The main lube pump was a three-element gerotor pump incorporating two pressure elements and one scavenge element. It was submerged in the gear case, conserveing space for other accessory mounting and piping. The lube inlet port, a tachometer pad, and the lube outlet port for the No. 1 element, were exposed beyond the gear case face. The other elements discharged and received from internal ports within the gear case. Three body-mounted O-rings sealed the pumps within the gear case, and a spring-loaded graphite seal sealed the pump shaft entering the tachometer pad. The pump was driven through a spline on the pump shaft. Using MIL-0-6018A - Grade 1005 lube oil, the pump was rated at 2.52 gpm for each pressure element and 6 gpm for the scavenge element, all at 4,200 pump rpm. Rotation was counterclockwise looking at the pump drive shaft.

The auxiliary gear case scavenge pump was a single element gerotor pump designed to fit in the space available at the auxiliary gear case lower aft side and to be driven by a shaft rotating at 8,000 rpm. Due to the high shaft speed, a reduction gear was used between the drive shaft and pump. This gearing and supporting bearing was covered by a pump body extension. The pump drive gear was carried on the pump shaft by a key and snap ring. The pump had a flange-ported inlet and discharged through a standard AN boss. It was rated at 2 gpm at 3,670 pump rpm, and its rotation was counterclockwise looking at the pump drive shaft.

The aft bearing scavenge pump was a double-element constant-displacement gear type pump with separate intake ports and a common discharge port. One intake port and the discharge port were flange ported through the pump's compressor rear frame mounting pad. The other port was located on the opposite end and was connected to external scavenge piping. This pump scavenged the compressor rear frame during a dive, and the turbine frame sump during a climb. It was built up of five flat triangular plates held together by dowels and the pump mounting bolts. It was located on the compressor rear frame aft side between burners No. 4 and 5, and was driven off the main shaft by a reduction gear train and splined coupling. The pump was rated at 5 gpm per element at 3,665 pump rpm. Rotation was counterclockwise looking at the pump drive shaft.

The lube oil filter tube oil filter was used on the aft bearing oil system and was of the pancake wire mesh type. Its filter element was a 118 micron mesh with a clean pressure drop of about 2 psi. A poppet relief valve was set to open between 15 and 20 psi differential pressure.

The lube oil cooler was a semi-counter-flow unit. It was composed of five tube-bundle passes and their headers, with fuel flowing on the tube interiors. Oil entered through a surge valve, was by-passed to the other side of the cooler, and passed back across the tubes in a zig-zag fashion around baffles. The surge valve was an atmosphere valve located in the lube inlet port to the over-all valve body. This surge valve protected the cooler from pressures over 100 psig. Oil then passed out through a check valve, over the thermostatic relief valve and out the discharge port. The thermostatic relief valve allowed oil under 90°F (30 to 35°C) to bypass the cooler and also protected the valve body by opening when the differential pressure across the cooler exceeded 70 – 80 psi. The oil cooler capacity was approximately 0.5 gallons of fuel and 0.5 gallons of oil. With a 2.5 gpm oil flow at 260°F (126°C) , and with 1,000 lb/hr fuel flow at 110°F (44°C), the oil cooler had a minimum heat rejection rate of 750 BTU/min. An oil drain plug was located at the bottom center line of the cooler.