As early as 1928, aircraft engine engineers were designing dry sump systems for aircraft engines. This is because an airplane dives and ascends, and a wet sump system would slosh oil instead of keeping it all in one sump. The sump is separate from the engine, which may have several pumps to circulate the oil. One such engine is the Warner Scarab. This engine uses two pumps. The fist pump, called the scavenger pump, returns the oil from the engine to the sump. The second pump, called the pressure pump, force-feeds the oil into the engine. Another engine, the Velie M-5, uses a similar system. The pump's output specification for this engine is 60 pounds per square inch at top speed. Many aircraft engines rely upon the original designs, and the oil pumps are designed to deliver oil in a similar fashion.
Auto racing engines in the formula SAE category rely on a dry sump system. If a wet sump was used, the side g-forces of cornering would leave parts of the engine oil starved due to sloshing. For this reason, a dry sump system is used. engineering students at the Massachusetts Institute of Technology adapted a dry sump to a Honda engine in 2006. The students' design also used a scavenge pump and a pressure pump, similar to an aircraft engine. The high-pressure pump is the stock engine pump. The scavenge pump chosen delivers 6 liters per minute, at 1,000 rpm shaft revolution.
A turbine engine has only one moving part --- the rotor assembly. In front are the air compressors turbines, and in the rear are the burner turbines. All components are mounted on a common shaft, which is supported by bearings. The bearings are lubricated by oil, supplied by a dry sump system. A turbine engine also uses two pumps. A scavenging pump collects the outgoing oil from the engine and the pressure pump force feeds the bearing with incoming high pressure oil. The oil is stored in a separate reservoir or sump.