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 B. 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.
 C. 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.
 (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 or de-aerator. (Ref. Fig. 002A) 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.

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 (3) The oil quantity transmitter (Ref. 79-31-00).

 (4) 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. (Ref. Fig. 003A)

 D. Oil Tank Characteristics
 (Ref. Fig. 004A)

 -------------------------------------------------------------------------------| | 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 0.6 quart.hr) (see note). This provides a minimum engine autonomy of almost 17 hours.
 NOTE : The necessary process of troubleshooting an 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.
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 (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 1.6 quarts.hr) (see note): This provides a minimum engine autonomy of 6 hours.

 NOTE : Above this limit, the engine is not serviceable and must be
____
 removed.

 **ON A/C ALL
 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).
　
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