RADS-At Student Training Guide

STUDENT GUIDE
FOR
RADS-AT
ROTOR ANALYSIS DIAGNOSTIC SYSTEM
ADVANCED TECHNOLOGY VERSION 7.0X
TRAINING COURSE
Publication 297293 Rev 6 Smiths Aerospace - Company Proprietary Information

January 30, 2002
STUDENT GUIDE RADS-AT TRAINING COURSE
1.0 GENERAL INFORMATION

1.1 Introduction
This Student Guide provides basic information on vibration
generation and measurement, and an overview of the RADS-AT
vibration analyis equipment. The overview of the RADS-AT includes
descriptions of its capabilities, setup, operation, and use.
1.2 Company Information

Smiths Aerospace is a world leader in avionics and related electrical
systems for both commercial and military aircraft. Smiths Aerospace
manufactures high-technology avionics from weapon management to
aircraft control and display systems. The company is structured
around platform groups that include Civil and Military Air Transport,
Combat Fixed Wing, Rotorcraft, and Growth Platforms. Smiths
Aerospace supplies products and services in the markets of Flight
Management Systems, Data Management, Electrical Power Systems,
and Health and Usage Monitoring Systems.
297293 Rev 6 Smiths Aerospace - Company Proprietary Information
2
2.0 VIBRATION GENERATION AND MEASUREMENT

2.1 Acronyms
1P/1R One-Per-Revolution
2P/2R Two-Per-Revolution
3P/3R Three-Per-Revolution
4P/4R Four-Per-Revolution
AAT Active Automatic Tracker
ABT Automatic Blade Tracker
ASPA Asynchronously Sampled Power Spectrum
AVA Aviation Vibration Analyzer
CADU Control and Display Unit
CCM Credit Card Memory
cpm Cycles per Minute
DAU Data Acquisition Unit
DPL Diagnostic Programming Language
EPT Enhanced Passive Tracker
EUTD Enhanced Universal Tracking Device
FFT Fast Fourier Transform
g Acceleration due to gravity (Earths)
Hz Hertz
IPS Inches per second (Velocity)
LMT Limits
MIL (Displacement) .001 Inch
MR/TR Main Rotor/Tail Rotor
N/REV Natural frequency of the rotor. Vibration associated with
the number of blades installed.
P-P peak to peak
RADSCOM Rotor Analysis and Diagnostic System Communication
RADS-AT Rotor Analysis and Diagnostic System-Advanced
Technology
RAM Random Access Memory
rms Root-Mean-Square
RPM Revolutions per Minute
RT&B Rotor Track and Balance
SSPA Synchronously Sampled Power Average
SSTAR Synchronously Sampled Time Averaged Power Spectrum
UTD Universal Tracking Device
Vac Volts alternating current
Vdc Volts direct current
ZOOM Spectrum Magnification
3
2.2 Measurement Terms

Acceleration: The time rate of change of velocity. Acceleration leads
velocity by 90 in time and leads displacement by 180 in time.
Output = gs
Accelerometer: A seismic transducer that converts acceleration

motion and/or gravitational forces into a proportional electrical
signal.
Displacement: The change in distance or position of an object

relative to a reference point. This is typically given in peak-to-peak
terms. The data is usually given in mils or micrometers. Proximity
probes can be used directly and accelerometers can be used after
integration is performed. Output = Mils P-P
Velocity: The time rate of change of displacement. Velocity leads

displacement by 90 in time. Output = IPS
Velocity Transducer: An electromechanical transducer, usually

seismic, which measures absolute vibration relative to a fixed point in
space. Also known as velometers and velocimeters.
Synchronous Measurement: Measurement that has a sample rate

referenced to a tachometer pulse.
Asynchronous Measurement: Measurement that has a fixed sample

rate. This is commonly known as spectrum measurement or FFT.
2.2.1 Brief History of Measurement Tools

a. Displacement Gauge: Simple pen/paper or scribe and plate.
b. Swept Filters: Typical vibration meter where the operator turns a

knob to the specific frequency. As its moved it filters out all other
vibration except for the frequency that it is centered on. This was
the most popular type of system prior to the release of the
microcomputer.
c. FFT Analyzer: computer-based digital equipment currently in use

today. RADS-AT, BalancePRO and SI-HUMS all employ the FFT
algorithm to process vibration data.
4
2.3 Basic Vibration Generation

2.3.1 Mechanical Vibrations
Vibration in rotating machinery can be easily defined as unwanted
motion. As shown in figure 1, a theoretically perfectly balanced,
aligned and lubricated rotor would spin around a pinpoint. This is
because the mass center point of the rotor and the geometric center
point are one and the same.
Figure 1. Undesirable Motion
However, no machinery is perfectly balanced or aligned, and the self

correcting forces generated cause the machine to spin in an orbit
around the mass center point, and the mass center point is different
from the geometric center point.
The larger the orbit, the more energy is being wasted, and the
shorter the life of the various mechanical components (bearings,
gears, couplings, shafts, casings, etc.).
The goal of dynamic balance and alignment, coupled with optimum

lubrication wherever moving and stationary parts are in close
proximity, is to reduce the size of the rotational orbit as close as
5
possible to a pinpoint. This is as true of helicopter main and tail

rotors as it is for turbine engines and precision machine tools.
Figure 2 shows how 360 of rotation is represented in a sine wave.

The accelerometer output is shown on the line beneath the
imbalanced shaft. (A pendulum can also be used to show sinusoidal
outputs.)
Figure 2. 360 Rotation Represented in A Sine Wave
Figure 2 also shows the relationship of phase relative to the magnetic

pickup and interrupter.
Phase can be displayed in one of two terms:
Degrees (30 degrees = 1 clock hour)
Hours (1 hour = 30 degrees)
6
Figure 3. How an accelerometer measures vibration
2.3.2 Accelerometer Description

The accelerometer is a piezo-electric device based on the principle that
when a piece of crystal is flexed, a voltage is developed across it.
Basically, two crystal disks are bolted together in a case, underneath

a weight to keep the crystals compressed. The accelerometer is bolted
to the vibrating point and the case moves in phase with the motion of
the point. The weight tends to stay in the same position and squeezes
the crystals; this develops a voltage that is proportional to the g forces
developed by the vibration. The acceleration signal can be
electronically processed (integrated) using special filters to convert
acceleration to velocity or displacement.
The sensitivity of the standard RADSAT accelerometer is usually 58

mV/g. Other accelerometer types are available in various
sensitivities. There are also high temperature accelerometers
available for measuring vibration in hot environments such as engine
compartments.
The internal electronics of the accelerometer require a 4mA current

source. This current is supplied from the RADSAT Data Acquisition
Unit, and is continuously monitored to ensure that the measurement
channel is still intact. The sensitivity of the accelerometer is
programmable from the RADS-AT. Version 7.0 or later RADS-AT
7
systems allow for the use of the velocimeter. However, a special

adapter cable is required to connect this device.
Figure 4. Time Waveform
2.3.3 Measuring Vibration Amplitude

