The integrated engine instrument system shows engine data to the flight crew at all times, when the aircraft is powered. The engine data is shown in the engine indicating system (EIS) area, at the top left area of the left multifunction display (MFD).

The EIS area shows a set of engine operating parameters (power parameters, turbine area temperature, oil temperature and pressure, and fuel flow) as continuous analog and/or digital indications.

Also, the EIS area shows the annunciations of the active selections, the engine operating modes in progress, and the thrust reverser status. When necessary, the EIS area shows applicable warning flags to tell the pilots that the engine has dangerous conditions such as excessive vibration or engine fire.

The EIS area also shows operating data for the auxiliary power unit (APU) and the fuel quantity available in the fuel tanks.

The engine indication data is routed directly from the electronic control units (ECUs) of the full authority digital engine control (FADEC) system to all the adaptive flight displays. This makes sure that the engine indications stay available during a display reversion or if there is a fail condition in one of the displays.

Some of the data displayed in the EIS area (fire flag, fuel quantity, and APU indications) are not controlled by the FADEC system but by their related monitoring systems through the data concentrator unit (DCU) of the engine indicating and crew alerting system (EICAS).

Each indication in the EIS area shows a different function as measured by its related monitoring system. The monitoring systems have sensors which monitor the conditions of the engines, APU, and fuel tanks. The monitoring systems continuously supply their applicable data to the FADEC system or DCU. The FADEC system or the DCU processes the data and sends the necessary commands to the adaptive flight displays.

To show the engine indication data, the FADEC system uses control inputs from the throttle quadrant and the ENGINE control panel, and data inputs from the following systems/components:

• Fuel indicating system/fuel flow meter
• Speed sensing/N1 and N2 sensors
• Temperature sensing/EGT and TT2 sensors
• Vibration sensing/vibration sensor
• Oil system indicating/oil pressure and oil temperature transducers
• Thrust reverser/control and feedback system

To show engine fire flags, fuel quantity, and APU data, the DCU receives the necessary inputs from:

• Engine fire detection system for the engine fire flag
• Fuel management and quantity gauging system for the fuel quantity indication
• APU indicating system for the APU exhaust gas temperature (EGT) and speed indications.

The integrated engine instrument system shows, in the EIS area, the data that follow:

• N1 display, for the low pressure (LP) rotor speed
• ITT display, for the inter-turbine temperature
• IGN/START annunciations, for the engine ignition/start modes
• SYNC/MACH HOLD annunciation, for engine synchronization/Mach hold modes
• REV annunciation, for the thrust-reverser deployment status
• VIB flag, for excessive engine vibration
• FIRE flag, for engine fire detection
• N2 indication, for the high pressure (HP) rotor speed
• OIL PRESS indication, for the engine oil pressure
• OIL TEMP indication, for the engine oil temperature
• FF PPH (or optional FF KPH) indication, for the engine fuel flow
• APU RPM indication for the APU speed
• APU EGT indication for the APU exhaust gas temperature
• FUEL QTY LBS (or optional FUEL QTY KGS) indication for the fuel quantity in the fuel tanks

The N1 display includes an analog display and a digital indication for each engine. The N1 analog display shows indications for the N1 rpm, N1 command, N1 reference, and N1 rating. The N1 digital indication shows the N1 rpm and the N1 reference.

The N1 rpm indication shows the engine fan speed (LP rotor speed) in revolutions per minute (rpm), expressed as percentage. Engine fan rpm is shown as a percentage of maximum permitted rpm (100% at 10,156 rpm). The engine fan rpm can be more than 100%. The primary ECU channel is the data source.

The analog display that shows engine fan rpm for each of the two engines is an arc scale and a pointer. The pointer turns clockwise as the rpm increases.

When an engine fan rpm is at 0%, the pointer is at the 3 o’clock position. At 100%, the scale is approximately at the 11 o’clock position. The scale maximum is always set at the 12 o’clock position when the engine fan rpm is at 110%. An N1 red line shows as a red tick mark on the N1 scale. The N1 red line is variable. If the N1 red line data is not valid, the default red line setting is 80%. The digital indication that shows the engine fan rpm is above the 3 o’clock position.

