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High Temperature Redline
If the oil temperature exceeds 160°C the
OIL TEMP will turn red and will flash (engine
operating).
175 OIL TEMP
− 40 OIL TEMP
LOW Temperature Amberline
If the oil temperature is 20°C or less but higher
than − 30°C the OIL TEMP will turn amber.
10 OIL TEMP
Oil Pressure
The oil pressure transducer provides an indication of the pressure between the oil feed and
scavenge lines.
Oil Pressure Indication
GF1810_038
50% 35 psi 25 psi
72 .3% 35 psi 25 psi
90% 45 psi 35 psi
OIL PRESS Readout
Displays the current
oil pressure value.
Low Pressure Redline
If the oil pressure is 25 psi or lower, OIL PRESS
readout will turn red.
Low Pressure Amberline
The minimum low press amberline
is N2 dependent as follows:
Minimum Oil Pressure − N2 Dependent
N2 Ground Flight
seconds
10
time
delay
81 OIL PRESS 81
25 OIL PRESS
33 OIL PRESS
POWER PLANT
Flight Crew Operating Manual REV 41, Jul 08, 2004
CSP 700−6
Volume 2
18−10−26
ENGINE VIBRATION MONITORING SYSTEM (EVMS)
The EVMS provides the crew with a means of continuously monitoring any imbalance of the rotating
assemblies, N1 and N2. the EVMS is a stand alone system, independent of FADEC.
The system comprises one airframe mounted Engine Vibration Monitoring Unit (EVMU) that
processes signals from dedicated N1 and N2 speed probes and vibration transducers. The EVMU
provides indication of engine vibration on EICAS.
GF1810_039
AIRFRAME
LEFT ENGINE RIGHT ENGINE
N2
SPEED
PROBE
VIBRATION
TRANSDUCER
N1
SPEED
PROBE
N2
SPEED
PROBE
VIBRATION
TRANSDUCER
N1
SPEED
PROBE
ENGINE VIBRATION
MONITORING UNIT
LOW NOISE CABLE
STANDARD WIRING
EICAS
EVMS Indication
GF1810_040
N2 VIB Indication
If the N2 vibration monitor readings are
greater than 1.2 in/sec then the icon
is displayed.
N1 VIB Indication
If the N1 vibration monitor readings are less
1.0 in/sec, then the N1 is displayed green. If
N1 is greater than 1.0 in/sec then the readout
NOTE is displayed amber.
N1 VIB is not displayed unless:
Core VIB is displayed or,
L or R N1 VIB is >1.0 in/sec.
VIB
N2
FF (PPH)
OIL TEMP
OIL PRESS
93.4
5750
115
81
93.4
5750
115
81
VIB
N2
FF (PPH)
OIL TEMP
OIL PRESS
N1 VIB
93.4
5750
115
81
0.2
93.4
5750
115
81
1.2
POWER PLANT
REV 41, Jul 08, 2004 Flight Crew Operating Manual
CSP 700−6
Volume 2
18−10−27
THRUST MANAGEMENT
The EEC uses one of two modes to set steady state power above idle, EPR or N1 mode. Although
idle is controlled to a RPM value, an equivalent EPR is also calculated so that the EEC can establish
a Throttle RVDT Angle (TRA) to EPR relationship throughout the operating range.
The EEC will control idle to prevent the engine from operating below minimum limits to:
· Ensure that cabin bleed and antiice
demands are met.
· Prevent ice accumulation on the fan, on the ground or inflight.
· Ensure that the variable frequency generators stay on line.
Low idle range is commanded when in the forward idle position and the airplane is not in an
approach configuration.
High idle is commanded when in the forward idle position and the airplane is in an approach
configuration.
If the EEC cannot determine whether or not an approach configuration has been set up, then the
EEC will default to high idle.
Forward thrust is set by positioning the thrust levers (manually or automatically). Between idle and
maximum thrust are various thrust levels such as:
· Maximum Takeoff
(MTO)
· Maximum Climb (CLB)
· Flexible Climb (Flex CL)
· Maximum Continuous (MCT)
· Flexible Takeoff
(Flex TO)
Reverse thrust is a manual selection only.
Each thrust lever drives a dual channel RVDT. Each channel in the RVDT is dedicated to an EEC
channel.
GF1810_041
#1 RVDT #2 RVDT
CHA CHB CHA CHB
CHA CHB CHA CHB
FORWARD
EEC
DEDICATED
AIRCRAFT
GENERATOR ENGINES
DEDICATED
GENERATOR
EEC
POWER PLANT
Flight Crew Operating Manual REV 41, Jul 08, 2004
CSP 700−6
Volume 2
18−10−28
THRUST LEVERS
The thrust lever quadrant consists of a main lever for setting forward thrust and reverse thrust, with a
　
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