Op era tion a n d Ma in ten a n c e Ma n u a l

RADS -AT™
Rot or An a ly s is Dia g n os t ic S y s t e m
Ad va n c ed Tec h n olo g y – Ve r s ion 7 .0 X

l • Sign al Pro ce s s in g Sy s te m s
Pu b lic at io n No. 2 9 4 8 0 1 0 0 Re v D
3 1 Ma r ch 2 0 0 0

© Co p yr igh t 1 9 9 6 -2 0 0 0 Sig n a l P r oces s in g S ys tem s ,

z a d ivis ion o f Sm ith s In d u s t r ies Aer os p ace & Defen s e S ys te m s In c . All r igh ts r es er ved . .
Operation and Maintenance Manual s

RADS-AT™
Rotor Analysis Diagnostic System – Advanced
Technology Version 7.0x

© Copyright 1996-1999 Signal Processing Systems

a division of Smiths Industries Aerospace & Defense Systems. All rights reserved.

31 March 2000 Publication No. 294801 Rev D

Prepared by:

l
• Signal Processing Systems
13112 Evening Creek Drive South
San Diego, CA 92128-4199
Tel: 858.679.6000 • Fax: 858.679.6000 • www.smithsind-sps.com

PROPRIETARY RIGHTS OF SIGNAL PROCESSING SYSTEMS A DIVISION OF

SMITHS INDUSTRIES AEROSPACE & DEFENSE SYSTEMS INC. are involved in
the subject matter contained within this document and all manufacturing,
reproduction, use and sales rights pertaining to such subject matter are expressly
reserved. It is submitted in confidence for a specified purpose and the recipient, by
accepting this material, agrees that this material will not be used, copied or
reproduced in whole or in part, nor its contents revealed in any manner, or to any
person, except for the purpose delivered.
 Document Number 29480100

NUMERICAL INDEX OF EFFECTIVE PAGES

New editions are usually complete revisions of the manual. Update packages, which are issued
between editions, contain additional and replacement pages to be merged into the manual by
the customer. The dates on the title page change only when a new edition or a new update is
published. No information is incorporated into a reprinting unless it appears as a prior update;
the edition does not change when an update is incorporated.

The software code if applicable, printed alongside the date indicates the version
level of the software product at the time the manual or update was issued.
Many product updates and fixes do not require manual changes and,
conversely, manual corrections may be done without accompanying product
changes. Therefore, do not expect a one to one correspondence between
product updates and manual updates.

Dates of issue for original and changed pages are:

Original Release A 26 June 1991

B 02 June 1993
C 23 September 1999
D 31 March 2000 (Revised and redrawn)

Page No. Change No.* Page No. Change No.*

Title............................................... D B-1 through B-7............................. D
A (List of Effective Pages) ................ D B-8 blank....................................... D
Copyright....................................... D
Certification ................................... C C-1 through C-60........................... D
Warranty ....................................... C
Preface .......................................... C Acronyms....................................... C

i through iii.................................... D Service Information

iv blank ......................................... C Representatives
v through x .................................... D Trouble Report

1through 7 .................................... D
8 blank .......................................... D
9 through 89.................................. D
90 blank ........................................ D
91 through 103.............................. D * An ‘A’ in this column indicates initial
104 blank ...................................... D release.
105 through 139 ............................ D
140 blank ...................................... D
141 through 149 ............................ D
150 blank ...................................... D

A-1 through A-12 ........................... D

Publication No. 294801 Rev D RADS-AT Operation and Maintenance Manual

A
COPYRIGHT

Signal Processing Systems Operation and Maintenance Manual for use with Signal Processing Systems Model RADS-
AT™ Rotor Analysis Diagnostic System – Advanced Technology.

Under the copyright laws, neither the documentation nor the software may be copied, photocopied, reproduced,
translated, or reduced to any electronic medium or machine-readable form, in whole or in part without the prior
written consent of Signal Processing Systems.

© 1997-2000, Signal Processing Systems. Signal Processing Systems

Division of Smiths Industries Aerospace & Defense Systems Inc.
13112 Evening Creek Drive South
San Diego, California 92138-4199

Portions Copyright © 1996 Scientific-Atlanta, Inc.

All rights reserved.

This manual, as well as the software described in it, is furnished under license and may only be used or copied in
accordance with the terms of such license. The information in this manual is furnished for informational use only, is
subject to change without notice, and should not be construed as a commitment by Signal Processing Systems.
Signal Processing Systems assumes no responsibility or liability for any errors or inaccuracies that may appear in this
book.

Except as permitted by license, no part of this publication may be reproduced, stored in a retrieval system, or
transmitted, in any form or by any means, electronic, mechanical, recording, or otherwise, without the prior written
permission of Signal Processing Systems.

TRADEMARKS

RADS-AT is the trademark of Signal Processing Systems.

All other trademarks are the property of their respective manufacturers.

Written and designed at Signal Processing Systems, 13112 Evening Creek Drive South, San Diego, CA 92128-4199,
USA.

For defense agencies: Restricted Rights Legend. Use, reproduction or disclosure is subject to restrictions set forth in
subparagraph (c)(1)(ii) of the Rights in Technical Data and Computer Software clause at 252.227-7013.

For civilian agencies; Restricted Rights Legend. Use, reproduction or disclosure is subject to restrictions set forth in
subparagraphs (a) through (d) of the commercial Computer Software Restricted Rights clause at 52.227-19 and the
limitations set forth in Microsoft’s standard commercial agreement for their software. Unpublished rights reserved
under the copyright laws of the United States.

Printed in the Unites States of America.

Publication 29480100
 CERTIFICATION
OF
FACTORY TEST AND INSPECTION

Smiths Industries, Signal Processing Systems Division, certifies that this product has been thoroughly
inspected and tested, and that the product met published specifications when shipped from the factory.

Laboratory equipment used to perform the tests and inspections is calibrated and controlled to assure
accuracy consistent with specification requirements. All working standards are periodically certified, and
are traceable to the National Bureau of Standards to the extent allowed by the Bureau's calibration facility.

l
Signal Processing Systems
13112 Evening Creek Drive South
San Diego, CA 92128-4199
Telephone (858) 679-6000 • FAX (858) 679-6400 • www.smithsind-sps.com
Service Telephone: 1-800-826-2124
 PRODUCT WARRANTY POLICY

WARRANTY
All items manufactured by Signal Processing Systems are warranted to be free from defects in material and
workmanship and to conform to currently published specifications. The warranty period, which varies with
the item, is one year or less from the date of shipment. Written notice of defects must be received by Signal
Processing Systems within the warranty period. Our liability is limited to servicing or adjusting any item
returned to the factory for that purpose, including replacing any defective part therein. The customer must
pay packing, crating, and transportation costs to and from the factory. At customer's request, Signal
Processing Systems will make reasonable efforts to provide warranty service at the customer's premises,
provided the customer pays our then current rates for field services and the associated travel and living
expenses. If a fault has been caused by improper installation, maintenance or use, or by abnormal
conditions of operation, repairs will be billed at normal rates.

If any fault develops, the following steps should be taken:

1. Notify Signal Processing Systems by giving the item model number, serial number and details of the
difficulty. On receipt of this information, you will be given service data or shipping instructions.

2. On receipt of shipping instructions, forward the item prepaid. If the item or the fault is not covered by
warranty, an estimate of charges will be furnished before work begins.

WE DISCLAIM STATUTORY AND IMPLIED WARRANTIES, SUCH AS WARRANTIES OF MERCHANTABILITY

AND FITNESS FOR PURPOSE.

IN NO EVENT SHALL SIGNAL PROCESSING SYSTEMS BE LIABLE, IN CONTRACT 0R IN TORT OR UNDER

ANY OTHER LEGAL THEORY, FOR INCIDENTAL, INDIRECT, SPECIAL OR CONSEQUENTIAL DAMAGES,
REGARDLESS OF WHETHER WE WERE INFORMED ABOUT THE POSSIBILITY OF SUCH DAMAGES, AND
IN NO EVENT SHALL SIGNAL PROCESSING SYSTEMS' LIABILITY EXCEED AN AMOUNT EQUAL TO THE
SALES PRICE.

l
Signal Processing Systems
13112 Evening Creek Drive South
San Diego, CA 92128-4199
Telephone (858) 679-6000 • FAX (858) 679-6400 • www.smithsind-sps.com
Service Telephone: 1-800-826-2124
10
 PREFACE

This manual includes data for operation, maintenance, and repair of the Rotor Analysis Diagnostic System-
Advanced Technology (RADS-AT™).

The structure of this operation and maintenance manual is as follows:

Record of changes
Copyright
Certification and Warranty

Table of Contents
List of Illustrations
List of Tables
Safety Summary
Chapter 1 - General Information/General Description and Safety Summary
Chapter 2 - Installation
Chapter 3 - System Operation
Chapter 4 -Advanced Topics
Chapter 5 - Maintenance
Chapter 6 - Parts and Accessories List

Glossary

Appendix A RADSCOM Package

Appendix B Operating System
Appendix C Aircraft Dictionary

SPS Service Centers

Customer Trouble Report Form

If any discrepancies are found within the RADS-AT equipment, the user is requested to complete a Customer
Trouble Report Form located at the back of this manual and sent to:
Signal Processing Systems
Aviation Diagnostics Department
13112 Evening Creek Drive South
San Diego, CA 92128-4199

Publication No. 294801 Rev D RADS-AT Operation and Maintenance Manual

 Safety Summary

SAFETY SUMMARY

Safety Descriptions

WARNING

An operating procedure, practice, etc., which, if not

correctly followed, could result in personnel injury
or loss of life.

HIGH VOLTAGE
Is used in the operation of this equipment.

DEATH ON CONTACT
May result, if personnel fail to observe safety
precautions. Learn the areas containing high
voltage connections when installing or operating
this equipment. Before working inside the
equipment, turn off the ground joints of high
potential before touching them.

CAUTION

An operating procedures, practice, etc., which, if

not strictly observed, could result in damage to or
destruction of equipment.

COSTLY DAMAGE
May result to instruments and to test unit, if
personnel fail to observe cautions.

NOTE
An operating procedure, practice, etc., which is
essential to highlight.

Warning and Caution Summary

Warnings and cautions that appear in the text of
this publication and relate to specific procedures
are repeated here for emphasis:

WARNING

Failure to observe all safety precautions when

connecting external power to the RADS-AT
equipment can result in injury to personnel.
Observe all safety precautions, when connecting
external power.

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Safety Summary (Continued)

SAFETY SUMMARY Continued

WARNING

Failure to correctly connect the dc power cable can

result in personnel injury. Observe polarities, when
connecting the dc power cable.

WARNING

Failure to correctly connect the dc power cable can

result in personnel injury or damage to the RADS-
AT. Observe polarities, when connecting the dc
power cable.

WARNING

Installation of the UTD assembly on the nose

mount (tracker mount) of helicopters equipped with
wire strike could cause the wire-strike protection
system to be ineffective. All flights with the UTD
installed are limited to areas where wire strikes are
not likely.

WARNING

When routing cables, ensure cables are not routed

through areas containing moving parts or heat
sources. Cabling can become entangled in moving
parts and cause injury to personnel or destruction
of equipment.

WARNING

Isopropyl alcohol is flammable and toxic. Use

adequate ventilation, gloves and eye protection. Do
not use around heat, open flames or sparks.

CAUTION

Install cable connecting the CADU to the DAU prior

to connecting external power.

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 Safety Summary (Continued

SAFETY SUMMARY Continued

CAUTION

Always install lockwire after tightening the jam

nut. A loose nut could cause aircraft damage.

CAUTION

The operator must exit DPL prior to performing a

system reboot of the RADS-AT™ to prevent the
possible loss or corruption of the internal database
data.

CAUTION

This operation will permanently delete collected

data. (Deleting Data Records.)

CAUTION

Always turn the scale OFF before selecting a

display mode of Gram or Ounce. Changing modes
while weighing may affect the accuracy of the
scale.
CAUTION

Do not exceed the total capacity of the

Gram/Ounce scale (2000 g/70 oz.) when weighing
objects or combinations of objects. Exceeding the
total capacity of the scale will cause a readout
display of "E" and may cause damage to the scale.

CAUTION

All data files contained on the RAM disk will be

erased and will have to be reloaded, if the following
procedure is performed.

CAUTION

This assembly contains parts sensitive to damage

by electrostatic discharge (ESD).

Use precautionary ESD procedures when touching,

removing or inserting. Use static-free material to
wrap the assembly for shipment or storage.

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Safety Summary (Continued)

This page intentionally blank

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 Table of Contents

TABLE OF CONTENTS

Section/Paragraph Page

Safety Descriptions................................................................................................. i
Warning and Caution Summary ............................................................................. i

1–0 GENERAL INFORMATION ............................................................................................... 1

1–1 INTRODUCTION............................................................................................. 1
1–2 PURPOSE ...................................................................................................... 1
1–3 OVERALL DESCRIPTION................................................................................ 1
1–4 HOW TO USE THIS MANUAL.......................................................................... 3
1–5 EQUIPMENT REQUIRED ................................................................................ 5
1–6 RECEIVING AND SHIPPING ........................................................................... 5
1–6.1 Receiving inspection ........................................................................... 5
1–6.2 Preparation for Shipment .................................................................... 5
1–7 TECHNICAL SPECIFICATIONS ....................................................................... 7

2–0 INSTALLATION ............................................................................................................... 8

2–1 INTRODUCTION............................................................................................. 9
2–2 UNPACKING .................................................................................................. 9
2–2.1 Baseline Configuration...................................................................... 10
2–2.2 Specific Aircraft Accessories .............................................................. 10
2–2.3 Accessories ....................................................................................... 10
2–3 PUTTING IT ALL TOGETHER ........................................................................ 10
2–3.1 Office Configuration .......................................................................... 10
2–3.2 Connecting External Power ............................................................... 10
2–3.1.2 Connecting a Printer ...................................................................... 11
2–3.1.3 Connecting an External Computer.................................................. 12
2–3.2 Aircraft Configuration ....................................................................... 14
2–3.2.1 Connecting Aircraft Power .............................................................. 14
2–3.2.2 Installing a Blade Tracking Device .................................................. 15
2–3.2.3 Installing the Magnetic RPM Sensor ............................................... 16
2–3.2.4 Installing the Accelerometers.......................................................... 16
2–3.2.5 Installing Cables ............................................................................ 17
2–3.2.6 Installing Optical RPM Sensor ........................................................ 17
2–3.3 Loading Aircraft Configuration Files .................................................. 19
2–3.4 Setting Up the Printer ....................................................................... 19
2–3.4.1 Setting Up the Printer Switch Settings............................................ 19
2–3.4.2 Configuring the CADU for the Printer Type ..................................... 20
2–3.4.3 Testing the Setup........................................................................... 20
2–3.5 Electronic Gram/Ounce Scale ........................................................... 21
2–4 CLEANING ................................................................................................... 22

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Table of Contents (Continued

Section/Paragraph Page

3– SYSTEM OPERATION ..................................................................................................... 23

3–1 INTRODUCTION........................................................................................... 23
3–2 CONTROLS .................................................................................................. 23
3–2.1 Function Keys .................................................................................. 23
3–2.2 Arrow Keys ....................................................................................... 23
3–2.3 DO and QUIT Keys............................................................................ 23
3–3 KEYPAD LAYOUT......................................................................................... 23
3–4 TURN-ON/OFF PROCEDURES ..................................................................... 25
3–4.1 Power On Procedure.......................................................................... 25
3–4.1.1 Start-Up Selection Menu ................................................................ 25
3–4.1.2 Returning to Start-Up Selection Menu ............................................ 29
3–4.2 Power Off Procedure.......................................................................... 29
3–5 SYSTEM SETUP ........................................................................................... 30
3–5.1 Setting Up the RADS-AT for a Particular Aircraft ............................... 30
3–5.2 Selecting an Aircraft Type ................................................................. 30
3–5.3 Selecting a Particular Aircraft Tail Number ........................................ 30
3–5.4 Selecting a New Tail Number ............................................................. 30
3–5.5 Selecting a Flight Plan ...................................................................... 32
3–5.6 Selecting a Flight ID.......................................................................... 32
3–5.7 Discussion........................................................................................ 32
3–6 MAIN OPERATIONS MENU ........................................................................... 34
3–7 MEASURE ................................................................................................... 35
3–7.1 Selecting a Test State........................................................................ 35
3–7.2 Making a Measurement..................................................................... 36
3–7.3 Aborting a Measurement ................................................................... 36
3–7.4 Repeating a Measurement ................................................................. 36
3–7.3.5 Completing a Measurement ............................................................ 39
3–7.3.6 General Capabilities....................................................................... 39
3–7.7 Fault Tolerance Features................................................................... 42
3–8 DISPLAYS .................................................................................................... 43
3–8.1 Selection One Test State Displays...................................................... 43
3–8.2 Selecting Complete Flight Displays .................................................... 43
3–8.3 Selecting Trend Flights Displays........................................................ 43
3–8.4 Selecting Limits Display .................................................................... 44
3–8.5 Selecting Summary Displays ............................................................. 47
3–8.6 Using the Various Data Displays ....................................................... 50
3–8.6.1 Using the Spectral Displays............................................................ 50
3–8.6.2 Using the Track/Lag Display .......................................................... 52
3–8.6.3 Using Polar Displays ...................................................................... 53
3–8.6.4 Using Bar Displays ........................................................................ 54
3–8.7 Discussion........................................................................................ 56
3–9 DIAGNOSTICS (DIAGS) ................................................................................ 57
3–9.1 Viewing the Corrections .................................................................... 57
3–9.2 Viewing the Predicted Response ........................................................ 58
3–9.3 Running the Diagnostic Editor .......................................................... 60
3–9.4 Editing Defaults................................................................................ 62

Section/Paragraph Page

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 Table of Contents (Continued

3–9.5 Diagnostic DOs and DON'Ts.............................................................. 63

3–9.6 Diagnostics Discussion ..................................................................... 64
3–10 MANAGER ................................................................................................. 65
3–10.1 Selecting Data Maintenance (Database Maintenance) ....................... 66
3–10.1.1 Compressing Data Records........................................................... 66
3–10.1.2 Deleting Data Records.................................................................. 66
3–10.2.1 Backup to Credit Card Memory (CCM) .......................................... 73
3–10.2.2 Restore from Credit Card Memory (CCM) ...................................... 73
3–10.2.3 Transfer to an External Computer ................................................ 73
3–10.2.4 Restoring Data from an External Computer .................................. 73
3–10.2.5 Discussion................................................................................... 73
3–10.3 Selecting Status.............................................................................. 74
3–10.4 Selecting Setup ............................................................................... 76
3–10.4.1 Printer Options ............................................................................ 76
3–10.4.1.1 Changing Printer Types ............................................................. 76
3–10.4.1.2 Changing Printer Ports .............................................................. 76
3–10.4.1.3 Enabling/Disabling the Print Spooler ........................................ 76
3–10.4.1.4 Flushing the Print Spooler Buffer ............................................... 79
3–10.4.1.5 Printer Spooler Failure .............................................................. 79
3–10.4.2 Setting System Time and Date Function ....................................... 79
3–10.4.3 Changing Accelerometer Type....................................................... 79
3–10.4.4 Changing the Display Units.......................................................... 79
3–10.4.5 Adding a New Tail Number ........................................................... 80
3–10.5 Selecting Test ................................................................................. 80
3–11 GRAM/OUNCE SCALE OPERATION ........................................................... 82

4–0 ADVANCED TOPICS ..................................................................................................... 84

4–2 RADSCOM PACKAGE................................................................................... 85
4–3 SYSTEM SOFTWARE DESCRIPTION............................................................. 85
4–4 RADS-AT AIRCRAFT SETUP DICTIONARY .................................................... 86

5– MAINTENANCE .............................................................................................................. 87
Excluído: 90
5–1 INTRODUCTION........................................................................................... 87 Excluído: 91
5–2 PREVENTIVE MAINTENANCE....................................................................... 87 Excluído: 90
5–2.1 CADU Battery Pack Replacement ...................................................... 87
Excluído: 91
5–2.2 CADU Memory Lithium Battery Replacement..................................... 89
5–2.3 Credit Card Memory (CCM) Battery Installation/Replacement ............ 89 Excluído: 91
5–2.3.1 CCM Battery Installation................................................................ 89 Excluído: 92
5–2.3.2 CCM Battery Replacement.............................................................. 89
Excluído: 92
5–3 SELF-TEST/CALIBRATION OVERVIEW ........................................................ 90
Excluído: 93
5–3.1 RADS-AT Self Test and Self-Calibration Features ............................... 90
5–3.2 Validating The System Without a Test Set ......................................... 91 Excluído: 92
5–3.3 Validating The System With a RADS-AT Test Set ............................... 92 Excluído: 93
5–3.3.1 RADS-AT Test Set Connections ...................................................... 92
Excluído: 93
5–3.3.2 Front Panel Controls and Indicators ............................................... 93
5–3.3.3 UTD Testing................................................................................... 96 Excluído: 94
5–3.3.4. Operation ...................................................................................... 96 Excluído: 96
Excluído: 97
Section/Paragraph Page
Excluído: 96
Excluído: 97

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vii
 Excluído: 96
Excluído: 97
Table of Contents (Continued Excluído: 98
Excluído: 99
Excluído: 99
5–3.3.5. Expected Outputs .......................................................................... 96
5–3.3.6 INITCAL Script File ........................................................................ 98 Excluído: 100
5–3.4 RADS-AT Test Set Calibration ........................................................... 99 Excluído: 99
5–3.4.1 Required Equipment ...................................................................... 99 Excluído: 100
5–3.4.2 Procedure .....................................................................................100
5–3.4.3 Signal Output Level ......................................................................100 Excluído: 100
5–3.4.4 Output Frequency.........................................................................101 Excluído: 101
5–3.4.5 Qualification .................................................................................102 Excluído: 100
5–3.5. Electronic Gram/Ounce Scale ..........................................................102
5–3.5.1 Gram/Ounce Scale Battery Replacement .......................................102 Excluído: 102
Excluído: 101
5–4 TROUBLESHOOTING ..................................................................................104
5–4.1 Rebooting the Cadu .........................................................................104 Excluído: 102
5–4.3 Rebooting the DAU ..........................................................................105 Excluído: 102
5–4.4 Changing the DAU Fuse...................................................................105
Excluído: 103
5–4.5 Troubleshooting Guide .....................................................................105
Excluído: 104
5–5 ERROR CODES...........................................................................................110
5–5.1 Types Of Errors ...............................................................................110 Excluído: 102
5–5.2 Error Code Descriptions...................................................................110 Excluído: 103
Excluído: 104
SECTION 6 .........................................................................................................................139
Excluído: 102
6–1 INTRODUCTION..........................................................................................141
Excluído: 103
6–2 INTERCONNECT CABLE ASSEMBLIES........................................................142 Excluído: 104
Excluído: 104

APPENDIX A RADSCOM PACKAGE...................................................................................... A-1 Excluído: 105

A–1.1 Backing Up the RADSCOM Package Disks........................................ A-1 Excluído: 106

A–1.2. Configuring RADSCOM on the IBM PC/AT ....................................... A-1 Excluído: 104
A–1.2.1 Hardware Requirements................................................................ A-1 Excluído: 105
A–1.2.2 Using RADSCOM Program on Floppy Disks ................................... A-2
Excluído: 106
A–2 Using The RADSCOM Program .................................................................... A-3
Excluído: 105
A–3 RADSCOM Commands................................................................................ A-3
Excluído: 106
A–4 Initializing The CADU RAM Disk.................................................................. A-5 Excluído: 107
A–4.1 Script File Installation ..................................................................... A-6
Excluído: 105
A–5 Transferring Data Files ............................................................................... A-7
Excluído: 106
A–5.1 Transferring Data Files From The CADU To A Personal Computer ..... A-7
A–5.2 Loading Data Files Into The CADU ................................................... A-9 Excluído: 107

A–6 Data Storage Space................................................................................... A-12 Excluído: 105

Excluído: 106
B–1 SYSTEM SOFTWARE DESCRIPTION ............................................................................ B-1
Excluído: 107
B–1.1 Software Operations ........................................................................ B-1
Excluído: 110
B–1.1.1 How to Reboot the CADU .............................................................. B-1
B–1.1.2 Returning to the OS-9 Shell .......................................................... B-2 Excluído: 111
B–1.1.3 Returning to DPL from the OS-9® Shell ........................................ B-3 Excluído: 112
B–1.1.4 OS-9® Commands ........................................................................ B-3
Excluído: 110
C–1 RADS-AT AIRCRAFT SETUP DICTIONARY.................................................................... C-1 Excluído: 111
Excluído: 112
LIST OF FIGURES
Excluído: 110

Figure Page Excluído: 111

Excluído: 112

Publication No. 294801 Rev D RADS-AT Operation and Maintenance Manual Excluído: 139
Excluído: 141
viii
Excluído: 142
 Table of Contents (Continued

Figure 1-1. Typical System Setup .......................................................................................... 1

Figure 1–2. Rotor Analysis Diagnostic System Components .................................................... 2
Figure 1–3. RADS-AT Overall Menu Structure........................................................................ 6
Figure 2–1. RADS-AT System Interconnect .......................................................................... 11
Figure 2–2. Universal Tracking Device Mounting.................................................................. 13
Figure 3–1. CAD U Display and Keypad ............................................................................... 24
Figure 3–2: Start-Up Selection Menu ................................................................................... 25
Figure 3-3. DPL Booting Window ......................................................................................... 26
Figure 3.4. Main Operations Window .................................................................................... 26
Figure 3–5. Main Operation Window Selections.................................................................... 31
Figure 3-6. Example of Main Operations Menu .................................................................... 34
Figure 3–7A. Measure Sub-Menu Hierarchy (Sheet 1 of 2) .................................................... 37
Figure 3–7B. Measure Sub-Menu Hierarchy (sheet 2 of 2) .................................................... 38
Figure 3–8A. Display menu Hierarchy (sheet 1 of 2) ............................................................. 45
Figure 3–8B. Display Menu Hierarchy (sheet 2 of 2) ............................................................. 46
Figure 3–9. Summary Display Printout (sheet 1 of 2)............................................................ 48
Figure 3–10. Summary Display Printout (sheet 2 of 2) .......................................................... 49
Figure 3-11. 400 Point Power Spectrum Display................................................................... 50
Figure 3-12: 128 Point Synchronous Power Spectrum Display.............................................. 51
Figure 3–13. 6400 Point Zoom display ................................................................................. 51
Figure 3–13. One Test State Track/Lag Display ................................................................... 52
Figure 3-14. Complete Flight Track Lag Display ................................................................... 52
Figure 3–15. Complete Flight Polar Display .......................................................................... 53
Figure 3–16. Polar Trend Flights Display.............................................................................. 54
Figure 3-17. Complete Flight Bar Display ............................................................................ 55
Figure 3-18: Present Flight Previous Flight Bar Display........................................................ 55
Figure 3–19A. Diagnostic Menu hierarchy (sheet 1 of 2) ....................................................... 59
Figure 3–19B: Diagnostic Menu hierarchy (sheet 2 of 2) ....................................................... 60
Figure 3-20: Diagnostics Editor Screen ................................................................................ 61
Figure 3-21: Manager Menu ................................................................................................ 65
Figure 3–22. Data Maintenance Option Menu Hierarchy (sheet 1 of 3) .................................. 68
Figure 3–22: Data Maintenance Option Menu Hierarchy (sheet 2 of 3) .................................. 69
Figure 3–22: Data Maintenance Option Menu Hierarchy (sheet 3 of 3) .................................. 70
Figure 3–23A Data Transfer Option Menu Hierarchy (Sheet 1 of 2) ....................................... 71
Figure 3–23B Data Transfer Option Menu Hierarchy (Sheet 2 of 2) ........................................ 72
Figure 3–24. Status Report.................................................................................................. 75
Figure 3–25. Setup Option Menu Hierarchy ......................................................................... 77
Figure 3-27. Test Menu ....................................................................................................... 81
Figure 28. Electronic Gram/Ounce Scale............................................................................. 84
Figure 6-1. Cable Assembly, CADU to DAU (PN 29325601) ..................................................143
Figure 6-2. Aircraft Power Cable (PN 29104700) ..................................................................144
Figure 6-3. Universal Tracking Device (UTD) Cable (PN 29325701) ......................................145
Figure 6-4. Magnetic RPM Sensor Cable (PN 29105403) ......................................................146
Figure 6-5: Optical RPM Sensor with 50-foot Cable (PN 29314700) ......................................147
Figure 6-6: 54 mV/g Accelerometer Cable ...........................................................................148
Figure 6-7: 2-Wire Accelerometer Cable ..............................................................................149
Figure A–1. RADSCOM Initial Menu.................................................................................... A-2
Figure A-2. MS-Kermit Transfer Display (Typical) ................................................................ A-8

LIST OFTABLES

Table Page

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Table 1-1. Technical Specifications ........................................................................................ 7

Table 3-1: Measurement Capabilities ................................................................................... 40
Table 3-2: Frequency Ranges Vs. Respective Measurement Resolutions ................................ 41
Table 5–1. Troubleshooting Guide.......................................................................................106 Excluído: 106
Table 6–1. Inventory List for RADS-AT Commercial Basic Kit PN 293333xx..........................141 Excluído: 107
Table 6–1: RADS-AT Main Cables .......................................................................................142
Table 6–2: Individual Input Signal Cable Types ...................................................................142 Excluído: 108

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 Section
1

Section 1 GENERAL INFORMATION

RADS-AT™ Description

How to use the Installation & Operation Manual

Equipment Requirements

Receiving and Shipping

Technical Specifications
 Section 1 — General Description

1–0 GENERAL INFORMATION

1–1 INTRODUCTION
This technical manual provides the installation, operation, and maintenance
procedures for the Rotor Analysis Diagnostic System - Advanced Technology
(RADS- AT™).

1–2 PURPOSE
The RADS-AT™, rotor analysis diagnostic system is the latest generation of rotor
vibration analysis equipment to be used on helicopters for the purpose of
determining rotor faults and identifying recommended maintenance actions to
correct those faults. A typical system setup is shown in figure 1-1.

Figure 1-1. Typical System Setup

1–3 OVERALL DESCRIPTION

The RADS-AT (figure 1-2) is a portable test set, weighing less than 25 pounds,
which contains sophisticated measurement technology that operates with a
minimum of operator in-fight control. The RADS-AT utilizes a Diagnostic
Programming Language (DPL) in an OS-9® environment to provide a high level,
easy to use method of performing rotor vibration analysis. Using a fast parallel
acquisition technique, the RADS-AT reduces test flight times over other similar
systems.

The RADS-AT consists of:

Enhanced Universal Tracking Device (EUTD): produces timed pulses that are
generated from the rotating blades and sent to the Data Acquisition Unit
(DAU).
Data Acquisition Unit (DAU): processes the tracker and vibration signals.
A hand-held Control and Display Unit (CADU): controls data acquisition,
displays measurements and analysis results, prints reports, and transfers
data to or receives data from an Off-line computer.

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General Description (Continued)

Figure 1–2. Rotor Analysis Diagnostic System Components

BATTERY
CHARGER

90225-01

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 General Description (Continued

1–4 HOW TO USE THIS MANUAL

The RADS-AT Installation and Operation Manual contains the information
needed to setup and operate the RADS-AT, rotor analysis diagnostics system;
the latest generation of rotor vibration analysis equipment for use on helicopters
for the purpose of determining rotor faults. The manual is structured in
accordance with the five main functions performed by the RADS-AT system:

UNIT SETUP
MEASURE
DISPLAYS
DIAGNOSTICS
DATA MANAGER

Figure 1-3 shows an overview of the five major functions and the basic elements
associated within each function. Each of these functions is described in
Chapter 3.

This manual does not supersede the Line Maintenance card

or other policies and procedures of the organization that
utilized a RADS-AT.

The manual is organized as follows:

SAFETY SUMMARY lists the important safety precautions, warnings and

cautions to follow when using the equipment.

Section 1, General Description gives an overview of the RADS-AT, covering

major features, how to get started.

Section 2, Installation instructs the user on inspection, packing and shipping

of the unit.

Section 3, System Operation describes how to use the RADS-AT.

Section 4, Advanced Topics describes along with appendix material, reference

material for the RADS-AT.

Section 5, Maintenance describes routine maintenance which the user can

perform including preventive maintenance, self-test and calibration,
troubleshooting and error codes.

Section 6, Parts List and Accessories List provides listing of the major
assemblies and cable drawings.

Appendix A, RADSCOM Package describes the use of aircraft configuration

disks and communication with the RADS-AT using IBM compatible computers.

Appendix B, Operating System describes the RADS-AT OS-9® operating

system.

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General Description (Continued)

Appendix C, Aircraft Dictionary describing the variables found in the RADS-AT

aircraft configuration files

Figure 1-3 shows an overview of the five major functions and the basic elements
associated within each function. Each of these functions is described in
Chapter 3. The descriptions contain a diagram of the key displays that will lead
the operator through that function, along with a brief description of what to do,
and what to expect, without the normal rigorous step-by-step procedures of
most manuals.

At the end of each section will be a detailed discussion, providing a more

technical level of understanding of the operations of that system function. This
will allow the operator to go directly to the function of interest and in two or
three pages become familiar with what to do.

1–4.1 Conventions Used in this Manual

As you read through the installation and operation manual, you will see certain
text conventions and symbols that indicate other useful information about the
topic being discussed. These conventions denote the following:

Bolded text – Text you are asked to type is printed in bold lettering. Display
titles, certain functions, or menu selections are also presented in bold font as
you would see them on the screen.

☞ This icon point out an important piece of information that should be

noted before using the feature described.

This icon identifies additional useful information regarding

the feature discussed.

A RADS-AT communication program (RADSCOM) has been developed for use

with an IBM PC-AT or compatible computer to allow access to the various
functions of the RADS-AT. Refer to Chapter 4 for a detailed description of the
RADSCOM program. Many of the keystrokes required to access these functions
are abbreviated in this manual.

The following is an example of some of the keystroke formats you can expect to
see in this manual.

Commands that the operator types into the system from the PC keyboard are
shown in this manual as bold-faced text.

^C = Pressing the CTRL key and the C key simultaneously

<RETURN> = Pressing the carriage return key (labeled ENTER on most

keyboards)

Other key combinations may be presented in the manual, however these key
combinations will follow the same format as the examples above. Commands
typed into the system via an external keyboard need to be followed by pressing
the <RETURN> key.

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 General Description (Continued

1–5 EQUIPMENT REQUIRED

To accomplish rotor track and balance operations on specific aircraft requires a
basic RADS-AT and an aircraft specific adapter kit. The RADS-AT basic kit is
included in section 6.0. The following lists the fundamental data collection and
analysis equipment.

RADS–AT
UTD/EUTD Universal Tracking Device/Enhanced Universal Tracking Device
CADU Control and Display Unit
DAU Data Acquisition Unit

SENSOR DAU CHANNELS MEASUREMENT

Accelerometer 14 Vibration
Tachometer 2 Rotor/Shaft Speed
Tracker 2 Track/Lag

1–6 RECEIVING INSPECTION AND SHIPPING

The RADS-AT analysis equipment is thoroughly inspected mechanically and
electrically before packing for shipment from the factory. It should however be
inspected upon customer receipt for possible damage incurred during transit.

1–6.1 Receiving inspection

Upon receipt of the equipment, perform an inventory of all items contained in
both the RADS-AT Commercial Basic Kit and Adapter Set carrying cases using
the inventory cards attached to the inside lid of each case.

1–6.2 Preparation for Shipment

Preservation and packaging shall be level A or level C. Packing shall be level A,
level B, or level C of specification MIL-P-116.

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General Description (Continued)

Figure 1–3. RADS-AT Overall Menu Structure

- Select Next State
- Measure
- Display Results (Optional)
RADS–AT - Strobe Tracker (Optional)
- View Aircraft Setup (Optional)
MEASURE
UNIT SETUP - Enable Limit Checking (Optional)
Aircraft Type
Tail Number - Asynch Vibration Power
Flight Plan - 400 Line Asynch Power
Flight I.D. - Synch Vibration Power
- Zoomed Power
DISPLAY - Polar Plot
- Bar Graph
- Track
ONE TEST STATE - Lag
- Track Trend
- Lag Trend
COMPLETE FLIGHT - 2 Plane Track
- Relative to Target Track
TREND FLIGHTS - Trend with Best Fit
- Polar Trend
- Relative Lag/STD Dev
VIEW LIMITS - Absolute Track/STD Dev
- Relative Track
- Track Relative To Blade X
SUMMARY DISPLAYS
- Peak Vibration
- Synchronous Vibration
- 2 Plane Track
- Relative to Target Track
- View connections
DIAGNOSTICS
- View diagnostics predictions
- Edit Adjustments
- Edit diganostic defaults
MANAGER UNIT STATUS REPORT
- Compress Database
- Delete Data By Aircraft, Tail
Number Or Flight
DATA MAINTENANCE
- Delete Aircraft Setup – Information
(Required Passcode)
- Delete Data Stored on CCM

- Backup to CCM
DATA TRANSFER - Restore From CCM
- Transfer To PC

- Printer Setup
- Set System Time And Date
- Change Accelerometers In Use
SETUP
- Change Type Of Units In Use
- Add A New Tail Number
- Format CCM

- Keypad Test
TEST
- Display Test

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1–7 TECHNICAL SPECIFICATIONS

Table 1-1 provides the technical specifications associated with the RADS-AT
system.
Table 1-1. Technical Specifications
UNIT DIMENSIONS
Data Acquisition Unit (DAU) Height inches (mm): 4 3/4 (120)
Width inches (mm): 12 1/8 (308)
Depth inches (mm): 12 1/2 (317)
Weight pounds (kg): 11.5 (5.1)

Control and Display Unit (CADU) Height inches (mm): 8 1/2 (216)
Width inches (mm): 11 (279)
Depth inches (mm): 2 1/8 (54)
Weight pounds (kg): 5.5 (2.5)

Universal Tracking Device (UTD) Height inches (mm): 5 7/8 (149)

Width inches (mm): 3 3/4 (95)
Depth inches (mm): N/A
Weight pounds (Kg): 4.5 (2.0)

MEMORY CAPACITY
Data Acquisition Unit (DAU) 2.0 Mb (Standard release)

Control and Display Unit (CADU) 2.0 Mb (Non-volatile static RAM)

POWER REQUIREMENTS
Data Acquisition Unit (DAU) input dc power 24 - 36 Vdc (Reverse
polarity protected and single end fused)

Control and Display Unit (CADU) Input dc power 12 Vdc

Internal battery power 8 hours
(Non-volatile memory retained 2 years)

POWER DRAW
Data Acquisition Unit (DAU) 28 watts

Control and Display Unit (CADU) 11 watts

Total Both Units 39 watts

ENVIRONMENTAL REQUIREMENTS
Data Acquisition Unit (DAU) Operating: -40 to +55°C
Storage: -51 to +71°C

Control and Display Unit (CADU) Operating: -40 to +55°C (External Power)
Storage: -51 to +71°C
operating: -20 to +55°C (Internal Power)
Storage: -40 to +70°C

Universal Tracking Device (UTD) operating: -40 to +70°C

Storage: -51 to +70°C

Y2K – STATEMENT Version 7.0 is Y2K Compliant

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 Installation (Continued)

Notes

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 Section
2

Section 2 INSTALLATION

Unpacking

Putting in all together

Cleaning
 Section 2 — Installation

2–0 INSTALLATION
2–1 INTRODUCTION
The Rotor Analysis Diagnostic System–Advanced Technology (RADS-AT™) is
designed to measure, record and process vibration/blade position information in
order to diagnose and provide recommended maintenance solutions to correct
vibration related faults. The system combines a sophisticated measurement
capability with a programmable analysis and display capability that presents the
measurement, diagnostic, and corrective information to the maintenance
personnel for appropriate action

In addition to the measurement and analysis capabilities, the RADS-AT system

maintains a database of measured data, diagnostic outputs, and aircraft history.
The system will generate printed reports from this database to support historical
review and trending of data. All or part of the database may be deleted,
transferred to an external computer, or restored from a computer. Transfer is
accomplished by means of an RS-232 link using KERMIT protocol or a solid
state memory unit the size of a credit card. Diagnostic programs and
replacement software modules are transferable by the same means.

The primary mission of the RADS-AT is to collect helicopter blade track height,
blade lead/lag, vertical/lateral vibration measurements, and to calculate the
recommended maintenance correction to the rotor system that will result in
reduced vibration levels.

The actual measurements are carried out automatically and simultaneously by a

single operator keystroke. The RADS-AT executes a pre-configured, internally
stored software program limited to the established aircraft maintenance
procedures that reduce vibration levels. There is a minimal amount of user
interface needed for entry of aircraft identification, single key commands for data
collection, results display, and computed maintenance corrections. Each of the
five main RADS-AT functions provides an overview style of direction to the
operator in the form of a main diagram. The diagram contains all of the
elements and options that the operator can invoke along with general
description of what to do in making the desired selections.

☞ For a more detailed step-by-step instruction of these functions, refer to

section 3, System Operation.
The key feature of the RADS-AT system is its flexibility and adaptability through
programming. Variations in its application to aircraft vibration tasks are
accomplished by the RADS-AT programming system and do not require
modification to the system hardware nor an extensive software background.

2–2 UNPACKING
The following is a general procedure for unpacking and installing the RADS-AT
equipment on the aircraft to be tested. This procedure should be considered a
guideline. The approved manufacturer's aircraft maintenance procedures should
take precedence.