The N1 pointer and N1 digital indication are normally green. The pointer and digital indication change to red when N1 is at warning speed. The warning speed is calculated by the FADEC system. The pointer and the digital indication flash when the color changes from green to red. Magenta dashes replace the N1 digital indication, and the N1 pointer is removed if N1 data is not valid.

The N1 command (stable-state power value to which the FADEC controls the engine) shows as a bug (with a cyan T symbol) in relation to the throttle lever position on the N1 arc scale.

The N1 reference (power value as set by the flight management system, in relation to flight planning inputs and current flight conditions) shows as a bug and as a digital indication in relation to the throttle rating. The FADEC system calculates the N1 reference value.

The N1 reference bug shows on the arc scale, in one of two possible shapes. It shows as a cyan O symbol (when the throttle rating is CRZ [cruise]) or as a cyan caret (when the throttle rating is APR [automatic power reserve], TO [takeoff]), CLB [climb], MCT [maximum continuous thrust], or REV [reverse thrust]). Bug shape is not shown for all the other conditions.

The N1 reference digital indication shows above the N1 rpm digital indication. Magenta dashes replace the N1 reference digital indication, and the N1 reference bug is removed if N1 reference data is not valid.

The N1 rating (maximum power value that the FADEC gives for current flight and engine conditions) shows as APR, TO, CLB, CRZ, MCT, REV annunciation or no indication in relation to the thrust available for the current throttle notch.

The N1 rating annunciation is cyan. Magenta dashes replace the indication if the N1 rating data is not valid.

The ITT display includes an analog display and a digital indication for each engine. The ITT display shows the temperature in degrees Celsius (°C) between the specified stages of the engine. The ITT data source is the primary ECU channel.

The ITT analog display is below the N1 analog display of the applicable engine. The ITT analog display for each of the two engines is an arc scale and a pointer. At 0°C, the pointer is at the three o'clock position. It turns clockwise while the temperature increases. The ITT scale maximum is at the twelve o'clock position, which is 1,010 °C. An ITT red line shows as a red tick mark on the ITT scale. The ITT red line is variable. If ITT red line data is not valid, the default red line setting is 889°C. The digital ITT value shows above the three o'clock position.

The ITT pointer and ITT digital indication are normally green. The pointer and digital indication change to red when ITT is at warning temperature. The warning temperature is calculated by the FADEC system. The pointer and the digital indication flash when the color changes from green to red. Magenta dashes replace the ITT digital indication and the ITT pointer is removed if ITT data is not valid.

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The IGN/START annunciation comes into view to show that engine start/ignition is in progress. IGN annunciation shows below the applicable ITT analog display when the engine igniter operates. START annunciation shows vertically below the applicable ITT analog display when engine start is commanded.

In usual condition, The IGN annunciation is green. It becomes yellow when the igniter is commanded and is in a fail condition. In usual condition, The START annunciation is green. It becomes yellow if the starter is in a fail condition.

The SYNC/MACH HOLD annunciation is white when the mode is commanded, but not captured. It is green when the mode is commanded and captured.

The SYNC or MACH HOLD annunciation shows between the N1 analog displays when the selection of one of the two engine modes (synchronization or Mach hold) is active. SYNC annunciation shows when the engine synchronization mode is set with the AUTO SYNC switch on the ENGINE control panel. The current engine rating must be CRZ or CLB to enable N1 or N2 SYNC. MACH HOLD annunciation shows when the Mach hold mode is set with the MACH HOLD pushbutton on the ENGINE control panel. Engine Mach hold mode is possible only if the altitude hold (ALT HOLD) function and the N1 or N2 synchronization (SYNC) function are active.

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The REV annunciation shows in the applicable N1 analog display when the engine thrust reverser is deployed. The color of the REV annunciation is related to the thrust reverser status. The REV display is:

• White, when the thrust reverser is commanded and is in transition
• Green, when the thrust reverser is commanded and deployed
• Yellow, when the thrust reverser is commanded but fails to deploy
• Red, when the thrust reverser is unsafe

The VIB flag shows in yellow in the EIS area below the N1 analog display, when the FADEC system finds an excessive vibration in the applicable engine.

