-sump oil system uses an oil tank
located either in the airframe or mounted on
the engine (Figure 5-3). Oil tanks mounted on
the airframe are normally located within or
near the engine compartment. Additionally,
designers place it high to gain as much
advantage as possible from gravity flow to the
oil pump inlet.
A view of a representative oil tank is shown in Figure 5-3 — Dry-sump oil tank, engine mounted.
Figure 5-4. It shows a welded aluminum tank

Figure 5-4 — Representative oil tank.

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with an oil capacity of 3.25 gallons and a 0.50-gallon foaming space. The tank is designed to furnish a
constant supply of oil to the engine in any attitude, and during negative g loading or forces. This is
done by a swivel outlet assembly mounted inside the tank, a horizontal baffle mounted in the center
of the tank, two flapper check valves mounted on the baffle, and a positive vent system.
The swivel outlet fitting is controlled by a weighted end, which is free to swing below the baffle. The
flapper valves in the baffle are normally open. They close only when the oil in the bottom of the tank
rushes to the top of the tank. This happens during decelerations and inverted flight. Oil trapped in the
bottom of the tank is picked up by the swivel fitting without any interruption in the flow of oil.
All oil tanks provide an expansion space. This allows for oil expansion from heat and oil foaming.
Some tanks also have a deaerator tray for separating air from the oil. Usually these deaerators are of
the can type, with oil entering at a tangent. The air released is carried out through the vent system in
the top of the tank. The vent system inside the tank is so arranged that the airspace is always vented,
even when the aircraft is decelerating and oil is forced to the top of the tank. However, most oil tanks
have a pressurized oil tank to assure a positive flow of oil to the oil pump inlet. The tank is
pressurized by running the vent line through an adjustable check relief valve.
Another feature common in oil tanks is a sump with drain and shutoff valves in the bottom of the tank.
The drain valve permits oil to be drained for oil changes. An oil shutoff valve is a motor operated,
gate-type valve attached to the oil sump. This valve can be operated electrically or manually to shut
off the oil supply to the engine in emergency conditions.
Some oil tanks include an oil temperature bulb in the outlet line. These bulbs send the temperature of
the oil to indicators in the instrument panel. Oil quantity units or sight gauges are also located on the
oil tank. A sight gauge gives a visual indication of oil level. A quantity indicator connects electrically to
a gauge in the instrument panel. A quantity indicator uses a float-type unit located in the tank and an
electrical transmitter on the outside of the tank.
Oil Pumps
The oil pump supplies oil under pressure to engine points that require lubrication. Most lubrication
pumps have both a pressure supply element and a scavenge element. However, some oil pumps
serve a single function; they either supply or scavenge the oil. The number of pumping elements,
both pressure and scavenge, depends largely on the type and model of the engine. For instance, the
axial-flow engines have a long rotor shaft and use more bearings than a centrifugal-flow engine.
Therefore, there must be more oil pump elements for both supply and scavenging, or they must be of
larger capacity.
It is common to use small individual scavenge pumps in the remote sections of an engine. This
assures proper scavenging of the lubricating oil. In all types of pumps, the scavenge elements have a
greater pumping capacity than the pressure element. This is to prevent oil from collecting in the
bearing sumps.
The pumps may be one of several types, each type having certain advantages and limitations. The
three most common oil pumps are gear, gerotor, and piston types, the first being the most used and
the last the least used. Each of these pump types have several different designs. This makes it
impractical to try to completely cover each type. However, a pump representative of each of the three
types is discussed.
Gear-Type Oil Pump
The gear-type oil pump has only two elements (one for pressure oil and one for scavenge). However,
this type of pump could have several elements.

5-8
Notice in Figure 5-5 a relief valve in
the discharge side of the pump. This
valve limits the output pressure of the
pump by bypassing oil back to the
pump inlet. Also notice the location of
the shaft shear section, which will
allow the shaft to shear if the gears
should seize.
Gerotor Oil Pump
The gerotor pump usually has a single
element for oil feed and several
elements for scavenging oil. Each of
the elements, pressure and scavenge,
are almost identical in shape.
However, the capacity of the elements
is controlled by varying the size of the
gerotor elements. The pressure
element has a pumping capacity of
3.1 gallons per minute (gpm),
compared to a 4.25-gpm capacity for
the scavenge elements. So the
pressure element must be smaller Figure 5-5 — Cutaway view of gear-type oil pump.
since the elements are all driven by a
common shaft. Engine revolutions per minute (rpm) determine oil pressure, with a minimum pressure
at idling speed and maximum pressure at maximum engine speed. A set of gerotor pumping
elements is shown in Figure 5-6. Each set of gerotors is separated by a steel plate, making each set
an individual pumping unit. Each set consists of an inner element and an outer element. The small
star-shaped inner element has external lobes fitting within and matching with the outer element,
which has internal lobes. The small element pinned to the pump shaft acts as a drive for the outer
free-turning element. In some engine models, the oil pump has four elements, one for oil feed and
three for scavenging. Other models have six elements, one for feed and five for scavenge. In each
case, the oil flows as long as the engine shaft is turning.