The RADS-AT equipment is contained in two shipping/storage containers: the

basic kit and an aircraft specific adapter set. The basic kit (refer to Chapter 6)
contains the Data Acquisition Unit (DAU), Control and Display Unit (CADU), and
a blade tracking device (either the Universal Tracking Device (UTD) or the

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Installation (Continued)

Enhanced Universal Tracking Device (EUTD). It also contains the Credit Card
Memory (CCM) and space for several accelerometers and cables.

The aircraft specific adapter set contains such equipment as interconnection

cables, the blade tracker mounting brackets, a multi-pin connector cable,
accelerometer mounting blocks, and various cables for the optical and magnetic
rpm sensors. Each adapter kit is aircraft specific and contains the equipment
required for use with that aircraft.

2–2.1 Baseline Configuration

For a list of items included in the RADS-AT baseline configuration, refer to
table 6-1.

2–2.2 Specific Aircraft Accessories

The RADS-AT is designed to operate with various aircraft configurations.
Therefore, aircraft specific accessories are required in addition to the baseline
configuration in most cases.

2–2.3 Accessories
There are a wide variety of accessories that complement the RADS-AT
configuration. These items can be purchased to suit the particular needs of the
user.

2–3 PUTTING IT ALL TOGETHER

2–3.1 Office Configuration
Figure 2-1 depicts the system interconnection of the various RADS-AT elements.
The major elements of the system (including cables) are shown in the diagram
for the purpose of displaying the extent of the capability of the RADS-AT,
although not all the inputs and units may be necessary for any particular test.

The office configuration is a subset of the equipment shown in the figure.

Generally the office configuration consists of the CADU, 12 Vdc power supply, a
printer, a host computer, and cables. There is no need for the DAU or
associated cables and sensor for RADS-AT operation in an office. The office
configuration involves interaction between the RADS-AT CADU and a host
computer to transfer measurement data to the host computer from the CADU
and for uploading setup data, programs, etc. from a host computer. The CADU
can also be used in the office configuration to run diagnostics, view displays of
measured data, and print information stored in CADU memory.

2–3.2 Connecting External Power

WARNING]

Failure to observe all safety precautions when connecting

external power to the RADS-AT equipment can result in injury
to personnel. Observe all safety precautions when connecting
external power.

Connect external power to the CADU by connecting the 12 Vdc battery charger
to the CADU and an AC power source.

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 Installation (Continued)

The 12 Vdc power supply charger connects at the top of the CADU under the
credit card slot cover and provides the required power to operate the CADU
independently of the DAU, and/or charge the internal battery. Keep the
battery charger connected to the CADU whenever charging the NiCAD
battery or using the CADU. It is not recommended to be connected for long
term storage.
To verify that external power has been applied, turn on the CADU and press
the LAMP key. The EL lamp will remain ON when the key is released if
external power is available and extinguish if external power is not available.

Figure 2–1. RADS-AT System Interconnect

2–3.1.2 Connecting a Printer

To print out spooled pages (Displays), an external printer can be connected to
the CADU printer port. The CADU provides an RS-232 serial port and a parallel
printer port. Use the serial port (9-pin connector) for the RADS-AT printer and
Epson compatible serial printers. Use the parallel port (25-pin connector) for
printers that have a parallel interface. For more information on printer setups,
refer to paragraph 2-3.4. Connect the printer by attaching printer’s cable
between the CADU and the printer. Most printers, being parallel, use the 25-pin
connector on the CADU. If your printer is a serial printer use the 9-pin
connector on the CADU. When viewing it from the top edge, the serial port
connector (9 pins) is in the middle of the CADU.

To configure the CADU for the printer go into the Manager menu which is a F4
key from the main menu. Use the cursor key, highlight the Setup option and
select by pressing the DO key. Then select the option Printer by highlighting it,
and press DO. Then set port type to either parallel or serial by highlighting the
Change Port option and selecting the appropriate port, and press DO. Select the
driver from the installed drivers under the “Change Type” option. For each
printer type there is often two drivers, a standard driver and one ending if “LF”.

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Installation (Continued)

If you experience data over printing on one line, use the driver
ending in “LF”. Concurrently, if you experience data printing on every other line
then select the driver without “LF”.

2–3.1.3 Connecting an External Computer

The RADS-AT serial port is dual function it can either be used to communicate
with an external printer, as described above, or to communicate with an external
computer either directly or through an external modem. Typically this external
computer will be an IBM PC compatible. Connect an external computer as
follows:

a. Connect the serial cable (28130802) between the RS-232 port on the CADU
(9-pin connector) and the RS-232 port on the host computer. The gender
changer (28130800) and RS-232 adapter (28130801) may be required. Cable,
gender changer and adapter are supplied with the basic RADS-AT kit.
b. The RADS-AT Communication Package (RADSCOM) (29484900) is available for
executing sophisticated commands from an IBM PC/AT or compatible to the
RADS-AT. These commands are described in more detail throughout various
sections of this manual.

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 Installation (Continued)

Figure 2–2. Universal Tracking Device Mounting

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Installation (Continued)

2–3.2 Aircraft Configuration

The aircraft equipment setup configuration will vary widely depending on the
type of aircraft and operation being performed. This paragraph describes basic
installation procedures and guidelines common to all installations. For aircraft
specific details, consult either the aircraft manufacturers technical manual for
rotor track and balance or the SPS application notes for the aircraft being
maintained.

Always follow the setup instructions, F4 in the Measure

Menu, for the aircraft installation. If there is a discrepancy
between the setup instructions and the application notes or
maintenance manual the setup instructions should take
precedence

The number, type, and position of the required aircraft sensors are dependent
upon the aircraft setup script. For most aircraft, generally two accelerometers, a
magnetic RPM sensor, a rotor tracking device, a CADU, and a DAU must be
installed. Figure 1-1 shows a typical system setup of an aircraft.

2–3.2.1 Connecting Aircraft Power

WARNING

Failure to correctly connect the dc power cable can result in

personnel injury or damage to the RADS-AT. Observe
polarities when connecting the dc power cable.

CAUTION

All cables should be connected to the CADU and the

DAU prior to connecting external power.

CAUTION

If dc input power is reversed, allowing any portion of

the RADS-AT system to touch the airframe can cause
damage to the RADS-AT.

The canvas carrying case supplied with the DAU isolates the
DAU from secondary aircraft grounds in case of reverse
polarity applied to the DAU.

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 Installation (Continued)

The RADS-AT requires 18 to 36 Vdc power at about 1.5 amps to operate. This
power is typically available on commercial and military aircraft. The polarity of
the input power is important. Connect the positive (+) supply rail to pin B on
the DAU power input connector and connect ground to pin A. An aircraft power
cable (28111000) is provided in the RADS-AT basic kit and aircraft specific
power cable adapters are in each aircraft unique adapter kit.

For aircraft with compatible circular power connectors, simply install the cable
between the DAU and the aircraft power receptacle. For some aircraft the power
receptacle is not available and the power interface cable available from the
aircraft specific adapter kit must be used. Typically a map light socket or other
source of power can be found which is capable of powering the system. A green
power indicator lamp illuminates when external power is applied to the DAU and
the DAU power switch is in the ON position. The green light is not an indication
of correct connections only that the switch is on and power is applied. The
green light will also light if connected backwards.

2–3.2.2 Installing a Blade Tracking Device

WARNING

Installation of the blade tracker assembly on the nose mount

(tracker mount) of helicopters equipped with wire strike could
cause the wire-strike protection system to be ineffective. All
flights with the blade tracker installed are limited to areas
where wire strikes are not likely.

The installation of the blade tracker is critical to its proper operation and correct
measurement. Figure 2-2 provides a diagram of the required aircraft mounting.
The exact mounting position and installation angle of the blade tracker is
determined by the aircraft setup file and aircraft specific blade tracker bracket.
To mount the blade tracker to the aircraft under test, attach the blade tracker
bracket to the airframe. Refer to the aircraft manufacturer’s technical manual
and the SPS aircraft specific Application Notes for the proper locations of
installation. After the bracket is secured, attach the blade tracker to the
bracket. There are two critical considerations to observe during installation for
accurate measurements.

The arrow on the body of the blade tracker must point in the direction of
blade rotation.
The installation angle must be properly set. Some brackets may have fixed
mounting positions that prevent installation angle setup errors. For variable
angle adjustment brackets, the installation angle should be measured with a
protractor.

The blade tracker lens should be periodically cleaned with

optical tissue or a soft cloth for optimum performance

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2–3.2.3 Installing the Magnetic RPM Sensor

CAUTION

The Magnetic RPM Sensor must be installed in the

prescribed position. Failure to install magnetic sensor
correctly could cause adjustments to be predicted for
the wrong blade.

The position and gap of the Magnetic RPM Sensor is critical to the operation of
the RADS-AT. The Magnetic RPM Sensor must be installed in the position
prescribed by the appropriate aircraft application notes or aircraft
manufacturer’s technical manual or adjustments will be predicted for the wrong
blade.

a. Mount the Magnetic RPM Sensor from below the bracket with a jam nut on
either side.
b. Adjust the Magnetic RPM Sensor for a gap specified in a specific aircraft
Application Notes. Tighten jam nuts.
c. Rotate the main rotor by hand to align the striker and the Magnetic RPM
Sensor. Check the clearance between the Magnetic RPM sensor and the
striker. Some aircraft will have a single striker at one position on the swash
plate and other aircraft will have one double striker and a single striker for
each other blade position. The aircraft setup file will prescribe either a
single or double bladed striker. It is important to use the correct type of
striker consistent with the aircraft setup file or tachometer frequency errors
will occur. Consult the aircraft application note.

CAUTION

Always install lockwire after tightening the jam nut. A

loose jam nut could cause aircraft damage.

d. Install lockwire on jam nuts.

2–3.2.4 Installing the Accelerometers

The specific position and orientation of the accelerometers is critical to the
proper operation of the RADS-AT. An accelerometer installed upside down or on
the wrong axis will cause a 180° phase measurement error, causing adjustments
to be predicted for the wrong blade or mass balance position. Consult the
manufacturer’s maintenance manual or the aircraft application notes for proper
installation. It is essential that the accelerometer be in the proper position and
orientation for the system to operate properly. Verify the accelerometer is
attached firmly to the mounting block or bracket.

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2–3.2.5 Installing Cables

This section provides information on the installation of cable assemblies. Details
on cable routing to specific aircraft are not included here. Paragraph 6–2
provides detailed information on each of the cable assemblies. Cable assembly
part numbers typically end in “XX” during discussion. The last two digits
represent the fact that cables can be ordered in various lengths, but the
functionality remains the same.

WARNING

When routing cables, ensure cables are not routed

through areas containing moving parts or heat sources.
Cabling can become entangled in moving parts and
cause injury to personnel or destruction of equipment.

a. Route the cables to prevent safety mishaps as per the appropriate aircraft
application notes.
b. Attach the blade tracking device to the DAU tracker connector with cable
293257XX. Attach the magnetic RPM sensor to the DAU TACHO connector
with cable 291054XX.
c. Attach the accelerometers to the proper DAU ACC channels using
cable 291056XX.

2–3.2.6 Installing Optical RPM Sensor

Optical RPM Sensor is used as a one-per-rev tachometer input to determine
frequency and phase of a rotating component. It is important to keep in mind
that the operating characteristics depend somewhat on environmental
conditions. Under adverse conditions (strong backlighting, high rotating speed,
rain or dense fog) the maximum operating range should be considered to be
approximately 30 inches. Under most favorable conditions with a good reflector,
it is possible to extend the range to 4-feet. As a general rule of thumb however,

6 to 18 inches would be the nominal distance.

Reflective Tape Types

The type of reflective tape used is extremely important for proper system
performance. 3M tape #7610 is considered to be the best target material
because of its strong reflection, lightweight, low profile, and excellent adhesion.
The tape will not seriously affect the balance of the rotor, and the tape will not
dislodge in flight if properly installed.

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In wet conditions the 3M 7610 tape does not perform well

An overcoat of clear tape, or using 3M #3870 (hex pattern
tape) is recommended under wet conditions. The hex
pattern tape has only approximately 20% of the reflectivity
of the beaded tape so it is imperative that at maximum
range, an alternative tape be used instead of the hex tape.
Another tape which may be used as an alternate to both of
the above tapes is 3M 1000X tape. If offers higher retro-
reflectivity but is heavier and thicker and offers rain
resistance.

Reflective Tape Size

The size of the tape used as a reflector must be determined as applicable to the
particular application. Usually there will be no problems encountered with
using too much tape, however, using too little tape will return a weaker signal
than desired for optimal operation. There are two restrictions on the required
reflector size. The first is the size of the beam, projected at the target, and
second, because the target is moving, the length of time the target stays in the
beam. As the target approaches maximum range, the size of the target becomes
more important especially under adverse conditions. The following rules will aid
in determining the appropriate tape size to use for a specific

General Case (distance limited)

The divergence of the emitted beam is approximately 5 degrees. This implies
that the spot size at any given distance (diameter) is approximately 1/10 the
distance to the target. As an example, in the current application to an AH-
64, the sensor to tail rotor distance is approximately 28 inches. This would
indicate that the optimal size for a piece of reflective tape to use would be 2.8
inches wide. It is interesting to note that the current practice in the field on
this particular tail rotor is to use a 1-inch wide strip of tape about 6-inches
long. In spite of the Apache tape being 1/3 of the recommended size, there
have been no complaints from the field regarding tachometer failures.
However, it is likely that for a unit with a signal tolerance on the low side,
and under less than favorable conditions, there will be erroneous outputs.
Speed Governed Case
In some high speed applications, the piece of tape may completely fill the
field of view of the Optical RPM Sensor, and yet is not in the field of view long
enough for a good detection. The size of the tape required in this case is
determined by the following formula:

tape width (in inches) = (r x rpm) / 14400

Where:
r is the radial distance of the center of the tape to the axis of
rotation as measured in inches, and rpm is the rotational
frequency in revolutions per minute.

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 Installation (Continued)

To determine which rule governs the performance of the unit, simply use the
larger of the two widths predicted. In the case of the AH-64 tail rotor, the
general rule predicts a width of 2.8 inches. The speed governed rule predicts a
tape width of (24 inches x 1440 rpm)/14400 = 2.4 inches. It is clear that these
numbers represent conservative values intended to work well under all
conditions.

2–3.3 Loading Aircraft Configuration Files

Each aircraft type supported by the RADS-AT has a unique aircraft configuration
file. This aircraft configuration file contains setup information for the airframe,
aircraft specific measurements, flight plans, airframe specific diagnostic
coefficients, procedures, and displays. It is necessary to have the proper aircraft
configuration file loaded into the CADU database in order to use the RADS-AT on
the desired aircraft. This is accomplished by using the RADSCOM program.

The file to be loaded must be a Diagnostic Programming Language (DPL) script

file or errors will occur on the CADU screen. If the script file contains errors,
use the QUIT key on the CADU. The script file must load error free before using
the CADU to measure data.

☞ Chapter 4 and Appendix A provides details on setting up the PC for using

the RADSCOM program to load aircraft configuration flies.

2–3.4 Setting Up the Printer

The RADS-AT is designed to work with a wide variety of commercially available
printers. Due to their low cost and wide availability, it is recommended that a
commercial grade printer be used for office environment printing. The RADS-AT
can be used with either a serial or parallel printer. The Centronix parallel
interface is supported by the RADS-AT.

The CADU has been designed with an integral print spooler. Basically this
means that as the PRINT key is pressed, while DPL is executing, the graphics
image that appears on the screen is stored in RAM disk awaiting printing. If a
printer is properly attached and configured, the image will be immediately
printed. If no printer is attached, the print image is stored until a printer is
attached. Up to 20 spooled screens can be stored without printing. If more than
twenty displays are spooled, the first display spooled will be discarded to make
room for the next

2–3.4.1 Setting Up the Printer Switch Settings

The printer must be set up to operate with the RADS-AT. There are basically
three areas of setup:

Printer configuration switch setup.

CADU printer type setup.
CADU printer port selection (serial or parallel).

Since there are a wide variety of acceptable printers, only a few printer specific
switch settings will be given in this manual. The serial printer must be set up as
follows:

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Installation (Continued)

Hardware Interface: Serial port (RS-232)

Parity: None
Stop Bits: 1
Data Bits: 8
Baud Rate: 9600
Data Protocol: ON/OFF Disabled
RDY/BSY Enabled (DTR hardware handshake)
Handshake: Carrier Detect (CD) Disabled
Clear To Send (CTS) Disabled
Data Set Ready (DSR) Disabled
Paper Length: 11 inches
Emulation: Epson
LF Definition: CR without LF (Use Epson printer type)
CR with LF (Use Epson_with_LF printer type)
Character Set: USA Character Set

RADS–AT supports Epson compatible printers, which always associates a line

feed with a carriage return. If this is the case with the printer, choose the printer
type Epson_with_LF when in the DPL MANAGER Menu section otherwise choose
Epson as the type.

2–3.4.2 Configuring the CADU for the Printer Type

After the switches have been setup on the printer, the CADU must be configured
for the particular printer. The RADS-AT supports several graphics 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 with or without LF characters and portrait vs. landscape
formats.

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.

2–3.4.3 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 of the printer switch
settings and make corrections as necessary.

Establish if any communication can be made between the CADU and the printer.
The follow procedures will test areas like data bits, parity and baud rate:

a. Test the graphics compatibility by pressing the PRINT key to print the Main
Menu screen. (The first screen that appears when normal RADS operation
has started).
b. Test the text mode by pressing the PRINT key in any help, error, or menu
selection screen. The following is an example:

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 Installation (Continued)

1) Press the PRINT key to print out the text displayed on the screen at this time.

If the printer fails to print the screen properly, flush the

print spooler by the following sequence.

a. Select manager menu by pressing F4 at the main

menu.
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.
f. Select the Flush Queue option and press the DO
key.
g. Select the Enable option and press the DO key.

c. If the screen did not print any characters, make corrections to the printer
switch settings as necessary.

1) If the screen print, printed random characters check the print driver selected.
Most likely the wrong type is selected.
2) 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).
3) If the printer skips a line when printing, then select the driver without “LF”.

Most printers will have to be powered off and on

between switch setting changes to accept the change.

2–3.5 Electronic Gram/Ounce Scale

The RADS-AT contains an electronic gram/ounce scale for measurement of the
balance weight used, prior to installation of the weights on aircraft equipment.
The grain/ounce scale requires no setup. Refer to Chapter 5 of this manual for
battery replacement and calibration procedures.

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Installation (Continued)

2–4 CLEANING
This section provides information on the cleaning of the RADS-AT components.

WARNING

Isopropyl alcohol is flammable and toxic. Use adequate

ventilation, gloves, and eye protection. Do not use around
open flames, or spark.

Use a soft cloth dampened with a solution of mild soap and water or isopropyl
alcohol for cleaning. Place components in carrying cases when not in use.

Notes

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 Section
3

Section 3 – SYSTEM OPERATION

CONTROLS

KEYPAD LAYOUT

TURN ON/OFF PROCEDURES

SYSTEM SETUP

MAIN OPERATIONS MENU

MEASUREMENTS

DISPLAYS

DIAGNOSTICS

MANAGER FUNCTIONS

GRAM/OUNCE SCALE OPERATION

 Section 3 — SystemOperation

3– SYSTEM OPERATION
3–1 INTRODUCTION
This chapter provides the actions for operating the Rotor Analysis Diagnostics
System - Advanced Technology (RADS-AT).

3–2 CONTROLS
The following information describes the Control And Display Unit (CADU)
keyboard layout and the functions of the associated keys
(refer to figure 3-1).

3–2.1 Function Keys

The operator controls the operations of the RADS-AT system by selecting choices
offered within the various screens that appear on the CADU display. Many
selections are accomplished by pressing one of the four function keys (Fl, F2, F3,
and F4) located just below the CADU display.

3–2.2 Arrow Keys

The arrow keys are used to make selections by placing the inverse video cursor
over the choice desired, and then pressing the DO key.

3–2.3 DO and QUIT Keys

Most of the menu selections are executed by pressing the DO key. In most
cases, backing up to a previously displayed screen is accomplished by pressing
the QUIT key one or more times until the desired screen appears.

3–3 KEYPAD LAYOUT

Figure 3-1 shows the CADU display and keypad. The four function keys (Fl, F2,
F3, and F4) provide the operator with the ability to select functions from the
Main Operations Menu and the Measure Menu. Fl, F2, F3, and F4 appear on the
CADU front panel, just below the display. Screen text appearing on the display
just above the “F” keys will provide the function logo for each of the function
keys. Other frequently used keys are:

The DO key, located on the right-hand side of the CADU front panel,
executes the operator selected menu item.
The QUIT key, located on the right side of the CADU front panel, allows the
user to leave the present screen. With multiple presses of the QUIT key, the
user can back through previously displayed screens to return to the
beginning of the present task being performed.
Four arrow keys (up, right, down, and left) on the lower right corner of the
CADU move an inverse video cursor to highlight the various selections that
the user will be making. Execution of the highlighted menu selection is
accomplished by passing the DO key.
In the lower left comer of the CADU are ten numeric keys (0-9), plus one key for
the decimal point, and one for the +/- key. Between this group of numeric keys
and the arrow keys, are the PRINT and HELP keys. Press the PRINT key to print
out the screen presently displayed on the CADU. The HELP key provides
additional information in certain restricted cases.

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SystemOperation (Continued)

Figure 3–1. CADU Display and Keypad

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
Change cursor)
sign for
data entry Provides operator instructions for
(See Text) current task

Prints screen display if connected to a printer

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

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 SystemOperation (Continued)

3–4 TURN-ON/OFF PROCEDURES

At the top left side are the ON and OFF keys. Just below them are the LAMP and
CTRST (contrast) keys that control the readability of the CADU display. When
externally powered, pressing the LAMP key will toggle the lamp off or on which
will provide display lighting in darkened environments. When the CADU is
operating on battery power the LAMP key must be pressed and held for display
lighting. Pressing and holding the CTRST key will cause the display to change in
contrast gradually at first. Release the CTRST key when the desired contrast is
obtained.

3–4.1 Power On Procedure

The CADU is powered from the Data Acquisition Unit (DAU), the 12 V power
supply (28216500), or by its own internal rechargeable NiCad battery pack. The
internal battery pack is charged any time the CADU is connected to external
power by the 12 Vdc power supply or DAU. The CADU can be operated while
charging. The CADU NiCad battery pack is replaceable, as is the lithium battery
that protects the memory.

☞ Replacement information is contained in Chapter 5.

Power is distributed to the CADU when the DAU power switch is activated.

To operate the CADU with or without external power, press the ON key. When
fully charged, the internal battery pack will provide power for approximately
eight hours of operation. This will vary depending on how much the display
lamp is used.

3–4.1.1 Start-Up Selection Menu

When the CADU has been rebooted (refer to paragraph 4-3.1.1 for rebooting
procedures) the following message will display for a few seconds:

CADU System Bootstrap V 3.1

Please Wait ....

When the above message goes away, the Start-Up Selection Menu will appear
(figure 3–2).

Figure 3–2: Start-Up Selection Menu

****************************************************
*** RADS-AT ***
****************************************************
Please select an option:
1: Proceed with normal operation
2: Set up for host communication
use this option with the RADSCOM
diskette.
3. Load aircraft setup files from the
credit card
4: Modem setup
5: Help menu
Select (1, 2, 3, 4, or 5):

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SystemOperation (Continued)

This is prompting the user for input. The user must press a number key from
the keypad: 1 – to go into Diagnostic Program Language (DPL) and return to
normal operation; 2 – go into the RADSCOM interface; 3 – to load aircraft setup
files from the credit card memory; 4 – to perform a modem setup; or 5 – to select
the Help menu. Because there is no default, this screen will wait for one of the
five keys to be pressed.

a. If the user selects option 1, normal system operation will begin and the DPL
Booting Window will appear as shown in figure 3-3.
Figure 3-3. DPL Booting Window

Booting DPL

Please Wait

Copyright © 1988-1999
By Signal Processing Systems

After booting is completed the first Main Operations Menu will appear as shown in figure 3-4.

Figure 3.4. Main Operations Window

9-0227-02

b. If the user selects option 2, the following additional instructions will

displayed:

Connect the ‘PC to HOST’ cable

between the RS232 ports of the
CADU and the HOST computer

This disables the CADU keypad and places the control of the CADU over
to a PC. If no PC is connect to the CADU, the CADU must be re-booted
to exit this mode

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 SystemOperation (Continued)

c. If the user selects option 3 and a CCM is installed, a menu will appear
showing the following display (example selections):

**********Load Aircraft Setup Files**********

Enter the number of your choice below:
Press QUIT to exit
1 206B 7.00
2 MD500D 7.00
3 S76A 4.00
Choice ?

If no CCM is installed the following will be displayed. Press any key to

continue:

********Load Aircraft Setup Files********

The following error has occurred –
ERROR : 00:246 device not ready

Press any key to continue_

The actual aircraft that are displayed may vary depending

upon the configuration of the credit card memory. The CCM
capacity is smaller than the CADU memory. If no aircraft
setup files are currently stored on the CCM, this menu will
not appear.

d. If the user selects option 4, the following additional actions will be prompted
on the display:

Connect a Hayes compatible modem to

a NULL-MODEM. Connect the RS232 port
of the CADU to the NULL-MODEM using
the 'CADU to HOST' cable.
Connect the phone cable to the modem.

Select the baud rate for your modem:

1: 1200 BAUD
2: 2400 BAUD
3: Return to the main menu
(Select 1. 2. or 3):

e. If the user selects option 5, the following additional actions will be prompted
on the display:

**********HELP MENU**********
1. Proceed with normal operation.
This starts the measurement and
the diagnostic program.

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SystemOperation (Continued)

2: Set up for host communication.

Allows access to the serial port for
initializing the RADS-AT, unloading
and loading of stored data to and
from a host computer (PC). Use RADSCOM
diskette with this option.
Press any key to continue

********** HELP MENU **********

3: Load aircraft specific setup file
Use this option to load aircraft setup
files from the Credit Card into
the database.
Press any key to continue

********** HELP MENU **********

4: Modem Setup
Connect a Hayes compatible modem to
a NULL-MODEM. Connect the RS232 port
of the CADU to the NULL-MODEM using
the ‘CADU to HOST’ cable.
Connect the phone cable to the modem.
Select the baud rate for your modem:

1: 1200 BAUD
2: 2400 BAUD
3: Return to the main menu
Select (1, 2, or 3):

5: Help Menu
Displays Help information (this menu)

Press any key to continue

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 SystemOperation (Continued)

3–4.1.2 Returning to Start-Up Selection Menu

CAUTION

The operator must exit DPL prior to performing a

system reboot of the RADS-AT to prevent the possible
loss or corruption of the internal database data.

From DPL, the user can return to the Start-Up Selection Menu to choose the
RADSCOM selection by exiting DPL and then reboot the CADU.

To exit DPL, press the, DO key while pressing and holding the QUIT key. The
CADU screen will freeze for approximately five seconds. then the CADU will re-
boot.

3–4.2 Power Off Procedure

If DAU power is supplied to the CADU, both the ON and OFF keys of the CADU
are active. Placing the DAU switch to OFF removes power from DAU circuits and
external power to the CADU. Placing the CADU power off removes internal
battery power. There are, however, certain conditions under which the CADU
will automatically power down, such as, if the unit is left idle for longer than
10 minutes while operating on internal power. If the CADU powers down after
the 10-minute period, it can be activated by pressing the ON key. The
operational process will be at the same location as existed prior to the power
down.

Another CADU initiated power down occurs when the NiCad battery has a low
charge. In order to prevent reversal of the battery voltage, the CADU
automatically powers down.

If the CADU powers down due to a low battery charge, a

warning message will be displayed the next time the CADU
is turned on.

Notes

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SystemOperation (Continued)

3–5 SYSTEM SETUP

3–5.1 Setting Up the RADS-AT for a Particular Aircraft
The RADS-AT requires aircraft-specific setup files in order to make required
measurements and analysis to correct vibration and track problems. If the
RADS-AT is configured for the aircraft under test the following section is
applicable. If the aircraft type does not appear on the Aircraft Type section of
the Main Operations Menu, the aircraft type will need to be installed.

☞ Refer to Chapter 4 for further details on installing aircraft configuration

files using RADSCOM.

3–5.2 Selecting an Aircraft Type

The Aircraft Types menu is selected by using the arrow keys to move the inverse
video cursor over the Aircraft Type selection in the Main Operations Menu
(figure 3-4) and pressing the DO key. The Main Operations Menu is removed
from the display and the Aircraft Types Menu appears (figure 3-5). Using the
arrow keys. Place the inverse video cursor over the appropriate aircraft type and
press the DO key to execute the selection. The Main Operations Menu will
reappear with the Tail Number selection highlighted for selecting the next
category in the setup function. The QUIT key can be employed at any time to
return to the Main 0perations menu

3–5.3 Selecting a Particular Aircraft Tail Number

The Tail Numbers Menu is selected by using the arrow keys to move the inverse
video cursor over the Tail Number selection in the Main Operations Menu
(refer to figure 3-4) and pressing the DO key to execute the selection. The Main
Operations Menu is removed from the display and the Tail Numbers Menu
appears (figure 3-5). Using the arrow keys, place the inverse video cursor over
the appropriate tail number and press the DO key to enter the selection. The
Main Operations Menu will reappear with the Flight Plan selection highlighted
for selecting the next category in the setup function. The QUIT key can be
employed at any time to return to the Main Operations Menu.

3–5.4 Selecting a New Tail Number

If the tail number of the aircraft under test is not in the list of tail numbers, a
new tail number can be entered by selecting NEW from the Tail Numbers Menu
and pressing the DO key. An Entry Form will appear (figure 3-5) allowing entry
of the new tail number. A numeric tail number can be entered using the
numeric keypad. Entering an alphanumeric tail number can be done using the
F1 and F2 function keys. The F1 and F2 keys scroll through the allowed
character set. That set is the blank character, 0 through 9, A to Z, and a to z.
F1 scrolls forward through the list and F2 scrolls backward. Selection of a
character is accomplished by scrolling to the desired character and moving to a
different position using the LEFT and RIGHT keys. The right/left arrow keys
move the cursor to the next character or previous character in the tail number.
After the desired tail number has been entered, press DO to store the new tail
number and return to the Main operations Menu. The Main Operations Menu
will reappear with the Flight Plan selection highlighted for selecting the next
category in the setup function. The QUIT key can be employed at any time to
cancel the tail number entry and return to the Main Operations Menu.

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 SystemOperation (Continued)

Figure 3–5. Main Operation Window Selections

Aircraft Types DO- Select QUIT– Exit Aircraft Types DO- Select QUIT– Exit
407 7.01
412_50 7.00 FLIGHT
A109A 7.1 HANGERS
A109C 7.1 INITIAL
AS350 7.00 INIT_NF
EC135X 7.00a SPECTRUM
FFT 1.0 Tail
H21 0.06 VIBCHK
LYNX8 7.00
MD500D 7.00
S-76C 4.0 SIK
Wasp 7.00

Select Tail Number Page 1 Of 1 Select Flight ID Page 1 Of 1

53008 407 53008 FLIGHT 04 FEB 96 13:00
NEW 407 53008 FLIGHT 03 FEB 96 15:37
407 53008 FLIGHT 03 FEB 96 14:49
407 53008 FLIGHT 03 FEB 96 11:18

[UP] Prev Line [DOWN] Next Line [UP] Prev Line [DOWN] Next Line
[LEFT] Prev Page [RIGHT] Next Page [LEFT] Prev Page [RIGHT] Next Page
[DO] Select Tail No [QUIT] Exit [DO] Select Tail No [QUIT] Exit

Select Tail Number Page 1 Of 1

Select
ErrorsTail Number
Reported Page 1 Of 1
Please enter a new tail number
for the aircraft Type 407 : ERROR –32764: Can not find flight id
ACTION: Restore backed–up flight
data OR take measurements
Tail No?
Tail No?

[F1] & [F2] scrolls thru character set

[LEFT] & [RIGHT] Arrows : Move Cursor Exit
[DO] Save & Exit [QUIT] Exit

9-0227-04

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3–5.5 Selecting a Flight Plan

A flight plan must be entered in order to identify the set of measurements to be
taken. The Flight Plans Menu is selected by placing the inverse video cursor
over the Flight Plan selection in the Main Operations Menu (figure 3-4) using the
arrow keys and pressing the DO key to execute the selection. The Main
Operations Menu is removed from the display and the Flight Plans Menu
appears (figure 3-5). The Flight Plans Menu contains the set of test states
prestored for the selected type. Test states are the flight conditions at which
measurements are taken.

For example: Flight Plans are categorized into Flight, Ground, Tail, or etc..
Within each are the test states particular to the category selected. Select the
desired flight plan by using the arrow keys to move the inverse video cursor to
the desired flight plan and press the DO key (a various number of categories can
be displayed, not necessarily all those listed here). When the DO key is pressed,
the selected flight plan is stored and the display returns to the Main Operations
Menu. The Main Operations Menu will reappear with the Flight ID selection
highlighted for selecting the next category in the setup function. The QUIT key
can be employed at any time to cancel the flight plan entry and return to the
Main Operations Menu.

3–5.6 Selecting a Flight ID

Selection of a flight ID is required in order to display data or run diagnostics on
data previously stored in the RADS-AT. A flight ID is a time and date stamp
associated with a particular set of collected data identifying when the
measurement mode was entered into for the set of data to be collected. A list of
existing flight IDs for the aircraft type selected appears when the Flight ID
(figure 3-5) selection in the Main Operations Menu is highlighted by placing the
inverse video cursor over the Flight I.D. selection in the Main Operations Menu
and pressing the DO key. The Main Operations Menu will reappear with the
Aircraft Type selection highlighted. The QUIT key can be employed at any time
to cancel the flight ID entry and return to the Main Operations Menu.

If no flight ID data is available then an error will be reported.

See Figure 3-5.

3–5.7 Discussion
The RADS-AT™ contains a database that stores the aircraft configurations,
measurement setups, diagnostic coefficients, display formats, and collected data.
The entry of the aircraft-specific setup information allows the access of these
unique parameters. Each aircraft type has a customized configuration file,
which determines the measurements to be made, how the data is to be
displayed, and the way that the corrections are generated.

The RADS-AT database features allow the user to access data that has been
previously collected and is currently, stored in the database.

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Data stored previously in the system can be reviewed by entering the aircraft
type, tail number, flight plan, and flight ID into the Main Operations Menu. A
shorter method is to enter just the flight ID into the Main Setup Menu, since the
flight ID is linked with the aircraft type, tail number, and flight plan
automatically.

Aircraft type names can contain up to six alphanumeric characters. The aircraft
type name is typically the name or an abbreviation of the aircraft name or
designator (i.e., 412_50, S76A, 206B, etc.). The operator need not be concerned
about what name to enter, since the names of the aircraft are determined by the
prestored setup files, and appear on the display when the Aircraft Type selection
is highlighted and the DO key is pressed at the Main Operations Menu. If the
aircraft type desired is not available on the unit, the setup file will have to be
developed on an off-line computer and uploaded into the CADU. Refer to
Chapter 4 for details on loading aircraft configuration files.

Tail numbers consist of seven alphanumeric characters. It is meant to be a

unique number that identifies a particular aircraft within that aircraft type. It
can be entered by the operator, as explained in paragraph 3-5.4, or it can be
entered into the database via the setup file for that particular aircraft type.

Flight plans that contain the test states at which measurement data is to be
collected, are also generated as part of the aircraft configuration file. They are
typically arranged so that specific data and diagnostics are run as part of a
common required maintenance operation. For instance, there will typically be
separate flight plans for the ground, flight, and tail. Descriptions of typical type
of flight plans are as follows:

The GROUND flight plan is used to collect data and execute diagnostics prior
to flight. This allows limits to be checked and preflight conditions to be made
so that flight vibration levels are lower when a flight is made saving valuable
flight time.
The FLIGHT plan allows the collection of all the data necessary to assess the
main rotor track and balance when in flight.
The TAIL flight plan allows the collection of data necessary for evaluating tail
rotor balance.
Three separate flight plans are used because separate diagnostic programs are
employed within each flight plan.

As part of each flight plan, there are up to ten separate flight conditions where
measurements are taken. These flight conditions are called test states. At each
test state the required number of measurements are taken, which has been
predefined in the aircraft configuration file.

The flight ID number is automatically assigned at the start of data acquisition.

The flight ID consists of the date and time at which the measurement mode was
started. The internal system clock generates the ID.

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3–6 MAIN OPERATIONS MENU

Once the main setup selections have been completed, the Main Operations Menu
reappears (figure 3-6) containing the selected data. The options available from
this menu are; MEASURE, DISPLAY, DIAGNOSTICS, and MANAGER. (Manager
operation contains a number of actions that pertain to managing the database
and reconfiguring the system: Data Maintenance, Data Transfer, Status, Setup,
and Test.)

Figure 3-6. Example of Main Operations Menu

F1 F2 F3 F4
90227-01

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3–7 MEASURE
Measurement operations are started by pressing F1 at the Main Operations
Menu. A sub-menu (figure 3-7) will appear listing all of the test states that are
associated with the particular aircraft selected earlier. These test states contain
all of the prestored setup information (such as the number of rotor revolutions
that measurements are to be taken over and averaged). This kind of information
is directly linked from the flight plan chosen for this aircraft.

3–7.1 Selecting a Test State

From the list of preplanned test states, a test state can be selected by placing
the highlight cursor over it using the arrow keys. The display output can be
modified by using the four function keys. The current display state is set
opposite to the function key label. To toggle between modes, press the desired
function key.

DISPLAY
The DISPLAY above the F1 function key is an option that enables the display
mode for measured test states. Select this option by positioning the cursor
over a test state in the measurement menu that has already been measured.
Then press the F1 function key to view the One Test State displays. (One Test
State displays are the same ones that can be selected from the DISPLAYS
section for One Test State). Pressing the QUIT key will cause the displays to
terminate and the main measurement screen to be displayed.
STROBE
The label STROBE above the F2 function key is an option that executes the
strobing measurement mode for the selected test state. Selection of a test
state is accomplished by positioning the cursor over the desired test state for
tracking and press the DO key once. When verification of setup is completed
(* appears adjacent to selected test state’s prompt) press the F2 function key
to enter the strobed data. If more than one rotor, or component, can be
strobed for the selected test state, then a menu will appear from which the
user will need to choose the rotor, or component, to strobe. Now, the user
can strobe the blades and enter strobe based track data into the database. A
Track Entry menu will appear allowing the blade values to be entered in
inches. The left/right arrow key is used to change values displayed over a
decreasing/increasing value range. Pressing the QUIT key will abort the
strobe mode without causing the entered values to be added to the database.
Pressing the DO key, when finished, will add the entered values for track, for
the selected test state, and cause the strobing to be discontinued. At this
time, the main measurement screen will be redisplayed.
SETUP
The label SETUP above the F3 function key is an option that allows the
displaying of the aircraft setup configuration data. Select this option by
pressing the F3 function key. A paged menu display will appear containing
information for setting up the chosen flight plan, such as accelerometer
locations, blade ID, and any test installation information. Exit the display by
passing the QUIT key, which will then bring back the main measurement
menu.
LMT OFF
The label LMT OFF above the F4 function key indicates the limits checking is
currently disabled during measurement mode. To enable limits checking

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during measurement, press the F4 function key to toggle to the LMT ON

label. This will cause limits checking to be done on collected data for a
successfully measured test state (only if safety checks have been established
for the test state in the aircraft setup file).

3–7.2 Making a Measurement

Measurements are made in two steps. First the aircraft setup is verified. If the
verification is successful the actual measurement can be made and the data
acquired.

To make a measurement, position the cursor over the desired test state and
press the DO key. A flight condition message will be displayed. If no errors
occur, the test state prompt line will be displayed with an asterisk (*) as the first
character in the highlighted window in the first column (refer to figure 3-7). If
the verification of setup data fails, an error message will be displayed. Press the
DO key again to proceed with the measurement.

3–7.3 Aborting a Measurement

A measurement can be aborted at any time by pressing the QUIT key.
Measurement data will not be stored if the measurement operation is aborted.

3–7.4 Repeating a Measurement

Measurements may be repeated as long as the flight condition is maintained. To
repeat a measurement, place the cursor over the desired test state and press the
DO key twice. Data previously measured and stored will be overwritten by the
new measured data.

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Figure 3–7A. Measure Sub-Menu Hierarchy (Sheet 1 of 2)

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Figure 3–7B. Measure Sub-Menu Hierarchy (sheet 2 of 2)

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3–7.3.5 Completing a Measurement

Successful acquisition of the measurement data results in a screen that reads:

Processing Data

*** PILOT TRANSITION ***

Next Test State: (selected test state)

STAND-BY…While data is loading

No key presses are required. This display is used to indicate to the pilot to
proceed to the next flight condition. The CADU will automatically progress to
the next screen. If the measurement was successful a "done" will appear to the
right of Test State (refer to figure 3-7). If channel errors occurred for some, but
not all of the channels measured, “partial” will appear to the right of Test State.
If no data was acquired due to channel errors, "failed" will appear to the right of
Test State.

To exit the measurement mode, press the QUIT key. The action screen will be
displayed with the following choices (refer to figure 3-7):

Continue. Select this option to continue with the measurement mode by

pressing DO over the Continue selection. Any test states that have not yet
been measured for the flight will appear (below a similar message) in the
bottom right hand comer of the screen.
Save and Exit. Select this option to save flight data taken and exit the
measurement mode. At this point, an End Of Flight Menu will appear with
the following options:

(a) Diagnostics. Place the cursor over this option and press the DO key
to perform diagnostics on the flight just measured.