Displacement is usually measured as peak to peak because internal
machinery clearances may be exceeded.
Velocity and acceleration are usually measured in Root-Mean-Square

(rms) terms. This approach is useful to determine the amount of
energy in a complex (irregular and spiked) waveform. For a full
analysis, both rms and peak values should be collected and assessed.
The time period of one cycle of the waveform is inversely proportional

to the frequency of the occurrence (figure 4). Vibration frequency is
expressed in Hertz (Hz, or cycles per second) or cycles per minute. It
is more convenient to express vibration in cpm in order to relate
vibration directly to the speed of the component that may be causing
the vibration.
8
2.3.4 Measuring/Displaying Vibration Frequency

Most maintenance personnel want to see frequency displayed in cpm
or Revolutions Per Minute (rpm). The RADS has the capability to
display this data in both rpm and Hz. In fact, the FFT flight plan test
states are all identified in Hertz due to the number of characters the
software will allow for naming a test state. With that in mind the end
user should be able to convert Hertz into RPM and RPM into Hertz.
Use the following formulae below to convert these numbers.
To convert Hz into RPM: Hz X 60 = RPM

To convert RPM into Hz: RPM / 60 = Hz
2.3.5 Sources of Vibrations

Figure 5. Sources of Vibration
Low: Main rotor and related components.

Mid: Tail rotor and related components.
High: Engines, shafts, fans/blowers, hydraulic pumps and
other related components.
Transient: Airframe resonance, sympathetic response.
9
2.3.5.1 Sources Of Main Rotor 1/Rev Vibration
LATERAL - Mass Unbalance

Alignment Errors (Lead/Lag)
Hub Centering Errors
VERTICAL -
Imbalance in lift between rotor blades
Twist Variation
Chordwise Blade Center of Gravity (C.G.) Variations
Difference in Basic Angle of Attack
Trailing Edge Reflex Differences
2.3.5.2 Sources Of Main Rotor N/Rev Vibration
N per Rev. is the natural frequency of the main rotor. In figure 6 the
N/Rev would be a 2 per rev. because this helicopter has two main
rotor blades. Aircraft with 3 main rotor blades would have an
associated 3 per rev. and aircraft with 4 main rotor blades would have
an N/Rev. of 4, etc.
Figure 6. Effects on N/Rev
10
Items that affect N/REV are:

Load Distribution in Airframe
Fuel Load
Density Altitude
Degradation of transmission to airframe Mounting System
Degradation of Control System Components
Looseness in Components with Large Mass
2.3.5.3 Rotor Harmonics Above N/Rev
Caused by Aerodynamic Forces on Rotor
Generally felt as a buzz in the cabin
Generally occur only at even harmonics
2.3.6 Corrective Actions - How Are These Fixed?
a. Main Rotor: Balancing, tracking, component
inspection/replacement and realignment.
b. Tail Rotor: Balancing, tracking, component

inspection/replacement and realignment.
c. Fans/Blowers and High Speed Shafts: Balance (if available), re-

indexing (if available), cleaning, inspection and/or replacement.
d. Other Vibratory Influences: Struts, dampers and other causes

of non-stationary vibration faults and influences, overstressed
components.
11
3.0 RADS-AT MEASUREMENT CAPABILITIES

3.1 RADS-AT System Description
Figure 7. Typical System Setup
Figure 8. System Components
BATTERY
CHARGER
90225-01
Figure 9. RADS-AT System Interconnect
12
UTD/EUTD Universal Tracking Device/

Enhanced Universal Tracking Device
CADU Control and Display Unit (2 MB Memory)
DAU Data Acquisition Unit (2 MB Memory)
SENSOR DAU CHANNELS MEASUREMENT

Accelerometer 14 Vibration
Tachometer 2 Rotor/Shaft Speed
Tracker 2 Track/Lag
13
Figure 10. CADU Features

Real Time Clock (H:M:S)
LCD Display Return or go

Power
back through
ON/OFF
menu (See
switch
Text)
Go forward
ON/OFF or insert a
switch to Menu
backlight selection
screen
and
keypad Optional
for night remote
usage control
display
enable
Alters
LCD Cursor
contrast keys to
position
inverse
video
hange cursor)
ign for
ata entry Provides operator instructions for
See Text) current task
Prints screen display if connected to a printe

Keypad to enter
otherwise stores screen data
numerical data
F1, F2, F3, F4 Soft Function Keys
for multiple functions (See text) 9-0227-01
14
3.1.1 Vibration Measurement

The RADS-AT employs two types of synchronous measurements and
two types of asynchronous measurements.
3.1.1.1 Synchronous
The synchronous types of measurements are Synchronously Sampled
Time Averaged Power Spectrum (SSTAR) and Synchronously Sampled
Power Average (SSPA). SSTA/SSTAR is the most common acquisition
mode for rotor track and balance (RT&B). SSTA measures 132 data
points displaying R to 32R in R increments using 128 spectral
lines. SSTAR, the most common synchronous measurement, stores
the first 12R components. Using SSTAR as the measurement method
reduces disk storage space by ten times the amount needed for the
SSTA measurement mode.
The RADS-AT can measure four out of possible 14 channels
simultaneously with the SSTA/SSTAR measurement type. SSPA will
measure 400 data points, which is useful for finding resonant
components of rotating machinery in a structure but can only
measure one channel at a time.
3.1.1.2 Asynchronous
The asynchronous types are Asynchronously Sampled Power
Spectrum (ASPA) and Spectrum Magnification (ZOOM). Though they
measure vibration using the same processes, they can differ
drastically in measurement and processing time.
ASPA measures 400 data points, ZOOM measures 6400. With a fixed
sample rate and a low frequency of measurement, a ZOOM may take
as much as 25 seconds longer than a comparable ASPA for one Fast
Fourier Transform.
3.1.1.2.1 400 Point ASPA Spectrum
Spectrum measurement is the most often underutilized measurement
mode available on the RADS-AT. Spectrum measurements offer the
user a great amount of information in one snapshot. Balancing
operations require a tachometer and an accelerometer and give
information related to the one component being measured;
spectrums, on the other hand dont need a tachometer sensor and
give vibration information about the entire aircraft. These
measurement routines offer the user valuable information about the
vibration health of a particular component or offer trending
information if compared over time. Vibration trending is the
cornerstone of any successful vibration analysis program that the
user may implement.
15
With a normal rotor track and balance measurement (Synchronous)

we are interested in one components amplitude and phase. With the
asynchronous measurement we are interested in seeing the vibration
amplitude and frequency. This allows the user to see the overall
vibration health of the entire aircraft. If the user sees a peak of
interest on the plot, he would then simply look up the speeds on
various components in the aircraft maintenance manual to determine
what may be causing this peak.
Figure 11 is scan of a RADS-AT printout. Listed below are some of

the items you should know about a spectrum display.
Figure 11. 400 Point ASPA (Spectrum Display)
Cursor Position
First Half of Plot
Max. Freq. Range