Figure 5-6 — Gerotor pumping element.

5-9
Piston Oil Pump
The piston lubrication pump is always
a multi-plunger type. Output of each
piston supplies a separate jet. Oil
drained from the points of lubrication
is scavenged by a separate pump
element. The piston-type pump
shown in Figure 5-7 is used less than
either of the other types.
Valves
Valves control the pressure and flow
of oil in the lubrication system. There
are three types of valves common to
oil systems that are discussed in this
text. They are relief valves, check
valves, and bypass valves. Figure 5-7 — Axial piston pump.

Oil Pressure Relief Valve

An oil pressure relief valve limits the maximum pressure within the system. The relief valve is preset
to relieve pressure and return the oil to the inlet side of the lube pump. This valve is important if the
system has an oil cooler, because the cooler’s thin walls rupture easily.
Check Valves
Check valves installed in the oil supply lines or filter housings prevent oil in the reservoir from seeping
(by gravity) into the engine after shutdown. Check valves prevent accumulations of undue amounts of
oil in the accessory gearbox, rear of the compressor housing, and combustion chamber. Such
accumulations could cause excessive loading of accessory drive gears during starts, contamination of
the cockpit pressurization air, internal oil fires, and hot starts.
The check valves are usually of the spring-loaded ball-and-socket type, constructed for free flow of
pressure oil. The pressure required to open these valves will vary. Most valves require from 2 to 5
pounds per square inch (psi) permitting oil to flow to the bearings.
Thermostatic Bypass Valves
Thermostatic bypass valves are
included in oil systems using an oil
cooler. Their purpose is to maintain
proper oil temperature by varying the
proportion of the total oil flow passing
through the oil cooler. A cutaway
view of a thermostatic bypass valve
is shown in Figure 5-8. This valve
consists of a valve body (having two
inlet ports and one outlet port) and a
spring-loaded thermostatic element
valve.
The valve is spring-loaded so the
valve will open (bypassing the cooler)
if the pressure through the oil cooler
drops too much because of denting Figure 5-8 — Thermostatic bypass valve.
or clogging of the cooler tubing.
5-10
Filters
The filters are an important part of the
lubrication system, since they remove most
foreign particles in the oil. Without some type of
filter in the oil system, dirt or metal particles
suspended in the oil could damage bearings,
clog passages, and cause engine failure.
The filter bypass valve allows oil to flow around
the filter element if it becomes clogged. The
bypass valve opens whenever a certain
pressure differential is reached because the
filter became clogged. When this occurs, the
filtering action is lost, allowing unfiltered oil to
be pumped to the bearings. This is a
dangerous situation; however, unfiltered oil is
better than no oil.
There are several types of filters used for
filtering the lubricating oil. The filtering elements
come in a variety of configurations. The parts of
a main oil filter include a housing that has an
internal relief valve and a filtering element.
Disk-Type Filter
The disk filter shown in Figure 5-9 consists of a Figure 5-9 — Spacers-and-screens oil filter.
series of spacers and screens. The screens
and spacers are stacked alternately in the
housing. The spacer’s direct oil through the
screens as it flows through the assembly. The
screen mesh (usually measured in microns)
determines the size of foreign matter allowed to
pass through the filter.
Micronic-Type Filter
The micronic filter is similar to the cartridge filter
used on a car’s oil filter, as shown in Figure 5-
10. It uses either a paper or metal cartridge type
of oil filter. The paper filtering element is
removed and replaced, while the metal type is
cleaned and reused.
The filter types just discussed are generally
used as main oil filters. These filters strain the
oil as it leaves the oil pump. In addition to main
oil filters, there are also secondary filters
throughout the system. For instance, there may
be a finger screen filter to trap large metal
pieces before the magnetic drain plug. Also,
there are the fine mesh screens (last-chance
filters) for straining the oil just before it passes
through the spray nozzles onto the bearing Figure 5-10 — filtering assembly.
surfaces.
5-11
Chip Detectors
The magnetic-chip detector is a metal plug with magnetized contacts, and is placed in the scavenged
oil path. There are two types—remote-indicating and non-indicating. Both types have magnetized
contact points to collect metal particles. When enough metal particles collect on the magnetized
contacts, the remote-indicating type completes a circuit between the contacts. This illuminates a
warning light in the cockpit, advising the pilot of metal contamination. This indicates that one of the
engine gears, bearings, or other metal parts might have failed. The non-indicating chip detector gives
no cockpit indication. Instead, it is removed and inspected at regular intervals for metal particles.
Oil Coolers
Oil coolers reduce the temperature of
the oil by passing it near streams of
air (in the case of the air-oil cooler) or
fuel (in the case of the fuel-oil cooler)
so it can shed heat. These coolers
keep the temperature of the oil within
the proper range.
Air-Oil Cooler
The air-oil type cooler is installed at
the entry end of the engine as an
integral part of the engine (Figure 5-
11). This type of cooler is usually an
aircraft part conforming to the inlet
duct design of the airframe. This
cooler is made of rectangular-
sectioned aluminum tubing, spirally
wound between two end flanges and
formed, by welding, into a cylinder.
Two bosses, located on the Figure 5-11 — Air-oil type of oil cooler.
horizontal center plane, are provided
for oil inlet and outlet connections. This type of cooler acts as an inlet air duct; therefore, a cooling
