滑油分油機(jī)分油溫度多少最好_滑油分油機(jī)工作原理

現(xiàn)象及歷史

　　近期737NG飛機(jī)多次反映發(fā)動(dòng)機(jī)關(guān)車后，在尾噴管內(nèi)部下方聚集一灘滑油，尤其短尾噴構(gòu)型的飛機(jī)，會(huì)從TRF（后渦輪框架）的6點(diǎn)鐘位置余油口不斷往外滴油，處理導(dǎo)致航班延誤。

原理分析

　　CFM56-7B發(fā)動(dòng)機(jī)滑油系統(tǒng)有前后兩個(gè)集油槽（見(jiàn)圖一），前集油槽位于風(fēng)扇框架的腔體內(nèi)，后集油槽位于后渦輪框架腔體內(nèi)。前后集油槽都是通過(guò)蓖齒氣動(dòng)封嚴(yán)（見(jiàn)圖二）保證滑油不外漏。而蓖齒氣動(dòng)封嚴(yán)原理是發(fā)動(dòng)機(jī)引氣壓力大于滑油壓力從而保證滑油在油路內(nèi)部流通不外漏；當(dāng)發(fā)動(dòng)機(jī)引氣壓力不足時(shí)（關(guān)車時(shí)），油壓大于氣壓，蓖齒氣動(dòng)封嚴(yán)失效，滑油將會(huì)從封嚴(yán)的排放口流入后渦輪框架腔體內(nèi)，并通過(guò)后渦輪框架與尾噴的法蘭盤(pán)縫隙中流出，會(huì)在尾噴處留下一灘滑油（新短尾噴構(gòu)型在后渦輪框架6點(diǎn)鐘位置加裝了一個(gè)排放口，余油也會(huì)從此排出，見(jiàn)圖三）。

　　新舊尾噴構(gòu)型在關(guān)車后都會(huì)從尾噴處漏滑油，此為正常現(xiàn)象，只是新短尾噴構(gòu)型讓余油更容易被看見(jiàn)（見(jiàn)圖四）。

　　具體余油軌跡請(qǐng)見(jiàn)圖五，其滑油分油機(jī)分油溫度多少最好他詳細(xì)描述見(jiàn)附件737NG-FTD-79-14001。

排故提示

　　1、如過(guò)站機(jī)組反映尾噴內(nèi)漏滑油，現(xiàn)場(chǎng)確認(rèn)漏油情況，如符合以上描述，計(jì)算滑油消耗率，如在以下標(biāo)準(zhǔn)范圍內(nèi)，無(wú)需處理，與機(jī)組做好原理解釋。

　　參考AMM71-00-00-800-806-F00 ENGINE OPERATION LIMITS滑油分油機(jī)分油溫度多少最好：

　　1） 正?；拖穆实陀?.4US quart/hour或者0.1US gallon/hour(0.38 liters/hour)；（機(jī)務(wù)有滑耗監(jiān)控機(jī)制，如高于0.4，會(huì)有相應(yīng)的分析核實(shí)或進(jìn)一步的排故檢查糾正措施）

　　2） 出現(xiàn)以下情況之一時(shí)，必須參考FIM找出原因（監(jiān)控分析核實(shí)，主要航后排故使用，不是放行標(biāo)準(zhǔn)）。

　　a. 滑油消耗率平穩(wěn)增加

　　b. 滑油消耗率徒增

　　c. 滑油消耗率大于0.8US quart/hour或者大于0.2US gallon/hour(0.76 liters/hour)

　　3） 圖表：最大允許滑油消耗率（放行標(biāo)準(zhǔn)，第2段落答本的依據(jù)）：

　　Model 737-

　　Winglet installed

　　Oil consumption guideline US gal/hr(liter/hr)

700

No

Yes

0.29(1.1098)

0.25 (0.946)

800

No

Yes

0.33(1.249)

0.31(1.173)

900

No

Yes

0.34(1.287)

0.33(1.249)

　　注：1USgallon=4USquart

　　注：A、計(jì)算滑油消耗率時(shí)，時(shí)間最好用發(fā)動(dòng)機(jī)實(shí)際的運(yùn)行時(shí)間，盡量不要用飛行小時(shí)。（發(fā)動(dòng)機(jī)運(yùn)行時(shí)間可電話咨詢技術(shù)支援）