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The FIRE flag shows in red in the N1 analog-display area when the DCU receives a signal to tell the pilots that there is a fire in the applicable engine. The FIRE flag flashes for five seconds when it first shows, then becomes stable.

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The N2 indication shows (in digital format) the engine turbine rpm (HP rotor speed) for each engine as a percentage. The engine turbine rpm for the left engine shows below the left ITT arc. The engine turbine rpm for the right engine shows below the right ITT arc. The engine turbine rpm is shown as a percentage of maximum permitted rpm (100% at 28,100 rpm). The value of the engine turbine rpm can be more than 100%. The data source is the primary ECU channel.

In usual condition, the N2 indication is green. The N2 indication changes to yellow when the rpm has a value equal to or greater than a caution value. It changes to red when the rpm value is equal to or greater than a warning value. The N2 indication flashes when the indication color changes to red. The caution and warning rpm values are set by the FADEC system. Magenta dashes replace the N2 indication when the N2 data is not valid.

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The OIL PRESS indication shows the oil pressure in each engine, in pounds per square inch (psi). The left engine oil pressure shows below the left N2 indication. The right engine oil pressure shows below the right N2 indication.

In usual condition, the OIL PRESS indication is green. The OIL PRESS indication changes to yellow when the oil pressure is equal to or greater than a caution value. It changes to red when the oil pressure value is equal to or greater than a warning value. The OIL PRESS indication flashes when the indication color changes to red. The caution and warning oil pressure values are set by the FADEC system. Magenta dashes replace the OIL PRESS indication when the oil pressure data is not valid.

The OIL TEMP indication shows the oil temperature of each engine in degrees Celsius (°C). The left engine oil temperature shows below the oil pressure indication of the left engine. The oil temperature of the right engine shows below the right engine oil pressure indication.

In usual condition, the OIL TEMP indication is green. The OIL TEMP indication changes to yellow when the oil temperature is equal to or greater than a caution value. It changes to red when the oil temperature is equal to or greater than a warning value. The OIL TEMP indication flashes when the indication color changes to red. The caution and warning oil temperature values are set by the FADEC system. Magenta dashes replace the OIL TEMP indication when the oil temperature data is not valid.

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The FF PPH (or optional FF KPH) indication shows the fuel flow to each engine. The fuel flow is usually shown in pounds per hour (PPH) or, optionally, in kilograms per hour (KPH).

The left engine fuel flow shows below the oil temperature indication of the left engine. The right engine fuel flow shows below the oil temperature indication of the right engine.

The data source for fuel flow is the primary ECU channel. In usual condition, the FF PPH (or FF KPH) indication is green. Magenta dashes replace the FF PPH (or FF KPH) indication when the fuel flow data is not valid.

The APU RPM indication shows the APU rpm as a percentage of maximum permitted rpm (100% at 58,737 rpm). In usual conditions, the APU RPM indication shows in green. When APU speed is more than a limit calculated by the APU engine control system the APU RPM indication flashes and then shows in red. Magenta dashes replace the indication when APU RPM data is not valid. The APU RPM indication is removed when the APU is not set to operate.

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The APU EGT indication shows the APU exhaust gas temperature (EGT) in degrees Celsius (°C). In usual conditions, the APU EGT indication shows in green. This indication flashes and then changes to red if the operating temperature is greater than a limit calculated by the APU engine control system. Magenta dashes replace the indication when APU EGT data is not valid. The APU EGT indication is removed when the APU is not set to operate.

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The FUEL QTY LBS (or optional FUEL QTY KGS) indication shows in digital format the total fuel quantity and also the fuel quantity in each fuel tank. The fuel quantity is usually shown in pounds (LBS) or, optionally, in kilograms (KGS). In usual condition, the FUEL QTY LBS (or FUEL QTY KGS) indication is green. The indication changes to yellow if total of wing fuel quantity is at a caution level. The caution level is given by the fuel management and quantity gauging system (FMQGS). Magenta dashes replace the FUEL QTY (or FUEL QTY KGS) indication if the fuel quantity data is not valid.

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