effect occurs when the engine is operating. The cooling capacity of each of the oil cooler assemblies
depends upon the amount of air allowed to pass through the cooler. Some aircraft use a controllable
oil cooler door, which restricts the opening of the oil cooler exit duct to control the air intake.
Fuel-Oil Coolers
The fuel-oil cooler or heat
exchanger shown in
Figure 5-12 cools the hot
oil and preheats the fuel
for combustion. Fuel flow
to the engine must pass
through the heat
exchanger. However, a
thermostatic valve controls
the oil flow, so the oil may
bypass the cooler if no
cooling is needed. The
fuel-oil heat exchanger
consists of a series of
Figure 5-12 — Fuel-oil heat-exchanger type of cooler.
joined tubes with an inlet
5-12
and an outlet port. The oil enters the inlet port, flows around the fuel tubes, and goes out the oil outlet
port.
The heat-exchanger type of cooler has the advantage of allowing the engine to keep its small frontal
area. Since the cooler is flat and mounted on the bottom side of the engine, it offers little drag. This
type of cooler is an engine part.
Oil Jets
The oil jets (or nozzles) are in the pressure lines next to or within the bearing compartments and rotor
shaft couplings. The oil from these nozzles is delivered as an atomized spray. Some engines use an
air-oil mist type of nozzle spray. This air-oil mist is produced by tapping high-pressure bleed air from
the compressor and mixing it with the oil. This method is adequate for ball and roller type of bearings;
however, the solid oil spray method is better.
Some engines have “expendable oil” jets to lubricate the bearings supporting the turbine rotor shaft.
The air-oil mist from such jets is not returned to the tank, but is discharged overboard.
Gauge Connections
Gauge connections are used in the oil system for oil pressure and oil temperature. The oil pressure
gauge is found in all systems to measure the pressure of the lubricant. Because oil pressure is the
best indication that the system is operating properly, the oil pressure gauge is vital.
The oil pressure gauge connection is always located in the pressure line between the pump and the
various points of lubrication. The oil temperature gauge connection may be located in either the
pressure or the scavenge line. However, the scavenge line is preferred, since this location permits a
more accurate indication of the actual bearing temperatures, as the temperature of the oil shortly after
it leaves the bearings is indicated. The most common types of oil temperature indicators are a
thermocouple-type fitting or an oil temperature bulb.
Vents
Vents are lines or openings to the atmosphere in the oil tanks or accessory cases of the engine. The
purpose of the vent in an oil tank is to keep the pressure within the tank from rising above or falling
below that of the outside atmosphere. However, the vent may be routed through a pressure relief
valve that keeps pressure on the oil system to assure positive flow.
In the accessory case, the vent (or breather) is a screen-protected opening that allows accumulated
air pressure to escape. The scavenged oil carries air into the accessory case, and this air must be
vented. Otherwise, the pressure buildup within the accessory case would stop the flow of oil draining
from the No. 1 bearing. This oil would be forced past the rear bearing oil seal and into the compressor
housing. Oil leakage could cause any of several problems, including high oil consumption, cockpit air
contamination, or a fire. An oil leakage around the combustion area or turbine area could cause
burning and engine failure.
The screened breathers are usually located in the front center of the accessory case to prevent oil
leakage through the breather. Some breathers have a baffle to prevent oil leakage during flight
maneuvers.
A vent that leads directly to the No. 1 bearing compartment may be used in some engines. This vent
equalizes pressure around the front bearing surface. Then the lower pressure at the first compressor
stage will not force oil past the No. 1 bearing rear carbon oil seal and into the compressor.
Oil System Seals
Any system containing fluids needs some type of seal to prevent fluid loss. The importance of oil
seals cannot be overemphasized! An improperly installed or leaking seal in the oil system could
cause bearing failure, fire, or cockpit fumes. This could result in loss of aircraft or LIFE. There are
three types of seals used in jet engine oil systems—synthetic, carbon, and labyrinth.
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Synthetic Seals
Seals, packings, and O-rings are used where metal-to-metal contact prevents proper sealing. These
seals come in many different shapes and sizes and are not reusable. It is important to use the proper
seal (identified by correct part number) for the specific installation. NEVER choose a seal, packing, or
O-ring because it looks right. A seal designed to have excellent sealing characteristics in one
environment could be hazardous when used in another. For instance, some seals swell when
contacted with MIL-PRF-7808 oil, while others deteriorate completely.
Carbon Seals
Carbon seals are used to contain the oil in the bearing areas. Carbon seals form a sealing surface by
having a smooth carbon seal rub against a smooth steel surface (faceplate). All carbon seals are
preloaded. Preloading means the carbon seal is held against the steel surface. Three common
methods of preloading carbon seals are spring tension, centrifugal force, and air pressure.
Labyrinth Seals
Labyrinth seals contain series of knifelike, soft metal edges that ride very close to a steel surface. A
certain amount of air, taken from the compressor, is forced between the steel surface and soft metal
edges to prevent oil leakage between sections. These seals were used as main bearing seals in
earlier engines. These seals are made of very soft metal and used at main bearing areas. Small nicks
in the seal can cause major oil leaks and premature engine changes.