(Second half of
plot)
Vibration Table
Cursor Position By moving the left/right arrow key the cursor can
be positioned over any peak of interest. This data indicates the
amplitude and frequency of the cursor.
Maximum Frequency Range This is the maximum frequency range

that the spectrum will display. This can be displayed as rpm or Hz. If
selecting a spectrum measurement, the operator must be concerned
with maximum frequency range so that he picks one that will
measure high enough to display all intended frequencies of interest.
16
Picking one with too high a range will result in poor resolution and
picking one with too low of a range will miss data entirely.
Vibration Table The information the user may print in addition to

the spectrum plot.
HARMON (F1) This will apply a harmonic marker starting at

wherever the cursor is positioned. If the cursor was positioned to the
main rotor one per rev., then it would plot all of the frequencies
associated with that frequency starting with 2, 3, and so on.
AMPFreq (F2) By pressing F2, the CADU will display the highest
vibrations in a table using the amplitude as the first column followed
by the frequency.
FreqAMP (F3) By pressing F3, the CADU will display the highest
vibrations in a table using the frequency as the first column followed
by the amplitude
Num Pts (F4) Allows the user to set the number of points to be
displayed in the table. The default is 5 and the maximum is 400.
Frequency Resolution The frequency change each time the cursor

is moved. To figure the resolution, divide the maximum frequency
range by 400. In figure 11, 6000 RPM divided by 400 points = 15
RPM. If this were a 6400 zoom spectrum then the resolution would be
0.9375 RPM.
Figure 12. 6400 Point Zoom Spectrum
Cursor Position
Zoom Indicator
Max. Freq. Range
17
3.1.1.2.2 6400 Point Zoom Spectrum

Figure 12 shows a 6400 point ZOOM spectrum. The zoom indication
can be changed by pressing the down arrow key. Each press of the
key will double the zoom indication, i.e. 1, 2, 4, 8, 16 and 32, with 32
being the highest zoom. Before zooming in on a frequency the
operator would center the cursor over the frequency of interest and
then press the down arrow key until the desired resolution is
achieved.
3.2 Track
The measurement and processing of the RADS-AT track data is what
sets it apart from all other systems. The track height (whether
displayed in relative or absolute) is trigonometrically calculated from
the installation parameters defined in the script file, the rotor
rotational rate (from the magnetic pickup) and the pulse string
received from the tracker. Figure 13 is a simplified example of a pulse
string as a blade passes over the tracker. By using the pulse-string
information, absolute track height values can be calculated with great
precision. The stability of the data is dependent upon a variety of
factors including, but not limited to: sunlight level (both too little and
too much), correct installation parameters (as referenced in the script
file) and the relative contrast between the underside of the rotor blade
and ambient light.
18
Figure 13. UTD Operation Day Mode
3.2.1 Track Calculation

Figure 14 represents the track of a Bell 412 at 120 knots. The RADS-
AT measures a set number of revolutions of track (usually 40 to 50
revolutions) and averages them. The actual measurement is the
absolute track, which is the distance from the tracker to the main
rotor blade. Each blade is averaged against the number of revolutions
taken. The values for each blade are averaged against each other
resulting in the mean line between the blade pack. To display the
data in a graphical format the mean value of track is subtracted from
each blade. Subtracting the Mean from the Absolute results in Track
Relative to Mean
19
Figure 14. Track Measurement
Absolute Track
Blu - 2030 mm
Org - 1993 mm
Red - 2039 mm
Grn - 2003 mm
Average = 2016 mm
Absolute minus Average Track Relative to Mean
Blu - 2030 - 2016 = +14 mm

Org -1993 - 2016 = -23 mm
=
Red - 2039 - 2016 = +23 mm
Grn - 2003 - 2016 = -13 mm
Perfect Track for the Bell 412 would be: +20 mm Red/Blu
-20 mm Org/Grn
20
3.2.2 Tracker Enhancement

Use of the sun shield (figure 15) is recommended to maintain tracker
accuracy in bright sunny conditions and in situations where there is a
lot of reflected light due to white concrete, light colored buildings or
snow. Care should be taken to use the correct sunshield.
P/N 29722100 is for the UTD (Red Lens)
P/N 29751900 is for the EUTD (Green Lens)
Figure 15. RADS-AT Sun Shield
21
3.2.3 Tracker Installation Hints

Figure 16. Tracker Angle
22
3.2.3.1 Proper Tracker Installation Angle

Failure to install the tracker at the correct angle as specified in the
installation instructions will cause errors or incorrect track data.
Installation errors are usually associated with the following error
types:
Tracker looks out past the blade tips

Tracker picks up trim tab resulting in chord error failures
Tracker sees tapered area of blade resulting in chord measurement
errors.
The tracker measures the chord width of each blade during the day
mode as an error check. If the blade is left unpainted and the leading
edge is bright enough the tracker will see this area as sky and read
the blade as too narrow. To overcome this condition the leading edge
of all installed main rotor blades should be painted.
Figure 17. Painting the Blade Leading Edge
23
3.3 Tachometer
The RADS-AT is capable of accepting two magnetic or optical types of
RPM sensors accurate to within one rpm. The RADS-AT will accept a
single pulse/revolution type on either external tachometer channel,
and a multiple pulse/revolution type on channel 1 only. During the
acquisition, the speed of the rotating component under test will be
displayed to the operator in Hz or RPM.
It should be noted that during acquisition the operator could use the
RPM information to verify the accuracy of the aircrafts double or
triple tachometer indicators. By first knowing what the 100% speed
of the main rotor is, the operator could compare what the RADS reads
relative to what the aircraft indicator displays to determine if the
aircraft indicator is in fact within limits. Some airframe
manufacturers require a periodic check of the rotor tachometer
indicator; the RADS-AT could be used to perform this operation.
3.3.1 RADS-AT Optical Tachometer Sensor

The RADS-AT Optical Tachometer Sensor is a specially modified
Banner optical tachometer. This sensor is used for tail rotor, drive
shaft, fans and oil cooler blower balancing and in some instances in
lieu of a magnetic tachometer for main rotor RT&B. This sensor
requires the use of retroreflective tape as a target.
24
4.0 RADS-AT BASIC OPERATION

Figure 18. Measure Sub-Menu Hierarchy (Page 1 of 2)
90227-19C
25
Figure 19. Measure Sub-Menu Hierarchy (Page 2 of 2)
99-0227-20
26
Figure 20. Display Menu Hierarchy (Page 1 of 2)
00227-21B
27
Figure 21. Display Menu Hierarchy (Page 2 of 2)
28
Figure 22. Summary Display Printout (Page 1 of 2)
60615-05
29
Figure 23. Summary Display Printout (Page 2 of 2)
60615-06a
30
Figure 24. Diagnostic Menu Hierarchy (Page 1 of 2)
31
Figure 25. Diagnostic Menu Hierarchy (Page 2 of 2)
00227-24
32
4.1 Diagnostic Editors

