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Wait at least 15 minutes, but not more than 1 hour following engine shutdown before checking the oil using ROLS, and
service the tank if more than one quart (0.95 liter) low. Each engine oil tank capacity is 7.8 quarts (7.4 liters), while the oil
volume at the FULL mark is 5.7 quarts (5.4 liters). The ONE LOW band indicates when the tank is approximately 1 quart
below FULL. The NO DISPATCH band is approximately 1.6 quarts below FULL. If the oil level is below this band, the
tank should be serviced prior to dispatch. However, if the oil level is within the band, the engine can be operated at least
10 hours without servicing the tank. The 10 hour time frame assumes a maximum engine oil consumption rate. Note that
the oil volume is less than the total tank volume of 7.8 quarts (7.4 liters). The total tank volume design accounts for hot oil
volume expansion and for the additional volume between the sight gage FULL mark and the fill-to-spill level.
NOTE: The oil level indication lights on the refuel defuel panel are for reference only. If the CHECK OIL light on the
refuel defuel panel is illuminated, visually check the oil tank sight glass for dispatch ability.
ENGINE NACELLE OIL LEVEL SIGHT GAGE
ENGINE OIL TEMPERATURE
Excessively high engine oil temperatures are displayed as L (R) ENG OIL TEMPERATURE HIGH (C) CAS message.
Full Full
One Low
No Dispatch
CFO1801002_020
TEST
ENGINE OIL LEVEL
FULL
CHECK OIL
RIGHT LEFT
ON
POWER
REFUEL DEFUEL CONTROL PANEL
REV 4
POWERPLANT
Volume 2 Flight Crew Operating Manual Sep 13/2004
18-01-12 CSP 100-6 REV 1
ENGINE OIL SYSTEM (Cont)
ENGINE LUBRICATION SCHEMATIC
CFO1801002_022
TANK VENT
OIL PUMP
OIL INLET
OIL TANK
TEST PORT
SIGHT GAGE
OIL
FILTER
OIL
TANK
PRESSURIZATION
VALVE
ACCESSORY
GEARBOX
PRESSURE
TEST PORT
PRESSURE
TEST PORT
REMOTE OIL LEVEL
INDICATOR BOSS
OIL SCAVENGE
DISCHARGE
PRESSURE
RELIEF VALVE
FUEL HEATER/
OIL COOLER
AIR/OIL
SEPARATOR
NACELLE
DISCHARGE
AGB OIL
NOZZLES
FUEL FILTER
ASSEMBLY
PRESSURE
ADJUSTING
VALVE
OIL
TEMPERATURE
TRANSDUCER
OIL PRESSURE
TRANSDUCER
(DUAL SWITCH)
FORWARD
SUMP SUPPLY
AFT
SUMP SUPPLY
SIPHON
BREAK
LAST-CHANCE
SCREEN
ROTATION
DE-OIL
VALVE
ELECTRICAL
CHIP DETECTOR
WITH
VALVE
PRESSURE
REDUCTION
ORIFICE
FORWARD SUMP
SCAVENGE SCREEN /
MAGNETIC PLUG
(DEBRIS MONITOR)
MAGNETIC
PLUG
(DEBRIS
MONITOR)
AFT SUMP
SCAVENGE
SCREEN /
TANK
DRAIN PLUG
GEARBOX SUMP
SCAVENGE SCREEN
(2 PLACES)
MAGNETIC
DRAIN PLUG
(DEBRIS MONITOR)
FILL PORT
WITH
LOCKING CAP,
SCREEN,
FLAPPER VALVE
AND SCUPPER
FILTER
DRAIN
FEATURE
FILTER ELECTRICAL
IMPENDING/
MECHANICAL
BYPASS
VENT
FUEL
OIL
LEGEND
SELF-CLOSING
V 1
POWERPLANT
Sep 13/2004 Flight Crew Operating Manual Volume 2
REV 1 CSP 100-6 18-01-13
ENGINE BLEED AIR SYSTEM
DESCRIPTION
The engine bleed air system provides intermediate pressure (IP) air to the environmental control system and the opposite
engine air turbine starter. It provides high pressure (HP) air to the wing and engine anti-icing systems.
The integrated air system management controller (IASC) controls bleed-air extraction from the engines. IASC 1 supports
L BLEED and IASC 2 supports R BLEED functions.
Bleed-air is also extracted from the compressor by the surge bleed valves to regulate airflow through the engine core and
is controlled by the FADEC.
L and R bleed-air selection, ON or OFF, is accomplished via the AIR COND/BLEED panel on the center pedestal. A crossbleed
valve is installed between the left and right pneumatic ducts, that can be opened automatically or manually by pressing
the XBLEED push button, to provide bleed-air for engine starting. The APU is the normal source of bleed-air that is
used for engine starting.
COMPONENTS AND OPERATION
Engine bleed-air components consists of a bleed duct, intermediate pressure valve (IPV) and intermediate check valve.
Engine bleed-air duct assembly directs compressor bleed-air to the common bleed manifold that is located in the aft equipment
bay. The engine compressor supplies bleed-air to operate the aircraft pneumatic system.
The nacelle bleed-air ducts are monitored for bleed-air leakage by the engine fire detection system.
　
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