ENGINE OIL SYSTEM DESCRIPTION

The engine oil system shown in Figure 5-13 is a representative engine of a self-contained,
pressurized, recirculating, dry-sump system. It consists of the following components:
1. Tank
2. Oil pressure and scavenge
pump
3. Oil filter and condition
monitoring system
4. Oil coolers
5. Chip detector

Oil Tank
The oil tank and air/oil cooler are
integral parts of an aluminum
casting. The filler port is on the right
side of the engine, and the filler
design makes it impossible to over-
service the tank. Oil flows to the oil
pump through a screen. The oil
level is shown by a sight gauge on
each side of the tank. The scavenge
pump returns oil from the sumps
and accessory gearbox to the oil Figure 5-13 — Engine oil system schematic.
tank through six scavenge screens.

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Oil Pressure System
Oil suctioned through the pressure element of the pump is pressurized and flows through the oil filter.
The oil then flows into passages in the accessory gearbox and to the six main bearings in the sumps.
A cold-start relief valve downstream of the filter protects the system by dumping any extra oil into the
accessory gearbox case. Air jets blow across the oil jets to provide continuous oil mist lubrication.
The engine has two sets of oil jets to provide each main bearing with oil for cooling and lubrication.
Scavenge to the scavenge elements of the pump flows through screens at the pump inlet, and then
through the electrical chip detector. The oil then flows through the oil cooler, main frame, scroll vanes,
and into the oil tank. If the oil pressure drops below 24 psi, the appropriate ENGINE OIL PRESS
caution light will illuminate in the cockpit.

Oil Filter
Oil discharged from the oil pump is routed to a disposable element. The element is a 3-micron filter
located on the forward, left-hand side of the Accessory Gear Box (AGB). As the pressure differential
across the filter increases, the first indication will be a popped impending bypass button. As the
pressure increases, the OIL FLTR BYPASS caution light will illuminate at the same time the filter
bypass occurs.

Oil Coolers
Scavenge oil is cooled before it returns to the tank by a fuel/oil cooler. After passing through the oil
cooler, oil enters the top of the main frame. At this location it flows through the scroll vanes that
function as an air/oil cooler. This further cools the oil and heats the vanes for full-time anti-icing. The
vanes discharge oil into the oil tank. If the oil cooler pressure becomes too high, a relief valve will
open to dump scavenge oil directly into the oil tank.

Engine Chip Detector

The chip detector is on the forward side of the accessory gearbox. It consists of a housing with an
integral magnet and electrical connector, with a removable screen surrounding the magnet. If there
are chips, the completed circuit illuminates the appropriate engine number’s CHIP DETECTED
warning light.

MAINTENANCE OF THE LUBRICATION SYSTEMS

Maintenance of the oil system is an item of major importance to the (AD). It consists mainly of
adjusting, removing, cleaning, and replacing various parts. To troubleshoot and repair oil systems
effectively, you should be thoroughly familiar with both the external and internal oil systems.

Location of Leaks and Defects

The immediate location of any leak or defect within the oil system of any aircraft engine is important.
The life of the engine is dictated by its oil supply. Whenever a leak develops or the oil flow is
restricted, a part failure or loss of the engine may result.
Locating leaks in the external oil system is easy. Often a visual inspection shows a loose line or
leaking gasket. However, you should never assume that an obvious corrective action is all that is
needed.