4.1.1 Adjustment Configuration Screen
The aircraft configuration editor (figure 26) is used to let the
diagnostics know how many weights, trim tab degrees, etc. are
currently installed on the aircraft. By knowing this information, the
diagnostics can then give the user a more suitable adjustment. The
user may elect to adjust the existing weight or tab and target these
adjustments before using another blade. To edit the configuration
follow the steps outlined below:
Figure 26. Adjustment Configuration Screen
1. Highlight the blade or adjustment by using the left/right arrow

key.
2. Press F1 to modify the highlighted adjustment. Change the values

by using the arrow keys to make the value larger or smaller. Use
the minus key to indicate if an adjustment is in the down direction
3. Always note at the top right corner of the page how many pages
are available for editing. To reach additional pages, press F2 to go
to next page and F3 to go back a page.
4. Pitch link adjustments should not be edited since you dont know
what is nominal. However, the diagnostics will keep track of what
adjustments you have made from this point on.
NOTE: If the user wishes not to enter the configuration

data he simply presses DO with all of the values
at zero. This will allow the diagnostics to work
33
as it has in the past where it does not use this

data as part of the diagnostics.
Figure 27. Storing Changes To The Configuration Editor
DIAGS
Do you wish to store the new

adjustment values?
PRESS DO for YES
PRESS QUIT for NO
4.1.2 Saving changes to the Configuration Editor

Once values are entered into the Configuration Editor and after
completion of viewing the corrections page, the user will be prompted
to save the changes as indicated in figure27. Once these changes are
saved the suggested corrections will be added to the values entered
into the configuration editor so that the next time the diagnostics are
run the configuration will represent the current aircraft configuration.
This data will be saved in the CADU for a period of two weeks, after
this time the configuration data will have to be reentered.
Figure 28. Diagnostic Editor Screen Edit Adjustables
UH60 8423934 FLIGHT 12 JAN 90 09:20

YEL BLU RED BLK
Hub Weight Y Y N N
Pitch Link Y Y Y Y
Tab Y Y Y Y
[DO] Save & Execute [QUIT] Exit w/o Save

TOGGLE CLRADJ CLRBLD DFLTS
4.1.3 Edit Adjustable Screen
The diagnostic editor Edit Adjustables allows the operator to limit
the diagnostics to whatever adjustments are turned on, Y = ON and N
= OFF. Listed below are the actions for each of the function keys at
the bottom of the page.
34
TOGGLE: Pressing the F1 key under TOGGLE will change the

highlighted text from N to Y or Y to N.
CLRADJ: Pressing the F2 key under CLRADJ will turn the

highlighted adjustments on all blades off. In figure 28 above, if
F2 were pressed then Hub Weight would be turned off for all
blades.
CLRBLD: Pressing F3 under the CLRBLD will turn all of the

adjustments for one blade off. In figure 28 above, if F3 were
pressed then all of the adjustments for the RED blade would be
off.
DEFLTS: Pressing F4 under DEFLTS would return the editor

screen back to its original setting as defined in the aircraft setup
file.
NOTE: The Edit Adjustable screen can be a useful tool

to limit the diagnostics to suit a particular
situation. Some are listed below. It must be
noted that using this editor as your primary way
of limiting diagnostics may not be the best
solution. Figure 22 gives additional information
relating to the Edit Defaults editor.
Turn off any adjustment for a blade for which the adjustment is
not available, i.e., product balance is at max on the red blade.
If an aircraft had particular maintenance performed, such as

replacing all 4 p/c link bearings, then the operator could elect to
turn off the adjustments relating to trim tabs, thus forcing the
diagnostics to return a solution using p/c link and hub weight
only.
If a mistake was made when making the rotor adjustment, then

that particular adjustment could be left on and the others turned
off to recover from the mistake.
On simple rotor systems where the track/vibration changes with

airspeed, the pitch links could be turned off to give a solution
that would use both tabs and hub weights.
35
Figure 29. Diagnostic Editor Edit Defaults
4.1.4 Edit Defaults Screen

The Diagnostic Editor Edit Defaults is one of the best editors to use
when limiting adjustments, Maximum # of Adjustments being the
most useful of the available list. The text below describes the basic
operation of each of the four options in the Edit Defaults menu.
4.1.4.1 Maximum # of Adjustments
This option limits the diagnostics to use only adjustments that offer
the best vibration reduction. For example, if the number 4 is input
into the field, the software would return corrections that offer the
most vibration reduction with four adjustments maximum . If the
helicopter has four blades and each blade has a hub weight, trim tab
and p/c link adjustment, the maximum number of adjustments
would be 16. Using this editor is the most recommended way of
limiting the adjustment. By changing the value up and down and
viewing the diagnostic predictions this editor will give the best track
versus ride quality. If you elect to limit the adjustments by turning off
an adjustment in Edit Adjustables, the solution may not be as good if
you used Max. # of Adj. A zero value in the field indicates this option
is off.
36
4.1.4.2 Resolve to Limit

This option tries to reduce the vibration to within the Limits set in
the setup file. It does this by counting up from one adjustment and
adding subsequent adjustments until it reaches a solution that will
bring the vibration within the listed Limits.
4.1.4.3 Weighting Mode

Comes on automatically whenever Resolve to Limit is selected. Can
also be turned on separately by toggling to ON with left/right arrow
keys. When selected ON this editor devalues the script file default
weighting and instead targets the highest vibration levels first but
allows some of the lower vibration levels to increase if needed in order
to get the best overall ride quality.
4.1.4.4 Adjustment Sequencing

The aircraft script file can be set by the author to use certain
adjustments first instead of others. If this feature is turned on in the
diagnostics then Adjustment Sequencing will be ON. If this feature
is not available then it will be OFF and the user will not be able to
change from OFF to ON. Turning this feature to OFF will allow
the diagnostics to find the first adjustments of all available
adjustments that reduce the vibration with the best results.
Adjustment Sequencing is usually used to pick a certain order of
adjustments first due to ease of adjustment. For example the
operator may elect to use hub weights, p/c links, tabs and product
balance as the order. In this case the diagnostics would try to find a
solution using hub weights, p/c links, tabs and lastly product
balance, whereas if Adjustment Sequencing is turned off then the
diagnostics will pick any of the 4 adjustments that return the best
solution.
37
Figure 30. Data Maintenance Option Menu Hierarchy

(Page 1 of 3)
Manager Menu
Data Maintenance
Data Transfer
Status
Setup Test
[DO] Select Option [QUIT] Go to Main Menu
Data Maintenance
Compress
Delete
Delete
Aircraft Data Aircraft Types DOSelect QUIT

