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the master engine. The left and right engines will automatically designate themselves as master and slave engines using a
cross-engine communication link. The engine with higher N1 compensation, or the left engine when N1 compensation of
the two engines is the same, becomes the master engine. If the measured N1 or N2 of the slave engine is not within 5% of
the master engine set point, the FADEC will provide an indication that synchronization is commanded but not achieved.
CFO1801002_023
ENGINE
1 2
IGNITION
MACH HOLD
L STARTER R STARTER
OFF OFF
FIRE EXT
CRANK START CRANK START
OFF N2
N1
SYNC
EVENT
R ENG FIRE
AUTO
FIRE FIRE
L ENG FIRE
APU FIRE
OFF
AUTO APR
FIRE
ARMED ARMED
POWERPLANT
Volume 2 Flight Crew Operating Manual Feb 22/2006
18-01-10 CSP 100-6 REV 5
THRUST CALCULATIONS (Cont)
MACH HOLD
Mach hold is a function provided by FADEC that minimizes throttle movements over long periods during cruise. Limited
adjustment is available to the master engine to hold the selected Mach. For MACH HOLD to be active, N1 or N2 must be
synchronized, the aircraft trimmed for steady, level flight and the autopilot engaged in either Altitude Hold or Altitude Select
(with altitude captured).
Mach Hold authority only allows N1 to be adjusted within ± 3% N1 for the thrust lever position at the time MACH HOLD
is active. When active, a green MACH HOLD will be displayed between the N1 indicators (on aircraft without SV 6.0 upgrade
and FADEC V-10 software, the green light will flash momentarily, then extinguish). At authority limits, a white
MACH HOLD is displayed .
ENGINE OIL SYSTEM
DESCRIPTION
The engine oil system provides cooling and lubrication for all of the engine bearings, gears and splines. It also provides
fuel heating and shaft vibration damping (through the use of hydraulic mounts). The engine oil sump venting and breather
system is also integral to the overall lubrication system.
COMPONENTS AND OPERATION
Oil is supplied to the engine by the oil pump that draws hot oil from the accessory gear box (AGB) oil tank. The oil is
filtered and cooled in the fuel heater/oil cooler (FHOC) prior to flowing into the engine bearing sumps. In the engine bearing
sumps (forward and aft) and in the AGB, the oil lubricates the bearings, seals, and gears and cools them by absorbing
heat directly as it passes in and around these components.The oil is scavenged by dedicated scavenge pumps and returned
to the oil tank. Power to drive the oil pump is provided by the compressor spool trough the AGB.
An oil filter bypass valve and an impending bypass switch are located in parallel with the filter. The switch provides a warning
when the filter becoming clogged and the pressure drop across it reaches 45 psi, indicating that impending bypass is
imminent. The bypass valve opens at 65 psi. The ECU monitors the switch and the oil temperature, and provides an indication
of impending filter bypass to the cockpit when the switch is open and oil temperature is in the normal operating
range. During bypass mode, the system still provides a minimum filtration level by means of an accessible last chance
screen. Once the impending bypass warning has been indicated, the CAS message remains illuminated during the bypass
mode and logged by the FADEC to direct maintenance action prior to the next flight. Before oil is returned to the oil tank
it flows across the chip detector in the AGB housing. The chip detector is linked to the ECU to provide an indication on
the EICAS. Chip detector and impending oil filter bypass advisory CAS messages are presented as L (R) ENGINE OIL
CHIP and L (R) ENGINE OIL BYPASS.
ENGINE OIL PRESSURE INDICATIONS
To provide system redundancy, a pressure switch and separate pressure transmitter are used to monitor the engine oil pressure.
When low oil pressure is detected by the pressure switch, a L (R) ENG OIL PRESS LOW (W) is presented. Excessively
high oil pressure is indicated by a L (R) ENG OIL PRESS HIGH (C). An imminent bypass of the oil filter is
annunciated by a L (R) ENGINE OIL BYPASS (A) CAS message.
REV 5
POWERPLANT
Sep 14/2005 Flight Crew Operating Manual Volume 2
REV 4 CSP 100-6 18-01-11
ENGINE OIL SYSTEM (Cont)
ENGINE OIL LEVEL AND REPLENISHMENT SYSTEM
The engine oil servicing doors are located on the forward and left side of each engine nacelle. Oil quantity may be checked
by a sight gage on the AGB and replenished through the oil filler port. The gage bands are marked FULL, ONE LOW, and
NO DISPATCH. However, the primary means to check oil on the Challenger 300 is with the Remote Oil Level Sensor
(ROLS). Oil levels are transmitted by the ARINC 429 bus to the refuel/defuel panel located in the right wing root fairing.
　
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