Replacement of Gaskets, Seals, and Packing’s

A large portion of the maintenance involved is the replacement of parts and repair of various oil leaks.
Much of this maintenance requires the use of new gaskets, seals, and packings.

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New seals are packaged to prevent damage.
These packages are identified from technical
information printed on the package. This
information (shown in Figure 5-14) identifies
the use and qualifications of the packing.
Besides the part number, the manufacturer’s
cure date is one of the most important items
listed on the package. Refer to Department of
Defense (DOD) 4140.27 for shelf life of
preformed packings. Most synthetic rubbers
are not damaged by several years of storage
under ideal conditions. However, they
deteriorate quickly when exposed to heat,
light, moisture, and various other conditions.
This is why it is important to keep them in their
original envelopes. Damage also occurs to
packings when improperly stored, such as
flattening or creasing from storage under
heavy parts. Before using the parts, inspect
new seals for damage (nicks, scratches,
flattening, over-age). Do not use over-aged,
damaged or non-identifiable seals (seals
removed from original envelopes). The Figure 5-14 — Seal packing information.
difficulty encountered whenever a gasket,
seal, or packing is being replaced is in proper installation. Always check that the mating surfaces are
clean, and that the new gasket, seal, or packing is correctly installed. Seals or O-rings are
comparatively soft, so you should use care to prevent nicks and scratches; do not use sharp
instruments during installation. Always refer to the applicable MIM for the correct procedures, tools,
and lubricants used during installation.

WARNING
Always refer to the applicable MIM’s prior to any
maintenance actions performed

Adjustment of Oil Pressures

Before making any oil pressure adjustments, you should first check the oil pressure with a direct
reading gauge. Record the oil pressure when running the engine at the recommended oil temperature
and engine rpm. Oil pressure adjustments are made with the adjusting screw on the oil pressure relief
valve of the oil pump. Turn the adjusting screw clockwise to increase and counter clockwise to
decrease.

WARNING
Some engines prohibit decreasing oil pressure; the oil
pump must be changed instead. High oil pressure could
indicate blocked oil passages and lowering the oil pressure
could result in an inadequate oil supply to some bearings.

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After any adjustments, you must recheck the pressure with a direct reading gauge at the
recommended oil temperature and engine rpm.
To identify defects in the oil systems that are attributable to either high or low oil pressure, refer to
Table 5-3.
Table 5-3 — Low/High Oil Pressure Defects
Trouble Probable Cause Corrective Action
High oil pressure. Low oil temperature. Check temperature indicator.
Indicator accuracy must be Improper setting of relief valve. Check grade of oil.
confirmed using direct reading oil
Defective pressure indicator. Reset pressure relief valve.
pressure gauge.
Replace with new or serviceable
indicator.
Low oil pressure. High oil temperature. Check temperature indicator.
Indicator accuracy must be Clogged oil filter. Remove and clean oil filter.
confirmed using direct reading oil
Improper setting of relief valve. Reset pressure relief valve.
pressure gauge.
Defective pressure pump. Repair or replace pump.
Defective pressure indicator. Replace with new or serviceable
indicator.
Low oil level.
Fill oil tank to the proper level.
Viscosity of oil is too light.
Drain system; refill with correct
Air leak in the supply line.
grade of oil.
Locate and eliminate air leak.
Reduction gear oil pressure out of Reduction gear oil pump assembly Repair/replace as required.
limits. pressure element deteriorated (low
Replace engine.
pressure), check valve stuck or
The reduction gear has a fixed
restricted (low pressure). Prime reduction gear pump
orifice oil system. The problems
assembly.
described are often caused by a Reduction gear oil pump drive train
change in the effective orifice or bearing or gear failure (low Clean/replace as required.
the pump output. pressure).
Reduction gear and pump pressure Reduction gear internal oil
may only be adjusted to increase passages blocked (high pressure)
pressure. or ruptured (low pressure), worn
transfer tubes (low pressure).
Indicator accuracy must be
confirmed using direct reading oil Oil system air lock.
pressure gauge.
Reduction gear pressure relief
valve stuck open (low pressure).

NOTE
The screen and spacer-type filters require a special holding
fixture for replacing (buildup) the filter elements. Be sure
the screen and spacers are the correct number and in
proper order.