(b) Main Menu. Place the cursor over this option and press the DO key
to return to the Main Menu.
Abandon Flight. Place cursor over this option and press the DO key. Follow
any further instructions that appear. This will remove all measured data, for
this flight, from the database.

3–7.3.6 General Capabilities

The RADS-AT performs five basic types of measurements. The results of these
measurements are available for use in diagnostics or data displays. The five
basic types are

Asynchronously averaged power (ASPA) vibration spectrum with zoom

Synchronously averaged power vibration spectrum (SSPA) with zoom
(signature ratio)

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Synchronously sampled time averaged power spectrum (SSTA/SSTAR)

(harmonic spectrum)
Average Blade Track
Average Blade Lag
The particular types of measurements performed for a particular aircraft are
completely determined by the aircraft configuration file. If the configuration file
does not request a particular measurement it will not be made. This paragraph
describes the types of measurements that can be made by the RADS-AT.

The RADS-AT has been designed to provide a flexible system to measure

vibration and track for the most sophisticated helicopters. The DAU can
interface to the following sensors:

14 Accelerometers of various types

2 Magnetic or optical tachometers
2 Universal Tracking Devices (UTD)
1 Strobe Light

The aircraft configuration file controls the measurement and diagnostic setups
for particular helicopters. This allows easy customization of measurement,
display, and diagnostics to an airframe. The RADS-AT has basic measurement
capabilities as shown in table 3-1, and discussed as follows:

Table 3-1: Measurement Capabilities

Sensor Measurements Resolution Range Sample

Vibration
Power Average (sync): 400 lines 1/8 R to 50 R 128 Spectrum
Power Average (async): 400 lines 2.0 Hz to 20 kHz 128 Spectrum
Time Average: 128 lines 1/4 R to 32 R 512 Revs
Zoom Displays (power x1 x2 x4 x8 x16
only) x32
Vibration Amplitude: 2% 68 dB (100 g max.)
Vibration Phase: 1% 0 to 360
Tachometer Frequency: 2 to 485 Hz
(120 to 29100 rpm)
Track 2 mm 512 Revs
Lag 2 mm 512 Revs

3–7.3.6.1 Asynchronously Averaged Power Vibration Spectrum (ASPA)

The conventional power spectrum provides a measurement of vibration
amplitude vs. frequency. Normally 400 spectral points are provided, but an
optional zoom parameter increases the spectral resolution to 6400 (ASPA Zoom)
spectral points. The RADS-AT can collect a single vibration channel at a time
using this mode. Table 3-2 provides a list of the possible frequency ranges
versus their respective measurement resolutions. The aircraft configuration file
can setup the frequency range, number of FFTs to average, window type,
channel setup, accelerometer type, and output type. The asynchronous

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vibration measurements can be collected on any of the available fourteen

channels.

Table 3-2: Frequency Ranges Vs. Respective Measurement Resolutions

Frequency Range Normal Resolution Zoom Resolution

2 Hz to 100 Hz 0.25 Hz 0.0156 Hz
2 Hz to 125 Hz 0.313 Hz 0.0195 Hz
2 Hz to 200 Hz 0.50 Hz 0.0313 Hz
2 Hz to 250 Hz 0.625 Hz 0.0391 Hz
2 Hz to 300 Hz 0.75 Hz 0.0469 Hz
2 Hz to 375 Hz 0.937 Hz 0.0586 Hz
2 Hz to 400 Hz 1.0 Hz 0.0625 Hz
2 Hz to 500 Hz 1.25 Hz 0.0781 Hz
2 Hz to 800 Hz 2.0 Hz 0.125 Hz
2 Hz to 1 kHz 2.5 Hz 0.156 Hz
2 Hz to 1.2 kHz 3.0 Hz 0.188 Hz
2 Hz to 1.5 kHz 3.75 Hz 0.234 Hz
2 Hz to 1.6 kHz 4.0 Hz 0.250 Hz
2 Hz to 2 kHz 5.0 Hz 0.313 Hz
2 Hz to 4 kHz 10.0 Hz 0.625 Hz
2 Hz to 5 kHz 12.5 Hz 0.781 Hz
2 Hz to 8 kHz 20.0 Hz 1.250 Hz
2 Hz to 10 kHz 25.0 Hz 1.563 Hz
2 Hz to 12 kHz 30.0 Hz 1.875 Hz
2 Hz to 15 kHz 37.5 Hz 2.344 Hz
2 Hz to 16 kHz 40.0 Hz 2.500 Hz
2 Hz to 20 kHz 50.0 Hz 3.125 Hz

3–7.3.6.2 Synchronously Averaged Power Vibration Spectrum (SSPA) (Signature Ratio)

This mode provides a power measurement with sampling based on the external
tachometer frequency. This type of measurement overcomes the spectral
smearing commonly found when using a conventional asynchronous spectrum
with vibration components that constantly change frequency. Normally 400
points are computed. however, there is an optional zoom (SSPA Zoom) capability
that increases the resolution to 6400 spectral points. The RADS-AT can collect
this type of measurement on a single channel at a time. The external
tachometer frequency range can vary between 2.0 Hz and 485 Hz. The setup in
the aircraft configuration file determines the number of FFTs to average, window
type, overlap, output type and acceptable frequency range. This is probably the
method of choice for collecting vibration data that does not have a harmonic
relationship to the tachometer source, but does have a fixed frequency ratio.

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3–7.3.6.3 Time Averaged Vibration Spectrum (SSTA) (Harmonic Spectrum)

The vibration spectrum averages the corresponding samples from each
revolution (rev-by-rev averaging), so that non-harmonic components are
progressively eliminated. The sample rate is automatically adjusted to match
the rotor frequency. One hundred twenty eight spectral lines are computed from
1/4 R to 32 R in 1/4 R increments. The RADS-AT can measure four channels
and one track channel simultaneously using this measurement technique. This
measurement type is almost exclusively used for rotor track and balance. The
external tachometer can vary from 2.0 Hz to 485 Hz. The setup in the aircraft
configuration file determines the number of revs to average and acceptable
frequency range. In this case, there are two choices of data storage that can be
made. The first would be to store all 128 points of raw data collected for
magnitude and phase (SSTA measurement mode). The second would be to store
only the first 12R components of raw data collected for magnitude and phase
(SSTAR measurement mode). Choosing to store the first 12 harmonic bins per
R, results in a decrease of disk space usage by ten times the amount needed for
the SSTA measurement mode.

3–7.3.6.4 Average Track and Lag

The average blade track and lag for each blade can be very accurately measured
by the SPS blade tracker. Up to eight bladed rotor systems can be monitored
and the average track and lag for each blade displayed within 1 measurement.
The track/lag measurements can be made simultaneously with up to four
vibration channels yielding highly correlated measurements quickly. The
aircraft configuration file contains aircraft-specific track setup information and
determines the number of revolutions to collect and average into the track
results.

3–7.7 Fault Tolerance Features

Measurements can be continued even if channel faults or filter faults occur
during the measurement, causing acquisition failures for these channels. The
remaining good channels will be measured, and bad channel data will be marked
as corrupted data. Data received for the channels that were measured
successfully will be stored; including both track and vibration data. The
availability of displays for the measured data should be used as indicators of
data not retrieved; along with the error messages that appear on the screen
during measurement. The user will be informed of any such errors via the error
report screen

If the operator experiences repeated errors, the error code should be

noted before calling the factory for help. By knowing the exact error code
experienced the technical representative will be able to determine which
component is causing the problem.

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3–8 DISPLAYS
The operator can view the results from measurements taken at any time (in
flight, right after completing the measurements of a test state or set of test
states, to a post-flight review in the office) using the DISPLAY function (F1).
From displayed results, the operator can select a variety of graphic or tabular
displays.

The displays are grouped by: one Test State, Complete Flight, Trend Flights,
View Limits, and Summary Displays (figure 3-8). To initiate the display mode,
press the F2 key from the Main Operations menu. The displays available are
determined by the specific aircraft configuration. Not all displays will be
available for all aircraft.

3–8.1 Selection One Test State Displays

One Test State display presents the results from each of the specific measure-
ments made in a specific test state. Once the F2 key has been pressed, the
operator can select the One Test State display mode by placing the cursor over
the One Test State mode selection in the menu, and then pressing the DO key.

A sequence of screens allow the operator to select a test state of interest and
pick the measurement to be viewed. The results are displayed graphically. The
results can also be seen in tabular form by pressing the F3 key labeled TABLE.

To display another measurement or test state, press the QUIT key until the
appropriate screen (DISPLAY or TEST State) reappears. Make the new selections
and proceed as above.

The graphic and tabular form of displays will also appear for the Main Rotor
measurements of Track and Lag.

3–8.2 Selecting Complete Flight Displays

COMPLETE FLIGHT displays present the results from a single measurement
taken in each test state of the flight. Select complete flight from the display
mode menu by placing the cursor over the Complete Flight selection and press
DO. The DISPLAYS screen will appear with the list of measurements whose
results can be compared relative to the other test states. Select the
measurement of interest, for example; the one per-rev (1R) forward and aft
vibration measurement. An Entry Form will allow the operator to select the
number of test states to be displayed on a polar chart for synchronized vibration
measurements. The same comparison can be done for the rotor track
measurements for each test state in graphic or tabular form.

3–8.3 Selecting Trend Flights Displays

TREND FLIGHT displays present the results from a single measurement that
was taken on other flights on this particular aircraft. To select the Trend Flights
display mode, place cursor over the Trend Flights selection and press DO. A
screen of measurements will appear from which to choose for comparison with
the same measurement data from the other flights on this aircraft. The trend
information from each measurement listed can then be evaluated. When the
trend data is shown for one measurement, press the QUIT key one or more times
to backup to the DISPLAYS screen then choose another measurement.

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3–8.4 Selecting Limits Display

The Limits display presents the results from limit checking on measured data.
This thresholding of data is done to determine if adjustments or maintenance
will be required on the aircraft. To select the Limits display place the cursor
over the View Limits selection and press DO key.

The purpose of the limits checking software is to notify the user that measured
data has exceeded specific limits. The limit monitoring system allows for range
checking of measured vibration data for a specific limit and allows the
calculation and display of the maximum track spread. The maximum number
spread is the difference between the highest and lowest flying blades. The limits
and data to be limit checked are completely specified in the aircraft–initialization
files and are easily modified by using the DPL language.

The actual limit values checked can be used in either of two ways:

a. Flight Safety: Whereby the limits are chosen at high values above which
aircraft operation is not recommended.
b. Acceptable Vibration Levels: Whereby limits are chosen to meet the
manufacturer's recommended vibration levels.

Initially, only the measured levels that exceeded the manufacturers’ specified
limits will be displayed. Pressing the up arrow on the CADU will toggle the
display so all measured levels can be compared against the manufacturer's
limits. To select the view limits display place the cursor on the View Limits
selection and press the DO key.

These limits are a target limit and do not represent what the aircraft can
be dispatched by. Each operator should determine this value based on
the aircraft maintenance manual.

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Figure 3–8A. Display menu Hierarchy (sheet 1 of 2)

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Figure 3–8B. Display Menu Hierarchy (sheet 2 of 2)

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3–8.5 Selecting Summary Displays

The purpose of the Summary displays is to provide a general way of picking and
displaying a given number of the highest peak points of any of the vibration
modes over a specified point range. Track and lag data are also available as
summary displays. To select the Summary Display mode, place the cursor over
the Summary Displays selection and press DO.

If a complete printout of the Summary displays is desired move the cursor over
the Print All option and press the DO key. A printout of all Summary displays
will be printed (Refer to figure 3-9). This printout will provide the user with a
comprehensive, easy to read report of test state results for the entire flight plan.

The summary displays have been created to enable the user to get a summary of
collected data, for a flight, without having to maneuver through multiple menus
to get all of the desired display data. The summary displays are set up by
aircraft type, flight plan, and flight ID over all acquisitions specified. They are
presented as one menu in which the user can quickly page through to view each
display setup for the flight plan. All data is displayed in a tabular format. The
summary display is useful as a hard copy record of what the aircraft ride was as
accepted.

There are four types of summary displays available that are determined by the
aircraft setup files:

SUM_LAG
The lag summary display provides tables of both the lag values and the standard
deviation values of lag for all blades. Use the and arrow keys to switch
between these two tables.

SUM_TRACK
The track summary can be set up to give either the absolute track values, track
values relative to mean track, the track values relative to a specified blade, two
plane track, or track relative to a target pattern. The standard deviation values
for track are always available on the display. Use the and arrow keys to
switch between the track display and the standard deviation of track display

SUM_SYNCH
The synchronous sampled time average display is a point by point summary.
The display is set up to indicate which point will be displayed (i.e. 1R
component, 2R component, etc.) over all channels for each appropriate test state
in the flight plan.

SUM_PEAK
The peak summary display is available for gathering high peak points for any of
the specified vibration data types (SSTA, SSTAR, SSPA, SSPA ZOOM, ASPA, and
ASPA ZOOM). The highest peak point over the specified range will appear in the
display.

If a particular summary display does not have any data to display, the following
error message will appear

ERROR - 32760: No or inconsistent data for display.

However, other summary displays defined will appear if the data they reference
is present.

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Figure 3–9. Summary Display Printout (sheet 1 of 2)

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Figure 3–10. Summary Display Printout (sheet 2 of 2)

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3–8.6 Using the Various Data Displays

This paragraph describes the operation of the various display types allowed by
the RADS-AT. It is important to note that the particular displays available for
the selected aircraft are determined by the aircraft initialization script file. Only
selected displays will be available for the aircraft. The units displayed can be
changed by entering the Manager Menu and selecting the Setup option, then
selecting the Units option. The following display units are available:

Frequency: Hz or rpm
Vibration: mils, g or ips
Phase: degrees, RADS-AT clock angle (hours and minutes), radians, or
Chadwich Helmuth hours (hours and minutes)
Track/Lag: mm, inches, meters, feet, or mils

The following paragraphs describe the operational features of the various display
types.

3–8.6.1 Using the Spectral Displays

There are three basic types of spectral displays available on the RADS-AT. These
are:

400 Point Power Spectrum: The 400 point power spectrum displays
vibration amplitude for the asynchronous or synchronous power spectrum
modes (figure 3-11). All 400 points are displayed on a single screen. The
cursor is controlled by the left and right cursor keys on the keypad. The
amplitude and frequency at the cursor position are displayed in the upper
right hand comer of the screen. An optional harmonic cursor is available by
pressing the F1 key.

Figure 3-11. 400 Point Power Spectrum Display

00227-05-S00

128 Point Synchronous Spectrum Display: The synchronous power

spectrum display (figure 3-12) allows the display of 128 points of vibration
data collected with the synchronous sampled time averaged mode. This
display provides up to the 32nd harmonic vibration point with a resolution of
¼ harmonic. The cursor is controlled by the left and right arrow keys on the
keypad. The amplitude, phase, and frequency of the data point at the cursor

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are displayed in the right side of the screen. Function key F1 allows a
harmonic cursor to be displayed on the screen. Function key F2 allows the
frequency axis units to be toggled between orders and frequency. Function
key F3 selects a data table format as shown in the figure 3-12. Any of the
selected screens can be printed by pressing the PRINT key.

Figure 3-12: 128 Point Synchronous Power Spectrum Display

6400 Point Zoom Display: The 6400 point Zoom display (figure 3-13)
provides 6400 points of spectral data taken in the zoom measurement mode.
This display type is applicable to the asynchronous or synchronous power
spectrum measurement modes. It provides a x32 real zoom, and the
capability to display data points in redisplay screens of powers of two. The
redisplay works by peak picking from the 6400 points. The left and right
cursors control the frequency position of the cursor. When in the Zoom
displays, the up arrow key causes a zoom-in by a factor of two, and the down
arrow key causes a zoom-out by a factor of two. The zoom is always
performed about the cursor position. The amplitude and frequency of the
cursor position are displayed in the upper right hand comer of the screen.

Figure 3–13. 6400 Point Zoom display

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3–8.6.2 Using the Track/Lag Display

Track and lag data can be displayed as a single test or as part of a single flight
display. There is currently no track display that displays track between flights.
This paragraph describes the operation of the track/lag displays.

One Test State Track Lag displays: The One Test State track/lag display
(figure 3-14) which shows the average track or lag collected at a particular
test state and time. The track/lag can be displayed relative to any blade,
relative to two plane, relative to a target pattern, or relative to the mean. The
left and right cursor keys position the highlighted cursor block over the
reference blade. To display relative to the mean, simply place the cursor over
MEAN. Function key F3 provides a tabular display of track and lag.

Figure 3–14. One Test State Track/Lag Display

Complete Flight Track/Lag Display: The Complete Flight track/lag display

(figure 3-15) provides relative track/lag data for every measurement in a
flight plan on a single screen. The track/lag can be displayed relative to any
blade, relative to two planes, relative to a target pattern, or to the mean. The
left and right cursor keys sit in display relative to the mean, simply place the
cursor over MEAN. Function key F3 provides a tabular display of track or lag
data. it is important to note that either track or lag data can be displayed on
a single display, but not both. There is no mixture of track and lag data on a
common display, as was the case for the single test state track display.

Figure 3-15. Complete Flight Track Lag Display

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3–8.6.3 Using Polar Displays

There are two basic types of polar displays that display vibration amplitude and
phase data. The first type displays data collected during a single flight and
provides a way of viewing all test state data for a particular channel. The second
provides a trend capability allowing the viewing of amplitude and phase data
collected at one test state, but with different flight IDs.

Complete Flight Polar Display. Complete Flight polar display (figure 3-16)
allows the viewing of a single channel's amplitude and phase data over every
test state in a selected flight plan. When the Complete Flight polar display is
selected from the Complete Flight display menu, an entry screen is
displayed. This entry screen allows the entry of the number of points to be
displayed on the polar chart at a time.

As more points are selected, the display becomes more cluttered. The default
is three points at a time and up to eight points can be displayed at a time by
placing the cursor on the "No of test:" line and entering the desired number-
on the numeric keypad. Similarly the display of polar chart axis can be
defeated by selecting the "Draw Axis:" line and using the right or left cursor
key to toggle to NO. Pressing a DO will advance to the polar chart display
and pressing QUIT will return to the Display Selection Menu. Once the polar
display is visible, the flight plan vibration data is displayed in both tabular
and polar format. The data displayed on the polar display is highlighted in
the table. To change the graphed data, use the up and down cursor keys.
This will change the points highlighted data in the table and the points
graphed. Press QUIT to return to the Display Selection Menu.

Figure 3–16. Complete Flight Polar Display

00227-07/ 56

Polar Trend Flights Display: The Polar Trend Flights display (figure 3-17)
allows the viewing of a single channel's amplitude and phase data collected
at different times using the same flight plan and aircraft tail number. The
Polar Trend Flights display is selected from the Trend Flights display menu,
an entry screen is displayed. This entry screen allows the entry of the
number of points to be displayed on the polar chart at a time. As more
points are selected, the display becomes more cluttered. The default is four

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points, and up to eight points can be displayed at time by placing the cursor
on the "No of test:" line and entering the desired number on the numeric
keypad. Similarly the display of polar chart axis can be defeated by selecting
the "Draw Axis:" line and using the right or left cursor key to toggle to NO.
Pressing a DO will advance to the polar chart display and pressing QUIT win
return to the Display Selection Menu. Once the polar display is visible, the
vibration data is displayed by flight ID in both tabular and polar format. The
data displayed on the polar display is highlighted in the table. Change the
graphed data using the up down cursor keys. This will change the points
highlighted in the table and the points graphed. Press QUIT to return the
Display Selection Menu.

Figure 3–17. Polar Trend Flights Display

00227-07/73

3–8.6.4 Using Bar Displays

Bar displays are used to display selected vibration amplitudes. Bar displays are
useful when a visual display of relative data is helpful to the user. An example
of this would be absorber tuning. Absorber tuning typically requires the
collection of multiple data points on different rotor revolutions. This data is
usually collected at the same basic flight condition and time. A Complete Flight
bar display would be very helpful in this case. The following section describes
the two different bar displays.

Complete Flight Bar Display: The Complete Flight Bar display

(figure 3-18) shows vibration amplitude data collected in a single flight plan.
The display labels the test state along the horizontal axis and the vibration
amplitude along the vertical axis. The screen has the capability to display up
to five test states at one time. Use the and arrow keys to move the
screen left and right when more than five test states are present on the bar
graph. F3 provides a tabular display of the graphed data. To return to the
Display Selection Menu, press QUIT.

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Figure 3-18. Complete Flight Bar Display

Present Flight/Previous Flight Bar Display. This bar display (figure 3-19)
allows the comparison of the previous flight's and the present flight's
vibration data on a channel-by-channel basis. The horizontal axis displays
the test state and the vertical axis displays the vibration amplitude. The
present and previous vibration data is displayed as bars with different
patterns. The screen has the capability to display up to five test states at
one time. Use the and arrow keys to move the screen left and right
when more than five test states are present on the bar graph. F3 provides a
tabular display of the selected vibration data. To return to the Trend Flights
Display menu, press the QUIT key.

Figure 3-19: Present Flight Previous Flight Bar Display

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3–8.7 Discussion
The RADS-AT displays provide a variety of ways to review track and vibration
data. It is important to remember that the displays available on a particular
aircraft are determined by the aircraft initialization file. If a particular display is
not available it can be added by editing the aircraft script file. This is an
advanced user function and not recommended for the novice. The displays
access the data previously stored in the database by the measuring mode. Data
is stored in a generic set of units. that can be easily converted to the desired
display units. This conversion is done every time data is displayed.

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3–9 DIAGNOSTICS (DIAGS)

The Diagnostics function executes the diagnostics routine on the selected flight
plan's data. The diagnostics routine will typically calculate the required mass
balance, pitch rod, tab adjustments or other applicable adjustable necessary to
reduce system vibration and track to acceptable levels.

The Diagnostic operation is started by pressing the F3 key from the Main
Operations Menu (figure 3-20). The setup script must have been previously
configured with diagnostic coefficients and, when applicable, weighting factors
for the diagnostics to function (weighting factors can be described as a set of
“priorities” for the diagnostics to consider. Certain vibration or track data points
can be weighted to have more priority than others in the diagnostics.) The
diagnostic operation is executed on data from the currently selected flight ID.
These corrections are the optimum set of adjustments which can be made to
reduce the vibration levels to the lowest possible level. It is not always possible
or desirable to enter all the prescribed corrections due to the aircraft status or
operator preference. If this is the case, it is possible to reduce the number and
type of corrections by returning the Diagnostic Editor.

3–9.1 Viewing the Corrections

Upon pressing F3 at the Main menu, one or both of the following screens will
appear, depending upon options predefined by the aircraft script file.

The first screen will be a comparison of the vibration and/or track split
measurements as compared against the limits defined by the script file. If
multiple pages exist, the left and right arrow keys can be used to scroll through
the displays. Pressing the Up and Down keys will toggle from the default of
displaying only “above limits” values to displaying all values as compared to their
defined limits. Pressing QUIT or DO will instruct the system to exit out of the
limits page and continue with the diagnostics routine.

If “All Measurements are Within Specified Limits” is

displayed, pressing QUIT will return the system to the Main
Menu, while pressing DO will instruct the system to
continue with the processing and diagnosis of the remaining
vibration and track values.

The second optional screen (dependant upon script file configuration) is a

display of the system’s current record of absolute adjustment values. In the case
of a new aircraft being measured for the first time with this system, all values
will be zero. In all other cases, the display shows a cumulative record of the
adjustments already performed. This display is interactive and provides the
operator the ability to enter any information already known about the rotor
configuration for the system to consider while calculating corrections. Pressing
DO will continue the diagnostics calculation with any manual changes entered.
Pressing QUIT will continue without the changes being saved.

The Diagnostics operation will then display a corrections screen indicating the
desired corrections. To scroll through the corrections list, use the left and right
arrow keys on the CADU keypad. To print the entire screen, press the PRINT
key. Pressing the DO key will advance to the Diagnostics menu screen.

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3–9.2 Viewing the Predicted Response

The Predicted Response, assuming the corrections indicated in the corrections
screen are fully implemented, is displayed on the Predicted Response screen.
This screen can be viewed by selecting the View Prediction options from the
Diagnostics menu. The Predicted Response screen shows a table of predicted
responses for the various vibration and track measurements at each test
condition. For instance, data was collected at a test condition called FPG100,
the predicted amplitude and phase of the vibration and the predicted track in
mm are displayed. If additional test states were performed, predicted vibration
and track levels would also be displayed. The operator can use this display to
review the systems effectiveness in reducing vibration levels. This display should
also be used as a reference point when an operator chooses to use the diagnostic
editor to eliminate a particular adjustment or families of adjustments and view
the predicted response.

This makes it possible to select a limited set of adjustments, which will meet a
user’s vibration criteria, potentially saving work and time. The second useful
aspect is to monitor the effectiveness of the diagnostic solution. 'The predicted
response should be close to the actual response caused by the corrections. If
this is not the case, there may be other problems with the aircraft that won't
allow the diagnostics to perform properly or converge. The predicted responses
can be used to identify what the vibration and track levels would be after
implementing the suggested corrections. If the predicted result shows
excessively high vibration levels, it is an indication not to conduct additional
adjustment flights, but search for other causes such as mechanical problems
with the aircraft or installation problems with the system.

Pressing the up or down arrow key selects the previous or next line, respectively.
Pressing the left or right arrow key selects the previous or next page,
Respectively. Press QUIT to exit the menu.

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Figure 3–20A. Diagnostic Menu hierarchy (sheet 1 of 2)

SIGNAL PROCESSING SYSTEMS – SHL

RADS-AT VERSION 7.00AC51D
05–JUL–99 09:30:18
Aircraft Type – 407 7.00
Tail Number 53008
Flight Plan FLIGHT
Flight ID ALL LIMITS
[DO] = Select Highlighted Item
[QUIT] = Clear Highlighted Item 407 53008 14 : 45 : 00 04 JUN 99
Manufacturers Acceptable Limits
MEASURE DISPLAY DIAGS MANAGER PAGE 1 OF 1
LIMIT MEASURED
35%Tq Track Target 4.00 3.35 mm
35%Tq 1R F/A Target 0.25 0.05 ips
81%Nr 1R F/A Target 0.50 0.03 ips
Idle Track Target 2.00 0.62 mm
Idle 1R F/A Target 0.50 0.03 ips
LIMITS
[LEFT] Page Up [RIGHT] Page Down
407 53008 14 : 45 : 00 04 JUN 99 or [DO/QUIT] CORRECTIONS [UP] toggle Ext’d

Measurements are within specified limits

Press QUIT to return to the MAIN menu

Press DO to review the diagnostics Diagnostic Warning
Press UP to review all limits [QUIT] Exit
407 53008 14 : 45 : 00 04 JUN 99
PAGE 1 OF 2
Excessive FLIGHT runs (2)
Potential Action
Diagnostic Warning
407 53008 14 : 45 : 00 04 JUN 99
(From sheet 2 of 2, PAGE
figure 3–20B) DIAGNOSTICS [LEFT] Page Up 1 OF 2 [RIGHT] Page Down
Vibration
Menu levels increasing
A ANALYSIS
[DO] or [QUIT] diagnostic
Potential Action
Diagnostic Warning
407 53008 14 : 45 : 00 04 JUN 99

[LEFT] PAGE
Page Up1 OF 1 [RIGHT] Page Down
CORRECTIONS FOR: PAGE 1 OF 1 SmallMenu
[DO] or [QUIT] diagnostic improvement
407 53008 INITIAL 03 JUN 99 14:45 Change in vibration levels less than 100%

Hub Weight (Grams)

+ means Add weight
– means Remove weight
- - - - - - - - - - - - -Blades - - - - - - - - - - - - - - [LEFT] Page Up [RIGHT] Page Down
BLU ORG RED GRN [DO] or [QUIT] diagnostic Menu
+20.00 +10.00 0.00 0.00
[LEFT] Prev Page [RIGHT] Next Page
[DO] or [QUIT] Diagnostics menu
(To sheet 1 of 2,
figure 3–8A)
(To sheet 2 of 2,
G figure 3–8B)

Diagnostic Menu
F
View Predictions
Edit Adjustables
View Corrections
Complete Flight
Summary Display
View Limits
Edit Defaults
Main Menu
(from sheet 2 of 2, B
figure 3–20B) [DO] Select Option [QUIT] Go to main menu C D E
(To sheet 2 of 2, figure 3–20B)
00227-23B-G99

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Figure 3–20B: Diagnostic Menu hierarchy (sheet 2 of 2)

C D E
(FROM SHEET 1 OF 2, (FROM SHEET 1 OF 2, (FROM SHEET 1 OF 2,
Figure 3-20A) Figure 3-20A) Figure 3-20A)

407 53008 FLIGHT 11 May 99 13:00

DO BLU ORG RED GRN
Weight Y Y N N
Pitch Link Y Y Y Y
Tab Y Y Y Y

[DO] Save & execute [QUIT] exit w/o save

A TOGGLE CLRADJ CLRBLD DFLTS

( TO PAGE 1 OF 2,
Figure 3-20A)

Entry Form Select Flight ID Page 1 Of 1

407 53008 FLIGHT 11 MAY 99
DIAGNOSTIC SETUP MENU QUIT 15:37
Vibration Result; Measured Predicted
MAXIMUM # OF ADJUSTMENTS = 0 Test Channel IPS Deg IPS Deg
RESOLVE TO LIMIT: 0FF Idle F/A 00.03 200 00.03 219
WEIGHTING MODE: DEFAULT 81 %Nr F/A 00.03 219 00.07 236
ADJUSTMENT SEQUENCING OFF 35 % Tq F/A 00.05 253 00.00 194
Predicted track results (inches)
Relative Track Height
[UP] & [DOWN] Arrows; select Item –Blades–
[LEFT] & [RIGHT] Arrows; Toggle option [UP] Prev Line [DOWN] Next Line
[DO] Save & Exit [QUIT] Exit [LEFT] Prev Page [RIGHT] Next Page
[DO] Select Tail No [QUIT] Exit

B
RETURN TO
DIAGNOSTICS MENU
( PAGE 1 OF 2,
Figure 3-20A)
00277-24 G-99

3–9.3 Running the Diagnostic Editor

The Diagnostic Editor is a very powerful feature of the RADS-AT. It allows the
elimination of a single correction, a family of corrections, or corrections on a
specific blade or adjustment position. After the editor is used to modify the
corrections, the prescribed corrections and predicted response are recalculated
based on the edited corrections list by pressing the DO key. The editor works by
eliminating a correction type for a particular adjustment position.

The editor (figure 3-21) consists of a table with the adjustment position labeled
horizontally across the top of the screen (e.g., YEL BLU RED BLK) and the
adjustment type displayed along a vertical column at the left of the screen (e.g.,

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 SystemOperation (Continued)

Hub Weight, Pitch Link, Tab). For each adjustment position/adjustment type
intersection, a Y or an N is displayed. A Y indicates that a correction is
acceptable for that position and type defined by the intersection. An N indicates
that no correction is to be included for that adjustment position/adjustment
type. The four function keys provide a mechanism to edit the correction matrix.
The following is a description of some of the functions of the diagnostics editor.

Figure 3-21: Diagnostics Editor Screen (Edit Adjustables)

Modifying a Specific Adjustment (TOGGLE). To modify a specific

adjustment, position the cursor bar over the correction position using the
cursor keys. Toggle the adjustment from Yes to No by pressing the F1 key.
Clearing All Adjustments of a Particular Type (CLRADJ). To clear all the
adjustments associated with a particular adjustment type, move the cursor
to the desired row and press F2. This will cause N to appear for the whole
row next to the adjustment description.
Clearing All Adjustment for a Particular Blade (CLBLD): To clear all the
adjustments associated with a particular blade or adjustment position,
move the cursor to the desired column and press F3.This will cause N to
appear in the column associated with the desired adjustment position.
Returning to the Default Adjustment Screen (DEFLTS): To return to the
default correction screen, press the F4 key. This will cause any edits to be
cleared and the data to default back to what it was upon entry into the
editor.
Rerunning the Correction Calculations and Display the Results:
Pressing a DO key after any changes have been made by the Adjustments
Editor will cause a recalculation and display of the correction adjustments.
Returning to the Diagnostics Main Menu: Pressing the QUIT key will
cause a return to the main operations menu, the Diagnostics Menu. From
this menu, the user may:
select to View Predictions
select to Edit Adjustables
select to View Corrections
select to View Limits
select Single Test State
select Complete Flight Summary
select to Edit Defaults
return to the main RADS-AT top level display

To operate the Diagnostics Menu, move the cursor to the desired operation and
press DO. Pressing QUIT will return the user to the main RADS-AT top level
display.

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3–9.4 Editing Defaults

Best N Solutions Option
The Best N solutions option is used to limit the number of adjustments. It is
a time saving feature used in the balancing of the aircraft by limiting the
number of adjustments made to the aircraft to the most effective
adjustments needed in reducing the vibration levels. Note that the largest
adjustment value in terms of quantity may not necessarily be the most
effective at reducing vibration. The RADS-AT is capable of identifying the
effectiveness of an adjustment and will remove the least effective first. The
user is also given the option to not use the Best N feature during the
diagnostics, which gives all of the recommended adjustments at once.
However, if the user chooses to use the Best N feature he can do this by
selecting the Edit Defaults choice, in the Diagnostics Menu and pressing the
DO Key (see figure 3–19). An entry form will appear allowing the user to
input the Best N solutions number that he wants to see for the given flight
This will appear as the first option titled: MAXIMUM # OF ADJUSTMENTS =
0. The default is set to 0, which means that all of the solutions for the flight
will be given, i.e., that the Best N feature is turned off. Enter the number of
Best N solutions, and press the DO Key to save the changes and exit.
AUTO Weighting Option
The aircraft files are designed such that certain measured vibration values
are "weighted" with a higher priority than others. This prioritizing is based
on the aircraft manufacturer's maintenance manual and is made up of a
large cross section of previously measured data. These weighting values pay
an important role in the accuracy and effectiveness of the diagnostics. These
preset software weighting values are enabled whenever the WEIGHTING
MODE = DEFAULT. Selecting the WEIGHTING MODE to AUTO forces the
diagnostic algorithm to disregard the software presets and instead selects the
highest measured vibration value as its first priority. The diagnostics will
target this value and an attempt to target smooth the possible detriment of
all other measured vibration points.
Resolve to limit
Resolve to Limit can be described as an “Automatic Best N". Turning it to ON
will direct the CADU to select the fewest number of corrections to reduce the
overall aircraft vibration levels below 0.2 ips (or whatever has been defined
as the acceptable vibration and/or track limit in the aircraft script file).
Ensure that the Diagnostic Editor is set up to use the desired adjustments,
and ensure that maximum # of adjustments = 0. Toggle Resolve to Limit to
ON and press DO. When Resolve to Limit is selected, Weighting Mode will
change to AUTO.

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3–9.5 Diagnostic DOs and DON'Ts

Each aircraft type has some unique characteristics and a customized setup file;
however, there are some common rules of thumb that should be followed when
using the Diagnostic Editor and making corrections to the aircraft. For specific
airframe instructions, consult the aircraft specific Application Note or
Maintenance Manual. The ability to use the Diagnostic Editor combined with
the airframe knowledge will greatly enhance the ability to make proper correc-
tions to the aircraft quickly. The following are some DOs and DON'Ts to observe
when making corrections to an aircraft

DO Verify the aircraft needs corrections. The vibration and track levels
should be reviewed after the initial flight to determine if corrections are
needed or the aircraft is within required limits.

DO Stop making corrections when within acceptable levels. The diagnostic

algorithm will always calculate a correction even though the airframe
levels are within spec. At low vibration levels, the predicted corrections
will generally improve track, but not make significant vibration level
improvements.

DO Use the Diagnostic Editor to limit the number of corrections. The

diagnostic routine will calculate corrections for all locations if not
constrained by the aircraft setup file. Many times by using this editor,
you can reduce the number of corrections to be made and still reach
the desired limit. If this is the case, use the editor and put an N for the
particular correction and review the predicted response. If the
predicted response is within limits, follow the new set of corrections.
Usually four is a good number to start with when working M/R
systems.

DO Make the corrections properly. The diagnostics won't work if the

corrections are installed improperly.

DO Monitor the vibration “convergence”. Generally there should be steady

improvements in vibration and track levels for each round of
corrections. If this is not happening, there may be other abnormal
mechanical conditions that are preventing a proper solution.
Improvements of greater than 50% per round of adjustments should be
anticipated for rough aircraft.

DO Compare the previous predicted response vs. the actual response. They
should generally be close. If they are drastically different, there may be
an abnormal mechanical condition that will prevent the diagnostics
from working properly, or the RADS-AT is installed incorrectly.

DO Monitor the track spread. Even though many of the diagnostic aircraft
setups weigh vibration improvements more important than track
spread, if the calculated correction results in a large track spread there
may be other abnormal mechanical faults.

DON'T Keep making corrections without an improvement in levels. When all

else fails it may be time to do a flat track on the ground and start with
a clean slate.

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DON’T Pick and choose adjustments. If it is desired not to perform a particular

adjustment or adjustment type, inform the editor. The diagnostic
solution presented on the corrections display is the result of a
calculation that considers the interactions of the adjustments.
Arbitrary selection of a subset of these adjustments negates the
effectiveness of the system.

DON'T Follow the recommendations blindly. The operator is still responsible

for the airframe maintenance, and the operator's judgment will make
RADS-AT an effective tool. If some of the corrections don't make sense,
don’t just implement them blindly. Corrections that don't make sense
could be caused by a mechanical fault in the rotor that is influencing
the rotor diagnostics or a incorrectly installed RADS-AT.

3–9.6 Diagnostics Discussion

The diagnostics capability of the RADS-AT allows the simultaneous prediction of
mass, pitch link, tab adjustments and all other available diagnostics for
configured aircraft. The advanced measurement capability along with a
sophisticated diagnostic algorithm results in a system that typically corrects
normal rotor track and balance problems within two to three flights.

The test states, measurements, and diagnostics are custom tailored for each
airframe by the aircraft configuration file. The diagnostic algorithm utilizes all
track and vibration measurements made at each of the test conditions to come
up with an optimum solution, which minimizes vibration and track over the
complete operating envelope. Weighting factors within the aircraft configuration
file allow a trade off between track and vibration levels allowing specific test
conditions or types of vibration to be corrected at the expense of other test
conditions or vibration levels.

To configure a new aircraft, the sensitivity factors must be measured by

adjusting each of the adjustment types (e.g. mass, pitch links, tabs) and
measuring the response over the various flight conditions, these are usually
accomplished by the aircraft manufacturer or SPS personnel.

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3–10 MANAGER FUNCTION

The MANAGER function encompasses five separate functions that allow the user
to change, control, or test. They include:

Data Maintenance
Data Transfer
Status
Setup
Test

The MANAGER is initiated from the main operations menu by pressing F4. The
five functions appear in the Manager Menu screen (figure 3-22).

Figure 3-22: Manager Menu

HELP

System Manager Menus

DATA MAINTENANCE
Menu that contains operations that change the database contents. These include
options to delete data from the database and to compress it.

DATA TRANSFER
Menu that contains operations to bring data into the database and to copy the
data out of the database to another place (credit card or PC).

STATUS
Menu that contains all the reports that tell about the current system’s status.

SETUP
Menu that contains operation to change the current system’s setups; including
printer options, system units in use, and setting time on the CADU.

TEST
Menu of system tests that can be run to validate various system functions.

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3–10.1 Selecting Data Maintenance (Database Maintenance)

Verify CADU is on external power. A power down due to low

battery may cause loss of data during a compression.

Place the cursor over the Data Maintenance selection from the Manager Menu
and press DO. The data maintenance option allows the operator to delete old
files from the system (figure 3-23).

3–10.1.1 Compressing Data Records

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 disk
to store flight results. Select this option by placing the cursor over Compress
and press the DO key. At times it will be necessary to run the compress option.
As data is added, records are created in the database. These records have a
particular structure that is unique by aircraft type and flight plan. If a different
aircraft type and flight plan is requested, it is not possible to use the previous
structure even though it may be empty because of data deletion. This has some
important implications. If a wide variety of aircraft types and flight plans are
used, it is possible that deleting data will not free up space for the measurement
that is being attempted. At this point it is necessary to run the Compress utility.

Compress basically frees all the old structures and recopies data into new clean
files. This tendency to not re-use database records results in what is commonly
referred to as database fragmentation.

3–10.1.2 Deleting Data Records

CAUTION

This operation will permanently delete collected data.

This operation will delete data from the database. Select the option by placing
the cursor over Delete and pressing DO key. Data can be deleted in one of the
following ways:

a. Delete Aircraft Data. Deletes All flight data records for this type of aircraft.
b. Delete by Tail Number. Deletes all flight data and tail number for the
chosen tail number of the aircraft.
c. Delete by Flight. Deletes selected flight data for the chosen aircraft and
tail number.
d. Delete Aircraft Setup. Deletes all flight data and the setup information for
the chosen aircraft.
e. Delete Credit Card Data. This option may be used to delete stored data by
Aircraft Type, Tail Number, or Flights if backed up data exists on the
installed CCM.

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After selecting one of the above options, prompting will occur one more time by a
safety screen. Use the right or arrow key to place a Yes in the question box and
press the DO key.

CAUTION

When the operation is to Delete Aircraft Setup, a

special 8-digit number be entered in the Entry Form
which is displayed. When prompted, enter following
number:

27182818

The deletion operation allows deletions based on aircraft type, tail number and
flights. If an aircraft is deleted, all setup data and flight results will be removed.
If a flight or tail number is chosen, then the flight results will be deleted tail
numbers and aircraft can be deleted whether or not flight results exists

Deletion by Flight ID is a more discriminating way of removing data and freeing

space. Remember, the Flight ID is unique number that is assigned to a
particular flight. For instance, if a measurement is desired on the flight line and
database full error occurs, it will be necessary to delete data. Return to the
oldest data for that tail number and delete the oldest data associated with that
tail number.

