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gallons/hour.
Engine oil pressure and temperature indications are presented on the EICAS page. 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, the L (R) ENG OIL
PRESS warning EICAS message is presented. If the pressure transmitter detects low oil pressure,
the EICAS digital oil pressure readout changes to red.
Chip detector and impending oil filter bypass indications are provided in the aft equipment bay on
junction box 5 (JB5), but are not presented on EICAS.
Pressurized refilling of the engine oil tanks is provided by a replenishment tank system, located in
the aft equipment bay. The system remotely gauges engine oil tank level, and is used to transfer
oil to the engine-mounted tanks.
POWER PLANT
Description
Vol. 2 19−10−7
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE OIL SYSTEM (CONT'D)
Oil System Schematic
Figure 19−10−5
Engine Oil Replenishment System
The Challenger 605 is equipped with an oil replenishment system, located in the aft equipment
bay. The system consists of a replenishment tank, holding approximately 6.0 U.S. quarts of oil,
a pump, selector valve, and control panel.
POWER PLANT
Description
Vol. 2 19−10−8
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE OIL SYSTEM (CONT'D)
If a low oil tank quantity is indicated during the test, the nacelle oil tanks can be filled from the
replenishment tank. Pump and selector valves, located next to the replenishment tank, are used
to transfer oil from the replenishment tank to the applicable engine-mounted tank.
Engine Oil Replenishment Procedure
Oil levels should be checked between 15 minutes to two hours after engine shutdown. The
engines must be motored if the replenishment period is exceeded. Maximum refill allowable is
2 U.S. quarts, then the engine must be dry-motored for at least 30 seconds prior to adding
more oil.
Oil replenishment is accomplished as follows:
1. Note the oil quantity on the oil replenishment tank gauge.
2. The system power switch is selected ON, illuminating the green ON light.
3. The ENG OIL PRESS TO TEST switch/light is activated to illuminate (test) the green
LH (RH)-FULL indications.
4. The selector valve is rotated to the L or R position, as required, to pump oil from the oil
replenishment tank to the associated engine oil tank.
5. The selector valve is released when the pump automatically shuts off, and the
LH (RH)-FULL legend illuminates. A full level is indicated by the illumination of the
respective side green light (LH FULL or RH FULL).
6. The system power switch is selected OFF.
7. Oil quantity used for each engine is noted.
POWER PLANT
Description
Vol. 2 19−10−9
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE OIL SYSTEM (CONT'D)
Oil Replenishment System
Figure 19−10−6
POWER PLANT
Description
Vol. 2 19−10−10
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE BLEED AIR SYSTEM
Description
Engine bleed air is extracted from the 7th, 10th and 14th stages of the engine compressor, and
used by the airplane systems below:
• 7th stage: Pressurization of oil seals, and the venting of engine sumps in the lubrication
system.
• 10th stage: Pneumatic supply to the air conditioning and pressurization systems, and
engine starting.
• 14th stage: Pneumatic supply to the engine cowl and wing anti-ice systems, or thrust
reverser systems.
Components and Operation
Ducting and check valves are used to direct the flow of bleed air from the engine to the 10th- and
14th-stage bleed air manifolds. The nacelle and pylon ducts are monitored for bleed air leakage by
the engine fire and jet pipe overheat detection systems.
For additional information, refer to Chapter 9, Fire Protection, and Chapter 18, Pneumatic System.
POWER PLANT
Description
Vol. 2 19−10−11
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
ENGINE BLEED AIR SYSTEM (CONT'D)
Engine Bleed Air System − Schematic
Figure 19−10−7
ENGINE STARTING SYSTEM
Description
The starting system consists of the starter control valve and the air turbine starter. The air turbine
starter drives the accessory gearbox, which in turn drives the N2 core section. DC electrical power
and air from the 10th-stage bleed air manifold are required to open the starter control valve and
　
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