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Removal and Replacement of Oil
Filters
The following procedures are general
procedures. You should refer to the correct
MIM before you remove or replace oil filters on
your engine. Oil filters are removed and
inspected at regular intervals. They are also
inspected when the cockpit indicator (chip
light) for the magnetic drain plug warns of
possible failure (Figure 5-15).
1. Provide a suitable container for
collecting oil and remove the filter.
2. Inspect the filter for metal
contamination.
3. After inspection, clean the filters. Most
filters are routed to the Fleet Readiness
Center (FRC) /Aircraft Intermediate
Maintenance Department (AIMD) for
ultrasonic cleaning.
4. Install clean or new filters on the oil filter
assembly.
5. Install the filter assembly using new O-
rings and gaskets. Torque nuts to
recommended values. Figure 5-15 — Oil filter assembly.

Removal and Replacement of

Magnetic Drain Plugs
Magnetic drain plugs are usually removed and
inspected at the same time as the main oil
filters. Remove magnetic drain plugs carefully
so contaminants will not be disturbed until
inspected. Figure 5-16 shows types of
magnetic drain plugs.

Metal Particle Identification

Metal particles found on the oil strainer
screens and magnetic plugs indicate a
possible failed part or impending engine
failure. The presence of metal particles on the
oil screen or on the magnetic plug does not
mean that the engine must be replaced. The
type (steel, bronze), shape (flakes, chunks),
and quantity determine the source and dictate
Figure 5-16 — Types of magnetic drain plugs whether or not an engine is serviceable. The
with contamination. metals usually found are steel, tin, aluminum,
silver, copper (bronze), chromium, nickel, and
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tin cadmium combinations. With some experience you can make a visual inspection of the color and
hardness, and it will help you to identify the metal particles. The particles of metal found in an engine
may be granular, flake, or chunk shape.
When a visual inspection does not positively identify the metal, the kind of metal may be determined
by a few simple tests. These tests are performed with a permanent magnet and an electric soldering
iron. You also need about 2 ounces each of concentrated hydrochloric (muriatic) acid, concentrated
nitric acid, chromic acid, and sodium or potassium hydroxide.

NOTE
Fuzz consists of fine, hair-like particles resulting from
normal wear. Fuzz accumulation may be more noticeable
on new engines during the first 100 hours of operation.
Always refer to your specific aircraft and engine MIM for
contamination and serviceability limits. Rejection criteria for
one engine type may be only an oil flush and oil component
replacement on another engine type.

The following test procedures help determine different types of metal particles:
 Iron (Fe) and nickel (Ni). Use a permanent magnet to isolate these metal particles.
 Tin (Sn). Tin particles can be distinguished by their low melting point. Use a clean soldering
iron, heated to 500 °F (250 °C) and tinned with a 50-50 solder (50-percent tin and 50-percent
lead). A tin particle dropped on the soldering iron will melt and fuse with the solder.
 Aluminum (Al). Aluminum particles can be determined by their reaction with hydrochloric acid.
When a particle of aluminum is dropped into the hydrochloric (muriatic) acid, it will fizz, and the
particle will gradually disintegrate. Aluminum particles will also dissolve rapidly and form a
white cloud in a strong caustic solution (sodium or potassium hydroxide). Silver and copper
(bronze) do not noticeably react with hydrochloric acid.
 Silver (Ag) and copper (Cu). Silver and copper (or bronze because of its high copper content)
may be differentiated by their respective reactions in nitric acid. When a silver particle is
dropped into nitric acid, it will react with the acid, slowly producing a whitish fog. When a
particle of copper (bronze) is dropped into the nitric acid, it will react rapidly with the acid. This
reaction produces a bright, bluish-green cloud.
 Chromium (Cr). These particles may be determined by their reaction to hydrochloric acid.
When a chromium particle is dropped into concentrated hydrochloric acid, the acid will develop
a greenish cloud.
 Cadmium (Cd). Cadmium particles will dissolve rapidly when dropped into a 5-percent solution
of chromic acid.
 Tin cadmium. These particles will dissolve rapidly when dropped into a 5-percent solution of
chromic acid. The tin content will cause a clouding of the solution.

CAUTION
Always use the appropriate protective clothing and
equipment, and use extreme care when handling acids.

Make sure the metal particles found in the oil are of an acceptable quantity for the engine to remain in
service. Always refer to the applicable MIM for the limits of metal particles for each particular engine.
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JOINT OIL ANALYSIS PROGRAM (JOAP)
The Joint Oil Analysis Program (JOAP) provides a diagnostic technique to monitor and diagnose
equipment or oil condition. This is done without the removal or extensive disassembly of the
equipment. It is mandatory for all activities operating aeronautical equipment to participate in this
program. Type commanders or the Cognizant Field Activity (CFA) are the only ones to relieve you
from this requirement. The CFA provides information on the sampling points, techniques, and
intervals for all Navy equipment. The CFA also establishes and maintains sampling information for
the Maintenance Requirements Cards (MRCs) and maintains updated MIMs with the contamination
and serviceability limits of the respective equipment or weapon systems.