Always compress after deleting data.

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Figure 3–23. Data Maintenance Option Menu Hierarchy (sheet 1 of 3)

Manager Menu

Data Maintenance
Data Transfer
Status
Setup Test

[DO] Select Option [QUIT] Go to Main Menu

Data Maintenance

Compress
Delete

[DO] Select Option [QUIT] Go to Main Menu

Delete

Aircraft Data Aircraft Types DO–Select QUIT –

Tail Number Exit
Flight A109C 7.1
Aircraft Setup A109A Tail Number
7.1
Credit Card Data 407 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
[LEFT] Prev PageChoose YES to delete
[RIGHT] Lext Page
Choose NO
[ DO ] Select Flight [Qto
UITabort
] the
Exitdeletions
CONTINUE? NO

[LEFT] & [RIGHT] Arrows Toggle Options

Aircraft Types DO–Select 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

[LEFT] & [RIGHT] Arrows Toggle Options

[ DO ] Save & Exit [QUIT] Exit
294801-25

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Figure 3–23: Data Maintenance Option Menu Hierarchy (sheet 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 DO–Select 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.
INITIAL
DELETE OPTION
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
[UP] Prev line [DOWN] Next Line
Form [LEFT] Prev Page [RIGHT] Lext Page
Do you [wish to delete
DO ] Select Flight [Q UIT ] Exit
Data for Aircraft Type : 407

Choose YES to delete

Choose NO to abort the deletions
CONTINUE? NO

[LEFT] & [RIGHT] Arrows Toggle Options

[ DO ] Save & Exit [QUIT] Exit
294801-26

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Figure 3–23: Data Maintenance Option Menu Hierarchy (sheet 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 DO–Select QUIT –
Exit Aircraft Data
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 Form
in order to delete the setup and flight Do you wish to delete
data for the 407 aircraft type. Stored Aircraft : 407
? 2718281
WARNING: Once its been deleted, an 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 Options
[LEFT] & [RIGHT] Arrows Toggle Options
[ DO ] Save & Exit [QUIT] Exit
[ DO ] Save & Exit [QUIT] Save

294801-27

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3–10.2 Selecting Data Transfer

Place the cursor over the Data Transfer (figure 3-24) selection from the manager
menu and press DO. Three data transfer options will appear in the next screen.
The functions and operation of these three functions are explained in the
following paragraphs.

Figure 3–24A Data Transfer Option Menu Hierarchy (Sheet 1 of 2)

Manager Menu

Data Maintenance
Data Transfer
Status
Setup Test

[DO] Select Option [QUIT] Go to Main

Menu

Backup & Restore

Backup to CCM
Restore from CCM
Transfer to PC Backup To CCM
Tail Number
Aircraft Types DO–Select QUIT –
Flight Exit
A109C 7.1
A109A 7.1
407 7.01
Tail Number
[DO] Select Option [QUIT] Go to Wasp
Main 7.00
Menu AS350 7.00
53008 Entry Form
Tail number : 53008
[DO] Select Option [QUIT] Go to Main
Menu Choose YES to delete
Choose NO to abort the deletions
C
[UP] Prevline [DOWN] Next
[LEFT] PrevLine
PageBACKUP? [RIGHT]
YES LextPage
[ DO ] Select Flight [Q UIT ]
Exit [LEFT] & [RIGHT] Arrows Toggle
[ DO ] Save & Exit
Options [QUIT] Exit

Backup & Restore

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

[DO] Select Option [QUIT] Go to Main

Menu RESTORING ALL FLIGHTS FOR . .
.

[UP] Prevline AIRCRAFT TYPE Next

[DOWN] 407
[LEFT] PrevLine
Page [RIGHT] LextPage
[ DO ] Select Flight [Q UIT ]
Exit TAIL NUMBER 53008

[ DO ] Save & Exit [QUIT] Exit

00227-36-G 99

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Figure 3–24B Data Transfer Option Menu Hierarchy (Sheet 2 of 2)

Manager Menu

Data Maintenance
Data Transfer
Status
Setup Test

[DO] Select Option [QUIT] Go to Main Menu

Backup & Restore

Backup to CCM
Restore from CCM
Transfer to PC Backup
Tail Number
Aircraft Types DO–Select QUIT –
Flight Exit
A109C 7.1
A109A 7.1
407 7.01
Tail Number
[DO] Select Option [QUIT] Go to Main Menu
Wasp 7.00
AS350 7.00
53008 Entry Form
Tail number : 53008
[DO] Select Option [QUIT] Go to Main Menu
Choose YES to delete
Choose NO to abort the deletions
C
[UP] Prev line [DOWN] Next Line
[LEFT] Prev Page [RIGHT]YESLext Page
BACKUP?
[ DO ] Select Flight [Q UIT ] Exit
[LEFT] & [RIGHT] Arrows Toggle Options
[ DO ] Save & Exit [QUIT] 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

294801-28

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3–10.2.1 Backup to Credit Card Memory (CCM)

Backup means transferring data stored in the RADS-AT to a (128 kilobyte to 8
megabyte) transportable memory that looks like a credit card. Ensure the small
battery cover on the CCM is facing away and that the end opposite the battery
cover is the end inserted into the slot. Insert the CCM into the slot at the back
edge of the CADU (behind the panel). A firm push on the CCM is necessary to
engage it with the CCM interface mechanism inside the CADU.

To execute transferring data to the CCM place the cursor over the Backup to
CCM option and press DO. The data to be backed up has to be identified by Tail
number. Aircraft type, or Flight ID number via a set of five screens. The last
screen asks if data backup is really desired and whether to delete the original
data stored in the CADU.

3–10.2.2 Restore from Credit Card Memory (CCM)

Restore means downloading data from the CCM to the CADU memory. To
restore data from the CCM, place the cursor over the restore from CCM option
and press DO. The restore procedure requires identifying the data needing to be
restored. The data to be restored has to be identified by Tail number, Aircraft
type, or Flight ID number via a set of five screens.

3–10.2.3 Transfer to an External Computer

Transfer means uploading data directly from the CADU to an external computer.
To transfer data to an external computer, place the cursor over the Transfer to
PC option and press DO. The data to be transferred has to be identified by Tail
number, Aircraft type, or Flight ID number via a set of screens. The last screen,
Entry Form, will ask if data back up is still desired. A YES answer is followed by
two screens with explicit instructions to follow in making the transfer to the PC.
At the completion of the data transfer to the PC, a menu appears prompting the
user to enter either “yes” or “no” as to whether they want to delete the data
which was just transferred to the PC from the CADU database. The RADSCOM
communication package must be used on the PC for the backup to PC operation.
See Chapter 4 for details on RADSCOM.

3–10.2.4 Restoring Data from an External Computer

Refer to RADSCOM section in Chapter 4 paragraph 4-2 on Loading Previously
Unloaded Data.

3–10.2.5 Discussion
The data transfer option allows the backup of collected data onto either a CCM
device or to a computer running the KERMIT communication protocol. The
information that has been transferred can be reloaded into the CADU database
and used or reviewed again, even to the point of re-running diagnostics on the
old data.

The files transferred to the CCM are in a minimized binary format that allows for
a maximum amount of flight data to be stored. A directory is created on the
CCM that stores the flight data by aircraft type, tail number, and flight ID.

The backup operation is usually performed when the CADU internal memory
space is filled and the user wants to make new measurements. First, the user
performs a backup of the data that he wants to save onto the CCM. Then he
deletes this data from the CADU and performs a compress function (under Data
Management) to obtain more disk memory space.

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The directory structure of data backed up onto the CCM allows the user to
restore flight data for a selected aircraft by tail number or flight.

It is not necessary to use a credit card for data storage if there is access to an
IBM PC/AT or compatible computer. Data can be archived on inexpensive
floppies or the hard disk. The data transferred to an external computer is
written in text format in the form of eight separate files. The content of these
eight files are:

file1 Tail number definitions

file2 Fight measurement records
file3 Tracker data
file4 Synchronously–sampled time averaged data
file5 Synchronously-sampled power averaged data
file6 Asynchronously sampled power averaged data
file7 Zoom spectral data
file8 Synchronously-sampled time averaged data (First 12R components only)
file16 Engine Meter mode data
file17 Adjustments setting

The file names are not unique, so it is possible to confuse

information from file 1 through file 8 when using KERMIT.
To avoid renaming new files, create different directories to
store the files 1–8. KERMIT will rename the incoming files
to prevent overwriting data.

The data files are backed up in DPL script format. It is recommended to archive
collected data to keep a historical database of vibration levels and diagnostic
problems.

☞ Refer to RADSCOM, Chapter 4 of this manual, for instructions receiving

backup data from the CADU.)

3–10.3 Selecting Status

The status report screen (figure 3-25) provides a variety of system information
which may be useful in system setup and equipment setup. Not all the
information will be displayed on a single screen, but will be printed if the PRINT
key is pressed. To view remaining screen press the right or left arrow keys.
Place the cursor over the Status selection and press the DO key. The Status
Report provides the following information:

Current setup including the current aircraft type, flight plan, tail number
and flight ID.
Available aircraft types that have been loaded into the CADU database. To
load additional aircraft, refer to Chapter 2 for information on configuring new
aircraft types.
Printer Status. This block indicates the current printer type that has been
selected and whether the printer is running. In order to print screens, the
printer type should be selected to be compatible with the printer. Printing
should be enable and the spooler should be running.

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Measured Results. This block provides a list of the number of each of the
measurement types currently stored in the database.
Current Units. This block provides a table of the current selected display
units. Display units can be modified from the Manager menu Setup option.
Required installation. This section provides basic setup information for the
aircraft type currently selected. It includes the UTD installation.

Figure 3–25. Status Report

STATUS REPORT
17:23:13 09-JUL-99
GENERAL SETUP
CADU Serial Number 000000
RADS Version 7.0

Aircraft Type : 407

Tail Number : 53008
Flight plan : GROUND
Flight Flown : 09–JUL–99 16:20

AVAILABLE AIRCRAFT TYPE

A109C VER 7.1

A109A VER 7.1
407VER 7.01
Wasp VER 7.0
AS350 VER 7.0
Manager Menu
PRINTER STATUS

Printer is RADS_small Data Maintenance

Printer is enabled Data Transfer
Spooler is running Status
Setup Test
MEASURED RESULTS

No of stored ssta : 0
No of stored ssta : 412
No of stored aspa : 4 [DO] Select Option [QUIT] Go to Main Menu
No of stored sspa : 8
No of stored zoom : 4
No of stored track : 82

CURRENT UNITS

Frequency : Hz
Vibration : ips
Phase : deg
Track : mm

REQUIRED INSTALLATION

Aircraft Type: 407

Rotor MAIN
Tracker channel is 1
Installation angle is 40 deg

Ch 1 is A of type 3 wire 58.0 mV/g

Ch 2 is B of type 3 Wire 58.0 mV/g
Ch 3 is PHV of type 3 Wire 58.0 mV/g
Ch 4 is Tail of type 3 Wire 58.0 mV/g
Ch 5 is 5 of type 3 Wire 58.0 mV/g
Ch 6 is 6 of type 3 Wire 58.0 mV/g
Ch 7 is 7 of type 3 Wire 58.0 mV/g
Ch 8 is 8 of type 3 Wire 58.0 mV/g
Ch 9 is 9 of type 3 Wire 58.0 mV/g
Ch 10 is 10 of type 3 Wire 58.0 mV/g
Ch 11 is 11 of type 3 Wire 58.0 mV/g
Ch 12 is 12 of type 3 Wire 58.0 mV/g
Ch 13 is 13 of type 3 Wire 58.0 mV/g
Ch 14 is 14 of type 3 Wire 58.0 mV/g
ee 00227-31-G99

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3—10.4 Selecting Setup

The Setup Menu contains all the operations to change the current system's
setups (figure 3-26). The following are of those operations:

Printer options
Setting the time and date for the RADS-AT system
Accelerometer types
System display units (inches, mm, etc.)
New Tail number additions
Format the Credit Card Memo
3–10.4.1 Printer Options
The RADS-AT contains a print spooler that is capable of storing up to twenty
selected screen images and printing them to the printer. The CADU provides
both 9-pin dot matrix, parallel and serial interfaces for printers. The serial
interface is used with a serial printer with Epson graphics. The parallel interface
is used with printers containing a Centronix parallel interface with Epson
graphics, 24-pin dot matrix or HP PCL format. In order to change the number of
screen images that can be stored refer to Chapter 4, paragraph 4-2 (ENABLE
command). The CADU is designed to control several different type printers, such
as Epson compatible printers and the HP laser printer using PCL print language.
Place the cursor over the selection and press DO.

When using the print option, an entry form will appear. Use the up and down
arrow keys to maneuver through menu selections described in the following

3–10.4.1.1 Changing Printer Types

To change the printer type, position the cursor over the Change Type selection in
the Printer Control Menu (figure 3-27) and press DO. A list of available printer
types will be displayed. Position the cursor over the desired type press DO. The
new printer type will be installed.

3–10.4.1.2 Changing Printer Ports

To change the printer port type, position the cursor over the Change Ports
selection in the Printer Control Menu and press DO.

A Printer Port selection menu allows the operator to select either the parallel or
serial printer port, whichever is appropriate for the printer being used.

3–10.4.1.3 Enabling/Disabling the Print Spooler

The print spooler buffers screen images for printing while the printer is not
hooked up. Once the printer is hooked up the screens will be printed out in the
order that the screens were spooled to the buffer. When the spooler is enabled,
screens are printed. When the spooler is disabled, screens are just buffered in
the CADU internal memory. After the CADU is rebooted, the print spooler is
returned to the enabled state.

To enable or disable the print spooler, position the cursor over the desired
selection in the Printer Control menu and press DO. It is recommended to leave
the print spooler enabled.

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Figure 3–26. Setup Option Menu Hierarchy

Manager Menu

Data Maintenance
Data Transfer
Status
Setup
Test

Setup menus
[DO] Select Option [QUIT] Go to Main Menu
Printer
Set Time & date
Accelerometer
Units
Tail Number
Format CCM

[DO] Select Option [QUIT] Exit Menu

Format CCM Printer Control D–Select QUIT–Exit

Change Type
Credit Card format Completed Change Port
Press Any Key To Continue Enable
Disable
Flush Queue
] Select Option [QUIT]
Printer Go
is to Main Menu
HP_PCL_1 and
Printer Port is parallel
Printer
Printing is Enabled
Spooler is running

Entry Form Entry Form

TIME & DATE CHANGE
Please enter a new tail number Hour 8
for the current aircraft type. Minute 53
Status Second 30
Day 16
Tail No?
Month 7
Year 99
[LEFT] & [RIGHT] Arrows : Move cursor Select with Arrows and Edit Values
[DO] Save & Exit [QUIT] Exit [DO] Save & Exit [QUIT] Exit

Entry Form Entry Form

Accelerometer Type Selection
Please change units if required
Frequency Hz CH1 Wil M991 CH6? Wil M766
Phase ? Deg CH2? Wil M766 CH7? Wil M991
CH3? Wil M766 CH8? Wil M991
Vibration Ips
Track ? in CH4? Wil M766 CH9? Wil M991
CH5? Wil M766 CH10? Wil M991
[UP] & [DOWN] Arrows : Select item [UP] & [DOWN] Select Acc Channels
[LEFT] & [RIGHT] Arrows Toggle Options [LEFT] & [RIGHT] Select Acc Type
[DO] Save & Exit [QUIT] Exit [DO] Save & Exit [QUIT] Exit

00227-32-G99B

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Figure 3–27: Printer Setup Menu Hierarchy

00227-33-G99

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3–10.4.1.4 Flushing the Print Spooler Buffer

Screens that have been previously spooled can be deleted, if printing is no longer
desired or a user prefers to print new screens rather than old screens. To delete
old buffered screen, position the cursor over the Flush Queue selection and
press DO.

3–10.4.1.5 Printer Spooler Failure

In the event of a printer spooler failure, it will be necessary to restart the
spooler. To restart the spooler, position cursor over the Restart Spooler option
and press the DO key. This option is only available if the printer spooler is off.

3–10.4.2 Setting System Time and Date Function

This function allows the current time and date to be changed. To select this
function, place the cursor over the Time & Date option and press the DO key.
An entry form dialog will appear. Use the up and down arrow keys to move
through selections. Use the HELP key on a chosen selection (highlighted) for
specific information on that choice. Use numeric keypad to enter values. In
cases where two digit values are required (such as the date) use the left and
right arrows keys to position over the appropriate digit to be changed. To cancel
changes, press the QUIT key to exit the Set Time and Date function any time.

3–10.4.3 Changing Accelerometer Type

Changing accelerometer types will generally require a

different cable. Ensure an applicable cable is available prior
to making an accelerometer change.

The function allows the changing of the current type of accelerometers in use.
To select this function—you must have an aircraft type defined—place the cursor
over the Accelerometer option and press the DO key. An Entry Form will appear
displaying the current accelerometer in use for the selected aircraft. Use the left
and right arrow keys to change accelerometer types. Use the up and down
arrow keys to move to another channel. When the changes have been made,
press the DO key to accept changes and exit. To cancel changes. press the QUIT
key to exit anytime.

3–10.4.4 Changing the Display Units

The RADS-AT is capable of changing units used for display by using a simple
menu. It is possible to display vibration in units of ips or g's. Phase can be
displayed in units of degrees, clock hours, radians or Chadwick Helmuth clock
hours. Track can be displayed in units of mm, meters, feet, inches, or mils.
Once the units are set, they remain installed until they are changed using the
menu or the system is reformatted. To modify the selected display units, place
the cursor over the Units selection and press DO. The entry screen will appear.
Use the up and down cursor keys to select the type of unit to be modified. Use
the left and right cursor keys to toggle between the possible unit choices. One or
all of the unit types can be modified while in the Entry Form. Once the choices
have been made, press the DO key to install the choices in the database. To
cancel changes, press the QUIT key to exit anytime.

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3–10.4.5 Adding a New Tail Number

A new tail number can be added from the setup menu by positioning the cursor
over the Tail Number selection and pressing the DO key. The numbers can be
entered from the numeric keypad and letters can be entered by toggling through
the alphabet using the F1 and F2 function keys. F1 will toggle forward through
the alphabet one character at a time and F2 will toggle backward. The right and
left cursor keys can be used to select a specific character position. After the
desired number has been entered, press the DO key to store the result in the
database. To cancel changes, press the QUIT key to exit anytime.

3–10.5 Selecting Test

The Test selection of the Manager Menu (figure 3-28) allows the operator to
select either testing of the CADU keypad or the CADU display screen.

The Keypad Test provides the operator with a means of verifying the proper
operation of the CADU input keys, while the Display Test allows the operator to
verify that the display screen is operating properly.

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Figure 3-28. Test Menu

SIGNAL PROCESSING SYSTEMS - SHL

RADS-AT VERSION 7.0
08-MAR-99 12:21:19
Aircraft Type UH60 1.23R
Tail Number 26049
Flight Plan FLIGHT
Flight I.D. 27 –JUL–99 at 15:38
[DO] = Select Highlighted item
[QUIT] = Clear Highlighted Item
MEASURE DISPLAY DIAGS MANAGER

F1 F2 F3 F4
Manager Menu

Data Maintenance
Data Transfer
Status
Setup
Test

[DO] Select Option [QUIT] Go to Main Menu

System Tests

Keypad Test
Display Test

[DO] Select Option [QUIT] Go to Main Menu

The following display test is going to

verify that every area of the display is visible.

Part 1 – Display should be completely dark, with

no brightness
Part 2 – Display should be completely bright
with no dark areas.
After viewing each part, press the DO key to
continue & press the QUIT to exit.

Press the DO key to start the test. 00227-34-G 99

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3–11 GRAM/OUNCE SCALE OPERATION

The RADS-AT system contains a electronic gram/ounce scale (figure 3–29) for
measurement of the weights used. The gram scale is capable of measuring
weights of up to 2000 grams (70 ounces) in either the "normal" or “TARE' modes.

The normal mode of operation is as follows:

a. Place the scale on a flat surface which is not subject to vibration or air
movement
CAUTION

Always turn the scale OFF before selecting a display

mode of Gram or ounce Changing modes when
weighing may affect the accuracy of the scale

b. Select a weighing mode by sliding the Gram/Ounce selector switch to either

the Gram or ounce mode.
c. Turn the scale ON by pressing the ON/TARE switch on the front panel and
wait for a “0” (zero) indication.
CAUTION

Do not exceed the total capacity of the Gram/Ounce

scale (20OO g/70 oz.) when weighing objects or
combinations of object Exceeding the total capacity of
the scale will cause a readout display of "E7' and may
cause damage to the scale.

d. Place the weight to be measured as near to the center of the top tray as
possible.
e. Read the weight of the object on the front panel display. The readout may
wander slightly due to the sensitivity which is affected by the slightest
vibration or air movement

The TARE mode of operation is as follows:

f. Place the scale on a flat surface that is not subject to vibration or air
movement, and gently insert the top tray.
CAUTION

Always turn the scale OFF before selecting a display

mode of Gram or Ounce. Changing modes while
weighing my affect the accuracy of the scale.

g. Select a weighing mode by sliding the Gram Ounce selector switch to either
the Gram or Ounce mode.

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Placing an object on the scale top tray prior to an indication

of “0” (zero) can cause inaccurate measurements. Wait for
the scale to indicate “0” before placing objects on the scale
top tray.

h. Turn the scale ON by pressing the ON/TARE switch on the front panel and
wait for a “0” (zero) indication.
CAUTION

Do not exceed the total capacity of the Gram/Ounce

scale (20OOg/70oz.) when weighing objects or
combinations of objects. Exceeding the total capacity
of the scale will cause a readout display of “E”, and
may cause damage to the scale.

i. Place the weight to be measured as near to the center of the top tray as
possible.
j. Read the weight of the object on the front panel display. The readout may
wander slightly due to the sensitivity that is affected by the slightest
vibration or air movement.
k. Press the ON/TARE switch on the front panel to place the scale in the
Multiple TARE mode of operation. The display readout will automatically
reset to “0” (zero) and a small triangle will appear in the upper left-hand
comer of the display.
CAUTION

Do not exceed the total capacity of the Gram Ounce

scale (2000g/70oz.) when weighing objects or combin-
ations of object Exceeding the total capacity of the
scale will cause a readout display of “E” and may cause
damage to the scale.

l. Place the next weight on the scale. The readout displays the measurement
of the second weight only.
m. Press the ON/TARE switch on the front panel. The readout displays the
measurement of both weights
n. Repeat steps e through g for additional items to be weighed.

If the internal 9-volt battery is weak, the front panel readout will display “LO”.
When this occurs the battery must be replaced.

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Figure 29. Electronic Gram/Ounce Scale

Notes

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 Section
4

Section 4 – ADVANCED TOPICS

RADSCOM PACKAGE

SYSTEM SOFTWARE DESCRIPTION

RADS-AT™ AIRCRAFT SETUP DICTIONARY

 Section 4 — Advanced Topics

4–0 ADVANCED TOPICS

A variety of advanced topics that provide reference material for the Rotor
Analysis Diagnostic System - Advanced Technology (RADS-AT) are included as
appendices to this manual. The topics include

RADS-AT Communications (RADSCOM) package

OS-9® Operating System, and selected commands.
RADS-AT Aircraft Setup Dictionary

4–1 RADSCOM PACKAGE

A RADSCOM program disk is a part of the RADS-AT system and is shipped with
each unit and is stored in the back of this manual. It consists of the KERMIT
protocol, a series of DOS batch files and KERMIT script files that allow
communications with the RADS-AT Control and Display Unit (CADU).

RADSCOM and the associated system files can be used to initialize (format) the
internal CADU RAM disk, load aircraft script files, and load or unload collected
data.

☞ The RADSCOM package is detailed in Appendix A.

4–2 SYSTEM SOFTWARE DESCRIPTION

The RADS-AT system utilizes the OS-9® Operating System in both the CADU
and DAU. OS-9® is an advanced multitasking operating system for the 68000
family of microprocessors. OS-9® is well suited for a wide range of applications
on the 68000 computers of almost any size.

The OS-9 operating system provides a platform on which the Diagnostic

Programming Language (DPL) executes. DPL was specifically designed for the
RADS-AT to provide a simplified way of writing application programs that are
directed at solving vibration-related problems. DPL is an interpretive language,
which executes either ASCII text files or compiled ASCII text files having the
CMD extension.

DPL contains extensive database, graphics and display window capabilities,

which provide the user interface previously described in this manual. The
execution of DPL can be halted allowing access to the OS-9 Operating System.
For a more extensive description of DPL, consult the DPL Programming Manual.

The Operating System provides a full file system and user interface, which
allows special operations to be performed such as: file transfer, system update,
special self-test formatting credit card memories, etc.

☞ Appendix B describes basic system commands and utilities, which

execute from the OS-9 shell ($ prompt)

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Advanced Topics (Continued)

4–3 RADS-AT AIRCRAFT SETUP DICTIONARY

The RADS-AT aircraft dictionary describes the variables found in the aircraft
configuration files.

☞ Appendix C describes these variables in detail.

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 Section
5

Section 5 – MAINTENANCE

PREVENTIVE MAINTENANCE

SELF-TEST

CALIBRATION

TROUBLESHOOTING

ERROR CODES

MAINTENANCE ALLOCATION
 Section 5 — Maintenance

5– MAINTENANCE

5–1 INTRODUCTION
This chapter provides preventive as well as corrective maintenance information
and procedures for RADS-AT. This chapter is divided into five main sections:

PREVENTIVE MAINTENANCE
SELF TEST/CALIBRATION
TROUBLESHOOTING
ERROR CODES
MAINTENANCE ALLOCATION

5–2 PREVENTIVE MAINTENANCE

The RADS-AT equipment has been designed for high reliability and minimum
maintenance. With the exception of general cleaning and inspection, the only
preventive maintenance required is the replacement of the batteries at regularly
scheduled intervals. The following procedures provide information on battery
replacement. NiCAD battery replacement is performed when indicated on the
battery installation decal or when alerted by the CADU operating system.

5–2.1 CADU Battery Pack Replacement

CAUTION

This assembly contains parts sensitive to damage by

electrostatic discharge (ESD).

Use precautionary ESD procedures when touching,

removing or inserting. Use static-free material to wrap
the assembly for shipment or storage.

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Maintenance (Continued)

Perform the following steps to remove the NiCAD battery. See figure 5–1 for
location of the NiCAD and lithium battery.

Figure 5–1: Location of the CADU NiCAD and Lithium Batteries

NiCAD
Battery

Lithium
Battery

CADU shown with cover removed.

Step Action
1. Remove the nine back cover retaining screws and remove the back
cover.
2. Disconnect the battery pack cable connector from the CADU circuit
board.
3. Remove the two screws from the metal clamps.

4. Remove the battery pack assembly (figure 5–1.

5. Position the new battery pack assembly in place.

6. Install the two straps and tighten the screws.

7. Reconnect the battery pack to thc circuit board. (The connector is

keyed to assist in reconnecting it properly.)
8. Reinstall the back cover and the nine cover retaining screws.

9. Charge the NiCAD battery prior to use.

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 Maintenance (Continued)

5–2.2 CADU Memory Lithium Battery Replacement

Send the CADU to the manufacturer for battery replacement. The battery is
sealed to the circuit board. Check lithium battery voltage with a digital
multimeter. If the battery voltage is below 3.0 Vdc the battery should be
replaced.

5–2.3 Credit Card Memory (CCM) Battery Installation/Replacement

Before using the Credit Card Memory (CCM) for the first time the lithium battery
must be inserted into the card. Each CCM comes with a lithium battery, some
come with a battery holder and a screwdriver, while others have a snap in lock
for the battery.

5–2.3.1 CCM Battery Installation

Perform the following steps to install the CCM battery:

Step Action
1. Insert the battery holder into the CCM with the + sign facing up. The
holder also has + signs that must face up when the battery is put into
the holder.
2. Either push in the battery until the snap in lock, locks or fasten the
holder assembly into the card by tightening the flathead screw with the
special screwdriver provided.

5–2.3.2 CCM Battery Replacement

Procedure must be followed to prevent loss of credit card

data

Perform the following steps to replace the CCM battery:

Step Action
1. Remove the battery holder by inserting a screwdriver into hole on side of
case or use the screwdriver and remove the screw from the side plate.
2. Remove the battery holder from the CCM.

3. Remove the old battery and install new battery into the holder. Observe
the correct + and – marked on the battery.
4. Reinstall the holder into the CCM.

5. Place power switch in the ON position.

6. Insert CCM into CADU and reformat using the reformat option in the
Manager Menu.

Notes
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5–3 SELF-TEST/CALIBRATION OVERVIEW

The RADS-AT has been designed with measurement accuracy and integrity in
mind. Extensive self test and on-line calibration techniques are employed to
virtually guarantee the measurements made are accurate and suitable for use in
diagnostics without operator inspection or interpretation.

This chapter explains the internal self-test/self-calibration techniques, and

provides details of complete equipment checkout and calibration validation.

5–3.1 RADS-AT Self Test and Self-Calibration Features

The RADS-AT system has three basic types of calibration and self test. There are
no adjustments required to guarantee the system is calibrated, because all
measurements are based on a high accuracy, high stability voltage and fre-
quency references. The accuracy of these references is constantly compared
against secondary voltage and frequency references to insure measurement
accuracy.

The first basic type of self test is performed every time the DAU is powered up.
This power up test takes approximately two seconds to complete and tests the
following areas:

DAU-CADU Communications
DAU System Memory
DAU High Accuracy Voltage Reference
DAU High Accuracy Frequency Reference
DAU UTD Converter Operation
DAU Sample Memory Store

This tests the machine's basic operation and ability to make measurements. If a
test fails a specific message is returned to the CADU and reported on an error
screen

The second type of test is performed at 24-hour intervals and is used for system
calibration. This test takes approximately ten seconds to complete. The results of
the calibration are stored in a non-volatile memory and are used to correct the
measured data. At 24-hour intervals the following tests are performed:

ο DAU-CADU Communications
ο DAU System Memory
ο DAU High Accuracy Voltage Reference
ο DAU High Accuracy Frequency Reference
ο DAU AID Converter Operation
ο DAU Sample Memory Store
ο DAU Analog Anti-Alias Filter Ripple
ο DAU Analog Anti-Alias Filter Cutoff Frequency
ο DAU Analog Filter Gain
ο DAU DAC Gain
ο DAU Accelerometer input Circuitry
ο DAU Gain Range Circuitry
The third type of testing is performed before or during the measurement. These
tests include accelerometer. interrupter and UTD fault tests. The accelerometer

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is checked for saturation and proper bias level. The tachometer frequency is
monitored. The UTD is monitored for a series of faults including:

ο Correct number of pulses per blade

ο Correct UTD setup
ο Correct blade velocity
ο Correct blade chord width (in “DAY” mode)

5–3.2 Validating The System Without a Test Set

There are a few simple tests which can performed to verify the basic operation of
the RADS when a RADS-AT Test Set is not available. The following procedure will
validate approximately 70% of the RADS-AT. No external sensors are validated
using this procedure.

Perform the following steps:

Step Action
1. Connect external 28 Vdc power to the DAU.

2. Connect the DAU to the CADU, using the CADU-DAU cable.

3. Verify the DAU power lamp turns on.

4. Verify the CADU comes up into the Startup screen and goes into DPL.

5. Select the aircraft type to be used.

6. Verify the proper aircraft type is installed in the CADU.

7. Select the measure mode.

8. Make a measurement using an SSTA type measurement this will be

the normal measurement for rotor tack and balance).
9. Verify the CADU returns a tachometer fault type message or
accelerometer fault.
10. If another fault message is returned, consult the error codes for
corrective action.

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5–3.3 Validating The System With a RADS-AT Test Set

The RADS-AT Test Set is intended to generate a set of stimuli for the RADS-AT
DAU. These are simulated accelerometer, tachometer, and tracker signals. In
addition, an optical simulation of the rotor is provided in order to functionally
test Universal Tracking Devices (UTD).

5–3.3.1 RADS-AT Test Set Connections

The following describes connections associated with the RADS-AT Test Set.
Figure 5–2 shows the test set rear panel.

Figure 5–2: RADS-AT Test Set Rear Panel

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MULTI-CHANNEL CONNECTION Power to the unit is provided through the

Multi-CH connector. In addition this interfaces accelerometer channels 5 – 14,
TACHO CHAN 2, and TRACKER CHANNEL 2. If this connection is not made, the
front panel LEDs (see figure 5–3) indicating input power to the multi-channel
connector and the INTERNAL POWER LED will not light. The unit will not
operate without this connection. Other connections to the rear panel of the
tracker, tachometer and various accelerometer grounds will cause the
appropriate LEDs to light indicating connectivity of ground in these cables.

ACC 1–4 These connections facilitate the testing of accelerometer cables for
functionality. These are connected to the simulated accelerometers inside the
unit and to the appropriate connection on the DAU front panel.

UTD The Universal Tracking Device rear panel connection is provided for the
Active Automatic Tracker cable.

MAG SEN This connector interfaces to a magnetic interrupter cable to provide a

channel 1 tachometer input to the DAU “TACJ”' connector.

TRKR 1,2 These are test outputs for syncing an oscilloscope to the tracker
signals.

TACH 1.2 These connections allow synchronization to the tachometer output.

EXT CLK AND EXT ACC These inputs are used to drive the unit to frequencies
and amplitudes which are not calibrated internally. In the normal operation of
the unit these are not used. Inputs to these connectors should not exceed 5V
and the external CLK input must have a ground reference to the unit through an
external loop (not including its BNC connection).

5–3.3.2 Front Panel Controls and Indicators

The front panel of the test set (figure 5–3) contains 28 LEDs, 8 switches, and the
UTD optical tester. The LEDs are designed to indicate a positive condition such
as satisfactory connection to power or ground. The following describes the
controls and indicators in detail.

MULTI-CHANNEL There are 5 LEDs in this group indicating connection to 24V,

24V RTN (PGND), +/- 15V, and analog ground connections (AGND). If any of
these are not lit there is either a broken connection in the interface cable or
there is a malfunctioning power supply in thc DAU. With these LEDs on, the
"INTERNAL POWER" LED should also be lit. This LED is powered from the
internal 5V supply and is used to drive the internal logic. If this LED is not lit
thc unit will not function.

TRACKER 1 This section has a similar set of indicator LEDs to the MULTI-
CHANNEL section. These LEDs only indicate the presence of a connection to
the proper supply through the cable to the DAU, illumination of these LEDs is
not required to operate the unit. In fact, when using the EPT/UTD, only the
24V and PGND LEDs will light since these are the only power connections to
that particular device.

TACHO 1 When using a magnetic interrupter only the "SGND" LED will light
since the magnetic interrupter requires no external power.

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ACC 1–14 GND OK. Whenever an accelerometer is connected to the unit, the
GND OK LED for that accelerometer should light (provided there is power in the
multi-connector). Failure of this illumination for a given ACC channel indicates a
broken connection in its respective cable.

ACC 1-14 54mV/g /100mV/g On accelerometer channels 1-4 these switches

connect the signal to the proper connector pins to interface to the correct
accelerometer type. Since the connectors on both types of cables are the same
but the internal wiring is different, this switch is necessary to properly drive the
cable and prevent the possibility of the "accelerometer fault" error message on
the CADU.

INTERNAL POWER This LED indicates that the internal power supply in the
test set is providing the 5V necessary for proper operation of the unit. If this fails
to light see section describing MULTI–CHANNEL LEDs.

UTD CONTROL (ACTIVE/PASSIVE) This switch controls the internal logic that
generates simulated UTD signals. The UTD is a passive tracker and when
connecting its cable to the test set, the switch should be set to the "passive"
position. When using the test set to stimulate the UTD itself as described below,
this switch must be in the "active" position. The lamp inside the lens assembly
next to this switch is not an LED. The lamp is used in the testing of active
trackers. Do not expect this to 1ight

TACHO CONTROL TACH 1 This switch is used to generate a monopulse

(unipolar) or bipulse (bipolar) on the channel 2 TACH input. Not all acquisition
boards in the DAU are set up to operate in the monopulse mode and this may
cause tachometer failures to appear on the CADU.

TACHO CONTROL TACH 2 This controls whether a single bipulse drives

tachometer channel 1 or whether a double bipulse marks the target blade and
the rest of the blades generate a single bipulse.

ACC SIGNAL SELECT This switch is used to provide a calibrated attenuation of

accelerometer signal. The function of this is to check the AGC of the RADS-AT.
When switched to the ‘EXT’ position, the external accelerometer BNC connector
on the rear of the test set is selected. This allows the user to route a signal from
a second source such as a synthesizer to the accelerometer interface. When
using this mode be aware that the 54 mV/g accelerometer (Chadwick/Helmuth
style) require about a 5V offset on the signal to meet bias requirements.

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Figure 5–2: RADS-AT Test Set Front Panel

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5–3.3.3 UTD Testing

It is possible to test the functionality of a UTD using this unit. To do this
connect the UTD cable between thc DAU front panel and the UTD. Place the UTD
lens down (lens cap removed) in the cylinder on the left side of the test set front
panel. It is important that the connector to the UTD point away from the left side
of the test set at as nearly a right angle (90 degrees) as possible. Additionally,
insure that the UTD is standing straight up, in some cases the protective
sleeving on the UTD interfaces with its ability to fit in this can (make any
adjustments which seem appropriate). With the UTD control switch set to the
ACTIVE position, the output of the UTD will correspond with simulated output
on the rear connector panel. When using the AAT in this fixture, the locator pin
on the side of the can must fit into the radial groove in the face of the AAT. This
is to locate one of the lamps over the photodiode in the front panel.

5–3.3.4. Operation
This test set generates a set of signals that correspond to an imaginary four
bladed helicopter. The rotor description and setup files are contained in the
script files INITCAL. The CAL scripts can be modified by the user to support any
particular combination of accelerometers, trackers, and tachometers. For
convenience the rotor setups are listed below:

Test Set peculiar script setup requirements.

rotor_blades: 4
hub_to_reflector: 6.4 m
rotor_diameter: 13.4 m
chord: 0.394 m
std_hub_to_tracker: 3.6 m
std_inst_angle: 0.6891 radians
std ref_angle: 0.0 radians

5–3.3.5. Expected Outputs

The following is a list of expected output values from the RADS-AT when
connected to the test set.

Passive Track

Passive track as measured from rear connector on test set or with tracker
mounted in test set fixture:

Values are plus or minus 2 mm

blade # track in mm lag in mm

1 0 0
2 2 –0.4
3 5 –0.7
4 8 –1.0

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Active Track

Active track as measured from rear connector on test set:

Values are plus or minus 2 mm

blade # track in mm lag in mm

1 0 0
2 2 –0.4
3 5 –0.7
4 8 –1.0

Vib Results ( 100mV/g SSTA)

1:1 attenuation, frequency 4.77 Hz Vibe results +/- 2.5%

harmonic amplitude (ips) phase (deg)

1 80.4 343
2 0
3 8.9 314
4 0
5 3.2 297

1:4 attenuation

harmonic amplitude (ips) phase (deg)

1 20.00 343
2 0
3 2.2 314
4 0
5 0.8 297
6 0

1:16 attenuation

harmonic amplitude (ips) phase (deg)

1 4.9 343
2 0
3 0.54 314
4 0
5 0.2 297

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Vib Results (54 mv/g)

1:4 attenuation (1:1 attenuation not used for 54 mV/g), frequency 4.77 Hz Vibe
results.

harmonic amplitude (ips) phase (deg)

1 34.4 343
2 0
3 3.8 314
4 0
5 1.37 297

1:16 attenuation

harmonic amplitude (ips) phase (deg)

1 8.4 343
2 0
3 0.92 314
4 0
5 0.33 297

1:64 attenuation

harmonic amplitude (ips) phase (deg)

1 2.2 343
2 0
3 0.24 314

5–3.3.6 INITIAL Script File

Only accelerometer channels 1,2, 3, & 4 are calibrated at

the factory. Since all of the accelerometers channels are
driven from a common calibrated source, the outputs of
channels 5 –14 are very accurate, however only 1- 4 should
be used to verify calibration of the RADS-AT. Since there are
four internal measurement channels in the DAU, this is
enough to verify calibration in one measurement without
changing any cables.

The INITIAL script file is supplied with the test set to provide a baseline
calibration function. When installed in the CADU it provides two separate flight
plans. The flight plans are CAL and OP_CHK The following describes the flight
plans in detail:

CAL
CAL. or calibration is used to verify the performance of the RADS-AT™. To run
CAL, the test set must be connected to the DAU with the 'multi channel' cable,
four 58mV/g accelerometer cables (l00 mV/g cables can be substituted by
adjusting the accelerometer type in the Manager 'setup' menu), a tracker cable,

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and a tachometer cable. Select active on the UTD control, select bipulse on
TACH2 and a single bipulse on TACH1. Set the gain switch according to the test
state being executed. CAL contains seven test states: 1:4_1; 1:4_2; 1:16_1;
1:16_2; 1:64_1; 1:64_2 and Test. Test states 1:4_1 and 1:4_2 require the gain
switch be set at 1:4; test states 1:16_1 and 1:16_2 require the gain switch to bet
at 1:16; and test states 1:64_1 and 1:64-2 require the gain switch be set at 1:64.
The test state call ‘Test’ set the gain switch for 1:64.

☞ Refer to Signal Processing Systems Model RADS-AT™ Test Set operating

manual (29304300) for step-by-step procedures in running CAL.