Tail Number Exit
Flight A109C 7.1
Aircraft Setup A109A Tail Number
7.1
Credit Card Data407 7.01
Wasp 53008
7.00
AS350 7.00
Entry Form
Form
Do you wish to delete
Tail number : 53008
[UP] Prev line [DOWN] Next Line
Choose YES
[LEFT] Prev Page to delete
[RIGHT] Lext Page
Choose NO[QtoUIT
[ DO ] Select Flight abort
] theExitdeletions
CONTINUE? NO
[LEFT] & [RIGHT] Arrows Toggle Options

Aircraft Types DOSelect QUIT [ DO ] Save & Exit [QUIT] Exit
Exit
A109C 7.1
A109A 7.1
407 7.01
Wasp 7.00
AS350 7.00 Entry Form
Form
Do you wish to delete
Data for Aircraft Type : 407
Choose YES to delete
Choose NO to abort the deletions
CONTINUE? NO
[ DO ] Save & Exit [QUIT] Exit
00227-25
00227-25
38

(Page 2 of 3)
Data Maintenance
Manager Menu
Compress
Delete
Data Maintenance
Data Transfer
Status
Setup Test Delete
Aircraft Data
Tail Number
Flight
AircraftAircraft
Types Setup DOSelect QUIT
Exit Credit Card Data
A109C 7.1
A109A 7.1
407 7.01
Wasp 7.00
Tail AS350
Number 7.00
HELP
COMPRESS OPTION
53008
This operation will recover disk space
that is allocated but currently unused.
Use this operation after data has been
deleted to get maximum usage of the Flight Plan
disk to store flight results.
DELETE OPTION
INITIAL
1. AIRCRAFT SETUP
FLIGHT
Deletes any flight data and the
setup information for the chosen
aircraft.
2. AIRCRAFT DATA
Select Flight ID
deletes flight data for the chosen
aircraft. 407 53008 FLIGHT 04 FEB 99 13 : 00
3. TAIL NUMBER 407 53008 FLIGHT 03 FEB 99 15 : 37
deletes all flight data for the 407 53008 FLIGHT 03 FEB 99 14 : 49
chosen tail number of the aircraft. 407 53008 FLIGHT 03 FEB 99 11 : 18
4. FLIGHT
deletes selected flight data for the
chosen aircraft and tail number. Entry Form
Form [LEFT] Prev Page [RIGHT] Lext Page
Do you[ wish
DO ] toSelect
deleteFlight [Q UIT ] Exit
Data for Aircraft Type : 407

CONTINUE? NO

294801-26
294801-26
39

(Page 3 of 3)
Data Maintenance
Manager Menu
Compress
Data Maintenance Delete
Data Transfer
Status
Setup Test Delete
Aircraft Data
Tail Number
Flight
Aircraft Setup
Credit Card Data
Delete CCM Data

Aircraft Types DOSelect QUIT Aircraft Data
Exit
A109C 7.1 Tail Number
A109A 7.1 Flight
407 7.01
Wasp 7.00
AS350Entry Form 7.00 Entry Form
Please enter the special 8 digit number
in order to delete the setup and flight Do you wish to delete
data for the 407 aircraft type. Stored Aircraft : 407
? 27182818
WARNING: Once its been deleted, Choose YES to delete
aircraft setup file will need to be Choose NO to abort the deletions
reloaded from the Credit Card or CONTINUE? NO
through a PC (using RADSCOM), in order
to use it again.
[LEFT] & [RIGHT] Arrows Toggle
[ DO ] Save & Exit [QUIT] Save
0022727-27-s98
00227-27
40
Figure 33. Data Transfer Option Menu Hierarchy (Page 1 of 2)
Manager Menu
Data Maintenance
Data Transfer
Status
Setup Test
Backup & Restore

Backup to CCM
Restore from CCM
Transfer to PC Backup To CCM
Tail Number
Aircraft Types DOSelect QUIT
Flight Exit
A109C 7.1
A109A 7.1
407 Tail Number
7.01
Wasp
[DO] Select Option [QUIT] Go to Main Menu 7.00
AS350 7.00
53008 Entry Form
Tail number : 53008
C
[LEFT] Prev PageBACKUP? [RIGHT]YESLext Page
[ DO ] Select Flight [Q UIT ]
Backup & Restore

Backup to CCM
Restore from CCM
Transfer to PC Restore from CCM
Tail Number
Flight Aircraft Types DOSelect QUIT Exit
A109C 7.1
A109A 7.1
407Menu
[DO] Select Option [QUIT] Go to Main 7.01Number
Tail
Wasp 7.00
AS350 7.00
53008

RESTORING ALL FLIGHTS FOR . . .
[UP] Prev line AIRCRAFT TYPE Next Line

[DOWN] 407
[LEFT] Prev Page [RIGHT] Lext Page
[ DO ] Select Flight [Q UIT ]
TAIL NUMBER 53008
00227-28
00227-28
41
Figure 34. Data Transfer Option Menu Hierarchy (Page 2 of 2)
Manager Menu
Data Maintenance
Data Transfer
Status
Setup Test
Backup & Restore

Backup to CCM
Restore from CCM
Transfer to PC Backup
Tail Number
Aircraft Types DOSelect QUIT
Flight Exit
A109C 7.1
A109A 7.1
407 7.01
Tail Number
Wasp
[DO] Select Option [QUIT] Go to Main Menu 7.00
AS350 7.00
53008 Entry Form
Tail number : 53008
C
[LEFT] Prev PageBACKUP?
[RIGHT]YESLext Page
[ DO ] Select Flight [Q UIT ] Exit
CADU to PC Transfer:
1. Connect Cable from CADU to PC
2. Select Receive backup data from
the CADU option in the
RADSCOM menu on the PC, or run
the Kermit server on the PC.
3. Press DO when Ready
CADU to PC Transfer:
Transfer Complete
Press DO to exit
294801-29
42
5.0 SCRIPT FILES

5.1 Description of Script Files
The Diagnostic Programming Language (DPL) uses a vibration
reduction algorithm, which has holes in it. These holes are filled by
the RADS-AT script file. The script file contains numeric descriptions
of the system installation, names and labels of the requisite data
measurement points, the display definitions and the required
influence coefficients for diagnosing the rotating components.
Through the course of product development, there have been a great
many enhancements to make the RADS-AT operate smarter, faster
and more reliably. Software version 7.0 is our latest release of
software. All current script files other than Sikorsky are at version
7.0. These scripts are not compatible with earlier version systems
and should not be loaded onto a CADU with a software version less
than 7.0XX51D. Conversely, earlier version of scripts should not be
loaded onto 7.0XX51D systems. All script files released for general
public use will have a .cmd extension; i.e. M412_50.cmd, S76A.cmd
etc. This means that these files have been compiled into a binary file
and can no longer be edited as text.
5.2 Generation of Script Files

Script file generation is covered in an advanced RADS-AT training
course and requires that the operator have an advanced
understanding of vibration analysis.
43
6.0 TROUBLESHOOTING AND INTRODUCTION TO