Spectrometric Oil Analysis

A diagnostic maintenance tool used to determine the type and amount of wear metals in lubricating
fluid samples. Engines, gearboxes, and hydraulic systems are the types of equipment most frequently
monitored. The presence of unusual concentrations of an element in the fluid sample indicates some
abnormal wear of the equipment. Once the abnormal wear is verified and pinpointed, the equipment
may be repaired or removed from service. This is done before a major failure of the fluid-covered part
occurs. This philosophy enhances personnel safety and material readiness at a minimum cost, and
serves as a decisive tool in preventive maintenance action. Thus, worn parts may be replaced prior to
a catastrophic failure.

Wear Metals
Wear metals are generated by the motion between metallic parts, even though lubricated. For
normally operating equipment, the wear metal is produced at a constant rate. This rate is similar for
all normally operating equipment of the same model. Any condition that changes the normal
relationship will accelerate the rate of wear and increase the quantity of wear metal particles
produced. If the condition is not corrected, the deterioration will increase and cause secondary
damage to other parts of the assembly. This can result in the final failure of the entire assembly and
loss of the equipment. New or newly overhauled assemblies tend to produce wear metal in high
concentrations during the initial break-in period.

Identification of Wear Metals

The wear metals produced in fluid-lubricated mechanical assemblies can be separately measured.
This is done in extremely low concentrations, by spectrometric analysis of fluid samples taken from
the assembly. Two methods of spectrometric oil analysis are currently used to measure the quantity
of various metals.
1. Atomic Emission—The emission spectrometer is an optical instrument used to determine the
concentration of wear metals in the lubricating fluid. This analysis is accomplished by
subjecting the sample of fluid to a high-voltage spark. This energizes the atomic structure of
the metal elements and causes the emission of light. The emitted light is focused into the
optical path of the spectrometer and separated by wavelength. It is then converted to electrical
energy, and measured. The emitted light for any element is proportional to the concentration of
wear metal suspended in the lubricating fluid.
2. Atomic Absorption—The atomic absorption spectrometer is an optical instrument. It is also
used in determining the concentration of wear metals in the lubricating fluid. The fluid sample
is drawn into a flame and vaporized. The atomic structure of the elements present becomes
sufficiently energized by the high temperature of the flame to absorb light energy. Light energy
having the same characteristic wavelength as the element being analyzed is radiated through
the flame. The resultant light is converted to electrical energy and measured electronically. The

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 amount of light energy absorbed by the elements in the flame is proportional to the
concentration of wear metals.

NOTE
The spectrometric fluid analysis method is effective only for
those failures that are characterized by an abnormal
increase in the wear metal content of the lubricating fluid.
This is particularly true of failures that proceed at a rate
slow enough to permit corrective action. This is done after
receipt of notice from the laboratory.

The value of a spectrometric analysis is based on the assumption that the oil sample is representative
of the system from which it is taken. Occasionally, samples from one part may be substituted for
another, resulting in a false appearance of a developing wear condition. A sudden increase of wear
metal in one part and a decrease in another should be considered as a problem related to sample
error; for example, misidentifying a sample as an engine sample when it was actually a transmission
sample.

Oil Sampling Techniques

Sampling intervals should be as close as possible to specified times without interfering with
scheduled operations. Generally, the sampling intervals should not vary more than ±10 percent from
specification. This requirement must be considered when equipment is scheduled for detachments or
missions away from the home base. Oil samples will still be due while away. The customer (the
squadron or detachment) is responsible for coordinating oil analysis support at mission or transit
site(s).

NOTE
Refer to the applicable scheduled maintenance or periodic
inspection document for the specific routine sampling
interval. Also look for specific sampling instructions for each
type/model/series of equipment being sampled.

Each operating activity participating in the JOAP must take routine samples properly and at the
prescribed intervals. In addition to the routine samples, each operating activity is required to submit
special samples under the following conditions:
 When samples are requested by the CFA or by the laboratory.
 When the activity is so directed by the unit maintenance officer to check out suspected
deficiencies.
 When abnormal conditions exist, such as malfunction of the oil lubricated part, damage to the
oil lubricating system, excessive engine oil loss, or zero oil pressure.
 Before and after the replacement of major oil lubricating system parts.
 At the completions of a test cell run. If the repaired or suspect unit is operated on oil previously
used in the test cell system, a sample must be taken. This is done before and after the
completion of the test cell run.