OP_CHK
OP_CHK or operational check is used to test a tracker input and the four
internal accelerometer channels of the DAU. This flight plan is composed of two
test states: TRAKTST and OPRCHK.

The test state TRLTST (tracker test) is used to verify the performance of a tracker
using the test fixture on the front panel of the test set. This requires that the
DAU be connected to the test set through the multi-channel cable and a UTD be
connected to DAU TRACKER1 connector using a tracker cable. ACC1-4 switches
do not matter for this test. Set the UTD control to ACTIVE, TACHO2 to SINGLE.
The track data measured should match that shown in section 6. A secondary
verification of this can be obtained by unplugging the tracker from the cable and
connecting the cable to the rear of the test set. The measurements should
match within 2 mm.

The test state OPRCHK (operational check) does not produce a calibrated
vibration measurement but will test the system for basic functionality. This test
requires the multi-channel cable be connected between the DAU and the test
set. ACC 1–4 are not used for this test. Set the UTD control to desired type,
TACHO 2 to single. TACHO 1 is not used. Select desired ACC gain.

5–3.4 RADS-AT Test Set Calibration

The purpose of this procedure is to provide a means to verify the outputs of the
RADS-AT Test Set comply with a set of specifications which are traceable to the
National Bureau of Standards. Because of the design of the system, there are
only a few of the outputs that actually require testing to such rigorous
standards.

5–3.4.1 Required Equipment

Verification of the Test Set requires that it be tested with calibrated test
equipment. It is the calibration of this equipment that provides the traceability of
the Test Set's calibration. Therefore the following test equipment is required with
a calibration certification

a. A four digit DVM capable of measuring 1 mV ±1 digit (Fluke 8050A or

equivalent, input impedance > 1 MOhm required).

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b. An oscilloscope of l MHz bandwidth or better (Tektronics 2465 or

equivalent).
c. A frequency/interval counter with resolution to 0.001Hz (l00 µS) at 4.7Hz
(Phillips PM 6622 or equivalent).

In addition to these devices the procedure will also require the following
equipment without calibration certification:

a. A RADS-AT DAU
b. A 28VDC power supply for the DAU
c. Assorted cabling
d. A pulse generator capable of generating a l0 µS pulse at a 50 kHz rep rate,
or a 50 kHz square wave generator.

5–3.4.2 Procedure
Assemble all of the equipment necessary for the procedure and allow any test
equipment requiring warm up time to reach operational temperature.

Perform the following steps:

Step Action
1. Connect the DAU to power.

2. Connect the DAU to the Test Set with the multi-channel cable.

3. Switch the DAU on.

4. Switch ACC channels 1–4 on the test set to 100mV/g setting on Test
Set.
5. Select 1:1 gain range on Test Set.
6. Set pulse generator to produce an approximate square wave at 50 kHz
and 5V amplitude.
7. Select range on DVM to most accurately display 5VDC.

8. Connect 50 kHz output of pulse generator to external clock input of

Test Set.
9. Connect shield of 'EXT ACC' input on Test Set to pulse generator signal
ground.
10. Connect negative (-) lead of DVM to 'analog ground’ on DAU Acquisition
board, or pin 'C' of 'ACC 1 ' input on DAU front panel.
11. Connect positive (+) lead of DVM to pin 'C' of accelerometer 1 output on
thc test set.
5–3.4.3 Signal Output Level
a. The output of the Test Set alternates between two levels. At this point (with
the gain select on 1:1) the output of the DVM should stabilize on about 5V
for approximately 6 seconds then stabilize on approximately 4V for 6

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seconds. If the meter does not have sufficient time to stabilize, reduce the
input frequency on the external clock input. Due to the design of the Test
Set, the absolute value of the output signals is not critical (within a few
tenths of a volt), but the difference between them is important. Therefore
record the high and low voltages seen on the DVM.
b. Select 1:4 gain range on Test Set Record high and low DVM reading
c. Select 1:16 gain range on Test Set Record high and low DVM readings.
d. Select 1:64 gain range on Test Set Record high and low DVM readings.
e. Repeat steps a through d for accelerometer channels 2, 3, & 4. Do this by
measuring the output voltage at the appropriate rear panel connector.
f. Select 54 mV/g on accelerometer switches 1, 2, 3, & 4 on the Test Set.
Repeat steps a through d for accelerometer channels 1, 2, 3 & 4 for the
54mV/g setting, however make the voltage measurements on pin 'B' of the
appropriate connector.
g. For each of the measurements above, take the difference between the high
and low data points. The signal level, measure should be within the
expected tolerance of the following values:

Gain Range Hi - Lo Measurement

1:1 0.983V +/- 2%
1:4 0.245V +/- 2 %
1:16 0.060V +/- 2 digits
1:64 0.016V +/2 digits

5–3.4.4 Output Frequency

The following procedures describe the steps necessary to determine the output
frequency.

Step Action
1. Disconnect the DVM and signal generator from the Test Set. It is
especially important that the shield of 'EXT ACC' be disconnected.
2. Select 'MONO PULSE on the TACH 2 TACHO CONTROL.

3. Connect the frequency counter to the TACH 2 BNC output on the rear
panel of the Test Set.
4. Measure either the output frequency or the period. Compare the result
with that listed below:

Output Frequency Output Period

4.7683 Hz +–0.01% 209715000 nS ±0.01%

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5–3.4.5 Qualification
If the Test Set measures all of the above criterion, it is considered to be within
the calibration requirements for the system. At this point, it may be used to
verify the performance of a RADS–AT. Test set calibration is recommended once
each year.

5–3.5. Electronic Gram/Ounce Scale

The RADS-AT set contains an electronic gram/ounce scale for the measurement
of weights to be used during the balance of aircraft equipment. The gram/ounce
scale is powered from one nine volt alkaline battery that is 1ocated internal to
the unit. The following procedures provide the operator with the ability to replace
the battery and, if required, calibrate the gram/ounce scale for the OHAUS
model LS2000 scale.

5–3.5.1 Gram/Ounce Scale Battery Replacement

Perform the following procedures to replace the battery of the gram/ounce scale.

a. Open battery cover located on bottom of the scale.

b. Remove battery from battery snap connection.
c. Connect replacement battery to snap.
d. Place battery into battery
e. Replace battery cover.

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Notes

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5–4 TROUBLESHOOTING
This section provides basic guide to RADS-AT troubleshooting. Extensive self test
and error reporting mechanisms have been designed into the RADS-AT to assist
the operator in problem diagnoses and to prevent the collection of bad data. This
section should be used in conjunction with the error codes listed in Section IV of
this chapter to diagnose and correct RADS-AT system faults.

5–4.1 Rebooting the CADU

At times it may become necessary to reboot the CADU (for instance after
formatting the system or loading a new aircraft configuration file). Reboot the
CADU as follows:

CAUTION

Failure to exit DPL before rebooting the CADU could

corrupt the CADU database causing you to format the
CADU RAMDISC and reloading aircraft setup files to
recover.

Option 1: Rebooting from the DPL program.

Anytime you are running DPL you must first exit DPL before rebooting the
CADU. To exit DPL and reboot perform the following steps:

You are running DPL if you can see any of the Diagnostic,
Measurement, Display or Main Menu screens.

Step Action
1. Press the QUIT and DO keys simultaneously.

2. Wait for the CADU to begin the reboot process, this may take 30 to 45
seconds.
3. Once at the reboot menu with 5 options, select the appropriate option.

Option 2: If the Option 1 process does not work after two or three tries or your
are already out of the DPL program.

Step Action
1. Remove external power and press the OFF key. The CADU should
power off.
2. Hold the HELP key down while pressing the ON key. The CADU should
come up displaying a CADU booting message.
3. If this does not work, repeat the process, paying close attention to
pressing the HELP and ON keys at the same time.

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5–4.3 Rebooting the DAU

The DAU will reboot after power has been applied. Perform the following steps to
reboot the DAU as follows:

Step Action
1. Turn the power switch OFF for two seconds or more.

2. Turn the power switch ON. The green power indicator lamp should be
illuminated if external power is connected. At reboot, the DAU
software is initialized and an internal self test is run automatically

5–4.4 Changing the DAU Fuse

If external power outside of thc 18 to 36 Vdc range is applied to thc DAU, the
fuse may blow. This is a protection mechanism for the DAU power supply.

Perform the following steps to replace the DAU fuse:

Step Action
1. Unscrew thc fuse holder located just above the DAU power switch.

2. Remove the fuse from the holder and inspect.

3. If the fuse has blown, replace it with a fuse of the following type: 15
Amp Fast 5 x 20 mm.
4. Inspect and repair the problem that caused the fuse to blow before
connecting the RADS-AT again.

5–4.5 Troubleshooting Guide

Table 5–1 lists possible errors that could occur and suggested actions with
which to make the necessary corrections.

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Table 5–1. Troubleshooting Guide

Problem Action
1. Error reported on CADU Refer to paragraph 5–5 for error codes vs. corrective
error screen actions.

2. CADU does not power ON a. Check that the batteries have been charged recently.
under battery power. If not, hook up an external power supply to charge
batteries.
b. Check that the extena1 power supply is working
correctly.
c. Reboot the CADU by pressing the HELP key, while
turning the unit on.
d. Check the CADU display contrast. Press contrast
button to see if screen changes.

3. CADU display is blank a. Check that the external power supply is operating
under external power. properly.
b. Check the CADU display contrast.
c. If external power works, reboot the unit as per
instructions in paragraph 5-4.2.

4. CADU does not accept a. Check that the unit is not in a long calculation
keypad entries. sequence like diagnostics or display range
calculations.
b. Reboot the CADU. (Refer to paragraph 5–4.2.)
c.
5. DAU power light won’t a. Check that external power is available from the
come on. source, i.e., aircraft or external power supply and is
above 18 Vdc under load.
b. Check that external power is the correct polarity.
Power connector Pin A should be GND and Pin B
should be +28V.
c. Check that the DAU fuse is not blown.

6. Batteries do not hold a a. Check that the batteries are being charged from a
charge. working external supply that has been plugged into
the proper AC power source.
b. Check that the batteries have not been sitting for
years in an uncharged state.
c. Check that the batteries have been charged over eight
hours.
d.
7. CADU does not a. Check that external power is being applied to the

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Problem Action
communicate with the DAU and the green power light is working properly.
DAU.
b. Check that the software revisions installed in the
DAU and CADU are compatible.
c. Make sure the DAU has finished self test. Power up
the DAU and the CADU wait two minutes and then
try communications.
d. Check that the CADU-to-DAU cable (29325601) is
installed correctly and is working properly.
e. Check that the CADU is powered up, running DPL,
and accepts keypad entry.
f. Disconnect the UTD cable (29725504) at the DAU.
Retry the acquisition. If the DAU and the CADU now
communicate the UTD cable is shorted.
Replace/repair cable.

8. Printer will not print a. Check that the printer is a compatible type with
serial or parallel properly selected.
b. Check that the switches on the printer have been set
properly (Refer to Chapter 3 for details on printer
setup).
c. Check that the correct printer cable is connected
between the CADU port and the printer.
d. Check that the printer power is ON.
e. Check that the printer has paper.
f. Check that the printer has not been disabled while in
the OS-9® shell. (See RADSCOM terminal command
in Chapter 4 or Appendix A.)
g. Reformat CADU and reload script files.

9. CADU powers to the $ a. Check that the directory structure is intact. (Refer to
prompt. Chapter 4 for information on the formatting of the
RADS-AT directory structure.
b. Check that the internal lithium battery has at least
3.0 Vdc..

10. CCM will not hold data. a. Check that the CCM is inserted into the CADU in the
proper direction.
b. Check that the CCM has been formatted properly.

11. No communications a. Check that the cable is plugged into an RS-232 port
between the CADU and the on the PC.
host computer.

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Problem Action
b. Check that RADSCOM is using the correct serial port.
c. Check that you are connected to the 9-pin connector
on the CADU
d. Check that the print spooler has been disabled by
typing DISABLE at the $ prompt (if files are spooled
for printing). (Terminal emulation option—for
advanced users.)
e. If communication failure is during the “transfer to
PC” mode, then perform the following:

Refer to Chapter 4 for information on using the

RADSCOM TERMINAL command (with an IBM PC or
compatible) to execute CADU commands.

12. Disk space not available a. 1. Run the Compress utility from the Manager Menu.
even after files have been
deleted.

13. UTD tracking errors. a. Use a sunshield (29722100 for UTD and
29751900 for enhanced UTD).

Track sensor fault b. Switch to the night mode. This is the easiest fix. It
will disregard chord width errors and help with low-
Blades apparently
light levels.
moving at the wrong
speed c. Check contrast quality of your blades.
Blade chords different (1) Do the leading edges of the blades need paint.
Track FIFO overrun (2). Is there a possibility of Infrared corruption?
(White concrete, white hanger, blade tracker
looking into sun.

d. Is the blade tracking device installed properly. Arrow

in the direction of rotor rotation.

e. Is the blade tracker cable (29725504) OK. Repeated

door closings on the same place in the cable will
break the cable. Also, too much tension at the UTD
connector.
f. Water intrusion in the blade tracking device. Usually
this can be seen by looking down through the clear
lens. If the UTD (29310700) is prior to a revision N
(found on the UTD label), there is a possibility.
g. Failure of the DAU processor Board.
h. Corruption in the CADU database.

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Problem Action

14. Tachometer errors. a. Magnetic pickup 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
Tacho out of bounds collective is raised.
Tacho too high
b. Magnetic pickup failure. Though durable, they can
Tacho too low fail. There are a couple of quick checks to verify the
Tacho failure operation of a pickup. First, there should be about 1
kohm resistance between the two pins. If it reads
greater than 10k, then the pickup is probably open or
on it’s last leg. You can connect an oscilloscope
across the two leads of the pickup and wave a ferrous
material (penknife or screwdriver) over the top. An
operational pickup will show a pulse.
c. Gap to large or two small. If the gap is two large, the
tacho may fail. If too small, the striker plate may
strike the magnetic pickup causing it to ‘ring’, which
will give a tach too high or tacho out of bounds error.
d. Corruption by other ferrous material, such as
incorrect attachment screws on the swashplate.
e. Optical pickup cable failure. With power applied to
the DAU, point the sensor at the reflective tape. Is
the a re light on the back of the sensor? Move to
operational distance. Still a red light?
f. At installation, does the sensor see the tape?
g. Old tape still on blade, or other reflective material
(blade label or other shinny surface.)
h. Sensor on the wrong channel of the DAU.
i. DAU internal failure.
j. Reflective tape must be clean when installed. Do not
smooth down tape with fingers, use paper backing
previously removed or a paper towel. Once tape is
applied, clean tape with a towel moistened with
alcohol, contact cleaner, etc. (Something that does
not leave a residue. Oils from your finger can reduce
the reflectivity of the tape.
k. Check gain set to maximum on optical tach sensor.

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5–5 ERROR CODES

This chapter describes operator actions for each of the error codes returned by
the CADU error screens. If an error occurs, the CADU the screen will display an
error message that will include instructions on clearing the error.

5–5.1 Types Of Errors

Errors are returned from a variety of sources and are meant to diagnose system
problems. The sources of errors can be equipment setup errors, software setup
errors, internal hardware failures or internal software failures. The errors can be
reported from four basics sources. Each of the errors reported by the system are
shown below. Each error type contains an error reference number followed by a
text description of the error and proposed corrective action. Corrective action
statements do not necessarily exist for all the possible errors.

5–5.2 Error Code Descriptions

Error
Code # Error Message

2: "OS9 - Keyboard Quit ACTION: (1) Reboot CADU (2) Repeat key
sequence, 3) If Error Reoccurs, Please report error to RADS-AT
manufacturer".

3: "OS9 - Keyboard Interrupt ACTION: (1) Reboot CADU (2) Repeat key
sequence (3) If Error Reoccurs, Please report error to RADS-AT
manufacturer"

64: "OS9 - Illegal Function Code ACTION: (1) Reboot CADU (2) Repeat
key sequence 3) If Error Reoccurs, Please report error to RADS-AT
manufacturer".

65: "OS9 - Format Error ACTION: (1) Reboot CADU (2) Repeat key
sequence (3) If Error Reoccurs, Please report error to RADS-AT
manufacturer".

66: "OS9 - Number Not Found ACTION: (1) Reboot CADU (2) Repeat key
sequence (3) If Error Reoccurs, Please report error to RADS-AT
manufacturer".

67: "OS9 - Illegal Argument ACTION: (1) Reboot CADU (2) Repeat key
sequence 3) If Error Reoccurs, Please report error to RADS-AT
manufacturer".

102: "OS9-Bus Error ACTION: (1) Reboot CADU (2) Repeat key sequence
(3) If Error Reoccurs, Please report error to RADS-AT manufacturer".

103: "OS9 - Address Error ACTION: (1) Reboot CADU (2) Repeat key
sequence 3) If Error Reoccurs, Please report error to RADS-AT
manufacturer".

104: "OS9 – Illegal Instruction ACTION: (1) Reboot CADU (2) Repeat key
sequence (3) If Error Reoccurs, Please report error to RADS-AT

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Error
Code # Error Message

manufacturer".

105: "OS9 - Zero Divide ACTION: (1) Reboot CADU (2) Repeat key
sequence (3) If Error Reoccurs, Please report error to RADS-AT
manufacturer".

106: "OS9 – Check–CHK Exception ACTION: Please report error to RADS-

AT manufacturer, and continue using the RADS-AT unit"

107: "OS9 - TRAPV Exception ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit”

108 "OS9 - Privilege Violation ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

109 "OS9 - Initialized Trace Exception ACTION: Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit."

110 "OS9 - 1010 TRAP ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit."

111: "OS9 - 1111 TRAP ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit."

164: "OS9 - No Permission ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit."

165: "OS9 - Different Arguments ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit."

166: "OS9 - Stack Overflow ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit."

167: "OS9 - Illegal Event ID ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit "

168: "OS9 - Event Name Not Found ACTION: Please report error to
RADS-AT manufacturer, and continue using the RADS-AT unit."

169: "OS9 - Event Busy ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit”

170: "OS9 - Impossible Event Parameter ACTION: Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

171: "OS9- System Damage ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

172: "OS9 - Incompatible Revision ACTION: Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

173: "OS9 - Path Lost ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

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Error
Code # Error Message

174: "OS9 - Bad Partition ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

200 "OS9 - Path Table Full ACTION: (1) Reboot CADU (2) Repeat key
sequence (3) If Error Reoccurs, Please report error to RADS-AT
manufacturer".

201: "OS9 – Illegal Path Number ACTION: Please report error to RADS-AT
manufacturer, and continue using the RADS-AT unit"

202: "OS9 - Interrupt Polling Table Full ACTION: Please report error to
RADS-AT manufacturer, and continue using the RADS-AT unit"

203: "OS9 - Illegal Mode ACTION: ACTION: Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

204: "OS9 - Device Table Full ACTION: Please report error to RADS-AT
manufacturer, and continue using the RADS-AT unit"

20S: "OS9-Ilegal Module Header ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

206: "OS9 - Module Directory Full ACTION: Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

207: "OS9 - Memory Full ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

208: "OS9 – Illegal Service Request ACTION: Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit""

209: "OS9 - Module Busy ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

210: "OS9 - Boundary Error ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

211: "OS9 - End of File ACTION: (1 ) Repeat key sequence (2) Press DO &
QUIT keys together - Then Reboot CADU''

212: "OS9 - Vector Busy ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

213: "OS9—Non-existing Segment ACTION: Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

214: "OS9 - File Not Accessible ACTION: Please report error to RADS-AT
manufacturer, and continue using the RADS-AT unit"

215: "OS9 - Bad Path Name ACTION: Please report error to RADS-AT
manufacturer, and continue using the RADS-AT unit"

216: "OS9-Path Name Not found ACTION: Please report error to RADS-AT
manufacturer, and continue using the RADS-AT unit"

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Error
Code # Error Message

217: "OS9 - Segment List Full ACTION: Please report error to RADS-AT
manufacturer, and continue using the RADS-AT unit"

218: "OS9 – File Already Exists ACTION Please report error to RADS-AT
manufacturer, and continue using the RADS-AT unit"

219: "OS9 – Illegal Block Address ACTION: (1) Reboot CADU (2) Repeat
key sequence 3) If Error Reoccurs, Please report error to RADS-AT
manufacturer".

220: "OS9-Data Carrier Lost ACTION Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

221: "OS9 - Module Not Found ACTION: (1) Reboot CADU (2) Repeat key
sequence 3) If Error Reoccurs, Please report error to RADS-AT
manufacturer".

222: “OS9 – No Clock logic ACTION Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

223: "OS9 - Suicide Attempt ACTION Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

224: "OS9 - Illegal Process Number ACTION Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

22S: "OS9 - Bad Polling Parameter ACTION Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

226: "OS9 - No Children ACTION Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

227: "OS9 - Illegal Trap Code ACTION Please report error to RADS-AT
manufacturer, and continue using the RADS-AT unit"

228: "OS9 - Process Aborted ACTION: (1) Reboot CADU (2) Repeat key
sequence (3) If error reoccurs, Please report error to RADS-AT
manufacturer"

229: "OS9 - Process Table Full ACTION: (1) Reboot CADU (2) Repeat key
sequence (3) If error reoccurs, Please report error to RADS-AT
manufacturer"

230: "OS9 - Illegal Parameter Area ACTION Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

231: "OS9 - Unknown Module ACTION Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

232: "OS9 - Incorrect Module CRC ACTION Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

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Error
Code # Error Message

233: "OS9- Unprocessed Signal ACTION Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

234: "OS9 – Non-Executable Module ACTION Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

235: "OS9 - Bad Name ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

236: "OS9 - Bad Parity ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

237: "OS9-Ram Full ACTION: (1) Reboot CADU 2) If error continues

report error to RADS-AT manufacturer"

238: "OS9 - Directory Not Empty ACTION: Please report error to RADS-AT
manufacturer, and continue using the RADS-AT unit"

239: "OS9- No Task Number Available ACTION: Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

240: "OS9-Illegal Drive Number ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

241: "OS9- Bad Sector Number ACTION: Please report error to RADS-AT
manufacturer, and continue using the RADS-AT unit"

242: "OS9- Write Protect ACTION: Remove write protection and repeat
key sequence."

243: "OS9 - CRC Error ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

244: "OS9 - Read Error ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

245: "OS9 - Write Error ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

246: "OS9 - Internal Error Device Not Ready. (Credit Card Not Ready
when accessing the Credit Card)."

247: "OS9 - Seek Error ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

248: "OS9 - Media Full ACTION: (1) Delete data from the disk or Credit
Card (when error appeared using the Credit Card). (2) (not for Credit
Card) After deleting data, run the Manager Menu's compress
option."

249: "OS9 - Wrong Type ACTION: (1) Reboot CADU (2) Repeat key
sequence (3) If error reoccurs, Please report error to RADS-AT
manufacturer"

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Error
Code # Error Message

250: "OS9 - Device Busy ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

251: "OS9 - ID Change ACTION: (1) Reboot CADU (2) If the error reoccurs
then format the CCM."

252: "OS9 - Record is Locked ACTION: Please report error to RADS-AT

manufacturer, and continue using the RADS-AT unit"

253: "OS9 - Nonsharable File Busy ACTION: Please report error to

RADS-AT manufacturer, and continue using the RADS-AT unit"

254: "OS9- IO Deadlock ACTION: (1) Reboot CADU (2) Repeat Key
sequence (3) If error reoccurs, Please report error to RADS-AT
manufacturer.”

255: "OS9 - Device is Format Protected ACTION: Set write protect to off-
repeat function."

512: “OS9 - Credit Card Battery Low Voltage" Refer to CCM battery
replacement section in Chapter 5.

513: "OS9 Bad Disk ID Sector. Format the disk or credit card media
being accessed.” Possible corrupted disk sector. Reboot the CADU.
If failure persists reformat the RAM disk (see RADSCOM in
Chapter4). Continuation of failure may be due to an internal RAM
disk failure.

514: "OS9 - Disk media has not been formatted. ACTION: For Credit
Card, use the format CCM option in the Manager Menu.”

4097: “Vibration FIFO Test Failure ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement.” Power the DAU off and
on, then try to make a measurement. If the failure persists, return
the unit for repair. Suspect failure of the DAU Acquisition board.

4098: “Unstable Ground Reference ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement.” Power the DAU off and
on, then try to make a measurement. If the failure persists, return
the unit for repair. Suspect failure of the DAU Acquisition board.

4099: “Unstable Maximum Reference ACTION: (1) Power the DAU off and
on (2) Walt 20 seconds, make a measurement.” Power the DAU off
and on, then try to make a measurement. If the failure persists,
return the unit for repair. Suspect failure of the DAU Acquisition
board.

4100: “Unstable Minimum Reference ACTION: (1) Power the DAU off and
on (2) Wait 20 seconds, make a measurement.” Power the DAU off
and on, then try to make a measurement. If the failure persists,
return the unit for repair. Suspect failure of the DAU Acquisition

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Error
Code # Error Message

board.

4101: “Ground Ref Offset Error ACTION: (1) Power the DAU off end on (2)
Wait 20 seconds, male a measurement.” Power the DAU off and on,
then try to make a measurement. If the failure persists, return the
unit for repair. Suspect failure of the DAU Acquisition board.

4102: “Maximum Ref Gain Error ACTION: (1) Power the DAU off end on (2)
Wait 20 seconds, make a measurement.” Power the DAU off and on,
then try to make a measurement. If the failure persists, return the
unit for repair. Suspect failure of the DAU Acquisition board.

4103: “Minimum Ref Gain Error ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement.” Power the DAU off and on,
then try to make a measurement. If the failure persists, return the
unit for repair. Suspect failure of the DAU Acquisition board.

4104: “A/D Consistency Error ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement.” The A/D consistency
check failed on power up. Power the DAU off and on, then try to
make a measurement. If the failure persists, return unit for repair.
Suspect failure of the DAU Acquisition board.

4105: “A/D Dynamic Performance Error ACTION: (1) Power the DAU off
and on (2) Wait 20 seconds, make a measurement.” The A/D
dynamic performance check failed on power up. Power the DAU off
and on, then try to make a measurement. If the failure persists,
return the unit for repair. Suspect failure of the DAU Acquisition
board.

4106: “Filter 1 Ripple Error ACTION: (1) Power the DAU off end on (2) Wait
20 seconds, make a measurement (3) If error persists, possible
hardware failure. The 2 kHz, filter 1 has failed the filter ripple test
during calibration. Power the DAU off and on, then try to make a
measurement. If the failure persists, return the unit for repair.
Suspect failure of the DAU Acquisition board.

4107: “Filter 1 Stopband Gain ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The 2 kHz, filter 1 has failed the filter stopband
test during calibration. Power the DAU off and on, then try to make
a measurement. If the failure persists, return unit for repair.
Suspect failure of the DAU Acquisition board.

4108: “Filter 2 Ripple Error ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The 2 kHz, filter 2 has failed the filter ripple test
during calibration. Power the DAU off and on, then try to make a
measurement. If the failure persists, return unit for repair. Suspect
failure of the DAU Acquisition board.

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Error
Code # Error Message

4109: “Filter 2 Stopband Gain ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The 2 kHz, filter 2 has failed the filter stopband
test during calibration. Power the DAU off and on and try to make a
measurement. If the failure persists, return unit for repair. Suspect
failure of the DAU Acquisition board.

4110: “Filter 3 Ripple Error ACTION: (1) Power the DAU off end on (2) Wait
20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The 2 kHz, filter 3 has failed the filter ripple test
during calibration. Power the DAU off and on, then trite make a
measurement. If the failure persists, return unit for repair. Suspect
failure of the DAU Acquisition board.

4111: “Filter 3 Stopband Gain ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The 2 kHz, filter3 has failed the filter stopband
test during calibration. Power the DAU off and on, then try to make
a measurement. If the failure persists, return unit for repair.
Suspect failure of the DAU Acquisition board.

4112: Filter 4 Ripple Error ACTION: (1) Power the DAU off end on (2) Wait
20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The 500 Hz, filter 4 has failed the filter ripple test
during calibration. Power the DAU off and on, then try to make a
measurement. If the failure persists, return unit for repair. Suspect
failure of the DAU Acquisition board.

4113: “Filter 4 Stopband Gain ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The 500 Hz, filter 4 has failed the filter stopband
test during calibration. Power the DAU off and on, then try to make
a measurement. If the failure persists, return unit for repair.
Suspect failure of the DAU Acquisition board.

4114: “Filter 5 Ripple Error ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The 2 kHz, filter 5 has failed the filter ripple test
during calibration. Power the DAU off and on, then try to make a
measurement. If the failure persists, return unit for repair. Suspect
failure of the DAU Acquisition board.

4115: “Filter 5 Stopband Gain ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure”. The 2 kHz, filter 5 has failed the filter stopband
test during calibration. Power the DAU off and on, then try to make
a measurement. If the failure persists, return unit for repair.
Suspect failure of the DAU Acquisition board.

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Error
Code # Error Message

4116: “Filter 6 Ripple Error ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The 20 kHz, filter 6 has tailed the filter ripple test
during calibration. Power the DAU off and on, then try to make a
measurement. It the failure persists, return unit for repair. Suspect
failure of the DAU Acquisition board.

4117: “Filter 6 Stopband Gain ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The 20 kHz, filter 6 has failed the filter stopband
test during calibration. Power the DAU off and on, then try to make
a measurement. It the failure persists, return unit for repair.
Suspect failure of the DAU Acquisition board.

4118: “Freq. Cal Consistency Error ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement (3) If error persists,
possible hardware failure.” The internal reference frequency test has
failed on power up. Power the DAU off and on, then try to make a
measurement. If the failure persists, return unit for repair.

4119: “Freq Test Timeout ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The internal frequency test has tailed on power
up. Power the DAU off and on, then try to make a measurement. If
the failure persists, return unit for repair.

4120: “Bad Test Module Parameter ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement.”

4121: “Bad Pipe Operation ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement.”

4122: “Failed to Fork FFT or Aout ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement.”

4123: “Aout Module Error ACTION: (1) Power the DAU off and on (2) Walt
20 seconds, make a measurement.”

4124: “FFT Module Error ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement.”

4125: “Fork Error for Aout or FFT ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement.”

4126: “DAC Filter Gain Error ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The internal DAC filter test has failed on
calibration. Power the DAU off and on, then try to make a
measurement. If the failure persists, return unit for repair.

4127: “DAC Filter Ripple Error ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The internal DAC filter test has failed on

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Error
Code # Error Message

calibration. Power the DAU off and on, then try to make a
measurement. If the failure persists, return unit for repair.

4128: “Filter 1 Gain Tolerance ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The filter 1 gain tolerance is larger than 2% and
has failed its calibration test on power up. Power the DAU off and
on, then try to make a measurement. If the failure persists, return
unit for repair. Suspect failure of DAU Acquisition board.

4129: “Filter 2 Gain Tolerance ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The filter 2 gain tolerance is larger than 2% and
has failed its calibration test on power up. Power the DAU off and
on, then try to make a measurement. If the failure persists, return
unit for repair. Suspect failure of DAU Acquisition board.

4130: “Filter 3 Gain Tolerance ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The filter 3 gain tolerance is larger than 2% and
has failed its calibration test on power up. Power the DAU off and
on, then try to make a measurement. If the failure persists, return
unit for repair. Suspect failure of DAU Acquisition board.

4131: “Filter 4 Gain Tolerance ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The filter 4 gain tolerance is larger than 2% and
has failed its calibration test on power up. Power the DAU off and
on, then try to make a measurement. If the failure persists, return
unit for repair. Suspect failure of DAU Acquisition board.

4132: “Filter 5 Gain Tolerance ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The filter 5 gain tolerance is larger than 2% and
has failed its calibration test on power up. Power the DAU off and
on, then try to make a measurement. If the failure persists, return
unit for repair. Suspect failure of DAU Acquisition board.

4133: “Filter 6 Gain Tolerance ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement (3) If error persists, possible
hardware failure.” The filter 6 gain tolerance is larger than 2% and
has failed its calibration test on power up. Power the DAU off and
on, then try to make a measurement. If the failure persists, return
unit for repair. Suspect failure of DAU Acquisition board.

4144: “Multiple Measurement Failure view error_log ACTION: (1) Power the
DAU off and on (2) Wait 20 seconds, make a measurement.”

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Error
Code # Error Message

4145: “Accelerometer Failure on Input 1 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu).”

4146: “Accelerometer Failure on Input 2 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to setup/status In
Manager Menu).”

4147: “Accelerometer Failure on Input 3 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu).”

4148: “Accelerometer Failure on Input 4 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu).”

4149: “Accelerometer Failure on Input 5 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu)”

4150: “Accelerometer Failure on Input 6 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu)”

4151: “Accelerometer Failure on Input 7 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu)”

4152: “Accelerometer Failure on Input 8 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status in
Manager Menu)”

4153: “Accelerometer Failure on Input 9 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu)”

4154: “Accelerometer Failure on Input 10 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu)”

4155: “Accelerometer Failure on Input 11 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu)”

4156: “Accelerometer Failure on Input 12 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to setup status In
Manager Menu)’

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Error
Code # Error Message

4157: “Accelerometer Failure on Input 13 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu)’

4158: “Accelerometer Failure on Input 14 ACTION: (1) Check cable (2)

Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu)’

4159: “Tachometer Failure on PIT Timer ACTION: (1) Power the DAU off
and on (2) Wait 20 seconds, make a measurement”. Internal
software fault. Power the DAU off and on, then try to make a
measurement. If the failure persists, return unit for repair.

4160: “Tachometer Failure on Input 1 ACTION: (1) Verify connection (2)

Verify gap or Check tape for optical Interrupter (3) Check cable.” The
DAU is receiving no timing pulses from the external magnetic or
optical tachometer.

Verify the following:

1. Interrupter is connected to the correct channel.

2. Interrupter is gapped properly and working.

3. Optical interrupter is aimed at the reflective tape.

4. Correct cable is installed and working. Repeat measurements, as

necessary. This is a common problem caused by improper
sensor connection to the DAU.

4161: “Tachometer Failure on Input 2 ACTION: (1) Verify connection (2)

Verify gap or Check tape for optical Interrupter (3) Check cable.” The
DAU is receiving no timing pulses from the external magnetic or
optical tachometer.

Verify the following:

1. Interrupter is connected to the correct channel.

2. Interrupter is gapped properly and working

3. Optical interrupter is aimed at the reflective tape.

4. Correct cable is installed and working.

Repeat measurements, as necessary. This is a common problem

caused by improper sensor connection to the DAU.

4162: “Tachometer Failure on CAL Source ACTION: (1) Power the DAU off
end on (2) Wait 20 seconds, make a measurement” An internal
hardware failure. Power DAU off and on and repeat the

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Error
Code # Error Message

measurements. If failure persists, return unit for repair. Suspect

bad Acquisition board in DAU.

4163: “Track Sensor Fault on Channel 1 ACTION: (1) Check cable (2)
Check Installation angle (ABT installed backwards?) (3) Check lens
(4) Possible Contrast Problem - Ensure underside of blades are
evenly darkened, or attempt to acquire data with UTD approximately
1–15 degrees left or right of directly into sun.” Either an incorrect
number of pulses, or no pulses are being returned from the tracker.

Verify that:

1. The tracker is installed properly; including cable connection,

installation angle, tracker arrow pointing in the direction of
rotation, and the sun is not shining directly into the tracker
lens.

2. There is a proper light level for passive tracker or that reflective

target is installed properly for active tracker. Replace the tracker
with different unit and repeat measurements.

4164: “Track Sensor Fault on Channel 2 ACTION: (1) Check cable (2)
Check Installation angle (ABT installed backwards?) (3) Check lens
(4) Verify light level” Either an incorrect number of pulses, or no
pulses are being returned from the tracker.

4164 Verify that:

(cont) 1. The UTD is installed properly; including cable connection,
installation angle, tracker arrow pointing in the direction of
rotation, and the sun is not shining directly into the tracker
lens.
2. There is a proper light level for passive tracker or that reflective
target is installed properly for active tracker. Replace the tracker
with different unit and repeat measurements.

4165: “ABT Signal Corrupted ACTION: (1) Check cable (2) Check
Installation angle (ABT Installed backwards?) (3) Check lens (4)
Verify light level” Either an incorrect number of pulses, or no pulses
are being returned from the UTD.

Verify that:

1. The UTD is installed properly; including cable connection,

installation angle, tracker arrow pointing in the direction of
rotation, and the sun is not shining directly into the tracker
lens.
2. There is a proper light level for passive tracker or that reflective
target is installed properly for active tracker. Replace the tracker
with different unit and repeat measurements.

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Error
Code # Error Message

4166: “Blade Apparently Too Close ACTION: (1) Verify tracker Installation
(2) Verify SETUP - Check and Reload aircraft script file” System
measures the blade velocity too slowly. Verify the UTD is installed
properly and the setup file agrees with the aircraft configuration.
Repeat measurements, as necessary.

4167: “ABT Apparently Looking Beyond Blade Tip ACTION: (1) Verify
tracker Installation (2) Verify SETUP- Check and Reload aircraft
script file” Verify the proper installation of the UTD. Repeat
measurements as necessary.

4168: “Blades Apparently Moving at Wrong Speed ACTION: (1) Verify

tracker Installation (2) Verify SETUP- Check and Reload aircraft
script file” Verify the proper installation of the UTD. Repeat
measurements as necessary.

4169: “Blade Chords Apparently Different ACTION: (1) Verify tracker

Installation (2) Verify SETUP- Check and Reload aircraft script file”
Verify the proper installation of the UTD. Paint or darken the
leading edge of blades. The UTD is detecting a blade non-uniformity
possibly caused by paint wear at the blades leading edge.

4170: “Blade Apparently Below ABT Field of View ACTION: (1) Verify
tracker installation (2) Verify SETUP- Check and Reload aircraft
script file” Verify the proper installation of the UTD. Repeat
measurements as necessary.

4171: “Blade Apparently Above ABT Field of View ACTION: (1) Verify
tracker Installation (2) Verify SETUP- Check and Reload aircraft
script file” Verify the proper installation of the UTD. Repeat
measurements as necessary.

4172: “Track Sensor Fault ACTION: (1) Check cable (2) Check Installation
angle (ABT Installed backwards?) (3) Check lens (4) Verify light level”
None or incorrect number of pulses are being returned from the
UTD.

Verify that:

1. The UTD is installed properly; including cable connection,

installation angle, tracker arrow pointing in the direction of
rotation, and the sun is not shining directly into the tracker lens.

2. There is a proper light level for passive tracker or that reflective

target is installed properly for active tracker. Replace the UTD with
different unit and repeat measurements.

4173: “Insufficient ABT Data ACTION: (1) Check cable (2) Check
Installation angle (ABT Installed backwards?) (3) Check lens (4)
Verify light level” None or incorrect number of pulses are being
returned from the UTD.

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Error
Code # Error Message

Verify that:

1. The UTD is installed properly; including cable connection,

installation angle, tracker arrow pointing in the direction of
rotation, and the sun is not shining directly into the tracker
lens.

2. There is a proper light level for passive tracker or that reflective

target is installed properly for active tracker.

4177: “Accelerometer Fall, Internal Channel 1 ACTION: (1) Check cable (2)
Check accelerometer (3) Verify SETUP (also go to Setup/Status in
Manager Menu)”

4178: “Accelerometer Fail, Internal Channel 2 ACTION: (1) Check cable (2)
Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu)”

4179: “Accelerometer Fail, Internal Channel 3 ACTION: (1) Check cable (2)
Check accelerometer (3) Verify SETUP (also go to Setup/Status in
Manager Menu)”

4180: “Accelerometer Fall, Internal Channel 4 ACTION: (1) Check cable (2)
Check accelerometer (3) Verify SETUP (also go to Setup/Status In
Manager Menu)”

4181: “FIFO Overflow ACTION: (1) Power the DAU off and on (2) Wait 20
seconds, make a measurement” Internal software fault. Power the
DAU off and on and try to make a measurement, if the failure
persists, return unit for repair.

4182: “Tacho Failure ACTION: (1) Verify connection (2) Verify gap or Check
tape for optical Interrupter (3) Check cable” DAU is receiving no
timing pulses from the external magnetic or optical tachometer.

Verify that:

1. The interrupter is connected to the correct channel.

2. The interrupter is gapped properly and working.

3. The optical interrupter is aimed at the reflective tape.

4. The correct cable is installed and working. Repeat measurements

as necessary. This is a common problem caused by improper
sensor connection to the DAU.

4183: “ACQ Processor Error ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement” Internal hardware/software
fault. Power the DAU off and on, then try to make a measurement. If
the failure persists, return unit for repair.

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Error
Code # Error Message

4184: “Tach Frequency Too High ACTION: (1) Verify tech Installation (2)
Check tech frequency (3) Check tape to optical Interrupter” The
measured tachometer frequency is higher than the limits specified
by the aircraft setup file. This is commonly caused by an aircraft
with a double interrupter when the setup file expects a single
interrupter.

Verify that:

1. The interrupter is the proper type and gapped correctly.

2. The rotor frequency is within the required operating range. For

optical interrupters, verify the tape is placed correctly.

4185: “Tach Frequency Too Low ACTION: (1) Verify tech Installation (2)
Check tech frequency (3) Check tape for optical Interrupter” The
measured tachometer frequency is lower than the limits specified by
the aircraft setup file.

Verify that:

1. The rotor under observation is rotating at the proper frequency.

2. The optical or magnetic interrupter is properly installed. Repeat

measurements as required.