CALIBRATION
6.1 CADU Unique Troubleshooting
Most of the CADU unique errors can be attributed to damaged
databases. This failure has two common causes. The first, a CADU
overstuffed with data and script files, and the second, a low lithium
battery. The troubleshooting is similar for both problems. A reformat
of the CADU while powered externally will rebuild the directory
structure and database to start clean.
If the problem reoccurs within a short time (one to two weeks), the
lithium battery is a likely suspect. The battery must be replaced. It
cannot be charged. This is a procedure that can only be performed at
an authorized repair facility.
6.2 DAU Unique Troubleshooting

DAU failures are primarily found in the power-up self-calibration.
When the DAU is turned on, it will wait for the CADU to give it a date
and time to set its internal clocks. Once the CADU sends the DAU
the date and time, the DAU will compare it with the most recent self-
test. If it has been greater than 24 hours since the last test, the DAU
will perform a thorough test. Otherwise, it will perform the filter
sweep only. If any one of these tests fail, the DAU will not allow a
measurement to be taken. Approximately 90% of the DAU circuitry is
tested in the self-test, including a sweep of the filters and redundant
voltage, frequency and ground reference tests.
6.3 System Measurement Troubleshooting

The most common types of failures during measurement are listed
below, along with their most probable causes. This is not a complete
list, but is more of a guide as to which direction to follow while
isolating or replacing system components.
6.3.1 DAU Not Ready Or CADU Still Setting Up DAU (Error Code 32454)
a. A Measurement Was Attempted Too Soon After The DAU Was
Powered Up. Normally it takes about 30 seconds for the DAU to
self-test. However, if there are supplemental files in the CADU that
need to be downloaded to the DAU (called overlay files), this
communication can take up to two minutes.
b. The DAU Is Hung Up. This primarily occurs when the system is
installed on an aircraft that starts from a battery rather than an
APU. The DAU is turned on before the engine is powered up and
the bus voltage drops when the engine is started. Occasionally the
44
voltage will drop to a level that will lock up communications, but

not low enough to cycle power on the DAU and start another
reboot. The DAU needs to be shut off for a few seconds, then
turned back on. The CADU then needs to be rebooted to start the
process over again. This problem can also occur on APU-equipped
aircraft in warm weather.
c. The CADU to DAU Cable is Damaged. If the cable has been

stressed (usually near the connectors), then wires can be damaged
internally with no signs of external damage. The cable integrity
should be checked and replaced, if necessary.
NOTE: If one of the open wires happens to be the power

wire, then the communications chips in the CADU
and/or DAU may be damaged as well.
Replacement of the cable may be too little too late.
c. The Tracker Cable Is Damaged. The CADU senses the DAU by a

requisite voltage level on the CADU-to-DAU cable. If the tracker
cable is internally shorted on the power line, the short may be
substantial enough to drag system power down to the point that
the CADU does not recognize the DAU. Disconnect the UTD cable
at the DAU and try the measurement again.
d. Failure of the CADU board or the DAUs processor board. These

two boards communicate with one another through the CADU-to-
DAU cable.
6.3.2 Tachometer Out Of Bounds, Too High/Low or Failure

This is one of the most common types of errors. When working with
the main rotor, the magnetic pick-up is usually used. Possible
failures are:
a. Magnetic Pick-Up Cable Failure. If the cable is not left with

enough slack during installation, then the connector can be pulled
off of the cable when the collective is raised.
b. Magnetic Pick-Up Failure. Though durable, they can fail. There

are a couple of quick checks to verify the operation of a pick-up.
There should be about 1 kOhm resistance between the two pins. If
it reads greater than 10 kOhm, then the pick-up is probably open
or on its last leg. If an oscilloscope is handy, the operator can
connect the oscilloscope across the two leads of the pick-up and
45
wave a ferrous material (penknife or screwdriver) over the top. An

operational pick-up will show a pulse.
c. Gap Too Large or Too Small. If the gap is too large, the
tachometer may fail. If it is too small, the striker plate may strike
the magnetic pick-up causing it to ring, which will give a
tachometer too high or tachometer out of bounds reading.
d. Corruption by other Ferrous Material, such as incorrect

attachment screws on the swashplate.
e. Optical Pick-Up Cable Failure. With power applied to the DAU,

point the tachometer at the reflective tape. Is there a red light on
the back of the sensor? Move to operational distance. Is there still
a red light?
f. At installation, does the sensor see the tape? It works best off
axis.
g. Old tape still on the blade or other reflective material (blade label
or other shiny surface).
h. Tachometer on the wrong channel of the DAU.
i. DAU Internal Failure. Could be noisy power supply or acquisition

board.
6.2.2.1 Additional Optical Tachometer Sensor troubleshooting tips:
Install new retroreflective tape for each balance operation.
Avoid touching the tape with your fingers to adhere it to the

surface. Use the paper backing from the tape or a clean cloth so
that oils from your fingers do not reduce the reflectivity.
Make sure that the tachometer sensor is installed correctly and at

the correct distance from the object being measured. Usually 4.5
inches is the minimum distance.
46
Before attempting a balance run, power up the DAU, rotate the

object so that the reflective tape is aligned with the tachometer
sensor and look for an illuminated red LED on the back of the
sensor.
47
Figure 35. Checking Optical Sensor Gain Adjustment
OPTICAL RPM SENSOR P/N 29314700

ERROR CODE 16414, TACHO OUT OF BOUNDS
When photocell is Set gain to maximum.

connected to DAU and *DLQ Adjusting screw is turned
DAU has power, red clockwise until a click is
LED should illuminate
when reflective tape is
heard or felt. If no click
is detected then turn screw
placed in photocells
/(' 15 turns. Potentiometer is
path. LED should clutched at end of travel,
pulsate, the faster '2
you will not damage by
the pulse the stronger turning past maximum stop.
the signal.
/2
D.O./L.O. Screw should be
turned clockwise until it hits
stop. This will align the
&DEOH
screw with the D.O.
Reflective tape must be clean. Make sure that you do not use your fingers to press
tape into position. Use paper backing to press tape into place. Oils from your fingers
can smudge tape and reduce reflectivity. Water (rain) or oil leaks can cause same
problem. Minimum distance from photocell to tape should be no less than 4.5 inches.
6.3.3 Other Error Messages

Track Signal Corrupted, Track Sensor Fault, Blades Apparently
Moving At The Wrong Speed, Blade Chords Different And Track
FIFO Overrun
a. Go To The Night Mode. This is the easiest first fix. It will

disregard chordwidth errors and help with low light conditions.
b. Check the Quality of the Contrast. Do the leading edges of the

blades need to be painted? Is there a possibility of IR corruption
(white concrete, white hanger, UTD looking into the sun, etc.)?
c. Check that the UTD is Installed Properly. The arrow should be

in the direction of rotor rotation.
c. UTD Cable Damaged? Repeated door closings on the same spot

will break the cable or cause too much tension at the UTD
connector.
d. Water Intrusion in the UTD. Usually can be seen by looking

down through the clear lens.
e. Failure of the DAU processor board. DAU will have to be

returned to factory for repair.
48
f. Corrupted CADU database. Reformat the CADU RAM and reload

script files.
6.4 System Calibration

The RADS-AT system calibration is verified by the RADS-AT Test Set.
It is a portable unit that supplies calibrated signals to the DAU to be
processed as standard vibration and track signals. It can also be
used as a training aid in the classroom. Since there are no
adjustments available in the DAU, calibration is either GO or NO GO.
Board replacement is the only course of repair. The test set also has
a calibration procedure to verify its own proper operation and
traceability to NIST standards. The Test Set can be calibrated locally
using local shop test equipment, but like the DAU, it has no internal
adjustments.
In addition to DAU and CADU testing, the test set can also verify the
proper operation of the UTD and system cables.
NOTE: The RADS-AT self calibrates every 24 hours.