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  After the final test on an aircraft that is undergoing
rework or scheduled depot-level maintenance or after
installations of new/overhauled engines or engines
repaired by FRC/AIMD.
 Following all accidents, regardless of cause and
resulting damage. These samples must be taken by
any means possible to get a representative sample.
There are two basic methods of taking a fluid sample: (1) the
dip tube technique, and (2) the drain technique.
Dip Tube Sampling
The following procedures should be followed when using the
dip tube method for getting a fluid sample:
1. Remove the filler cap from the oil tank and open the
sample bottle.
2. Use a sampling tube of the correct length. Hold the
tube at one end and lower it into the tank through the
filler neck until only the upper end protrudes (Figure
5-17, views A and B).
3. Allow the lower end of the tube to fill with oil, and then
close the upper end with your thumb or finger.
Withdraw the tube and drain the trapped oil into the
sample bottle. (Figure 5-17, views C and D). Repeat
this operation until the bottle has been filled to about
one-half inch from the top. Figure 5-17 — Dip tube oil
sampling.
WARNING
Do not use mouth suction to fill the sampling tube. Many
oils and fluids are highly toxic and may cause paralysis or
death.

4. Replace the bottle cap and tighten it to prevent leakage of the sample. Replace the cap on the
tank and discard the sampling tube.
5. Reduce the chance of misidentifying samples by marking all oil samples with
equipment/system identification as soon as possible after sampling.
Drain Sampling
When using the drain sampling method for getting a fluid sample, you should use the following
procedures:
1. Open the sample bottle.
2. Open the drain outlet in the bottom of the tank, sump, case, or drain port, and allow enough oil
to flow through to wash out accumulated sediment (Figure 5-18, view A).
3. Hold the sample bottle under the drain and fill to about one-half inch from the top (Figure 5-18,
views B and C). Close the drain outlet.
4. Replace the bottle cap and tighten it enough to prevent leakage.

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 5. Reduce the chance of misidentifying samples by marking all oil samples with
equipment/system identification as soon as possible after sampling.

JOAP Forms and Logbook Entries

Activities are also responsible for completing appropriate forms and making entries in the equipment
logbook.
Proper completion of the Oil Analysis Request DD Form 2026 is vital (shown in Figure 5-19).
Maintenance actions or recommendations, shown in Table 5-4, are based on information provided by
this form and the oil sample. Incomplete information (oil added since last sample, hours since
overhaul, etc.) could result in an invalid oil analysis and recommendations. The operating activity
must also provide special reports or feedback information requested by the oil analysis laboratory or
the CFA. Logbook entries are necessary when starting, stopping, or changing the monitoring
laboratory for oil analysis. A specific notation is also made to the JOAP analytical status when
transferring equipment. For complete information concerning the JOAP, refer to Office of the Chief of

Figure 5-19 — Oil Analysis Request (DD Form 2026).

Figure 5-18 — Oil drain sample 5-23

technique.
Naval Operations Instruction (OPNAVINST) 4731.1 series. The Joint Oil Analysis Program Laboratory
Manual, Naval Air Systems Command (NAVAIR) 17-15-50 series, provides instructions for oil
sampling and filling out the sample request form DD Form 2026
Table 5-4 — JOAP Lab Recommendation

STANDARD LAB RECOMMENDATION CODES-

AERONAUTICAL FOR SPECTROMETRIC ANALYSIS

CODE GENERAL LAB RECOMMENDATIONS

A Sample results normal; continue routine sampling.

Z Previous recommendation still applies.

INSPECTION RECOMMENDATIONS (Requires Feedback)

H** Inspect unit and advise lab of finding. Abnormal wear indicated by *** PPM (element).

R** Do not fly or operate; inspect filters, screens, chip detector and sumps; advise laboratory of results.

Do not fly or operate. Examine for discrepancy and advise laboratory of results and disposition. If
T** discrepancy found and corrected, continue operation and submit resample after *** hours of operation.
If discrepancy is not found, recommend remove component from service and send to maintenance.

OIL CHANGE RECOMMENDATIONS (Requires Resample)

J* Contamination confirmed. Change oil; sample after *** minute run-up and after *** operating hours.

Contamination suspected. Change oil; run for *** additional hours, take samples hourly. (This code for
W*
Air Force Depot use only.)

LAB REQUESTED RESAMPLES (Requires Resample)

B* Resample as soon as possible; do not change oil.

C* Resample after * * * hours; do not change oil.

Do not change oil. Restrict operations to local flights or reduced load operation, maintain close
E*
surveillance and submit check samples after each flight or *** operating hours until further notice.

Do not change oil. Submit resample after ground or test run. Do not operate until after receipt of
F*
laboratory result of advice.

G* Contamination suspected; resample unit and submit sample from new oil servicing this unit.

P* Do not fly or operate; do not change oil; submit resample as soon as possible.

*Resample (red cap) required

**Maintenance feedback required; advise laboratory of findings

***Laboratory will specify time limit

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