4186: “Accelerometer Saturation, Internal Channel 1 ACTION: (1) Verify

SETUP (Setup/Status In Manager Menu) (2) Change accelerometer
type (3) Relocate accelerometer”

4187: “Accelerometer Saturation, Internal Channel 2 ACTION: (1) Verify

SETUP (Setup/Status In Manager Menu) (2) Change accelerometer
type (3) Relocate accelerometer”

4188: “Accelerometer Saturation, Internal Channel 3 ACTION: (1) Verify

SETUP (Setup/Status In Manager Menu) (2) Change accelerometer
type (3) Relocate accelerometer”

4189: “Accelerometer Saturation, Internal Channel 4 ACTION: (1) Verify

SETUP (Setup/Status In Manager Menu) (2) Change accelerometer
type (3) Relocate accelerometer”

4193: “Tacho Sample_rate Phase Lock Error ACTION: Decrease the rate of
rotation acceleration or deceleration” This error indicates the
tachometer frequency is changing too rapidly to make accurate
measurements. Slow the rate of tachometer frequency change and
repeat the measurements. This error can occur on SSTA or SSPA
vibration measurements.

4194: “Rect Window Size not Power of Two ACTION: (1) Power the DAU off
and on (2) Wait 20 seconds, make a measurement”

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Error
Code # Error Message

4195: “Illegal Packet Size ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement”

4209: “Too Many Arguments ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

4210: “Internal Software Error ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

4211: “Internal Table Overflow ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

4212: “Invalid Command from CADU ACTION: (1) Retry measurement (2)
Check CADU to DAU cable (3) Check that the DAU power switch Is
on (4) Reboot CADU”

4213: “Data Set Consistency Error ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement”

4214: “Invalid Argument ACTION: (1) Power the DAU off and on (2) Wait 20
seconds, make a measurement”

4215: “Not Enough Arguments ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

4225: “Illegal Tacho Channel ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

4226: “Missing or Illegal Tacho Limit ACTION: (1) Retry Measurement (2)
Verify SETUP - Check and Reload aircraft script file” The tachometer
range specified in the aircraft setup file is incorrect. Verify the setup
ranges.

4227: “Illegal Desample Rate ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

4228: “Missing Async Range ACTION: (1) Retry Measurement (2) Verify
SETUP- Check and Reload aircraft script file” The asynchronous
frequency range is not specified in the aircraft setup file. Verify the
asynchronous setup range.

4229: “Missing ACQ Channel ACTION: (1) Retry Measurement (2) Verify
SETUP - Check and Reload aircraft script file” No acquisition
channel is specified in the aircraft setup file” Verify the channel
setup for SSTA, SSPA, or ASPA modes.

4230: “Illegal Mode ACTION: (1) Power the DAU off and on (2) Wait 20
seconds, make a measurement”

4231: “Illegal Window Type ACTION: (1) Retry Measurement (2) Verify
SETUP - Check and Reload aircraft script file” The window type

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Error
Code # Error Message

specified for ASPA or SSPA measurements is an incorrect type.

Verify aircraft setup file.

4232: “Illegal Output Type ACTION: (1) Retry Measurement (2) Verify
SETUP - Check and Reload aircraft script file” The output type
specified for ASPA or SSPA measurements is an incorrect type.
Verify aircraft setup file.

4233: “Illegal Number of Revs ACTION: (1) Retry Measurement (2) Verify
SETUP – Check and Reload aircraft script file” The number of revs.
specified in the aircraft setup file is incorrect. Verify the aircraft
setup file.

4234: “Missing Ratio Command ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

4235: “Missing Strobe Command ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

4236: “Number out of Range ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

4237: “Illegal Data Set ACTION: (1) Power the DAU off and on (2) Wait 20
seconds, make a measurement”

4238: “No Rotor Parameters ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement”

4239: “Accelerometer Saturation on Accelerometer Channel 1 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4240: “Accelerometer Saturation on Accelerometer Channel 2 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4241: “Accelerometer Saturation on Accelerometer Channel 3 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4242: “Accelerometer Saturation on Accelerometer Channel 4 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4243: “Accelerometer Saturation on Accelerometer Channel 5 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4244: “Accelerometer Saturation on Accelerometer Channel 6 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change

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Error
Code # Error Message

accelerometer Type (3) Relocate accelerometer”

4245: “Accelerometer Saturation on Accelerometer Channel 7 ACTION: (1)

Verify Setup (Setup Status in Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4246: “Accelerometer Saturation on Accelerometer Channel 8 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4247: “Accelerometer Saturation on Accelerometer Channel 9 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4248: “Accelerometer Saturation on Accelerometer Channel 10 ACTION: (1)

Verify Setup (Setup Status in Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4249: “Accelerometer Saturation on Accelerometer Channel 11 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer.”

4250: “Accelerometer Saturation on Accelerometer Channel 12 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4251: “Accelerometer Saturation on Accelerometer Channel 13 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

4252: “Accelerometer Saturation on Accelerometer Channel 14 ACTION: (1)

Verify Setup (Setup Status In Manager Menu) (2) Change
accelerometer Type (3) Relocate accelerometer”

8193: “Reception Not Acknowledged ACTION: (1) Retry measurement (2)

Check CADU to DAU cable (3) Check that the DAU power switch is
on (4) Reboot CADU”

8194: “Spkt missed a Recvack Event ACTION: (1) Retry measurement (2)
Check CADU to DAU cable (3) Check that the DAU power switch Is
on (4) Reboot CADU”

8195: “Spkt Missed a Xmitack Event ACTION: (1) Retry measurement (2)
Check CADU to DAU cable (3) Check that the DAU power switch Is
on (4) Reboot CADU”

8196: “Illegal Communication Channel Number ACTION: (1) Reboot CADU

(2) Repeat key sequence (3) If error reoccurs, Please report error to
RADS-AT manufacturer”

8197: “Data Transmission Error ACTION: (1) Retry measurement (2) Check
CADU to DAU cable (3) Check that the DAU power switch is on (4)

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Error
Code # Error Message

Reboot CADU”

8198: “Data Reception Error ACTION: (1) Retry measurement (2) Check
CADU to DAU cable (3) Check that the DAU power switch Is on (4)
Reboot CADU

8199: “Communications Failure ACTION: (1) Retry measurement (2) Check

CADU to DAU cable (3) Check that the DAU power switch is on (4)
Reboot CADU”

16385: “Measurement Aborted” The measurement has been aborted due to

user initiated abort or other failure. This message is usually a
reported after another error message.

16386: “Too Many Samples Out-of-Range ACTION: (1) Power the DAU off
and on (2) Wait 20 seconds, make a measurement” The DAU has
detected too many samples which saturate the internal sampling
circuit. Repeat the measurement. This error is caused by amplitude
ranges changing drastically during acquisition. May be caused by
extreme turbulence.

16387: “Sensor Fault on Internal Channel 1 ACTION: (1) Check cable (2)
Check accelerometer - find channel associated with position number
above, In script file”

16388: “Sensor Fault on Internal Channel 2 ACTION: (1) Check cable (2)
Check accelerometer -- find channel associated with position
number above, in script file”

16389: “Sensor Fault on Internal Channel 3 ACTION: (1) Check cable (2)
Check accelerometer - find channel associated with Position number
above, In script file”

16390: “Sensor Fault on Internal Channel 4 ACTION: (1) Check cable (2)
Check accelerometer -- find channel associated with Position
number above. In script file”

16391: “Bad Accelerometer Type ACTION: (1) Retry measurement (2) Verify
Setup – Check and Reload aircraft script file” The accelerometer type
specified in the aircraft setup file is incorrect. Verify accelerometer
type in the aircraft setup file.

16392: “Illegal Channel Number ACTION: (1) Retry measurement (2) Verify
Setup - Check and Reload aircraft script file” The accelerometer
channel specified in the aircraft setup file is incorrect. Verify the
channel setups in the aircraft setup file.

16393: “ACQ Min Limit, Max limit ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

16394: “Bad Power of 2 for Strobe Adjust ACTION: (1) Power the DAU off
and on (2) Wait 20 seconds, make a measurement”

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Error
Code # Error Message

16395: “Gain-illegal Number of Samples ACTION: (1) Power the DAU off end
on (2) Wait 20 seconds, make a measurement”

16396: “Cal - Illegal Number of Samples ACTION: (1) Power the DAU off and
on (2) Wait 20 seconds, make a measurement”

16397: “Illegal Oversamping Factor ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement”

16398: “Illegal Filter Selected ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

16399: “Flash Rate Too Big or Zero ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement”

16400: “Illegal Gain Setting ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement

16401: “Could Not Start Acquisition ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement”

16402: “Illegal Physical Channel ACTION: (1) Retry measurement (2) Verify
Setup- Check and Reload aircraft script file” The physical channel in
the aircraft setup file is specified incorrectly. Verify the aircraft
setup file

16403: “Illegal Sample Rate ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement”

16404: “Illegal Rev Count ACTION: (1) Power the DAU off and on (2) Wait 20
seconds, make a measurement”

16405: “ACQ ROM Checksum Error ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement” The checksum on the
DAU acquisition board has returned a fault condition. Power the
DAU off and on, then try to make a measurement. If the failure
persists, return unit for repair.

16406: “Zero Denominator ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement”

16407: “Illegal Tacho Channel ACTION: (1) Retry measurement (2) Verify
Setup - Check and Reload aircraft script file” An illegal tachometer
input channel has been specified in the aircraft setup file. Verify the
tachometer channel in the setup file.

16408: “Illegal Frequency Option ACTION: (1) Retry measurement (2) Verify
Setup – Check and Reload aircraft script file” An illegal ASPA
frequency range has been specified in the aircraft setup file. Verify
the ASPA frequency range in the aircraft setup file.

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Error
Code # Error Message

16409: “ADC Error, 12 Bits ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement” Turn the DAU off and on, then
try to make a measurement. If the failure persists, return unit for
repair.

16410: “Attempt to Read Too Much Data ACTION: (1) Power the DAU off and
on (2) Wait 20 seconds, make a measurement”

16411: “Zero Revs Specified ACTION: (1) Retry measurement (2) Verify
Setup - Check and Reload aircraft script file” A measurement has
been specified with no revolutions. Check the aircraft setup tile for
the number of revolutions for each acquisition.

16412: “No Revs In FFT Block ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

16413: “Failed to Read FIFO In Time ACTION: (1) Power the DAU off and on
(2) Wait 20 seconds, make a measurement”

16414: “Tacho Out of Bounds ACTION: (1) Retry measurement (2) Verify
Setup - Check and Reload aircraft script tile” The measured
tachometer frequency is higher than the limits specified by the
aircraft setup file. This is commonly caused by an aircraft with a
double interrupter, when the setup tile expects a single interrupter.

Verify that:

1. The interrupter is the proper type and gapped correctly.

2. Rotor frequency is within the required operating range. For

optical interrupters, verity the tape is placed correctly.

16415: “ACQ Already In Use ACTION: (1) Power the DAU off end on (2) Wait
20 seconds, make a measurement”

16416: “Driver Buffer Overflow ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

16417: “ACQ ROM Failure ACTION: (1) Power the DAU off and on (2) Wait
20 seconds, make a measurement” The DAU Acquisition board has
failed a ROM self-test. Power the DAU off and on, try to make a
measurement. If the failure persists, return unit for repair.

16418: “Tacho Limits Inconsistent ACTION: (1) Retry measurement (2)

Verify Setup – Check and Reload aircraft script file” The specified
low and high tachometer ranges are inconsistent. Verify the low and
high tach limits in the aircraft setup file.

16419: “SSTA Driver Buffer Too Small ACTION: (1) Power the DAU off and
on (2) Wait 20 seconds, make a measurement”

16420: “Sensor Fault ACTION: (1) Power the DAU off and on (2) Wait 20
seconds, make a measurement.”

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Error
Code # Error Message

16421: “Sensor fault on accelerometer channel 1 ACTION: (1) Check cable

(2) Check accelerometer”

16422: “Sensor fault on accelerometer channel 2 ACTION: (1) Check cable

(2) Check accelerometer”

16423: “Sensor fault on accelerometer channel 3 ACTION: (1) Check cable

(2) Check accelerometer”

16424: “Sensor fault on accelerometer channel 4 ACTION: (1) Check cable

(2) Check accelerometer”

16425: “Sensor fault on accelerometer channel 5 ACTION: (1) Check cable

(2) Check accelerometer”

16426: “Sensor fault on accelerometer channel 6 ACTION: (1) Check cable

(2) Check accelerometer”

16427: “Sensor fault on accelerometer channel 7 ACTION: (1) Check cable

(2) Check accelerometer”

16428: “Sensor fault on accelerometer channel 8 ACTION: (1) Check cable

(2) Check accelerometer”

16429: “Sensor fault on accelerometer channel 9 ACTION: (1) Check cable

(2) Check accelerometer”

16430: “Sensor fault on accelerometer channel 10 ACTION: (1) Check cable

(2) Check accelerometer”

16431: “Sensor fault on accelerometer channel 11 ACTION: (1) Check cable

(2) Check accelerometer”

16432: “Sensor fault on accelerometer channel 12 ACTION: (1) Check cable

(2) Check accelerometer”

16433: “Sensor fault on accelerometer channel 13 ACTION: (1) Check cable

(2) Check accelerometer”

16434: “Sensor fault on accelerometer channel 14 ACTION: (1) Check cable

(2) Check accelerometer”

16640: “ABT Driver Lost Track ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

16641: “ABT Unexpected EOF ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

16642: “Wrong ABT Reset Code ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

16643: “Lamp Not ON or OFF ACTION: (1) Power the DAU off and on (2)
Wait 20 seconds, make a measurement”

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Error
Code # Error Message

16644: “Not Channel 1 or 2 ACTION: (1) Retry measurement (2) Verify Setup
- Check and Reload aircraft script file” The tracker channel
specified in the aircraft setup file is incorrect. Verify tracker channel
in the setup file.

16645: “Track FIFO Overran - Corrupt Track Signal ACTION: (1) Check
cable (2) Check installation angle (ABT installed backwards?) (3)
Check lens (4) Verity light level” Either an incorrect number of
pulses, or no pulses are being returned from the tracker.

Verify that:

1. The UTD is installed properly; including cable connection,

installation angle, tracker arrow pointing the direction of
rotation and the sun is not shining directly into the tracker lens.

16645 2. There is a proper light level for passive tracker or that reflective
(cont) target is installed properly for active tracker. Replace the tracker
with a different unit and repeat measurements.

32360: “Attempt To Read Backup Directory Failed”

32361: “Failed To Create Restore File In Database Directory”

32362: “The File Size Of Backup File (Minus Header) Isn't A Multiple Of The
Record Length Of The Collection”

32363: “Bad Header File In Backup File Being Restored”

32364: “Bad Header File In Collection Type Being Backed-up”

32365: “Failed to Create Backup File. Is the Credit Card In? Is it write
protected? Is it formatted? ACTION: Change the Credit Card
Battery” Repeat the backup operation. If the failure persists contact
the factory.

32366: “KERMIT Failed Because the RADS Unit is Not Correctly Setup
ACTION: (1) Repeat key sequence (2) Reboot CADU” Reboot the
CADU and repeat the backup operation. If the failure persists
contact the factory.

32367: “KERMIT Lost Connection, Please Check Cable and PC, and Try
Again” The CADU to PC cable is not connected properly. Verify the
proper cable is being used and the cable is plugged into the correct
PC port. Repeat the backup to PC operation.

32368: “KERMIT Failed to Establish Connection, Please Check Cable and

PC, and Try Again” The CADU to PC cable is not connected properly.
Verify the proper cable is being used and the cable is plugged into

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Error
Code # Error Message

the correct PC port. Repeat the backup to PC operation.

32453: “Unknown Module Failure - Please Report ACTION: (1) Repeat key
sequence (2) Reboot CADU” Internal software failure. Reboot the
CADU. If the failure persists contact the factory.

32454: “CADU Still Setting Up The DAU, Please Walt 10 Seconds And Retry
Measurement ACTION: (1) Check CADU to DAU cable (2) Check that
the DAU power switch is on (3) Reboot DAU” The DAU, which is
currently connected to the CADU, was not started connected to the
current CADU. Turn the DAU power off and on then repeat the
measurement.

32455: “Monitor Power Not Running. Try Reboot of CADU ACTION: (1) Retry
measurement (2) Check CADU to DAU cable (3) Check that the DAU
power switch is on (4) Reboot CADU” The process which starts the
DAU is not running properly in the CADU. Reboot the CADU and
repeat the measurement. If the failure persists contact the factory.

32456: “Non-module in DAU download directory, CADU wrongly configured”

32457: “DAU Test Error, Possible Hardware Failure ACTION: (1) Power the
DAU off and on (2) Wait 20 seconds, make a measurement” The
power on self-test has not returned properly. Turn the DAU off and
on and repeat the measurement. If the failure persists contact the
factory.

32458: “Failed to Set Eeprom_date in DAU, Possible Hardware Failure

ACTION: (1) Power the DAU off and on (2) Wait 20 seconds, make a
measurement” The date has not been properly set in the DAU
EEPROM. Turn DAU off and on, then repeat the measurement. If
the failure persists, contact the factory.

32468: “Insufficient Space to Store Results” ACTION: (1) Backup and delete
some flight data. (2) (not for the Credit Card) After deleting data -
run the Manager Menu's compress option.

32563: “Too Many Adjustments; Best N Can't Optimize More Than 30. Use
EDIT Adjustables to add constraints” Low_point% high_point%

32564: “Invalid Point Range (Low- point % - high-point %) In setup. This

limit check is not possible. ACTION: Check setup defined in aircraft
script file AND/OR Reload aircraft script file”

32565: “Impossible to Calculate Corrections - Please Edit the Adjustments

to Add Constraints” Not enough data has been collected to run the
diagnostics without going to the diagnostics editor and eliminating
some adjustments. Either collect more data or go to the diagnostics
editor.

32566: “Failed to Load Enough Data” Not enough data is available to run
the diagnostics. Acquire the required data, as specified in the flight
plan.

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Error
Code # Error Message

32567: “No Diagnostics Setup For This Flight Plan Of The Aircraft” An
attempt was made to run diagnostics on an aircraft that has not
been configured for diagnostics. Verify the aircraft type under test
has diagnostics configured in the aircraft setup file

32568: “No Measurements Exist for Current Flight” There are no acquisition
setups in the aircraft configuration file for the current flight plan.
Verify correct aircraft configuration file.

32668: “DAU Failure Without Error Code ACTION: (1) Power the DAU off
and on (2) Wait 20 seconds, make a measurement” Internal software
fault. Power the DAU off and on, then repeat measurements. If the
fault persists, contact the factory.

32678: “Tracker Not Connected ACTION: (1) Check cable (2) Check
Installation angle (ABT Installed backwards?) (3) Check lens (4) Verify
light level” None or incorrect number of pulses are being returned
from the tracker.

Verify that:

1. The UTD is installed properly; including cable connection,

installation angle, tracker arrow pointing the direction of rotation
and the sun is not shining directly into the tracker lens.

2. There is a proper light level for passive tracker or that reflective

target is installed properly for active tracker. Replace the tracker
with a different unit and repeat measurements.

32698: “Attempt to Read Illegal Channel, contact the factory”

32707: “Restore Failed” Data could not be restored from the credit card. See
previous error message for a better indication of the failure.

32708: “Backup Failed” A backup to either PC or credit card has failed. This
is usually a secondary message. See the previous message for a
better indication of the fault. Possible causes are: improper
connection to a PC, no credit card installed, write protect on the
credit card, and credit card failure.

32714: “Printer Type Not Set” A printer type has not been selected. Enter the
MANAGER Menu and select a printer type.

32715: “Can Not Set Printer Type” Contact the factory

32716: “Can Not Disable Printing” Contact the factory.

32717: “Can Not Enable Printing” Contact the factory.

32718: ”Printer System Incorrectly Setup Send” Contact the factory.

32728: “DAU Not Ready, Wait 10 Seconds and Retry Measurement. ACTION:
Verify that the DAU power switch is on” The CADU and DAU are not

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Error
Code # Error Message

talking. Turn the DAU off and on, and then try to make a
measurement. If it does not work, reboot the CADU. Verify that the
CADU-to-DAU cable is properly installed. If it is still inoperable,
contact the factory.

32738: “Overflow in HEX-to-INT Conversion” Contact the factory.

32747: “Illegal Data Read from DAU” Contact the factory.

32748: “Illegal Unit Conversion” Contact the factory.

32752: “CADU Is Not Receiving External Power From The DAU ACTION: (1)
Check CADU to DAU cable (2) Check that the DAU power switch is on
(3) Reboot DAU”

32753: “No Flight Data Present”

32754: “User Quit Measurement” The user pressed the QUIT key during an
acquisition to abort the acquisition. Repeat the desired acquisitions.

32755: “No Valid Track Data” There was no valid track data measured.
Repeat the measurement and correct any track fault problems.

32756: “CADU-DAU Comms Failure ACTION: (1) Repeat key sequence (2)
Reboot CADU” There has been an unexplained communication
failure. Repeat the last measurement. If that does not work, turn the
DAU power off and on. If that does not work, reboot the CADU.

32757: “Power Failure, Repeat Test State” There has been an inadvertent
power failure during acquisition. Repeat the last test state.

32758: “Not Enough Data to Do Trending” Not enough data exists to do

trending. There is probably no or a single flight worth of data. Collect
more data to do trending.

32759: “Can Not Find Test State ACTION: Check setup defined In aircraft
script file AND/OR Reload aircraft script file” No test states exist for
the current flight plan. This is due to an error in the selected aircraft
configuration file.

32760: “No or Inconsistent Data For Display” No data has been collected for
the given test state and selected aircraft.

32761 “Can not Find Display ACTION: Check setup defined In aircraft script
file AND/OR Reload aircraft script file” No display setup exists for the
selected test state. This is probably due to an error in the aircraft
configuration file.

32762: “Measurement Failed” This error occurs after a failed measurement

attempt. It usually occurs after some other sort of failure. Repeat the
desired measurement.

32763: “Can not Find Flight Plan ACTION: Load aircraft script file” No flight
plan exists for the current aircraft type. This is probably due to an

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Error
Code # Error Message

error in the aircraft configuration file.

32764: “Can not Find Flight ID ACTION: Restore back-up flight data or take
measurements” No data has been collected for the selected aircraft
type and tail number, therefore no flight ID has been generated.

32765: “Can not Find Aircraft Type ACTION: Load aircraft script file” There
are no aircraft configuration files loaded into the database. Load the
desired aircraft configuration file. See manual section on loading
aircraft configuration files.

32766: “Can not Find Tail Number ACTION: Define a tall number or Restore
backup flight data” There are no tail numbers specified for the
current aircraft type. Enter the desired tail number. See manual
section on setup.

32767: “Illegal Channel In Acquisition ACTION: (1) Check gap (2) Verify
Setup - Check and reload aircraft script file” A setup channel
(accelerometer. tachometer or UTD) is incorrectly specified in the
aircraft setup file. Verify channel setups in the aircraft setup file.

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 Section
6

Section 6 – PARTS AND ACCESSORIES LIST

INVENTORY LIST

INTERCONNECT CABLE ASSEMBLIES

 Section 6 — Parts and Accessories List

SECTION 6 PARTS AND ACCESSORIES LIST

6–1 INTRODUCTION
Table 6–1 lists all major assemblies associated with the Rotor Analysis and
Diagnostics System – Advanced Technology (RADS-AT™) supplied with the basic
kit. Adapter sets associated with specific aircraft types are required in addition
to the basic kit. Contact the factory for more information about availability of
adapter sets.
Table 6–1. Inventory List for RADS-AT Commercial Basic Kit 293333xx
Description Part Number Qty Qty Qty Qty Qty
RADS-AT Basic Kit, Commercial, Version 7.0 293333xx -04 -05 -06 -07 -08
Accelerometer, 54 mv/g 29110900 3 3 2 2 —
Accelerometer, 100 mv/g 28110800 — — — — 2
Adapter, RS-232 28130801 1 1 1 1 1
Bracket, Accelerometer Mounting 29313000 2 2 2 2 2
Bracket, Optical RPM Sensor 29198700 1 1 1 1 1
Bracket, Accelerometer Mounting 29329700 1 1 — — —
Cable, 10-foot Aircraft Power 29104700 1 1 1 1 1
Cable, 10-foot CADU to DAU 29325601 1 1 1 1 1
Cable, 20-foot Magnetic RPM Sensor 29105403 1 1 1 1 1
Cable, 25-foot 54 mv/g Accelerometer 29105605 2 2 1 1 —
Cable, UTD, CH-47 29725504 1 1 1 1 1
Cable, 50-foot 54 mv/g Accelerometer 29105600 1 1 1 1 —
Cable Assembly, 100 mv/g Accelerometer, 25 Foot 29103705 — — — — 1
Cable Assembly, 100 mv/g Accelerometer, 50 Foot 29103700 — — — — 1
Cable, Power 28111000 1 1 1 1 1
Cable, 6-foot RS-232 28130802 1 1 1 1 1
Optical RPM Sensor with 50-foot Cable, 29314700 1 1 1 1 1
Case, Canvas Carrying 29086000 1 1 1 1 1
Container, Shipping/Storage 29320800 1 1 1 1 1
Control and Display Unit (CADU) (2MB Enhanced Display) 29481301 1 1 1 — 1
Control and Display Unit (CADU) (Enhanced Display) 29481303 — — — 1 —
Credit Card Memory, 256KB 28131220 1 1 1 1 1
Data Acquisition Unit (DAU) 29481400 1 1 1 1 1
Gender Changer 28130800 1 1 1 1 1
Magnetic RPM Sensor 29288400 1 1 1 1 1
Manual, Operation and Maintenance RADS-AT 29480100 1 1 1 1 1
Power Supply, AC/DC, 1 Out, 40 W, 12 Vdc 3.3A Out 28216500 1 1 1 1 1
RADSCOM Disk, Commercial, Version 7.0 29766100 1 1 1 1 1
Scale, Electronic Gram/Once Scale 29323700 1 1 1 1 1
Sun Shield, UTD 29722100 1 — — — —
Sun Shield, UTD (Green Filter) 29751900 — 1 1 1 1
Tape, Reflective 150 Foot 10605000 1 1 1 1 1
Universal Tracking Device 29310700 1 — — — —
Universal Tracking Device (Enhanced contrast) 29750000 – 1 1 1 1
Cable, 25 Foot UTD 29325701 — — 1 1 1

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Parts and Accessories List (Continued)

6–2 INTERCONNECT CABLE ASSEMBLIES

This section identifies the cables that are essential to the RADS-AT system,
states their primary and secondary (if appropriate), and identifies the pinouts for
each cable, including connector types. Table 6-1 lists the two cables and their
primary and secondary uses. Table 6-2 lists the six individual input signal types
and their use. Figures 6-1 through 6-6 show cable wiring schematics. Aircraft
specific cables are listed in the aircraft application notes.

Table 6–1: RADS-AT Main Cables

Cable Primary Use Secondary Use

DAU-to-CADU To provide power, signals, To provide alternate

and commands between DAU power from the AC/DC
and CADU power converter to the
CADU.

DC PWR-to-DAU To provide power to the DAU Provide power to the

DAU from the AC/DC
converter

Table 6–2: Individual Input Signal Cable Types

Cable Use

UTD-to-DAU Universal Tracking Device power from the DAU. Tracker

processed signals back to the DAU (TRACKER1).
Magnetic RPM Main rotor rpm (Tacho) signal to the DAU (TACHO1).
Sensor
Optical RPM Tail Rotor rpm (Tacho) signal to the DAU (TACH02).
Sensor
Accelerometer to 54 mV/g accelerometer signal to DAU (ACC1. ACC2,
DAU ACC3, ACC4)
Accelerometer to 100 mV/g accelerometer signal to the DAU (ACC1, ACC2,
DAU ACC3, ACC4
Multiple Input to One additional UTD input to the DAU (MULTI-CH)
DAU
One additional Tacho input to the DAU (MULTI-CH)
Ten additional accelerometer inputs to the DAU (MULTI-
CH)

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 Parts and Accessories List (Continued)

Figure 6-1. Cable Assembly, CADU to DAU (29325601)

MS3116P14-18P MS3116F14-18SW
P2 P1
P
+12V CADU A A
P GND B B
28V COM C C CHASSIS GND
BRN
D D +12VDC
BLK
E E +12RTN
F F
G G
P RED
DO+ H H RXDAP
ORN
DO- J J RXDAM
P YEL
RI+ K K TXDAP
GRN
RI- L L TXDAM
M M

10 FEET

IDENTIFICATION TAGS

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Figure 6-2. Aircraft Power Cable (291047xx)

MS456W16-11P MS3456F16-11S
P2 P1
BLK
AIRCRAFT NEG A A 28V RTN
WHT
AIRCRAFT POS B B +28V

DIMENSION “A”

IDENTIFICATION TAGS

PART NUMBER DIMENSION “A”

29104700 10 FEET
29104701 15 FEET
29104702 20 FEET
29104703 25 FEET

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 Parts and Accessories List (Continued)

Figure 6-3. Universal Tracking Device (UTD) Cable (293257xx)

MS3116P10-6S MS3116P12-10PW
P1 P2
P YEL
+24V A A +24V
GRN
+24V RTN D C A GND
P RED
TRK C D TRK IN 1
ORN
TRK RTN E E RTN 1
P BRN
LMP PWR B B +12V
F BLK G
LMP ON N/C
H LAMP ON
J STATUS 1
F P GND
K ABT 1 SHLD

DIMENSION “A”

IDENTIFICATION TAGS

PART NUMBER DIMENSION “A”

29325700 40 FEET
29325701 25 FEET
29325702 50 FEET
29325703 60 FEET
29325704 70 FEET
29325705 150 FEET

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Figure 6-4. Magnetic RPM Sensor Cable (291054xx)

MS3106A10SL-4S MS3116P10-6P
P1 P2
BLK
A C TACH IN
BRN
B D TACH RTN
E A GND
A N/C
B N/C

DIMENSION “A”

IDENTIFICATION TAGS

PART NUMBER DIMENSION “A”

29105400 50 FEET
29105401 25 FEET
29105402 35 FEET
29105403 20 FEET

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 Parts and Accessories List (Continued)

Figure 6-5: Optical RPM Sensor with 50-foot Cable (293147xx)

MS3116P10-6P
P1
BRN
A 24V
R1
2K
F TACH IN

OPTICAL 1 3 5
RPM WHT T1 N/C C N/C
SENSOR 2 4 6

D TACH RTN
BLU
B TBIN

N/C E SHLD

DIMENSION “A”

IDENTIFICATION TAGS

PART NUMBER DIMENSION “A”

29105400
29314700 50 FEET
29105401
29314701 25 FEET
75
29105402
29314702 100
35 FEET
FEET
29105403
29314703 20 FEET
25
29314704 1 FOOT
29314705 10 FEET

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Parts and Accessories List (Continued)

Figure 6-6: 54 mV/g Accelerometer Cable (281056xx)

MS3116P8-3S MS3116P8-4P
P1 P2
BLK
SIGNAL B A SIGNAL OUT
BRN
GND C B SIGNAL GND
ORN
+9V/25mA A D BIAS
C A GND

DIMENSION “A”

IDENTIFICATION TAGS

PART NUMBER DIMENSION “A”

29105400
29105600 50 FEET
29105401
29105601 75 FEET
25
15
29105402
29105602 100
35 FEET
10 FEET
29105403
29105603 25
20
5 FEET
FEET
29105604 35
1 FOOT
FEET
29105605 10 FEET
25
29105606 75 FEET
29105607 100 FEET

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 Parts and Accessories List (Continued)

Figure 6-7: Two-Wire Accelerometer Cable

MS3116P8-3S MS3116P8-4P
P1 P2
BLK
SIGNAL C A SIGNAL OUT
BRN
GND B B SIGNAL GND
A D BIAS
C A GND

DIMENSION “A”

IDENTIFICATION TAGS

PART NUMBER DIMENSION “A”

29105600
29105400
29103700 50 FEET
29105601
29105401
29103701 75 FEET
25
15
29105602
29105402
29103702 100
35 FEET
10 FEET
29105603
29105403
29103703 25
20
5 FEET
FEET
29105604
29103704 35
1 FOOT
FEET
29105605
29103705 10 FEET
25
29103706 75 FEET
29103707 100 FEET

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Parts and Accessories List (Continued)

Notes

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 Appendix
A

APPENDIX A

RADSCOM PACKAGE
 Appendix A – RADSCOM

A–1 RADSCOM PACKAGE

The following information describes the RADSCOM package, the use of aircraft
configuration disks and communicating with the RADS-AT using IBM PC/AT
computers or IBM compatible computers. A RADSCOM program disk is a part of
the RADS-AT system and is shipped with each unit. It consists of the KERMIT
protocol, a series of DOS batch files and KERMIT script files that allow
communications with the RADS-AT Control and Display Unit (CADU).

RADSCOM and the associated system files can be used to initialize (format) the
internal CADU RAM disk, load aircraft script files, and load or unload collected
data.

The following steps are designed to be used by personnel

who understand DOS and PC computer operation. Loss of
data may occur if improperly used.

A–1.1 Backing Up the RADSCOM Package Disks

Before proceeding with any communications operations, backup copies of the
RADSCOM disk and aircraft configuration disk(s) should be created. This can be
accomplished by formatting a floppy disk of the appropriate type and using the
DISKCOPY command.

A–1.2. Configuring RADSCOM on the IBM PC/AT

The following paragraphs provide instructions on configuring the IBM PC/AT (or
IBM compatible) for using the RADSCOM program.

A–1.2.1 Hardware Requirements

The RADSCOM package operates on an IBM PC or AT compatible computer
using DOS version 2.2 or higher. The computer must have an RS-232 serial
port. The communication package assumes that the serial port is configured as
COM 1 and will automatically set the baud rate, stop bits and parity to be
compatible with the RADS-AT. If the computers RS-232 port is configured as
COM2, use the RADSCOM selection menu (“Port Selection (serial port = 1)”) to
set the serial port to the correct COM number, by entering the number 2, when
prompted.

This is a submenu. You must first select Maintenance

Utilities then you can select “Port Selection”.

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A–1.2.2 Using RADSCOM Program on Floppy Disks

If RADSCOM is installed on hard disk, the "path" command

in the PC AUTOEXEC.BAT rile should be modified to include
the RADSCOM directory. If using this program under
Windows, the working directory must be set to the
RADSCOM directory.

To use the RADSCOM or aircraft configuration disks on a floppy drive, insert the
RADSCOM program disk or aircraft configuration disk into the disk drive,
change the current directory to that drive (A:, B:, etc.), type RCOM, and press
the ENTER) key. The RADSCOM Selection Menu (figure 4-1) will appear on the
PC display screen. Refer to paragraph 4-2-3, Using the RADSCOM Program.

The RADSCOM disk does not contain the DOS operating system, so it will be
necessary to have the operating system to use the “Hard Disk Install function or
execute a DOS command.

An old RADSCOM directory on hard disk may be deleted prior to installing the
new one. This is accomplished by responding with a “Y” to the question on the
display. This is the recommended method, unless the old directory contains
stored data or custom files. If operating under a Windows environment you may
use the File Manager or explorer programs to rename the old RADSCOM before
installing the new one.

Figure A–1. RADSCOM Initial Menu

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 Appendix A – RADSCOM (Continued)

A–2 Using The RADSCOM Program

To use the RADSCOM program, type the word RCOM on the PC keyboard and
press the <ENTER> key. A menu (figure. 4-1) will appear displaying the various
functions available. Select the desired function by typing the highlighted letter
displayed within the line of the function's description. 'Then follow any
instructions that appear on the screen.

For execution of the following functions the CADU must be in the Host mode to
enable this. Exit DPL and reboot the CADU (press the QUIT and DO keys
simultaneously) and select Option 2 on the screen-Up Selection Menu
(figure 3-2):

Backup data from CADU to PC

Load data or Aircraft Setup file from PC to CADU DISK
Install RADSCOM on a Disk
Credit Card Format
Format the CADU RAMDISK
Terminal Emulation Mode
Receive a File From the CADU
Send a File to the CADU
Quit CADU/Host Communication

RADSCOM can be loaded onto a PC with a hard drive. This is a convenient and
recommended way to use the RADSCOM facilities. To load RADSCOM on the
computer, put RADSCOM in drive A: or B: ; change the current directory to that
(e.g. type b:). After typing RCOM, select the option titled “Maintenance Utilities”
“Install RADSCOM on a Disk” by entering the highlighted letter or pressing
ENTER. This will create the necessary directories on the target drive. Execution
of the program must be done in the directory in which the RCOM program
resides. Execution can be done from any directory only if the autoexec.bat file is
modified by adding to the path statement:

path =<drive:>\radscom;

(where <drive> is the disk the RADSCOM program is installed on and \radscom
is the directory path to the location of the RADSCOM program. The RADSCOM
program can now be executed from any directory.

To exit DPL and reboot, press DO and QUIT at the same

time.

A–3 RADSCOM Commands

The RADSCOM package is a menu driven program containing functions that
enable communications between the CADU and an IBM or IBM compatible
computer. These functions allow the user to initialize the CADU RAM disk,
create the CADU file structure, transfer data from the CADU to the PC, transfer
data from the PC to the CADU, create the Credit Card file structure and load
aircraft setup files from the PC to the CADU.

The following notations are used in this section:

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Appendix A – RADSCOM (Continued)

file name : name of a file residing on the PC.

<path> : path to the file to be referenced on the disk (e.g. a:\filel or

d:\AIR\MYFILE\M412-50.cmd, etc.)

B Allows CADU backup data to be transferred to the PC when using the

“Backup to PC” option on the CADU.

C Formats the CADU credit card memory device. WARRING: files contained on
the credit card memory are erased.

D Run a DOS command on the computer. Allows the operator to perform DOS
programmable computer functions (only if Command.Com is present).

F This command is used to format the CADU RAM Disk and configure the
system. WARRING files and aircraft data contained on the RAM Disk are
erased.

I Copies the RADSCOM diskette to the specified hard disk where the new
directories are created. If the directories exist, errors are reported, but the
files will be copied correctly. The created directory will be RADSCOM. The
old RADSCOM directory and all of its contents can be removed by executing
the proper selection in the displayed menu.

If the old RADSCOM directory is detected and N is answered

for deleting it some overlays may be left corrupting the
RADSCOM programs. It is recommended that you copy over
the old RADSCOM.

L load a data or aircraft setup file into the CADU from the IBM (or compatible)
PC.

P Set the serial port to a new port setting, 1-4. (Default setting is COM1).

This command detects ports present and displays only those

in your computer.

Q Quit the CADU Host Communications setup.

R Receive a file from the CADU.

S Sends a specified file to the CADU.

T Sets up the IBM PC (or compatible) computer as a terminal to the CADU. To

return to the RADSCOM Selection Menu press Alt,X simultaneously.

X Exit the RADSCOM program.

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 Appendix A – RADSCOM (Continued)

A–4 Initializing The CADU RAM Disk

It will not normally be necessary to format the system RAM disk unless
something serious has failed or a battery replacement is not performed properly.
However, the procedure is provided in case of a system failure.

During a reformat, all data and aircraft files are deleted, and the required RADS
system files are re-loaded into the CADU.

Aircraft setup files must be loaded separately.

The following is the procedure for initializing the CADU RAMDISK using a IBM
PC/AT or compatible:

CAUTION

All data files contained on the RAM Disk will be erased

and will have to be reloaded if the following procedure
is performed.

Step Action
1. On the CADU:
a. Place the CADU in the Host communications mode by exiting DPL
and rebooting the CADU and selecting option 2.
b. Connect an external power source to the CADU (to prevent an
inadvertent auto shutdown due to a low battery).
2. Connect the serial cable between the PC and CADU.

3. On the PC:
a. Type RCOM to begin the RADSCOM program.
b. Select “Maintenance Utilities” by typing M, or press the down
arrow on the PC to highlight “Maintenance Utilities” and press
ENTER.
c. Select the menu option “Format CADU RAMDISK” by typing the
highlighted letter within the text of the desired menu selection.
d. Follow the instructions that are displayed on the PC display.
e. When the initialization is complete, select the menu option “M” to
return to the main menu.
f. Reboot the CADU when the display screen indicates the CADU is
to be re-booted.
g. Select option 2 to place the CADU in to the “HOST” mode.
h. Load A/C script file. (See para. 4-2.5.1.)

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A–4.1 Script File Installation

The following is the procedure for installing the individual aircraft script files for
RADS-AT system diagnostics:

Step Action
1. Connect CADU RS232 port (9-pin) to PC RS232 port.
2. Insert RADSCOM diskette, or diskette containing desired script files,
in PC.
3. Type A: or B: and press ENTER.
4. Type RCOM and press ENTER.
5. Reboot CADU (refer to para. 5-4.2. 1, Rebooting the CADU).
6. Select Option 2 on CADU menu.
7. Select Option "L" (Load Script File) on PC menu.
8. Follow instructions:
Type the directory path for the file you wish to load followed by the file
name

Example:

c:\air-types\m407.cmd

Script File Names (EXAMPLES):

M407.CMD LYNX8.CMD
M412_50.CMD UH1.CMD
A109A.CMD MD500D.CMD
A109C.CMD S76C.CMD
AS350.CMD WASP.CMD
EC135. CMD BK117.CMD
H21B.CMD S64F.CMD

The following file names are unacceptable file names for

data or aircraft script files. This is because these file names
already exist within the CADU, and will be destroyed if
overwritten. If this occurs, a database reformat will be
required to restore the system files:

dplint startup load_ml

dplint.cmp syserrlog load_m2
font c_dbase RADS
mkdbase data LOAD
mkdbase.cmp ld_Istl RADSLIST
radsat ld_Ist2 strtlist

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A–5 Transferring Data Files

Data files can be backed up (copied) to a PC disk from the CADU, or they can be
transferred from the PC into the CADU. The following paragraphs provide the
procedures for accomplishing data transfer operations.