During each power up the DAU checks the date and
time on the CADU and compares them with the last
self calibration date to see if the CADUs current
date is more than 24 hours later. If this is the case
then the DAU performs a complete self calibration
sequence. Most regulatory agencies accept the self
calibration feature but if they do not or if manual
verification is required, use of the above Test Set is
recommended. Accelerometers are not calibrated
with this system and must be checked with a
shaker table, returned to the manufacturer for
calibration or tested with the Critical Frequency
Accelerometer Tester (CFAT).
6.4.1 Recommended Components for manual verification

1. RADS-AT Test Set P/N 29085800
2. CFAT, Critical Frequency Accelerometer Tester P/N 29712600
3. Bench Power Converter 120/230 Vac 50/60 Hz to 24 Vdc P/N

29336700
49
NOTE: CFAT operates on 120 Vac input voltage, use of

230 Vac voltage source would require the use of a
transformer to reduce input voltage to 120Vac.
50
7.0 SUPPLEMENTAL INFORMATION

7.1 RADSCOM
RADSCOM is the communications program that enables the operator
to interact with the RADS-AT via an external PC. It is a menu driven
DOS program which prompts the operator through functions to load
and unload data and script files, perform maintenance functions
(reformatting the CADU and credit card databases) and limited
troubleshooting. It is important to know what version of RADSCOM
your system is operating: earlier versions should not be mixed or used
with later versions and vice versa.
Never format a CADU with an improper RADSCOM version!
Figure 36. RADSCOM 7.00AC51D Main Menu
51
Figure 37. Initial Menu Version 7.00AC51D
MAIN MENU
Backup data from CADU to PC
Load Data or Aircraft Setup File From PC To CADU
Maintenance Utilities
Advanced Utilities
Quit CADU/Host Communication
Exit RADSCOM
The ** Denotes Revision Level
MAINTENANCE UTILITIES ADVANCED UTILITIES
Install RADSCOM On A Disk Terminal Emulation Mode*

Credit Card Format* DOS Command
Format The CADU RAMDISK* Receive A File From The CADU*
Port Selection (Serial Port = 1) Send A File To The CADU*
Quit CADU/Host Communication* Quit CADU/Host Communication*
Exit RADSCOM Return To Main Menu
Exit RADSCOM
* Item Marked With An Asterisk Requires The CADU To Be Re-

booted And Option 2 Selected From The CADU Start-Up Menu
7.1.1 RADSCOM Notes

Always reboot the CADU by pressing DO and QUIT at the same
time unless you are at the six-option menu on the CADU, where
the user will use Quit CADU/Host Communication option to end
host communications and return CADU back to the six-option
menu.
Format the CADU RAM Disc at least twice a year if the system is
used regularly. This will maintain optimum speed and reliability of
the database.
When saving data from the CADU to the PC you will have to set up
a directory on the PC. One suggestion is as follows:
c:\RADSDATA\Aircraft Model\Tail Number\Date
RADSDATA = name of directory

Aircraft Model = 412, 206 etc.
Tail Number = registration number or a/c serial number
Date = date data was transferred
52
Figure 38. Troubleshooting RADSCOM
Keep getting red box indicating that you

Cannot Communicate With CADU.
You have performed all options listed Perform all requests in text box and
in red box mentioned above? retry the operation
NO
YES
You are tying to use RADSCOM from Try using RADSCOM from a DOS
the Desktop using a DOS Window in Window. Win95/98 works differently
Win 95/98? on different machines, what works on
NO one type will not work on another due
to the way Win95/98 handle the
communications port
YES
Verify you are using the supplied

1. Exit RADSCOM, communication cable and that you are
2. Press the START button at bottom connected to the 9 pin serial connector
left screen. on the RADS CADU and to the correct
3. Select Shut Down Restart in serial port on the PC. Proper
MS DOS Mode communication cable is a Serial Null
4. Restart RADSCOM Modem Cable or a Serial PC to PC
5. Retry the operation. Data Transfer Cable, also known as a
Serial Laplink Cable.
53
Figure 39. Troubleshooting RADSCOM Error Loading Fonts
When Reformatting CADU, Format

process fails at loading FONTS
Sometimes RADSCOM is sent

Check RADSCOM sub-directories. electronically to the end-user in a
Does RADSCOM sub-directories compressed file format such as PkZIP
include the Aircraft and Custom or WinZip. If the user is not familiar
directories? with these programs and does not
invoke the proper flag the
subdirectories of RADSCOM do not
get uncompressed.
NO
Obtain a new copy of RADSCOM and

install onto your computer, using the
Install RADSCOM on a Disc option
under Maintenance Utilities.
Reformat CADU using the correctly

installed RADSCOM program.
NOTE:
Do not mix versions of RADSCOM!
7.2 Supplemental Hardware
7.2.1 Expansion Box

Used to individualize DAU channels 5-14. Uses the test set cable to
interface with the DAU multi-channel port.
7.2.2 Printers
The RADS-AT supports several printer formats. The basic formats
supported are Epson 24-pin dot matrix, Epson high-density dot
matrix and HP PCL graphics. There are variations to each of these
formats. Some variations refer to LF characters and portrait vs.
landscape formats.
54
To select the RADS printer (RADS_small), or any other printer type, go

into the DPL MANAGER section and select the Setup option. Another
screen will appear from which the printer option should be selected.
7.2.2.1 Testing the Setup

A majority of the time, the printer manuals do not accurately depict
the switch locations and proper positions. A few simple checks can be
made to test the printer configuration. If the setup is not working,
review the printer switch settings and make corrections as necessary.
Establish whether any communication can be made between the
CADU and the printer. The following procedures will test areas such
as data bits, parity and baud rate:
Test the graphics compatibility by pressing the PRINT key to print the
Main Menu screen (the first screen that appears when normal RADS-
AT operation has started). Test the text mode by pressing the PRINT
key in any help, error, or menu selection screen
1. If the printer fails to print the screen properly, flush the print
spooler using the following sequence.
a. Select manager menu by pressing F4.