　　B、因發(fā)動(dòng)機(jī)滑油量在駕駛艙指示是1進(jìn)制，指示精度較低，如加滑油后駕駛艙指示19，但可能實(shí)際油量并未到19，而只是18點(diǎn)幾。所以在實(shí)際運(yùn)行中，如飛行一兩個(gè)小時(shí)左右，關(guān)車穩(wěn)定后，駕駛艙指示可能只有18甚至17，為正常指示現(xiàn)象，計(jì)算時(shí)可將大概誤差減掉。

　　2、如機(jī)組寫(xiě)FLB，可參考以下格式統(tǒng)一答本,并放行：

　　參考737NG-FTD-79-14001該處關(guān)車后漏滑油為正常現(xiàn)象，該發(fā)的滑油消耗率為滑油分油機(jī)分油溫度多少最好？US quart/hour，參考AMM71-00-00-800-806-F00在手冊(cè)標(biāo)準(zhǔn)滑油分油機(jī)分油溫度多少最好？US quart/hour范圍內(nèi)。

　　IT IS NORMAL THAT THE OIL LEAKING IN THE EXHAUST NOZZLE REF 737NG-FTD-79-14001.

　　THE CONSUMPTION OF OIL IS ? quart/hour. WITHIN THE LIMITS OF ？US quart/hour REF AMM71-00-00-800-806-F00.

故障原因

結(jié)論（MCC）

　　CFM56-7B關(guān)車后，尾噴內(nèi)集聚一灘滑油或從TRF6點(diǎn)鐘余油口處漏滑油屬于正?，F(xiàn)象

　　備注：只希望對(duì)故障的處理思路和方法有所啟發(fā)，目的在于交流，只作為參考，不作為故障處理的標(biāo)準(zhǔn)。

737NG-FTD-79-14001

　　ATA:

　　7900C00

　　Last Revised:

　　03-DEC-2014

　　Issue Title:

　　Oil Puddles in CMF56-7B Exhaust Nozzle

　　Originated:

　　03-DEC-2014

　　Airplane Model:

　　737NG

　　Minor Model(s):

　　Other Models:

　　no other models applied to issue

　　ECD:

　　Illustrations:

　　Oil Pooling in Exhaust Nozzle

　　References:

　　Issue Status:

　　Closed

　　Deion

　　Some 737NG operators have reported finding oil puddles in the exhaust nozzle during routine visual inspections. The purpose of this FTD article is to explain why the CFM56-7B engine exhibits oil in the exhaust system and inform that maintenance action is generally not required for oil in the exhaust system. A presentation on this subject, from the June 2014 CFM56-7B WTT Meeting, is attached to this FTD Article.

　　Background

　　Oil leakage from the rear turbine bearing compartment through the center vent tube and aft sump drain is normal for all CFM56-7B engines. The center vent tube evacuates air from the engine sumps and this air carries a small amount of oil. The aft sump drain can drain oil into the exhaust plug during engine motoring and during engine shutdown. During engine motoring, oil supply pressure increases faster than the aft sump air pressure. This causes in a momentary differential pressure that results a small amount of oil to pass over the aft sump rotating seal. The differential pressure can also occur during engine shutdown.

　　Oil from the center vent tube and aft sump drain can settle at the bottom of the exhaust plug. From there, the oil can seep through the flange, where the exhaust plug attaches to the turbine rear frame, and onto the exhaust nozzle.

　　Status

　　AMM 71-71-00 (Engine Vents and Drains) contains the following note:

　　An oil puddle in the exhaust system is usual. After engine dry or wet motoring, a large oil puddle in the exhaust system is usual. Oil leaks are possible at the turbine rear frame (TRF) and primary exhaust system flange. It is permitted to see oil drops at the TRF drain port at the 6:00 o’clock location.

　　There is no maintenance action required for oil puddles in the exhaust nozzle as long as oil consumption is within normal limits.

　　Interim Action

　　None

　　Final Action

　　There is no maintenance action required for oil puddles in the exhaust nozzle as long as oil consumption is within normal limits. If an operator suspects that the oil puddles may be more than normal, then we recommend looking at the oil consumption data from the operator normal oil consumption monitoring program. If the oil consumption is beyond normal limits per Section 9 of the Maintenance Planning Data (MPD) or AMM 71-00-00/201, Boeing recommends troubleshooting per FIM 79-05 Task 801, engine Oil Consumption is High (Oil Quantity Decreases at a Quick Rate).

　　Parts List:

　　No Parts Applied

　　Related Categories:

　　In Service Occurrences

　　Technical Focus Item

　　;font-size:12.0000pt;" >S quart/hour REF AMM71-00-00-800-806-F00.

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