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Oil pressure, oil temperature, and engine vibration indications are both digital readouts and vertical indication/moving pointers. Fuel flow and oil quantity are digital readouts only. All digital readouts are enclosed by boxes.
The dials and vertical indications display the normal operating range, caution range, and operating limits.
Normal operating range is displayed on a dial or vertical indication in white.
N1, EGT, and N2 have operating limits indicated by redlines. EGT also displays an amber caution limit. If one of these indications exceeds the red or amber line, the digital readout, box, pointer, and indicator change color to red or amber.
The oil temperature and oil pressure vertical indications have a caution range and an operating limit redline. If the oil temperature or pressure reaches the caution range, the digital readout, digital readout box, and pointer all change color to amber. If one of these indications reach the operating limit, the digital readout, digital readout box, and pointer all change color to red.
The EEC must receive electrical power to supply engine operating data to the flight deck engine indications. When the EEC is not powered, N1, N2, oil quantity and engine vibration are displayed directly from the engine sensors. Positioning the engine start switch to GRD supplies electrical power to the EEC and displays pointers/digits for all engine parameters.
Copyright . The Boeing Company. See title page for details.
7.20.2  June 1, 2005

Engines, APU -Engine System Description
737 Flight Crew Operations Manual
During battery start with no power on the airplane, only N1, N2, and oil quantity are available. The EEC is not powered until the engine accelerates to a speed greater than 15% N2. At 15% N2, the EEC becomes energized and pointers/digits for all engine parameters are displayed.
An engine failure alert indication (ENG FAIL) is displayed in amber on the EGT indicator when the respective engine is operating at a condition below sustainable idle (50% N2) and the engine start lever is in the IDLE position. The alert remains until the engine recovers, the engine start lever is moved to CUTOFF, or the engine fire warning switch is pulled.
Compact Display
In compact format, the primary and secondary engine indications are combined on the same display. The N1 and EGT indications are displayed as they are normally. All other indications change to digital readouts only. N2, oil temperature, and oil pressure digital readouts turn red or amber if an exceedance occurs. The N2 digital display is framed with a red box after engine shutdown on the ground if an inflight exceedance occurred.
Primary and secondary engine indications are displayed in compact format on the upper DU when the secondary engine indications are selected for display (manually or automatically) and the lower DU is unavailable. Alternatively, the compacted indications are displayed on the lower DU if the upper DU is unavailable.
Electronic Engine Control (EEC)
Each engine has a full authority digital EEC. Each EEC has two independent control channels, with automatic channel transfer if the operating channel fails. With each engine start or start attempt, the EEC alternates between control channels. The EEC uses thrust lever inputs to automatically control forward and reverse thrust. N1 is used by the EEC to set thrust in two control modes: normal and alternate. Manual selection of the control mode can be made with the EEC switches on engine panel.
EEC Normal Mode
In the normal mode, the EEC uses sensed flight conditions and bleed air demand to calculate N1 thrust ratings. The EEC compares commanded N1 to actual N1 and adjusts fuel flow to achieve the commanded N1.
Copyright . The Boeing Company. See title page for details.
Engines, APU -Engine System Description

737 Flight Crew Operations Manual
The full rated takeoff thrust for the installed engine is available at a thrust lever position less than the forward stop. Fixed or assumed temperature derated takeoff thrust ratings are set at thrust lever positions less than full rated takeoff. The maximum rated thrust is available at the forward stop. The EEC limits the maximum thrust according to the airplane model as follows:
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737-700 – CFM56-7B24 rating

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737-800 – CFM56-7B27 rating

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737-900 – CFM56-7B27 rating

EEC Alternate Mode
The EEC can operate in either of two alternate modes, soft or hard. If required signals are not available to operate in the normal mode, the EEC automatically changes to the soft alternate mode. When this occurs, the ALTN switch illuminates and the ON indication remains visible. In the soft alternate mode, the EEC uses the last valid flight conditions to define engine parameters which allows the mode change to occur with no immediate change in engine thrust. Thrust rating shortfalls or exceedances may occur as flight conditions change. The soft alternate mode remains until the hard alternate mode is entered by either retarding the thrust lever to idle or manually selecting ALTN with the EEC switch on the aft overhead panel.
　
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