b. Select setup option by using the cursor keys and highlighting
the Setup option and pressing the DO key.
c. Select the Printer option and press the DO key.
d. Select the Disable option and press the DO key.
e. Select the Flush Queue option and press the DO key.
f. Select the Enable option and press the DO key.
2. If the screen did not print any characters, make corrections to

the printer switch settings as necessary.
3. If the printer prints random characters check the print driver

selected. Most likely the wrong type is selected.
55
4. If the printer prints on one line only and repeatedly overprints

the line, then select the printer that ends in LF (i.e.
Epson_LF).
5. If the printer skips a line when printing, then select the driver
without LF.
NOTE: Most printers will have to be powered off and

on between switch setting changes to accept
the change.
56
8.0 AIRCRAFT SPECIFIC APPLICATIONS
57
The Metric System and Equivalents

Linear Measure Liquid Measure
1 centimeter = 10 millimeters = 0.39 inch 1 centiliter = 10 milliliters = 34 fl. ounce

1 decimeter = 10 centimeters = 3.94 inches 1 deciliter = 10 centiliters = 3.38 fl. ounces
1 meter = 10 decameters = 39.37 inches 1 liter = 10 dekaliters = 33.81 fl. ounces
1 dekameter = 10 meters = 32.8 feet 1 dekaliter = 10 liters = 2.64 gallons
1 hectometer = 10 dekameters = 328.08 feet 1 hectoliters = 10 dekaliters = 26.42 gallons
1 kilometer = 10 hectometer = 3,280.8 feet 1 kiloliter = 10 hectoliters = 264.18 gallons
Weights Square Measure
1 centigram = 10 milligrams = 0.15 grain 1 sq. centimeter = 100 sq. millimeters = 0.155 sq. inch
1 decigram = 10 centigrams = 1.54 grains 1 sq. decimeter = 100 sq. centimeters = 15.5 sq. inches
1 gram = 10 decigrams = 0.035 ounce 1 sq. meter (centare) = 100 sq. decimeters = 10.76 rq. feet
1 dekagram = 10 grams = 0.35 ounce 1 sq. dekameter (are) = 100 sq. meters =. 1,076.4 sq. feet
1 hectogram = 10 dekagrams = 3.52 ounces 1 sq. hectometer (hectare) = 100 sq. dekameters = 2.47 acres
1 kilogram = 10 hectograms = 2.2 pounds 1 sq. kilometer = 100 sq. hectometers =.386 sq. mile
1 quintal = 100 kilograms = 220.46 pounds
1 metric ton = 10 quintals = 1.1 short tons Cubic Measure
1 cu. Centimeter =. 1000 cu. millimeters = 0.06 cu. inch

1 cu. decimeter = 1000 cu. centimeters = 61.02 cu. inches
1 cu. meter = 1000 cu. decimeters = 35.31 cu. feet
Approximate Conversion Factors

To Change To Multiply by To change to Multiply By
inches centimeters 2.540 ounce-inches newton-meters 0.007062

feet meters 0.305 centimeters inches 0.394
Yards meters 0.914 meters feet 3.280
miles kilometers 1.609 meters yards 1.094
square inches square centimeters 6.451 kilometers miles 0.621
Square feet Square meters 0.093 Square centimeters Square inches 0.155
Square yards Square meters 0.836 Square meters Square feet 10.764
Square miles Square kilometers 2.590 Square meters Square yards 1.196
Acres Square hectometers 0.405 Square kilometers Square miles 0.386
Cubic feet Cubic meters 0.028 Square hectometers Acres 2.471
Cubic yards Cubic meters 0.765 Cubic meters Cubic feet 35.315
Fluid ounces Milliliters 2.94 Cubic meters Cubic yards 1.038
Pints Liters 0.473 Milliliters Fluid ounces 0.34
Quarts Liters 0.946 Liters Pints 2.1113
Gallons Liters 3.785 Liters Quarts 1.057
Ounces Grams 28.349 Liters Gallons 0.264
Pounds Kilograms 0.454 Grams Ounces 0.35
Short tons Metric tons 0.907 Kilogram Pounds 2.205
Pound-feet Newton-meters 1.356 Metric tons Short tons 1.102
Pound-inches Newton-meters 0.11296
Temperature (Exact)
F Fahrenheit 5/9 (after subtracting 32) Celsius C
58

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STUDENT GUIDE

Publication 297293 Rev 6 Smiths Aerospace - Company Proprietary Information

1.0 GENERAL INFORMATION

1.2 Company Information

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

2.0 VIBRATION GENERATION AND MEASUREMENT

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

2.2 Measurement Terms

Accelerometer: A seismic transducer that converts acceleration

Displacement: The change in distance or position of an object

Velocity: The time rate of change of displacement. Velocity leads

Velocity Transducer: An electromechanical transducer, usually

Synchronous Measurement: Measurement that has a sample rate

Asynchronous Measurement: Measurement that has a fixed sample

2.2.1 Brief History of Measurement Tools

b. Swept Filters: Typical vibration meter where the operator turns a

c. FFT Analyzer: computer-based digital equipment currently in use

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

2.3 Basic Vibration Generation

Figure 1. Undesirable Motion

However, no machinery is perfectly balanced or aligned, and the self

The goal of dynamic balance and alignment, coupled with optimum

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

possible to a pinpoint. This is as true of helicopter main and tail

Figure 2 shows how 360 of rotation is represented in a sine wave.

Figure 2. 360 Rotation Represented in A Sine Wave

Figure 2 also shows the relationship of phase relative to the magnetic

Phase can be displayed in one of two terms:

Degrees (30 degrees = 1 clock hour)

Hours (1 hour = 30 degrees)

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

Figure 3. How an accelerometer measures vibration

2.3.2 Accelerometer Description

Basically, two crystal disks are bolted together in a case, underneath

The sensitivity of the standard RADSAT accelerometer is usually 58

The internal electronics of the accelerometer require a 4mA current

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

systems allow for the use of the velocimeter. However, a special

Figure 4. Time Waveform

2.3.3 Measuring Vibration Amplitude

Velocity and acceleration are usually measured in Root-Mean-Square

The time period of one cycle of the waveform is inversely proportional

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

2.3.4 Measuring/Displaying Vibration Frequency

To convert Hz into RPM: Hz X 60 = RPM

2.3.5 Sources of Vibrations

Low: Main rotor and related components.

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

2.3.5.1 Sources Of Main Rotor 1/Rev Vibration

LATERAL - Mass Unbalance

Figure 6. Effects on N/Rev

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

Items that affect N/REV are:

b. Tail Rotor: Balancing, tracking, component

c. Fans/Blowers and High Speed Shafts: Balance (if available), re-

d. Other Vibratory Influences: Struts, dampers and other causes

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

3.0 RADS-AT MEASUREMENT CAPABILITIES

Figure 8. System Components

Figure 9. RADS-AT System Interconnect

297293 Rev 6 Smiths Aerospace - Company Proprietary Information

UTD/EUTD Universal Tracking Device/

SENSOR DAU CHANNELS MEASUREMENT

297293 Rev 6 Smiths Aerospace - Company Proprietary Information