Abstract: An engine oil system for an aircraft engine includes an oil tank and an oil tank return. The oil tank forms an internal oil cavity. The oil tank return forms a portion of an oil flow path through the engine oil system. The oil tank return includes a return body forming a return passage extending between and to a passage inlet and a passage outlet. The return body includes an inner diameter wall and an outer diameter wall. The inner diameter wall and the outer diameter wall form a turn of the return passage between the passage inlet and the passage outlet. The return body forms a top side, a corner, and an oblique side at the passage outlet. The corner and the oblique side are disposed at the outer diameter wall. The corner extends between the top side and the oblique side.

Abstract: An engine oil system for an aircraft engine includes an oil tank and an oil tank return. The oil tank forms an internal oil cavity. The oil tank return forms a portion of an oil flow path through the engine oil system. The oil tank return includes a return body forming a return passage extending between and to a passage inlet and a passage outlet. The return body includes an inner diameter wall and an outer diameter wall. The inner diameter wall and the outer diameter wall form a turn of the return passage between the passage inlet and the passage outlet. The return body forms a top side, a corner, and an oblique side at the passage outlet. The corner and the oblique side are disposed at the outer diameter wall. The corner extends between the top side and the oblique side.

Abstract: An engine oil system includes a conduit and a strainer assembly. The conduit forms a portion of an oil flow path. The conduit includes a first conduit body and a second conduit body. The first conduit body is mounted to the second conduit body at a flange interface. The first conduit body and the second conduit body form an internal passage of the conduit. The strainer assembly is disposed within the conduit at the flange interface. The strainer assembly includes a tubular body, a first packing ring, a second packing ring, and a strainer member. The first packing ring forms a first fluid seal between the tubular body and the first conduit body. The second packing ring forms a second fluid seal between the tubular body and the second conduit body. The strainer member is mounted to the tubular body within the oil flow path.

Abstract: An assembly is provided for an aircraft. This aircraft assembly includes a first mount, a second mount, a mounting assembly and a fluid reservoir structure. The mounting assembly connects the first mount to the second mount along an axis while providing controlled intercomponent movement between the first mount and the second mount to reduce internal stress and/or wear. The mounting assembly includes an outer bushing, an inner bushing and a fastener. The fluid reservoir structure includes one of the first mount or the second mount.

Abstract: Aircraft engine oil tanks, lubrication systems, and associated methods are provided. The oil tank includes a first tank portion defining a first volume for holding oil and a second tank portion defining a second volume for holding oil, in fluid communication with the first volume. The first tank portion includes an oil outlet for delivering oil to a lubrication load via a pump. The first volume is in fluid communication with a vent opening for venting the oil tank. At least part of the second tank portion is disposed higher than the vent opening for retaining a quantity of oil inside the oil tank during a negative-g force flight condition and facilitate the recovery of the lubrication system following the negative-g force flight condition.

Abstract: Aircraft engine oil tanks, lubrication systems, and associated methods are provided. The oil tank includes a first tank portion defining a first volume for holding oil and a second tank portion defining a second volume for holding oil, in fluid communication with the first volume. The first tank portion includes an oil outlet for delivering oil to a lubrication load via a pump. The first volume is in fluid communication with a vent opening for venting the oil tank. At least part of the second tank portion is disposed higher than the vent opening for retaining a quantity of oil inside the oil tank during a negative-g force flight condition and facilitate the recovery of the lubrication system following the negative-g force flight condition.

Abstract: A component for an aircraft engine. The component is mountable externally to a core of the aircraft engine. The component includes an enclosure having a wall circumscribing a sealed inner chamber. The wall has an inner surface and an outer surface. The wall has a first wall portion welded to a second wall portion along a weld line extending about a perimeter of the enclosure. A mounting bracket is disposed on the outer surface for mounting the component to the core. A protrusion protrudes from one or more of the outer surface and the inner surface and extends along one or more of the outer surface and the inner surface concentrically with the weld line. Sn additional protrusion protrudes from one or more of the outer surface and the inner surface. The additional protrusion extends from the protrusion to the mounting bracket.

Abstract: A de-aerator for a lubrication system, has: a housing defining an air-oil inlet, an oil outlet, and an air outlet of the de-aerator; a rotor received within the housing and rotatable relative to the housing about a central axis, the rotor having blades distributed about the central axis and extending at least partially radially relative to the central axis, flow passages extending between the blades, the rotor having a hub circumferentially extending around the central axis and around the blades, the hub having a peripheral wall oriented radially inwardly and defining a fore opening leading to the flow passages; and a gap between the housing and the hub of the rotor, a portion of the housing received within the fore opening and axially overlapping the peripheral wall of the hub, the gap having a fore gap inlet between the portion of the housing and the peripheral wall of the hub.

Abstract: Aircraft engine oil tanks, lubrication systems, and associated methods are provided. The oil tank includes a first tank portion defining a first volume for holding oil and a second tank portion defining a second volume for holding oil, in fluid communication with the first volume. The first tank portion includes an oil outlet for delivering oil to a lubrication load via a pump. The first volume is in fluid communication with a vent opening for venting the oil tank. At least part of the second tank portion is disposed higher than the vent opening for retaining a quantity of oil inside the oil tank during a negative-g force flight condition and facilitate the recovery of the lubrication system following the negative-g force flight condition.

Abstract: A de-aerator for a lubrication system, has: a housing defining an air-oil inlet, an oil outlet, and an air outlet of the de-aerator; a rotor received within the housing and rotatable relative to the housing about a central axis, the rotor having blades distributed about the central axis and extending at least partially radially relative to the central axis, flow passages extending between the blades, the rotor having a hub circumferentially extending around the central axis and around the blades, the hub having a peripheral wall oriented radially inwardly and defining a fore opening leading to the flow passages; and a gap between the housing and the hub of the rotor, a portion of the housing received within the fore opening and axially overlapping the peripheral wall of the hub, the gap having a fore gap inlet between the portion of the housing and the peripheral wall of the hub.

Abstract: An aircraft engine oil filler apparatus includes a filler tube configured to be received through a wall of an oil tank such that an open upper end of the filler tube is accessible from outside of the oil tank and a bottom end of the filler tube is disposed inside the oil tank, a valve received in the bottom end of the filler tube and movable between an open position in which the valve hydraulically connects the filler tube to the oil tank, and a closed position in which the valve hydraulically disconnects the filler tube from the oil tank, and a float disposed above the valve and operatively connected to the valve to move the valve from the open position to the closed position when oil inside the oil tank rises to a predetermined level. A method of operation of an oil filler apparatus is also described.

Abstract: An aircraft engine oil filler apparatus includes a filler tube configured to be received through a wall of an oil tank such that an open upper end of the filler tube is accessible from outside of the oil tank and a bottom end of the filler tube is disposed inside the oil tank, a valve received in the bottom end of the filler tube and movable between an open position in which the valve hydraulically connects the filler tube to the oil tank, and a closed position in which the valve hydraulically disconnects the filler tube from the oil tank, and a float disposed above the valve and operatively connected to the valve to move the valve from the open position to the closed position when oil inside the oil tank rises to a predetermined level. A method of operation of an oil filler apparatus is also described.