A–5.1 Transferring Data Files From The CADU To A Personal Computer

The transfer of data from the CADU to the IBM (or compatible) PC is
accomplished using the Data Transfer selection of the DPL Manager Menu (refer
to section 3-10). This operation is normally performed when the user wants to
acquire more disk space so additional measurements can be taken but, also
wants to save the data currently stored on the CADU disk. Upon completion of
backing up data from the CADU to another disk media (credit card memory or
PC) the data can be deleted from the CADU, thereby allowing use of the memory
space.

Always compress the CADU after deleting data.

The user is given the option of either creating a backup copy of the data files by
aircraft tail number or by selecting an individual flight. The RADSCOM program
executes a KERMIT server that allows the transfer of data from the CADU to the
PC.

To transfer data from the CADU to the PC, perform the following steps:

Step Action
1. On the CADU, from the Main Operations Menu:
a. Select the "MANAGER" option.
b. Select the "Data Transfer, option.
c. Select the "Transfer To PC" option.
d. Follow the actions provided by the menu prompts to select the
data to be transferred.
2. On the PC:
a. Create a directory for storage of the backup data (see DOS manual
for instructions on making a directory).

For example:

C:\RADSDATA\UH60\TAIL50\990814

b. Type RCOM to execute the RADSCOM program.

c. Select the RADSCOM Selection Menu function "Backup” to backup
data from the CADU to PC".

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Step Action

If the data transfer halts (stops transferring data) during

the KERMIT transfer, refer to the paragraphs below to
return to the RADSCOM Selection Menu and begin the
operation again.

d. A prompt will appear requesting information for the path to be

used to assess the backup data info (i.e.,
C:\RADSDATA\412\TAILID\DATE). Type in the path to be used
and press the -<ENTER> key. (If a mistake Is made, RADSCOM
will indicate an error in the directories name and instruct a key be
pressed before returning to the RADSCOM Main Menu.)
e. The MS-Kermit display (figure 4-2) appears on the PC display
screen during the transfer of data.
f. When the transfer is complete a prompt message of “Pressing any
key” to continue appears. Press any key on the keyboard at this
time.
g. Exit Host Communication on the CADU by selecting option Q –
“Quit CADU Host”.
h. Upon completion of the transfer of data exit the RADSCOM
program by selecting the “Exit RADSCOM” Menu selection.

Figure A-2. MS-Kermit Transfer Display (Typical)

MS-DOS Kermit: 3.15 15 Sept 1997 patch level 0

File name: AS350.CMD

File type: TEXT, CP437 to Transparent
Current path: C:\DATA\RADSCOM\700AC51D
KBytes transferred: 22
Percent transferred: ________________________________
67% : 0....1....2....3....4....5....6....7....8....9....10
Sending: In progress

Number of packets: 398

Packet length: 90
Number of retries: 0
Last error:
Last message:

X: cancel file, Z: cancel group, E: exit nicely, C: exit abruptly, Enter: retry

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Perform the following to return to the RADSCOM program if the Kermit transfer
program halts (the “K-bytes transferred” and “Number of packets” values do not
change) prior to a completed transfer.

Step Action
1. On the PC. press and hold down the “Ctrl” key and type the letter C,
and press the <ENTER> key. Repeat this step as many times as
necessary until the prompt “Press any key to continue” is displayed.
2. Press any key.

3. Reboot the CADU in accordance with paragraph 4–3.

4. Repeat A–5.l steps 1.a through 2.h.

Any time that the prompt MS-KERMIT appears, Type QUIT and press the
<ENTER> key to return to the RADSCOM Selection Menu.

Data transferred from the CADU for backup will be stored in the selected
directory as eight ASCII files labeled “"file1”, through “file8”.

The directory to which the data is backed up should not contain other files
labeled “file1” through “file8”. If files labeled “file1” through “file8” already exist
with in the directory, the latest backup data will be labeled as “file1001” through
“flle8001”. New backup data transferred to this directory will then be labeled as
“filel002” through “file8002”. To avoid possible confusion, a new directory
(empty of all other files) should be used each time the transfer option is
executed.

Depending on the options selected during the data transfer, several hundred
Kbytes of data may be transferred to the PC storage disk. If insufficient disk
storage space is available, backup as much data as possible on a flight-by-flight
basis.

A–5.2 Loading Data Files Into The CADU

There are two basic types of files the operator may want to load from the PC onto
the CADU.

Archived data files are data files that have been previously transferred from
the CADU to the IBM (or compatible) PC for storage.
Aircraft configuration files that contain detailed information for a specific
aircraft. The details are used to setup measurements, displays, and
diagnostics for a particular aircraft.

Aircraft Configuration files can be in either of two formats:

ASCII (readable) - has a file name which does not contain a “.” extension at
the end of the file name.
Binary (unreadable) - contains a “.cmd” file name extension at the end of the
file name.

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The following file names are unacceptable file names for

data or aircraft script files. This is because these file names
already exist within the CADU, and will be destroyed if
overwritten. If this occurs, a database reformat will be
required to restore the system files:
dplint startup load_ml
dplint.cmp load_m2
font c_dbase rads
mkdbase data load
mkdbase.cmp ld - lstl radslist
radsat ld_lst2 strtlist

RADSCOM automatically adjust for either of the file formats (ASCII or Binary)
when the user types in the complete file name of the data to be loaded into the
CADU from the PC.

Renaming a file with a “.cmd: extension to some other

extension will cause the file to have a load error.

Perform the following steps to load data files from the PC into the CADU:

Step Action
1. On the CADU:
a. Place the CADU in the Host communications mode of operation.
b. Turn on the CADU while holding down the HELP key.

☞ See section 4–3

c. Once the CADU system boots, select option “X” to place CADU in
host mode.
2. On the PC:
a. Type RCOM to execute the RADSCOM program.
b. Select the 'load data or aircraft setup file from the PC to CADU"
menu option.
c. Type in the file name or path (i.e., M412-50.cmd) of the file to be
loaded and press the <ENTER> key. (When loading “file1” through
“file8” the user only has to specify the first file [i.e., file1]. The
RADSCOM program automatically loads the other files [“file2”
through “file8”].)

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Step Action

When loading data “file1” should be typed in lower case

letters. If upper case letters are used only file1 will be
loaded and not the remaining data.

d. follow the instructions displayed on the PC screen. The Kermit

program will begin. If the transfer of data stops prior to the
transfer of all data files, return to the RADSCOM Menu.
e. If the MS-KERMIT prompt appears on the PC screen, type QUIT
and press the <ENTER> key. If the Kermit program does not
display any failure messages the files were successful loaded into
the CADU.
3. On the CADU:
a. Follow any instructions that may appear on the CADU. If the file
loading was successful, a message will appear on the CADU screen
to inform the operator this message will only be on the screen for a
few seconds then the screen will be cleared..
b. Upon completion of the transfer of data from the PC to the CADU,
exit host communications by selecting the QUIT CADU/Host
communications option. “Press the letter Q”
4. On the PC:
Upon completion of executing the desired RADSCOM functions, exit
RADSCOM by selecting the “Exit RADSCOM” menu selection.

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A–6 Data Storage Space

The RADS-AT system provides two types of data file storage space for data
collected during normal operation. The RAM Disk, contained with in the CADU,
allows for the storage of 1.25 Mbytes of data/aircraft setup, and the Credit Card
Memory, inserted into the CADU, provides from 256 Kbytes to 8 Mbytes
(depending on which CCM is in use) of data storage space.

If insufficient space is available for the storage of the data being collected (or
transferred) into the RAM Disk or Credit Card Memory, an error message
(32468: Insufficient Space to Store Results) will be displayed on the CADU
display screen.

Due to the limited amount of data storage space available, the following is a list
of procedures that will allow for more effective use of the allotted data storage
space.

Create directories on the PC which describe the aircraft type and tail number

Example: c:\RADSDATA\412\3301\\990812).

Date data copied to PC.

Data Year/month/day
Directory

Aircraft Tail or
Type serial
number

Delete data from the CADU database after it has been successfully
transferred to the PC for backup.
After deleting data from the CADU (not from the CCM), always perform the
Compress option from the Manager menu, under the Data Maintenance
selection. This will “free up” space in the CADU database memory, providing
room for new data.
Delete data from the Credit Card Memory database when it has been
successfully transferred to the PC for backup.

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 Appendix
B

APPENDIX B

SYSTEM SOFTWARE DESCRIPTION — OS-9®

 Appendix B – System Software Description

B–1 SYSTEM SOFTWARE DESCRIPTION

The RADS-AT system utilizes the OS-9® Operating System in both the CADU
and DAU. OS-9® is an advanced multitasking operating system for the 68000
family of microprocessors. OS-9® is well suited for a wide range of applications
on the 68000 computers of almost any size.

The OS-9 operating system provides a platform on which the Diagnostic

Programming Language (DPL) executes. DPL was specifically designed for the
RADS-AT to provide a simplified way of writing application programs that are
directed at solving vibration-related problems. DPL is an interpretive language,
which executes either ASCII text files or compiled ASCII text files having the
CMD extension.

DPL contains extensive database, graphics and display window capabilities,

which provide the user interface previously described in this manual. The
execution of DPL can be halted allowing access to the OS-9 Operating System.
For a more extensive description of DPL, consult the DPL Programming Manual.

The Operating System provides a full file system and user interface, which
allows special operations to be performed such as: file transfer, system update,
special self-test formatting credit card memories, etc.

B–1.1 Software Operations

The following paragraphs provide information for the operation and use of the
software contained in the RADS-AT.

B–1.1.1 How to Reboot the CADU

The following procedure describes the steps necessary to reboot the CADU.

When the CADU is running DPL, it is recommended that the

user exit DPL by pressing the DO and QUIT keys
simultaneously to execute the rebooting process. This will
ensure a proper exit from DPL.

Step Action
1. Exit DPL by pressing the DO and QUIT keys simultaneously

This step will reboot the CADU safely. Steps 2

and 3 are only required if Step 1 fails. Steps 2
and 3 will reboot the CADU and possibly not
close out old data files.

2. Turn the CADU off by pressing the OFF key.

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Step Action

3. Turn the CADU back on by pressing the ON key while holding the
HELP key do

B–1.1.2 Returning to the OS-9 Shell

The following procedure will put the CADU into a mode that will allow the user
to execute OS-9® utilities.

Step Action
1. Halt and exit DPL execution by Pressing the QUIT and DO keys on the
CADU simultaneously.

Step 2 is only required if Step 1 fails to halt and

exit DPL.

2. Reboot the CADU (Turn the CADU off by pressing the OFF key. Turn
the CADU back on by pressing the ON key while pressing and holding
the HELP key.
3. Select the RADSCOM option from the startup menu and follow the
displayed instructions.
4. Select Host communications mode by pressing a “2”

5. On the PC, type the RCOM (assumes RADS system disk is inserted
and/or RADSCOM commands are in the PC's path) command:
RCOM <ENTER>
Select Advanced Utilities, then select terminal emulation mode.
This will put the PC screen into a terminal mode to allow execution of
the CADU OS-9 utilities.
6.. On the PC, type <ENTER>. The $ prompt should appear on the PC
screen. This prompt is the indication that the command interface to
OS-9® has been entered.

☞ Refer To section 4-3.1.4 for a list of commands that can be

entered.
7. When finished executing OS-9 commands, press the Esc key on the PC
and select option 2 on the CADU to return to DPL. On the PC, to exit
the terminal mode, type Alt, X keys simultaneously.

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B–1.1.3 Returning to DPL from the OS-9® Shell

To return to DPL from the OS-9® shell, reboot the CADU using procedures in
section 4–3.2.1.

B–1.1.4 OS-9® Commands

The following is a list of commands (in alphabetical order) that are entered from
the $ prompt:

CHD Change current data directory

Syntax: CHD <path>
Function: Built-in SHELL commands used to change OS-9's working
data directory.
Example: chd /do/scripts

COPY Copy data from one file to another

Syntax: COPY [<OPTS>] <PATH1> [<PATH2>] [<OPTS>]
Function: Copies data from <path/filename> to <path2>. Also
capable of copying one or more, files to the same directory by using
the
–w=<DIR> option. The following command will copy file1 and file2
into the "BACKUP" directory:
COPY FILE1 FILE2–W=BACKUP

Options:
-? Displays the usage of COPY
–a Aborts the COPY if an error occurs.
–r Rewrites over existing file.
–v Verifies the integrity of the new file.
–w=<DIR> Copies one or more files to the directory.

Example:

COPY FILE1 TO FILE2 Copies file1 and file2

COPY * –w=MYFILE Copies all files in current directory to dir
MYFILE.

DATE Display system date and time

Syntax: DATE [<OPTS>]

Function will display the current system data and system time.
Options:
-? Displays the usage of DATE
–j Displays the Julian date and time
–m Displays the military time
Example: DATE Displays February 7, 1984 Tuesday 20:20 PM

DEL Deletes a file

Syntax: DEL [<OPTS>] [<PATH> [<OPTS>]

Function: Used to delete the file(s) specified by the path list(s).
Options:
-? Displays the usage of DEL.
–p Prompts for each file to be deleted.
Example: DEL MYFILE Deletes the file MYFILE from the current
directory.

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deldir Delete All files in a directory and the directory

Syntax: deldir [<OPTS>] (<PATH> [<OPTS>])

Function: A convenient alternative to deleting directories and the
files they contain, one file at a time.
Options:
-? Displays the usage of DELDIR
–f Deletes files regardless of permissions

DIR Display the names of files contained in a directory

Syntax: DIR [<OPTS>] [<PATH> [<OPTS>]}

Function: DIR displays a formatted list of file names of the specified
directory.
Options:
-? Displays the usage of DIR

DISABLE Disables the print spooler

–e display extent format
–a displays all files including hidden files

Syntax: DISABLE
Function: Disables All of the functions of the print spooler.

The DISABLE command will also remove any optional

parameters set at the time the spooler was enabled.
To reset the spooler, refer to the ENABLE command
and enter the optional parameters desired.

Options:
-? Displays the usage of DISABLE
Example: DISABLE will cause the print spooler to become completely
disabled.

DISKTEST Performs disk test of either internal disk or Credit Card Memory
(CCM)

Syntax: DISKTEST [<OPTS>] {<PATH> [<OPTS>] }

Function: Performs either a destructive or non-destructive test of the
internal RAM disk or CCM. It will verify disk integrity and do a bit-
by-bit test of all RAM disk locations.
Options:
-? Displays the usage of DISKTEST
–q Does a quick test of specified disk
No options specified will test the disk until AC is pressed.
Example: DISKTEST/D0 Test internal RAM disk DISKTEST/H0 Test
CCM.

enable Enables the print spooler to output to the printer.

Syntax: enable [<OPTS>] [<INTERFACE NAME> ]

Function: Used to enable the print spooler. If the INTERFACE NAME

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is specified, the new printer interface is used.

Options: -N=<max no. of files> Sets maximum number of spooled
files. Default is 20.
Example: enable -N=20 Enables spooling of a maximum of 20 files.
ENABLE EPSON_WITH_LF Enables the print spooler to output to an
Epson printer.

FORMAT Format the internal RAM disk or Credit Card Memory (CCM)

Syntax: FORMAT[<OPTS>]<DEVNAME> [<OPTS>]

Function: Used to physically initialize, verify and establish an initial
file structure on a disk. All disks must be formatted before they can
be used on an OS-9® system. FORMAT can be used to format the
internal RAM disk or external CCM.
Example: FORMAT/d0 Formats internal RAM disk. FORMAT /h0
Formats CCM.

FREE Displays free space remaining on mass-storage device.

Syntax: FREE [<OPTS>] {<DEVN [<OPTS>] }

Function: Displays the number of unused 256-byte sectors on a
device, available for new files or for expanding existing files.
Options:
-? Displays the usage of FREE
Example: FREE /DO Displays:
Disk created on: 88/04/12 Capacity: 1,232 sectors, largest block 440
sectors

HELP On-line utility reference

Syntax: HELP [<UTILITY NAME>]

Function: Used to display information concerning specific utility
commands.
Example: HELP DIR

IDENT Print OS-9® module identification

Syntax: IDENT [<OPTS>] { <MODNAME> [<OPTS>] }

Function: Used to display module header information and additional
information that follows the header from OS-9® memory modules.
Options:
-? Displays the usage of IDENT
-M Searches for module in memory
-X Searches for module in the execution directory
Example: IDENT -M IDENT Displays Module header.

KERMIT Execute the KERMIT communication protocol

Syntax: KERMIT [<OPTS>] {<DEVICE> AME>[<OPTS>l

Function: Executes the KERMIT communication protocol, allowing
error free binary files or terminal emulation.
Options:
? Displays usage of KERMIT.
c Connects to remote computer.
l Sets communication port.
s Sends a file in KERMIT protocol

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r Receives a file sent in KERMIT protocol.

i Changes file type to binary default is text.
h Puts KERMIT in host server mode.
g Gets a Me from a remote KERMIT server.
q Quits a remote KERMIT server.
Example: KERMIT CL /COMP Connect to remote computer.
KERMITRL/COM? Receive a text file. KERMIT SIL/COMP JUNK Send
a binary file named JUNK.

LIST List the contents of a text file

Syntax: LIST [<OFITS>l (<PATH> [<OPTS] }

Function: Copies text lines form the path(s) given to standard
output.
Options:
-? Displays the usage of LIST.
Example: LIST JUNK Displays the contents of filename JUNK.

MAKDIR Create directory file

Syntax: MAKDIR [<OFrS>] {<PATH> [<OPTS>] }

Function: Creates a new directory file specified by the given path list.
Options:
-? Displays the usage of MAKDIR.
Example: MAKDIR /d0/NEW Makes directory called NEW on internal
RAM disk.
MAKDIR /h0/OLD Makes directory called OLD on the CCM.

PRINT Sends a text file to the print spooler for printing

Syntax: [<OPTS>] {<PATH>[<OPTS>] }

Function: Sends the specified text file to the print spooler for
printing. If the printer is attached the file will be printed.
Options:
-? Displays the usage of PRINT
–S Prints the contents currently displayed on the CADU's screen.
Example: PRINT -S

RENAME Changes a file name

Syntax: RENAME [<OPTS>] <OLDNAME> <NEWNAME>

Function: Assigns a new name to the mass storage file specified in
the path list.
Options:
-? Displays the usage of RENAME.
Example: RENAME BLUE PURPLE Renames filename BLUE to
filename PURPLE.

SETIMY2K Activate and set system clock

Syntax: SETIMY2K [Y M D H M S [AM/PM]] [<OPTS>]

Function: Sets the system date and time. Once set, activates the
system interrupt clock. Does not require field delimiters, but allows
the following delimiters between year, month, date, etc.:

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colon(:), semicolon(;), slash (/), comma (,) or space ().

Options:
-? Displays the usage of SETIMY2K.
–S Reads time from battery backed up clock.

Example: SETIMY2K 98 12 22 15 45 Sets system to: Dec. 22, 1998,

3:45 PM

SHELL OS-9® Command Interpreter

Syntax: SHELL [[SET] <arolist>]

Function: SHELL to OS-9's command interpreter program. It reads

dam from its standard input (a file) and interprets the dam as a
sequence of commands. The basic function of SHELL is to initiate
and control execution of other OS-9® programs.

Options:
-? Displays usage of shell. No options required for our use.

Example: SHELL >/COMP >>/COMP </COMP Executes a shell on

the CADU RS-232 port.

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Notes

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 Appendix
C

APPENDIX C

RADS-AT AIRCRAFT SETUP DICTIONARY

RADS-AT Aircraft Setup Dictionary (Continued)

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 APPENDIX C — RADS-AT Aircraft Setup Dictionary

C–1 RADS-AT AIRCRAFT SETUP DICTIONARY

The RADS-AT aircraft dictionary describes the variables found in the aircraft configuration
files. The variables are listed in alphabetical order.

absolute_lag!
Version Used: 3.10 and up

Variable Type: An array of up to eight (8) floating point numbers

Where Used: Mandatory for TRACKER_ RESULTS collection

Usage: absolute_lag! = {3.14,0}

Description: This variable defines the measured absolute lag value in radians. The
angle of measurement is made from the adjusted one per revolution signal (1R). The
adjusted 1R signal is derived from the measured 1R plus the std_ref_angle minus one
half the blade spacing. The range of this number is zero to 2p and each element of the
array represents the blade in order of the blade_id$ variable.

absolute_track!
Version Used: 3.10 and up

Variable Type: An array of up to eight (8) floating point numbers

Where Used: Mandatory for TRACKER_ RESULTS collection

Usage: absolute_track! = {1.500,1.502}

Description: The absolute_track! variable is the measured track height of the blades in
meters. The measurement is made vertically from the track sensor to the blade plane.
Each element of the array represents the blade in order of the blade_id$ variable.

ABT_type%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Where Used: Mandatory for TRACKER_ RESULTS collection

Usage: ABT_type% = 3

Description: The ABT_type% variable defines the number of pulses per blade generated
by the tracking sensor for the current measurement. The two pulse mode is made by
an active tracker with the DAU in the night mode. The three pulse mode is made by
either a active or passive tracker with the DAU in the day mode (passive trackers are in
three pulse mode with the DAU in day or night mode).

accel_calib!
Version Used: 3.10 and up

Variable Type: Floating point number

Where Used: Mandatory for the ACCEL _TYPES collection

Usage: accel_calib! = 1.0

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Description: The accel_calib! variable defines the accelerometer calibration constant for
a database accelerometer. This variable is used for customizing the script file to a set of
unique accelerometers.

accel_channel$
Version Used: 3.10 and up

Variable Type: String of six ASCII characters

Where Used: Mandatory for VIB_INFLU-ENCE, VIB_TAIL_INFLUENCE (This collection is

obsolete for 7.00 and up systems) , and VIB_WEIGHTS collection.

Usage: accel_channel$ = "LAT"

Description: Name associated with a physical acceleration channel used.

accel_name$
Version Used: 3.10 and up

Variable Type: Variable Type: String of six ASCII characters

Where Used: Mandatory for the ACCEL _TYPES collection

Usage: accel_name$ = "WC766"

Description: The accel_name$ variable defines a label in the database for selecting
alternate accelerometer from the manger menu of the CADU.

accel_saturation!
Version Used: 3.10 and up

Variable Type: Floating point number

Where Used: Mandatory for the ACCEL_ TYPES collection

Usage: accel_saturation! = 9.900

Description: The accel_saturation! variable defines the saturation voltage level of the
accelerometer in volts. Saturation levels may be set to any positive number less than
10 volts within the accuracy of the floating point numbers.

accel_sensitivity!
Version Used: 3.10 and up

Variable Type: Floating point number

Where Used: Mandatory for the ACCEL_ TYPES collection

Usage: accel_sensitivity! = 0.100

Description: The accel_sensitivity! variable defines the gain of the accelerometer in volts
per g.

accel_type%
Version Used: 3.10 and up

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Variable Type: Integer number

Where Used: Mandatory for the ACCEL _TYPES collection

Usage: accel_type% = 1

Description: The accel_type% variable defines the accelerometer bias configuration for
an accelerometer: 0 equals three wire, 1 equals two wire accelerometer biasing and 3
equals a velocity sensor.

acceleration!
Version Used: 3.10 and up

Variable Type: Floating point number

Where Used: Mandatory for the METER_ RESULTS collection

Usage: acceleration! = 0.100

Description: The acceleration! variable defines the gain of the accelerometer in volts per
g or volts per ips for velocity sensors.

acq_channel$
Version Used: 3.10 and up

Variable Type: Four six character string sequences

Where Used: Mandatory for all measurement setup modes

Usage: acq_channel$ = {"CH1", "CH2", "CH3", "CH4"}

Description: The acq_channel$ variable allows the connection of a specific external

accelerometer channel (1-14) to one of the four internal acquisition channels. The
channel name is specified above in terms of a six character string sequence which
identifies the external channel to use. The channel name must correspond to a valid
external channel name, as specified in the aircraft setup record. In the SSTA(R) mode,
up to four channels can be specified as seen above. In either the SSPA or ASPA modes,
only a single channel is acceptable. The labels within this variable are linked to the
external channel through the order of appearance in the std_accel_channel$ variable.

acquisition%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory in all acquisition measurement collections

Usage: acquisition% = 1

Description: The acquisition% variable defines the position of the specific measurement
in a series of test state measurements. For instance, if it is desired to have more than
one acquisition per test state the second measurement setup would set the acquisition
number to two. This would mean the measurement would be the second one performed
under the particular test state. Up to 30 separate acquisitions can be made per test
state.

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adjust_best_n%
Version Used: 6.20

Variable Type: An array of up to ten floating point numbers

Where Used: Optional array in collection ADJUSTABLES

Usage: adjust_best_n% = { 3, 2, 2 }

Description: This variable defines the maximum number of adjustments (best N limit)
per adjustment type. When adjust_ best_n% is used the number of adjustments
provided may be less than adjust_best_n%. Range: best_n% = 1 to 8 or 0 where 0
means this feature is OFF. This feature works from a bottom up solution (least
adjustments to most adjustments). The operator of the CADU shall be limited in the
ability to modify this value such that is shall not be greater than the overall best_n%
value. The adjustment type label for each element is defined in the adjust_name$
variable, element one adjust_best_n% is for the element one of adjust_name$ variable.

adjust_incr!
Version Used: 6.01 and up

Variable Type: An array of up to ten floating point numbers

Where Used: Optional array in collection ADJUSTABLES

Usage: adjust_incr! = {1.0, 0.25, 0.5}

Description: The adjust_incr! is used as the resolution of the increment for the adjust-
ment which can be made. The units of the increment are defined by the variable ad-
just_unit$. In version 6.01 systems this increment is recommended to be either a
multiple of adjust_min_val! or to have adjust_min_val! be a multiple of adjust_incr!. The
adjustment type label for each element is defined in the adjust_name$ variable, element
one adjust_incr! is for the element one of adjust_name$ variable.

adjust_max_lim!
Version Used: 6.20 and up

Variable Type: An array of up to ten floating point numbers

Where Used: Optional array in collection ADJUSTABLES

Usage:

Description: This variable defines the largest adjustment setting allowed. Using this
variable and the ajdust_min lim! will cause the system to track the physical values on
the airframe. When entering the diagnostics an addition menu will appear to allow for
any correction to the setting and when exiting the diagnostics you will be given an
additional menu to save the affects on the setting or to aborted the diagnostics.
Settings can only be saved once for each flight and only for the last flight of that flight
plan.

adjust_max_val!
Version Used: 3.10 and up

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Variable Type: An array of up to ten (10) floating point numbers

Where Used: : Optional array in collection ADJUSTABLES

Usage: adjust_max_val! = {9.0,8.0,9.0}

Description: Maximum adjustments allowed for each adjustable defined in the collection
per diagnostic iteration.

adjust_min_lim!
Version Used: 6.20

Variable Type An array of up to ten (10) floating point numbers

Where Used: Optional array in collection ADJUSTABLES

Usage: adjust_min_lim! = {0.0,1.0,0.5}

Description: This variable defines the smallest adjustment setting allowed. If zero the
system will use adjust_min_val!. Using this variable and the ajdust_max lim! will cause
the system to track the physical values on the airframe. When entering the diagnostics
an addition menu will appear to allow for any correction to the setting and when exiting
the diagnostics you will be given an additional menu to save the affects on the setting or
to aborted the diagnostics. Settings can only be saved once for each flight and only for
the last flight of that flight plan.

adjust_min_val!
Version Used: 3.10 and up

Variable Type: An array of up to ten floating point numbers

Where Used: Optional array in collection ADJUSTABLES

Usage: adjust_min_val! = {1.0,1.0,1.0}

Description: In version 3.10 systems the adjust_min_val! variable defines the smallest
positive minimum value and incremental value per adjustment. The adjustments are
defined using the adjust_name$ variable. This basically instructs the diagnostic pro-
gram to calculate the corrections using the value defined in adjust_min_val! as the
smallest adjustment and increment allowed. For example, if the first adjustment
defined in the adjustment name is "FWD Pitch Links" with units of "flats" and ad-
just_min_val! is a one, this would say the smallest allowable adjustment is a single flat
on the pitch link and the increment is 1 flat.

In version 6.01 and up this value will only be used for the increment if adjust_incr! is
not defined. If adjust_incr! is defined as a non zero number it will use adjust_min_val!
as a minimum correction value per diagnostic iteration only and adjust_incr! as an
increment value. See adjust_incr!.

adjust_mode%
Version Used: 6.20

Variable Type: An array of up to ten integer numbers

Where Used: Optional array in collection ADJUSTABLES

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Usage: adjust_mode% = {0,1,3}

Description: This variable defines the Adjustment mode or normalization method,

where:
0= no normalization
1= normalize to adjust_min_lim!
2= normalize to adjust_max_lim!
3= normalize to 0.0

adjust_name$
Version Used: 3.10 and up

Variable Type: Ten ASCII strings of maximum fifteen characters

Where Used: Mandatory in ADJUSTABLES collection

Usage: adjust_name$ = {"Fwd Weights", "Fwd Pitch Links", "Fwd Trim Tabs"}

Description: The adjust_name$ variable defines the adjustment name in text format.
The position of the adjustment name has significance and is used as a reference for the
adjust_unit$, adjust_min_val!, adjust_ row_priority!, adjust_max_lim!, adjust_min_
lim!, adjust_priority%, adjust_pos_action$, and adjust_neg_action$ variables. The
name should describe the type of adjustment which is performed in the language which
is commonly used to describe that adjustment for the particular aircraft being setup.

adjust_neg_action$
Version Used: 3.10 and up

Variable Type: Ten ASCII strings of maximum 30 characters

Where Used: Mandatory for ADJUSTABLES collection

Usage: adjust_neg_action$ = {"Remove weight", "Shorten Rod", "Bend tab down"}

Description: The adjust_neg_action$ variable describes what action to take to make a

correction in the negative direction. The action should be consistent with the ad-
justment type as defined by the adjust_name$ variable.
adjust_pos_action$
Version Used: 3.10 and up

Variable Type: Ten ASCII strings maximum 30 characters each

Where Used: Mandatory for ADJUSTABLES collection

Usage: adjust_pos_action$ = {"Add weight", "Extend Rod", "Bend Tab Up"}

Description: The adjust_pos_action$ variable defines the action to be taken in the

positive direction for a given correction type as defined by the adjust_name$ variable.
The position of the adjust_pos_action$ variable should be consistent with the type of
correction defined by the adjust_name$ variable.

adjust_priority%
Version Used: 6.20 and up

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Variable Type: array of 8 integers

Where Used: used in the collection ADJUSTABLES

Usage: adjust_priority% ={1,2,3}

Description: This variable defines the priority of the adjustments to be used in the
method of prioritizing the adjustments into the diagnostics. The method of prior
implemation is defined by priority_ sequence%

adjust_row_priority%
Version Used: 3.10 through 6.03

Variable Type: An array of up to ten floating point numbers

Where Used: Optional for ADJUSTABLES collection

Description: Describes the order of adjustables to be used. Range: 1 to (total number of

adjustables) Variable removed from 6.20 and up.

adjust_unit$
Version Used: 3.10 and up

Variable Type: Ten ASCII strings seven character in length

Where Used: Mandatory for ADJUSTABLES collection

Usage: adjust_unit$ = {"GRAMS", "FLATS", "DEGREES"}

Description: The adjust_unit$ variable defines the unit name for each of the adjustment
types. It is important to keep the unit naming consistent with the adjustment name as
defined by the adjust_name$ variable.

adjustment_number%
Version Used: 3.10 and up

Variable Type: Integer Number

Where Used: Mandatory for ALLOWED_ ADJUSTMENTS collection

Usage: adjustment_number% = 1

Description: The adjustment_number% is an index to the adjust_name$ variable. An

adjustment number equal to one refers to the first adjustment type defined by the ad-
just_name$ variable.

adjustment_type%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory for NEW_ADJUST collection

Usage: adjustment_type% = 3

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Description: The adjustment_type% variable is a number that represents an adjustable

(in the order it is defined in the adjust_name$ variable, in the ADJUSTABLES
collection). The disallowed record is then modified only to allow adjustments to the
adjustable specified. Range: adjustment_type$ = 1 to (number of adjustables listed in
ADJUSTMENTS collection).

aircraft_type$
Version Used: 3.10 and up

Variable Type: String of ASCII characters with a maximum length of six

Where Used: Mandatory on all collections (see examples)

Usage: aircraft_types$ = "UH60"

Description: The aircraft_types$ uniquely identifies measurement, display, and diag-

nostics collections against a particular aircraft type. There is no particular limitation on
the types of names used; however, it is recommended that the names correspond to the
aircraft or test type. This six character sequence is used extensively in the RADS-AT
user interface.

auto_best_n%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Optional for FLIGHT_PLANS collection

Usage: auto_best_n% = 0

Description: The minimum number of adjustments which brings the vibration levels
below the set limit value. This is the limit defined in the SAFETY_CHECKS collection.
For system version numbers of 6.20 and up this value can be overridden by the variable
predition_limit!. auto_best_n% = 0 means this feature is OFF. auto_best_n% = 1 means
this feature is ON.

averager$
Version Used: 6.01 and up

Variable Type: ASCII string of three characters

Where Used: Used on the SSPA and ASPA measurement setups

Usage: averager$ = "rms"

Description: This variable takes precedence over the variable averaging%. The string
specified requests the type of output averaging performed on the complex data gen-
erated by the FFT. The averaging mode will yield different types of magnitude
weighting. The following mode will yield different types of magnitude weighting and are
the available averaging modes:

averager$ = "coh" coherent averaging

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 Appendix C – RADS-AT Aircraft Setup Dictionary (Continued)

Coherent averaging can be used with the SSPA acquisition mode and is automatically
used with the SSTA acquisition mode. This module converts and averages FFT output
data into magnitude and phase data and corrects for analog filter characteristics.

averager$ = "rms" rms averaging

RMS averaging can be used on either the SSPA or ASPA acquisition modes. RMS
averaging outputs magnitude data calculated by summing the square of the magnitude
of each data point, dividing the sum by the number of data points, and taking the
square root of that quotient. It will have the characteristic of emphasizing the larger
amplitude signals measured over time. It is the recommended form of averaging for the
ASPA mode.

averager$ = "lin" linear averaging

Linear averaging can be used in either the averaging outputs magnitude data calculated
by summing the magnitude of each data point, and dividing that sum by the number of
data points.

default - no default exist if not defines averaging% variable is used. In all new script
files averager$ is the recommended variable to use.

averaging%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Used on the SSPA and ASPA measurement setups

Usage: averaging% = 1

Description: The integer specified requests the type of output averaging performed on
the complex data generated by the FFT. The averaging mode will yield different types of
magnitude weighting. The following mode will yield different types of magnitude
weighting and are the available averaging modes:

averaging% = 1 coherent averaging

Coherent averaging can be used with the SSPA acquisition mode and is automatically
used with the SSTA acquisition mode. This module converts and averages FFT output
data into magnitude and phase data and corrects for analog filter characteristics.

averaging% = 2 rms averaging

RMS averaging can be used on either the SSPA or ASPA acquisition modes. RMS
averaging outputs magnitude data calculated by summing the square of the magnitude
of each data point, dividing the sum by the number of data points, and taking the
square root of that quotient. It will have the characteristic of emphasizing the larger
amplitude signals measured over time. It is the recommended form of averaging for the
ASPA mode.

averaging% = 3 linear averaging

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RADS-AT Aircraft Setup Dictionary (Continued)

Linear averaging can be used in either the averaging outputs magnitude data calculated
by summing the magnitude of each data point, and dividing that sum by the number of
data points.

default

If no averaging is specified, the averaging type will default to the linear averaging mode
for the SSPA or ASPA acquisition modes.

bad_revs%
Version Used: 3.10 and up

Variable Type: An array of up to nine integers

Where Used: Optional for TRACKER_ RESULTS collection

Usage: bad_revs% = {,,,,,,20}

Description: The array is a count of the rotor revolutions which were discarded for vari-
ous reasons. Each index into the array represents a different rejection error and the
value is the total number of revolutions rejected. If the total count exceeds one half the
requested rotor revs the measurement is terminated and an error is reported for the
track channel. The definitions for each index are as follows:

1) wrong number of pulses

2) slant range from tracker less than 1 meter i.e. distance out on rotor ABT looks at
(3.10AP35D and up this error is not defined)
3) double tacho pulse error (early versions than 3.10AP35D this error is not defined)
4) measurement radius greater than length of rotor
5) blade velocity in error more than 50%
6) discarded due to transient suppression (early track modules this error is not defined)
7) 1 blade velocity differs to much
8) active track - track height too low (OBSOLETE AAT only error check)
9) active track - track height too high (OBSOLETE AAT only error check)

balance_flag%
Version Used: 6.01 and up

Variable Type: Integer number

Where Used: Optional for FLIGHT_PLANS collection

Usage: balance_flag% = 1

Description: An alternate diagnostic flag. If set to one this flag will solve a simple bal-
ance solution of one adjustable type with no track coefficients of n points. In a 6.01
system, N is defined by the no_of_tail_adj% variable. In a 6.20 system N is defined by
the rotor_blades% variable.

best_n%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Optional for FLIGHT_PLANS collection

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Usage: best_n% = 3

Description: Maximum number of solutions. When best_n% is used with the auto_
best_n% variable is set to ON, the number of solutions provided may be less than
best_n%. Range: best_n% = x to 31 or 0 where 0 means this feature is OFF. This
feature works from a top down solution (most adjustments to least adjustments) in the
3.10 systems and a bottom up solution (least adjustments to most adjustments) in the
6.01. The best_n% number is the total number of allowed adjustments, where
adjust_best_n% is maximum adjustment number per type.

blade_id$
Version Used: 3.10 and up

Variable Type: Ten sets of eight ASCII character strings of three characters in length

Where Used: Mandatory for AIRCRAFT_ TYPES collection

Usage: blade_id$ = {"GRN", "YEL", "RED"}

Description: The blade_id$ variable allows the identification of specific blades with an
ASCII character identifier, which is a maximum of six characters in length. This
identifier is used as the blade reference for track displays and diagnostic adjustments.
The first blade listed in the variable description is the first blade which passes over the
tracker after the magnetic interrupter has been initiated. The following blades are in
the order they pass over the tracker after the first blade. Choose names to reflect the
blade color coding, if applicable.

c_adjust_num%
Version Used: 6.20 and up

Variable Type: integer

Where Used: Collection ADJ_CURR

Usage: c_adjust_num% = 1

Description: This variable defines the element number of the adjust_name$ array for
which the record within the collection is defining the current adjustment physical
values for each blade. The physical values are stored in the variable array of
current_adjust!.

c_rotor_type%
Version Used: 6.20 and up

Variable Type: integer

Where Used: Collection ADJ_CURR

Usage: c_rotor_type% = 1

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RADS-AT Aircraft Setup Dictionary (Continued)

Description: This variable defines the rotor, by element number of the rotor_id$ array,
for which the data stored under the variable current_adjust! is for. i.e. the current
physical values are defined by :
aircraft_type$
tail_no$
c_rotor_type%
c_adjust_number%
current_adjust!

cabin_absorber_diags%
Version Used: 6.01 and up

Variable Type: Integer number

Where Used: Optional in the FLIGHT_ PLANS collection

Usage: cabin_absorber_diags% = 1

Description: This flag triggers an additional diagnostic algorithm to calculate absorber

adjustments to the cabin or frame absorbers. After the absorber adjustment are re-
ported the standard diagnostics are run. Zero is for no cabin absorber diagnostics and
one is for execution of cabin absorber diagnostics before standard diagnostics.

cabin_acq_channels$
Version Used: 6.01 and up

Variable Type: Array of up to 14 strings. Strings are a maximum length of 6 characters.

Where Used: Optional in the FLIGHT_ PLANS collection

Usage: cabin_acq_channels$ = {"cabin"}

Description: This array defines the accelerometer inputs which are to have the v-notch
diagnostic applied to the cabin absorbers or frames. Each accelerometer is treated as a
independent function.

cabin_R%
Version Used: 6.01 and up

Variable Type: Integer number

Where Used: Optional in the FLIGHT_ PLANS collection

Usage: cabin_R% = 4

Description: This variable defines the element within the measurement in which the v-
notch diagnostics are to be applied. A value of 4 applies the v-notch diagnostics to the
4R component of the vibration reading.
cabin_weight_idx%
Version Used: 6.01 and up

Variable Type: Integer number

Where Used: Optional in the FLIGHT_ PLANS collection

Usage: cabin_weight_idx% = 2

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Description: This variable defines the index into the vib_coeff array in which the correc-
tion is found for the v-notch diagnostics. This value placed in the vib_coeff! for this
diagnostic is not the coefficient but the actual adjustment if that test state is the low
point on the diagnostics. Range is 1 to 10.

channel_name$
Version Used: 3.10 and up

Variable Type: String of six ASCII characters

Where Used: Mandatory when specifying vibration data in the DISPLAYS, TRENDS,
SAFETY_CHECKS, and SUMMARY_DIS-PLAYS collection.

Usage: channel_name$ = "A"

Description: Name that is associated to a physical accelerometer channel.

channel_names$
Version Used: 6.01

Variable Type: An array of up to 18 strings. Strings are up to six ASCII characters

Where Used: Mandatory when specifying vibration data in SUMMARY_DISPLAYS2

collection

Usage: channel_names$ = {"Lat"}

Description: ASCII names that are associated to accelerometer channels.

Chord!
Version Used: 3.10 and up

Variable Type: An array of up to eight floating point numbers

Where Used: Mandatory in AIRCRAFT_ TYPES collection

Usage: chord! = 0.707

Description: The Chord! variable defines the blade chord width in units of meters at the
location the tracker is aimed. If the blades are tapered, it is important to measure the
correct chord width. The variable is used to derive blade lead-lag and as a blade veloc-
ity check to verify measurements are being made accurately. Valid range is greater
than 0.05 meters and less than 5.0 meters.

code%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory in ERROR_CODE collection

Usage: code% =1

Description: Returned error code for function call.

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Coefficients!
Version Used: 3.10 and up

Variable Type: An array of four floating point numbers

Where Used: Mandatory in LINEAR_COM-BINATIONS collection

Usage: coefficients! = {0.5, -0.5, 0, 0}

Description: Combination coefficients used when combining two or more vibration

channels. When variable comb_mode% is set to a 0 the function is a sum and
difference of the accelerometers. When the variable comb_mode% is set to a 1 the
function is to multiply positive numbers and divide negative numbers. ?

comb_mode%
Version Used: 6.03 and up

Variable Type: integer

Where Used: used in collection LINEAR_COMBINATIONS

Usage: comb_mode% = 0

Description: This variable defines the mode of combining the accelerometer data. A zero
denotes to add the results of multiplying the coefficients to the accelerometers
measured. A one denotes to multiply absolute value of the coefficients to the
accelerometer and instead of adding the results if the coefficient is positive you multiple
the results is the coefficient was negative you divide the results.

i.e.
example 1
two accelerometers measured as accel_channel$ = {A, B} with
coefficients! = {1,-2,0,0} if

the comb_mode% =0 then math is

= (A*1) + (B*(-2) or

if the comb_mode%=1 then math is

= (A*1) / (B*2)

example 2
two accelerometers measured as accel_channel$ = {A, B} with
coefficients! = {1,2,0,0} if
the comb_mode% =0 then math is
= (A*1) + (B*(2) or

if the comb_mode%=1 then math is

= (A*1) * (B*2)

counter%
Version Used: 6.01 and up

Variable Type: Integer number

Where Used: Mandatory in FLIGHT_ QUALITY collection

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Usage: counter% = 1

Description: The counter% variable defines the number of times the current flight plan
has flown consecutively. The term consecutively is the sequential collected flight plan
within the past week.

current_adjust!
Version Used: version 6.20 and up

Variable Type: array of 8 floating point numbers

Where Used: ADJ_CURR collection

Usage: current_adjust! = {1.5, 14.0, 5.0}

Description: This variable defines the current physical values on the blades. This
collect this variable appears in (ADJ_CURR) is maintained by the DPL language and is
used when the adjust_max_lim! and adjust_min_lim! variables are used.

d_label$
Version Used: 6.01 and up

Variable Type: ASCII strings up to 40 characters

Where Used: Mandatory for SUMMARY_ DISPLAY2 formats.

Usage: d_label$ = {"1R component for Lat"}

Description: This variable is the display label which appears in the summary menu
option for selection of the desired sub display. Each label must be unique.

delete_channel%
Version Used: 3.10 and up

Variable Type: Four integer numbers

Where Used: Optional in LINEAR_COMBI-NATIONS collection

Usage: delete_channel% = (FALSE%, FALSE%, FALSE%, TRUE%}

Description: Determines whether or not a measured channel will be deleted from the
database after the linear combination has been completed. Defaults to FALSE%. If set
TRUE%, the channel represented in the position of the TRUE% will be deleted.

diags_type$
Version Used: 3.10 and up

Variable Type: String of fourteen ASCII characters

Where Used: Mandatory for FLIGHT_ PLANS collection when using pre-filter for air-
craft_type$ = "AH64" or aircraft_type$ = "OH6"

Usage: diags_type$ = "diags_ah64"

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Description: The diags_type$ variable is used for storing the name of the pre-filter to be
used for the selected aircraft. Current defined pre-filters are:

diags_ah64 - This flag is for diagnostics to enable an adjustable based on a track split
between test states on the same blade. Normal diagnostics are then run.
Normalization of track data is to the test state flagged in the variable normalize%.
diags_c130 - This flag disables the normal diagnostics and runs a special set for C130
engine balancing.
reverse_pos_adj - This flag is for diagnostic pre-filter to disallow any positive move on
the defined adjustable.
reverse_neg_adj - This flag is for diagnostic pre-filter to disallow any negative move on
the defined adjustable.
diags_track - This flag is for diagnostics to enable an adjustable based on a track split
between test states on the same blade. Normal diagnostics are then run. Same as
diag_ah64 except rotor system is defined for tandem rotors. Normalization of track
data is to the test state flagged in the variable normalize%.

disallow%
Version Used: 3.10 and up

Variable Type: Eight integer numbers either 0 or 1

Where Used: Mandatory for ALLOWED_ ADJUSTMENTS collection

Usage: disallow% = {1,1,0}

Description: The disallow% variable allows the specified adjustments to be disallowed

for a particular flight plan. For instance, if a ground flight plan was developed and no
track adjustment were to be made on the rotor system, a disallow could be used as
follows:

disallow% = { 1, 1, 1 }

0 Means disallow adjustment defined by the adjustment_number%.

1 Means allow the adjustment.

displacement!
Version Used: 6.01 and up

Variable Type: Floating point number

Where Used: Mandatory in METER_ RESULTS collection

Usage: displacement! = 0.020

Description: The displacement! variable is the measured value of engine vibration stored
in units of meters for the vibmeter mode and displayed in units of P-P MIL

display%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory in the DISPLAY and TREND collections

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Usage: display% = D_SYNC_SSTA%

Description: The display% variable is used to setup the types of displays that are avail-
able to the user on an aircraft by aircraft basis. The display variable is an integer, but
some character strings can be used to substitute for the integer to make display setup
easier. The following are available display type:

D_ASYNC% 3
Displays asynchronous spectrum data 200 points at a time over two separate screens.
Used for single measurements.

D_BAR% 12
Displays a bar chart based on the last two measurements of the same type. Used for
trending.

D_BAR_FLIGHT% 16
Displays a histogram of measurements of the same type (SSTA) within a flight plan.
Useful for absorber tuning.

D_BAR_R% 20
Same as D_BAR%, but only used for SSTAR measurement data.

D_BAR_FLIGHT% 21
Displays a histogram of a measurement of the same type (SSTAR) within a flight plan.
Useful for absorber tuning.

D_FOUR_ASPA% 14
This display type is used under the DISPLAY collection. It will display a 400 point
asynchronous spectrum on a single page. Used for single measurements.

D_FOUR_SSPA% 15
This display type is used under the DISPLAY collection. It will display a 400 point
spectrum on a single page. Used for single measurements.

D_LAG% 10
Displays the lag for a single measurement.

D_LAG_TREND% 11
Displays the lag trend for a whole flight plan. Used for trending.

D_POLAR% 1
Displays a polar plot of the SSTA vibration for the past SSTA measurements of the same
type. Used for trending.

D_POLAR_R% 17
Same as D_POLAR%, but only used for SSTAR measurement data.

D_POLAR_TREND% 2
Displays measurements of the same type for the entire flight plan.

D_POLAR_R_TREND% 18
Same as D_POLAR_TREND%, but only used for SSTAR measurement data.

D_SYNC_SSPA% 7

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Displays a 400 point spectrum, 200 points at a time using two screens. Used for single
measurement display.

D_SYNC_SSTA% 6
Displays 128 points of amplitude and phase for the SSTA vibration mode. This is the
standard SSTA display.

D_SYNC_SSTAR% 19
Same as D_SYNC_SSTA%, but only displays the first 12R components collected.

D_TREND% 13
General trending display.

D_TRACK% 8
Displays the track data for the selected measurement.

D_TRACK_TREND% 9
Displays the track data for the entire flight plan.
D_VIB_METER% 22 - valid in 6.01 and up
Displays vibration data for 70 Hz highpass, 200 Hz highpass and 213 Hz bandpass fil-
ters for engine vibration data.

D_ZOOM_ASPA% 4
Displays zoom asynchronous data. Allows zooming by a factor of 16.

D_ZOOM_SSPA% 5
Displays zoom synchronous power data. Allows zooming by a factor of 32.

NO_DISPLAY% 0
Generates no display.

dup_disallow%
Version Used: 3.10 and up

Variable Type: Array of up to ten integers

Where Used: Optional in ALLOWED_ ADJUSTMENTS collection

Usage: dup_disallow% = {1,0,0}

Description: The dup_disallow% is a duplicate of the disallow% variable for post and pre
filters to reset the disallow% variable after alterations have occurred during the
diagnostics for the filters. See disallow% variable. Used by the diags_track and
diags_AH64 pre-filters.

element%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory for TREND collections

Usage: Element% = 4

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Description: The element% variable is used for two functions. In accelerometer data
displays the element% variable determines which measured data point to display in a
trend display. Typically the 1R component is used for trending; however, any of the
measured data points can be accessed. For instance the 4R component might be useful
to show in a trend. There are several things to keep in mind. The element number is
an index into the database based on starting from the first data point measured. In the
SSTA mode, we measure data from 0R to 32R at 1/4R resolution. So instead of the 1R
component being the first element, the 1R component is the fourth element. The SSTAR
mode contains the first 12R SSTA components only. Reference element number 2 for
2R, etc. up to element number 12 for 12R. Likewise in the SSPA or ASPA modes, we
measure 400 points. For the SSPA mode, the 1R component is actually element
number 8, since we measure with 1/8R resolution. For the ASPA mode, simply divide
the selected bandwidth by 400 and find the element which best fits your requirements
based on the FFT resolution.

In track data displays for version 7.00 this variable has an addition function in track
displays. It is used as a flag to change the mode of track data displays.
-3 = 2 plane mode
-2 = relative to target track
-1 = absolute track

error_msg$
Version Used: 3.10 and up

Variable Type: ASCII string up to 114 characters in length

Where Used: Mandatory in the collection ERROR_CODES

Usage: error_msg$ = "tach out of bounds"

Description: ASCII string which contains a message to explain the error which has oc-
curred.

fft_averaged%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Used on the SSPA or ASPA measurement setups

Usage: ffts_averaged% = 16

Description: The ffts_averaged% variable is a record in the measured data as to how

many FFT's were used in the acquisition to measure the data. The acquisition
measurement uses fft_to_average% to define the number of FFTs to use.

fft_to_average%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Used on the SSPA or ASPA measurement setups

Usage: ffts_to_average% = 16

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Description: The ffts_to_average% variable specifies the number of FFTs to perform and
average for the SSPA or ASPA vibration modes. The larger number of average will
typically yield a more accurate measurement at the expense of increased acquisition
and processing time. The range of averaging 1 to 128 averages. Be aware that
measurement with long averages at low frequency ranges can take minutes to run. In
addition, large numbers of averages may exceed the memory capacity of the RADS-AT.
Averages of 16 are typically adequate for most measurements and only special cases
warrant additional averaging.

filter_adj_number%
Version Used: 6.20 and up

Variable Type: integer

Where Used: collection ADJ_FILT

Usage: filter_adj_number% = 1

Description: This variable defines the element number into the adjust_name$ array.
This variable is in a collection used by pre-filters and should not be set in script files.

filter_disallows%
Version Used: 6.20 and up

Variable Type: an array of 8 integers

Where Used: collection ADJ_FILT

Usage: filter_adj_number% = {1,0,1}

Description: This variable defines the disallow state of each blade for the adjustment
type as defined by the pre-filters. This variable is for pre-filter use and should not be
set by the script file.

flag%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory in the collection UNITS

Usage: For system use only

Description: System variable not to be used by users.

flashes_per_rev%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Optional on TACH or SSTA measurement setups

Usage: flashes_per_rev% = 4

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Description: The flashes_per_rev% variable indicates the desired number of strobe

flashes per revolution. This usually will be equal to the number of blades.

flight_date$
Version Used: 6.01 and up

Variable Type: ASCII string

Where Used: Mandatory in the collection FLIGHT_QUALITY.

Usage: flight_date$ = "930927"

Description: The variable flight_date$ is the date of the last measurement in the form of
YYMMDD where YY is the year MM is the month and DD is the day.

flight_id$
Version Used: 3.10 and up

Variable Type: ASCII string of 17 characters

Where Used: Mandatory on all collection with data

Usage: flight_id$ = "00117940628064249"

Description: The flight_id$ variable is a CADU, date, time stamp placed on data to
generate a unique key to the data. The first 5 characters are the CADU's serial number.
The next 6 characters in the form of year, month and day. And the last 6 characters
are the hour, minute and second the flight measurement mode was entered.

flight_plan$
Version Used: 6.20 and up

Variable Type: ASCII strings up to 8 characters.

Where Used: ADJ_FILT collection

Usage: flight_plan$ = “flight”

Description: This variable defines the flight plan label for the pre-filter collection. This
variable is similar to plan_id$.

flight_repeat_limit%
Version Used: 6.01and up

Variable Type: Integer number

Where Used: Optional in the FLIGHT_ PLANS collection

Usage: flight_repeat_limit% = 5

Description: The flight_repeat_limit% variable is the consecutive flight count before a

diagnostic warning occurs.

flight_time$
Version Used: 3.10 and up

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Variable Type: ASCII String

Where Used: Mandatory in collection FLIGHT

Usage: flight_time$ = "1410"

Description: The flight_time$ variable is contains the hour and minute that the
measurement mode was entered for the flight plan. This variable is used to display the
start of collection time to the operator. The first two characters are the hours and the
second two characters are the minutes.

Warning: It is possible to collect two flights within the same minute and therefore in
the search for data have two flights which appear to be the same. The flight_id$ contain
to time to the second and therefore keep the data separate. It is rare to collect
meaningful flight ids within the same minute.

forced_adj_number%
Version Used: 6.07

Variable Type: integer

Where Used:

Usage: OBSOLETE

forced_adjust_type%
Version Used: 6.07

Variable Type: integer

Where Used:

Usage: OBSOLETE

Description:

forced_track!
Version Used: 3.10 (discontinued above 3.10 version, use target_track! instead).

Variable Type: An array of up to eight floating point numbers

Where Used: Optional for FORCED_ TRACK collection

Usage: forced_track! = {5.0, -5.0, 5.0, -5.0}

Description: The forced_track! variable instructs the diagnostic to obtain the indicated
blade position, regardless of target track or target vibrations. This may be used on off-
set rotor systems. The numbers are entered in units of mm.

freq_unit_flag%
Version Used: 3.10 and up

Variable Type: Integer number

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Where Used: Mandatory in collection SYSTEM_INFO

Usage: freq_unit_flag% = 31

Description: The freq_unit_flag% variable contains the definition of the current units for
frequency. Hertz is a 31, and RPM is a 32.
frequency_range!
Version Used: 3.10 and up

Variable Type: Floating point number

Where Used: Mandatory for ASPA setups

Usage: frequency_range! = 500.0

Description: The frequency_range! variable specifies the frequency range of the desired
spectrum. A 400 point spectrum is always presented so the resolution of the spectrum
can be calculated by dividing the frequency range by 400.

The 500, 2 k, and 20 kHz ranges don't employ digital filters, so their processing times
will be shorter than that of other ranges.

Range Freq. Range Resolution Version

100 2 - 100 Hz 0.25 Hz 3.10 up
125 2 - 125 Hz 0.313 Hz 3.10 up
200 2 - 200 Hz 0.5 Hz 6.01 up
250 2 - 250 Hz 0.616 Hz 3.10 up
300 2 - 300 Hz 0.75 Hz 6.01 up
375 2 - 375 Hz 0.938 Hz 6.01 up
400 2 - 400 Hz 1.0 Hz 3.10 up
500 2 - 500 Hz 1.25 Hz 3.10 up
800 2 - 800 Hz 2.0 Hz 6.01 up
1000 2 - 1 kHz 2.50 Hz 3.10 up
1200 2 - 1.2 kHz 3.0 Hz 6.01 up
1500 2 - 1.5 kHz 3.75 Hz 6.01 up
1600 2 - 1.6 kHz 4.0 Hz 6.01 up
2000 2 - 2 kHz 5.0 Hz 3.10 up
4000 2 - 4 kHz 10.0 Hz 3.10 up
5000 2 - 5 kHz 12.5 Hz 3.10 up
8000 2 - 8 kHz 20.0 Hz 6.01 up
10000 2 - 10 kHz 25.0 Hz 3.10 up
12000 2 - 12 kHz 30.0 Hz 6.01 up
15000 2 - 15 kHz 37.5 Hz 6.01 up
16000 2 - 16 kHz 40.0 Hz 6.01 up
20000 2 - 20 kHz 50.0 Hz 3.10 up

good_rev_limit%
Version Used: 6.01and up

Variable Type: Integer number

Where Used: Optional variable in the collection ACQUISITIONS

Usage: good_rev_limit% = 70

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Description: The good_rev_limit% variable is used to specify the minimum required good
revolutions for track data to be stored. The default number is 50 percent of the total
requested track revolutions. This number can be increased through the use of this
variable.
high_point%
Version Used: 3.10 and up

Variable Type: Integer number for SUMMARY_DISPLAY and integer array for
SUMMARY_DISPLAY2

Where Used: SAFETY_CHECKS and SUM-MARY_DISPLAYS collection

Usage: high_point% = 4 for SAFETY_ CHECKS and SUMMARY_DISPLAYS

high_point% = {4,5,20} for SUMMARY_ DISPLAYS2

Description: The high_point% in SAFETY CHECKS is the index to the data point rep-
resenting the highest point position in the range of data points that are compared
against the limit value specified. The high_point% in SUMMARY_DISPLAYS is the index
to the data point that represents the highest point position in the range of data points
searched when finding the peak signal in a Peak Summary (SUM_PEAK%) display.

high_tach!
Version Used: 3.10 and up

Variable Type: Floating point number

Where Used: Mandatory for the SSTA or SSPA measurement setups.

Usage: high_tach! = 100.0

Description: The high_tach! limit specifies the upper tach frequency limit. If the upper
limit is exceeded, the measurement will fail with a tachometer out of bounds error or a
tachometer frequency too high error. The lower and upper limits specified must fall
within one of the ranges as listed below. The limits can be tighter, if the user wants to
restrict the range for measurement consistency. Frequency is always specified in units
of Hz.

Acceptable Tachometer Ranges:

Range = 1:
2.0-3.94 Hz, (120-236 rpm)

Range = 2:
3.15-8.12 Hz, (189-487 rpm)

Range = 3:
6.52-17.5 Hz, (391-1050 rpm)

Range = 4:
14.0-40.7 Hz, (840-2442 rpm)

Range = 5:
32.5-95.2 Hz, (1950-5712 rpm)

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Range = 6:
76.1-181.0 Hz, (4566-10860 rpm)
Range = 7:
144.0-400.0 Hz, (8640-24000 rpm)

Range = 8:
320.0-485.0 Hz, (19200-29100 rpm)

hub_to_reflector!
Version Used: 3.10 and up

Variable Type: Floating point array

Where Used: Optional in AIRCRAFT_ TYPES collection

Usage: hub_to_reflector! = {3.45, 3.45}

Description: The hub_to_reflector! variable is an array used to calculate the blade height
and lead lag when using the active tracker. The hub is the location of rotor center of
rotation. The reflector is the position at which the active tracker reflective target is
placed. The hub_to_reflector! variable is the distance from the hub to the reflector in
units of meters and must be equal or less than the rotor radius.

l_label$
Version Used: 6.01and up

Variable Type: Array of up to ten ASCII strings with lengths up to 40 characters

Where Used: Mandatory with some display modes within SUMMARY_DISPLAYS2
collection

Usage: l_label$ = {"output pinion check", "oil cooler fan check"}

Description: The l_label$ variable is a label place above displayed data when displaying
data in SUMMARY_DISPLAYS2 formats. If multiple displays are done on asynchro-
nously acquired data each peak display frequency band is given a header label with this
variable.

label$
Version Used: 3.10 and up

Variable Type: String of sixteen ASCII characters in the both the SAFETY_ CHECKS
collection and the DISPLAY collection. A string of twenty-two ASCII characters in the
SUMMARY_DISPLAYS collection.

Where Used: SAFETY_CHECKS and SUM-MARY_DISPLAYS collections

Usage: label$ = "FPG100 1R"

Description: Description of the test state in a SUM_SYNCH% display (SUMMARY_

DISPLAYS collection). Exceedance label for a test state in SAFETY_CHECKS collection.

lag_limit!
Version Used: 6.01and up

Variable Type: Floating point number

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Where Used: Optional variable in the collection ACQUISITIONS

Usage: lag_limit! = 0.001

Description: This lag_limit! variable is used to define a limit on the relative lead/lag
measurement. This limit is a spread limit i.e. plus or minus. Units are in meters at the
blade tip.

lag_std_dev!
Version Used: 3.10 and up

Variable Type: An array of up to eight floating point numbers

Where Used: Mandatory in the collection TRACK_RESULTS.

Usage: lag_std_dev! = {0.001,0.002,0.001}

Description: The variable lag_std_dev! is used to store the standard deviation of the
measurement for lag/lead in radians of arc.

last_flight_ext$
Version Used: System prior to version 3.10

Variable Type: ASCII string of up to four characters

Where Used: Optional data stored in collection SYSTEM_INFO

Usage: last_flight_ext$ = "AABA"

Description: This variable is an extension used on the last flight. In system prior to
version 3.10 the flight_id$ was made up of last_flight_ext$ and the date time stamp.
This provide to make duplicate time flight_id$ between CADU's therefore this was
abandoned for the serial number of the CADU and the time to the second.

level%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Optional in the collection ERROR_CODES

Usage: level% = 1

Description: The variable level% is the error level. The current system uses all errors at
the same level and the variable is reserved for future use

limit!
Version Used: 3.10 and up

Variable Type: Floating point number

Where Used: Mandatory in SAFETY CHECKS collection

Usage: limit! = 0.001

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Description: The limit is a number greater than the maximum allowable value in the
data being examined. Represents the maximum track split value for track data, and the
maximum vibration level for vibration data.

limit_ident%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory for SAFETY CHECKS collection

Usage: limit_ident% = 2

Description: This number is used to uniquely identify a SAFETY_CHECK for a specific

aircraft type, test sate, and acquisition. This allows multiple limits to be defined for a
single measurement. Any number in the range of 1 through 32767, can be used.

low_point%
Version Used: 3.10 and up

Variable Type: Integer number for SUMMARY_DISPLAY, and SAFETY_CHECKS. Integer

array for SUMMARY_DISPLAY2

Where Used: SAFETY_CHECKS and SUM-MARY_DISPLAYS collection

Usage: low_point% = 1 for SAFETY_ CHECKS and SUMMARY_DISPLAYS
low_point% = {1,3,32,100} for SUMMARY _DISPLAYS2

Description: The low_point% in SAFETY_ CHECKS collection is the index to the data
point representing the lowest point position in the range of data points that are com-
pared against the limit value specified. The low_point% in SUMMARY_DISPLAYS and
SUMMARY_DISPLAYS2 is the index to the data point that represents the lowest point
position in the range of data points searched, when finding the peak signal in a Peak
Summary display.

low_tach!
Version Used: 3.10 and up

Variable Type: Floating point number

Where Used: Mandatory on all SSTA, SSTAR and SSPA measurement setups

Usage: low_tach! = 95.0

Description: The low_tach! frequency specifies the lower tachometer limit for the desired
measurement. If the tachometer falls below the lower limit, a tacho meter out of
bounds or tachometer frequency too low error message will appear. The low tach limit
specified in units of Hz. See the high_tach! variable for the acceptable tachometer
ranges.

mag_gain!
Version Used: 3.10 and up

Variable Type: Floating point number

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Where Used: Mandatory in spectrum data collections: SSTA_SPECTRA SSTAR_

SPECTRA SSPA_SPECTRA ASPA_SPECTRA ZOOM_SPECTRA

Usage: mag_gain! = 0.341

Description: The variable mag_gain! is a scalar in g's. This variable is multiplied into
the array of magnitudes% to generate the spectrum magnitude array in g's.

magnitudes%
Version Used: 3.10 and up

Variable Type: Array of integer values

Where Used: Mandatory in spectrum data collections: SSTA_SPECTRA, SSTAR_

SPECTRA, SSPA_SPECTRA ASPA_ SPECTRA, and ZOOM_SPECTRA

Usage: magnitudes% = {3456, 10, 23, 15, 11, 10, 56, 10, 23, 15, 11, 10}

Description: The variable magnitudes% is an array of integers representing the vibration

magnitude scaled to integers. This variable is multiplied with mag_gain! to generate the
spectrum magnitudes array in g's.

main_rotor%
Version Used: 3.10 and up

Variable Type: Integer number 1 through 10

Where Used: Mandatory in AIRCRAFT_ TYPES collection

Usage: main_rotor% = 1

Description: The main_rotor% variable is used to select the number of rotors on the
particular aircraft. This variable is used for defining track and balance for main rotors,
tail rotors and shafts which can be balanced.

mean_rev_time!
Version Used: 3.10 and up

Variable Type: Floating point number

Where Used: Mandatory in spectrum data collections: SSTA_SPECTRA, SSTAR_

SPECTRA, SSPA_SPECTRA, and ZOOM_ SPECTRA

Usage: mean_rev_time! = 0.12345

Description: The variable mean_rev_time! is used to calculate the frequencies which rep-
resented in each of the bins within the spectrums. In a synchronous measurement this
is the average revolution time, in an asynchronous measurement it is the bandwidth
being measured.

mean_track!
Version Used: 3.10 and up

Variable Type: Floating point number

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Where Used: Mandatory in the collection TRACK_RESULTS

Usage: mean_track! = 2.5213

Description: The mean_track! variable is the measured mean of the rotor blades meas-
ured during a measurement.

min_abs_track!
Version Used: 6.01 and up

Variable Type: Floating point number

Where Used: Optional variable in the collection ACQUISITIONS

Usage: min_abs_track! = 1.300

Description: The min_abs_track! variable is used to reject revolutions which are meas-
ured as being less than the minimum height. Units are in meters.

must_get_better_by!
Version Used: 6.01and up

Variable Type: Floating point number

Where Used: Optional variable in the collection FLIGHT_PLANS

Usage: must_get_better_by! = 25.0

Description: The variable must_get_better_by! is the percentage improvement in the

sum of the square of the error from the desired goal. The error includes both vibration
and track measurements which have coefficients defined.

must_not_get_worse_by!
Version Used: 6.01 and up

Variable Type: Floating point number

Where Used: Optional variable in the collection FLIGHT_PLANS

Usage: must_not_get_worse_by! = 0

Description: The variable must_not_get_worse_by! is the percentage of deterioration

allowable in the sum of the square of the error from the desired goal. The error includes
both vibration and track measurements which have coefficients defined.

no_of_adj%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory for ADJUSTABLES collection

Usage: no_of_adj% = 3

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Description: The no_of_adj% variable defines the number of adjustments which are
allowed for the diagnostic. The number should be consistent with the number of
adjustments defined in the adjust_name$ variable.

no_of_tail_adj%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Optional in ADJUSTABLES collection

Usage: no_of_tail_adj% = 4

Description: The no_of_tail_adj% variable defines the number of adjustment points used
for the tail rotor single plane balance. The number may not exceed eight for labeled
balance points. The non-labeled points are limited by integer size (32767). For balance
mode diagnostics see balance_flag%.

no_test_states%
Version Used: 3.10 and up

Variable Type: Integer number from one to ten

Where Used: Mandatory for FLIGHT_ PLANS collection

Usage: no_test_states% = 3

Description: The no_test_states% variable defines the number of test states included as
part of the flight plan. It is necessary that the no_test_states% match the number of
test states included as part of the test_states% variable. A maximum of ten separate
test states is allowed.

normalize%
Version Used: 3.10 and up

Variable Type: An array of up to ten integer numbers

Where Used: Mandatory for FLIGHT_ PLANS collection when using pre-filter for aircraft
flight plan.

Usage: normalize% = {0, 1, 0, 0, 0, 0}

Description: Normalize data to the test state indicated by value = 1. The entries are in
order of the test states defined in the TEST_STATES collection for the flight_plan$
specified. Note: Only one test state can be set to normalize. The following values can be
placed for a test state: 1 Normalize to this test state, and 0 test state not normalized to.

nose_absorber_diags%
Version Used: 6.01 and up

Variable Type: Integer number

Where Used: Optional variable in the collection FLIGHT_PLANS

Usage: nose_absorber_diags% = 1

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Description: The nose_absorber_diags% controls whether or not the nose absorber

diagnostics execute: 0 = off, 1 = on.

nose_channels$
Version Used: 6.01 and up

Variable Type: Array of two ASCII strings up to six characters

Where Used: Optional in the collection FLIGHT_PLANS

Usage: nose_channels$ = {"PHV","A+B"}

Description: The nose_channels$ variable is used to define which accelerometer is the

pilot heel vertical (used by the nose diagnostics) and the A+B accelerometer channel.
Index 1 is PHV and index 2 is A+B.
nose_R%
Version Used: 6.01 and up

Variable Type: Integer number

Where Used: Optional in the collection FLIGHT_PLANS

Usage: nose_R% = 4

Description: The nose_R% variable specifies the harmonic which is to be used in the
nose absorber diagnostics: a 4 represents the 4R component.

nose_test_states%
Version Used: 6.01 and up

Variable Type: An array of two integer numbers

Where Used: Optional in the collection FLIGHT_PLANS

Usage: nose_test_states% = {3,4}

Description: The nose_test_states% variable defines the test states which are used in
the nose absorber diagnostics. The first index in nose_test_states% is the test state
index number which defines the pilot heel vertical accelerometer measurement. The
second index in nose_test_states% is the test state index number which defines the A+B
harmonic measurement. Use the variable test_states$ to determine the index number.

nose_values!
Version Used: 6.01 and up

Variable Type: An array of four floating point number

Where Used: Optional in the collection FLIGHT_PLANS

Usage: nose_values! = {.3,.6,0,.5}

Description: The nose_values! defines the limits used by the nose absorber diagnostics
as follows:
nose_values![1,1] = min. heel value

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nose_values![1,2] = max. heel value

nose_values![2,1] = { NOT USED }
nose_values![2,2] = max. AB value

peak_n%
Version Used: 6.01 and up

Variable Type: Integer number

Where Used: Optional variable in collection SUMMARY_DISPLAY2

Usage: peak_n% = 3

Description: The peak_n% variable is used to define the number of highest peaks de-
sired from the specified bin range. The default value is one point (0 or 1 gives the single
maximum vibration point between the specified range of frequencies). This value should
be set to the number of highest vibration points desired to be displayed.

phase_gain!
Version Used: 3.10 and up

Variable Type: Floating point numbers.

Where Used: Mandatory variable used in the SSTA_SPECTRA and the SSTAR_ SPECTRA
collections

Usage: Phase_gain! = 0.3456

Description: The phase_gain! variable is used as a scalar in radians. This variable is

multiplied into the array phase% to generate the spectrum phase array in radians

phase_unit_flag%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory in collection SYSTEM_INFO

Usage: phase_unit_flag% = 12

Description: The phase_unit_flag% is used to define the units for the phase data. Ra-
dians are defined as 11, degrees are defined as 12 and hours are defined as 13. The
hours units are RADS-AT hours. If the hours are compared to old charts the following
adjustments must be made:
CH-4177 accelerometers are 62.5 degrees
WIL-911 accelerometers are 72.5 degrees

phases%
Version Used: 3.10 and up

Variable Type: An array of integer numbers

Where Used: Mandatory in the collections SSTA_SPECTRA and SSTAR_SPECTRA

Usage: phase% = { 22221 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12 }

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Description: The phases% variable is an array of integer numbers which when multi-
plied with the phase_gain! variable are the phase of the synchronously measured data
in radians. The array is either 12 integers long in SSTAR_SPECTRA or 128 integers
long in SSTA_SPECTRA.

plan_id$
Version Used: 3.10 and up

Variable Type: String of ASCII characters with a maximum length of eight

Where Used: Mandatory in FLIGHT_PLAN collection

Usage: plan_id$ = "FLIGHT"

Description: The plan_id$ variable is used to create a flight plan. Each flight plan
consists of a series of test states defined by the test_id$ variable. Specific diagnostic
actions and displays are generated as part of a flight plan. Typically flight plans are
developed based on GROUND, FLIGHT, and TAIL.

post_filter$
Version Used: 3.10 and up

Variable Type: String of up to sixteen ASCII characters

Where Used: Mandatory for FLIGHT_ PLANS collection when a post_filter$ is available
for the aircraft.

Usage: post_filter$ = "post_fltr_ah64"

Description: The post_filter$ variable contains the file name of the post filter to use for
the specified aircraft. Current post filters are:
post_fltr_ah1%
post_fltr_ah64%
post_fltr_oh58c%
reverse_neg_adj%
reverse_pos_adj%
post_fltr_flag%
Version Used: 3.10 and up

Variable Type: An array of ten integer numbers

Where Used: Mandatory for ADJUSTABLES collection when using the post_filter$

Usage: post_fltr_flag% = {0, 0, 1}

Description: Specifies the adjustable to be used in the post_filter. Example: {0, 0, 1}

tells the post filter to operate on the third adjustable. The order of adjustables is taken
as defined in the ADJUSTABLES collection for the adjust_name$ variable. Range: 0 to
(number of adjustables), where 0 means do not operate on this adjustable.

prediction_limit!
Version Used: 6.20 and up

Variable Type: floating point number

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Where Used: used in the VIB_WEIGHTS and TRACK_WEIGHTS collection

Usage: prediction_limit! = 6.0

Description: This variable defines an alternate limit for the diagnostics. When this
value is set the safety checks start the diagnostics and the diagnostics will try to resolve
below this limit. If not set the diagnostics will attempt to resolve below the safety check
limit. This value is required when using the priority_sequence% and adjust_priority%

priority_sequence%
Version Used: 6.20 and up

Variable Type: integer

Where Used: collection ADJUSTABLE

Usage: priority_sequence% = 1

Description: This variable defines the type of priority sequence to be used in the
diagnostics. The priority is defined by the variable adjust_priority%. The sequence
method are:

0 = adjustment priority seq disabled

1 = sequential priority seq method
2 = prioritized priority seq method
3 = minimized priority seq method

probable_faults$
Version Used: 6.01 and up

Variable Type: An array of up to 12 strings

Where Used: Optional in the collection FLIGHT_PLANS

Usage: probable_faults$ = {"list of probable faults for", "the problem causing stop diag-
nostics"}

Description: When the stop diagnostics find a limit exceeded in one of its checks a list of
ASCII text appears on the screen. This variable defines the text to be displayed on the
screen. The text is group as up to 12 lines of text containing up to 40 characters per
line.

prompt$
Version Used: 3.10 and up

Variable Type: ASCII character string, up to 29 characters in length

Where Used: Optional for TEST_STATES collection

Usage: prompt$ = "fly at hover"

Description: The prompt$ variable allows a unique thirty character instruction to be as-
signed to a particular test state. The prompt$ will appear on the measuring screen for a

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particular test state. The prompt$ should direct the user to obtain a particular test
condition applicable to the test state.
Note: The label "A+B" is a different pseudo channel than "A + B", spaces are not ignored
in this variable.

pseudo_channel$
Version Used: 3.10 and up

Variable Type: String of six ASCII characters

Where Used: Mandatory for LINEAR_ COMBINATIONS collection

Usage: pseudo_channel$ = "A-B"

Description: Name given to the data set resulting from the linear combining of channel
data collected.

purpose$
Version Used: 3.10 and up

Variable Type: An array of three lines of ASCII text with a maximum length of 30
characters each.

Where Used: Optional in FLIGHT_PLANS collection

Usage: purpose$ = {"line1","line2","line3"}

Description: The purpose$ variable specifies three lines of unique text which will come
up on the help screen when a particular flight plan is selected and the HELP button
depressed. The text should describe the flight plan and what diagnostics can be
executed as part of that flight plan.

R_component%
Version Used: 6.01 and up

Variable Type: Integer number

Where Used: Optional variable in collection VIB_INFLUENCE

Usage: R_component% = 1

Description: The R_component% variable defines which harmonic the coefficient is to be

applied to in the diagnostics. R_component% has a default of 1 for the 1R component.

relative_lag!
Version Used: 3.10 and up

Variable Type: An array of floating point numbers up to 8 in length.

Where Used: Mandatory in collection TRACKER_RESULTS

Usage: relative_lag! = {0.002344, 0.000452, -0.002795}

Description:

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In version 6.01 the relative_lag! variable defines the location of the blade in the hori-
zontal plane relative to its expected location. (i.e. a two bladed rotor with a std_
ref_angle! of zero is expected at 0 and 180 degrees) The relative lag value is positive for
leading and negative for lagging.

revs_averaged%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory in spectrum data collections: SSTA_SPECTRA, SSTAR_

SPECTRA, SSPA_SPECTRA, and ZOOM_ SPECTRA

Usage: revs_averaged% = 73

Description: The revs_averaged% variable is the number of revolutions of averaged data

collected in the measured data. This number will be equal to or less than the requested
number due to synchronization.

revs_of_track%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory in collection TRACKER_RESULTS

Usage: revs_of_track% = 73

Description: The revs_of_track% variable is the number of revolutions which were

measured for the track data. This value will be equal to or less than the requested
number of revolutions due to synchronization process and because the vibration meas-
urement will terminate the track measurement upon completion of collecting the re-
quested vibration revolutions.

revs_per_dataset%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory in collections SSTA_SPECTRA, SSTAR_SPECTRA, and

SSPA_SPECTRA

Usage: revs_per_dataset% = 4

Description: The revs_per_dataset% variable is the number of bins per R. (i.e. if a SSTA
measurement is taken there is a 1/4 R resolution in to the data and the value of
revs_per_dataset% will be 4.)

rotor%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Optional in the collection SUMMARY_DISPLAYS2

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Usage: rotor% = 1

Description: The rotor% variable is used to select the rotor from which the track data is
to be gather from for the summary display.

rotor_blades%
Version Used: 3.10 and up

Variable Type: An array of up to ten integer numbers

Where Used: Mandatory in AIRCRAFT_ TYPES collection

Usage: rotor_blades% = {4,4}

Description: The rotor_blades% variable defines the number of blades contained on each
rotor. There can be up to eight blades defined for each rotor. The number of rotor
blades defined should be consistent with the main_rotor% variable.

rotor_diameter!
Version Used: 3.10 and up

Variable Type: An array of up to ten floating point numbers

Where Used: Mandatory in AIRCRAFT_ TYPES collection

Usage: rotor_diameter! = 3.5

Description: The rotor_diameter! variable defines the rotor diameter measured in units
of meters. The diameter is measured from the center of the hub to the blade tip. The
valid range for this variable is greater than one meter and less than 40 meters.

rotor_id$
Version Used: 3.10 and up

Variable Type: An array of up to 12 ASCII strings with a maximum length of 6 charac-

ters

Where Used: Mandatory in AIRCRAFT_ TYPES collection

Usage: rotor_id$ = {"FORE", "AFT"}

Description: The rotor_id$ variable provides a method of naming the rotor or shafts.
The rotor name can be up to six characters in length. Typically the rotor is called
"MAIN" for single main rotor systems.

rotor_type%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory for ADJUSTABLES collection

Usage: rotor_type% = 3

Description: Index to rotor in the array of rotors specified in the AIRCRAFT_TYPE

collection. Value range: 1 through 12.

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sensor%
Version Used: 6.20 and up

Variable Type: integer

Where Used: collection ADJ_FILT

Usage: sensor% = 0

Description: This variable defines the type of sensor in which the record with in the
collection ADJ_FILT is for.
sensor% Type of sensor used
0 = vib sensor
1 = tracker channel 1
2 = tracker channel 2

seq_number%
Version Used: 3.10 and up

Variable type: Integer number

Where used: Mandatory for SUMMARY DISPLAYS and SUMMARY_DISPLAYS2

collections.

Usage: seq_number% = 2

Description: This number represents the order the particular display will appear in the
actual display for the flight. The range of this number is 1 - (number of displays defined
for the flight).

serial_number$
Version Used: 3.10 and up

Variable Type: ASCII string of 6 characters

Where Used: Mandatory for the collection SYSTEM_INFO

Usage: serial_number$ = "123456"

Description: The serial_number$ variable is the serial number of the CADU entered into
the database when the CADU ram disk is formatted using the RCOM program.

setup_text$
Version Used: 3.10 and up

Variable type: Thirty nine (39) strings (lines), each with a maximum length of thirty-nine
ASCII characters.

Where used: Optional in the AIRCRAFT_SETUP collection

Usage: setup_text$ ={"Connect DAU ACC1 to accel A - copilot's ", "doorjam, mounted
vertically", "Connect DAU ACC2 to accel B - pilot's", "doorjam, mounted vertically",
"Connect cable to DAU tracker connector", (up to 39 strings total)};

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Description: Allows up to three pages (13 lines each) of descriptions on how to setup
and install the equipment on the aircraft for the chosen flight plan.

smoothness!
Version Used: 6.01 and up

Variable Type: Floating point number

Where Used: Mandatory in collection FLIGHT_QUALITY

Usage: smoothness! = 0.4012

Description: The smoothness! variable is the summation of the how much the measured
data is from the target levels. This value is related to the sum of the squares feed into
the algorithm for finding the small vibration and track levels.

std_accel_calib!
Version Used: 3.10 and up

Variable type: An array of fourteen floating point numbers, one for each of the DAU's
channels.

Where used: Mandatory for AIRCRAFT_ TYPES collection.

Usage: std_accel_calib! = {1.0, 1.0, 1.0, 1.0,1.0,1.0,1.0,1.0,1.0,1.0, 1.0,1.0,1.0,1.0}

Description: The std_accel_calib! variable allows the adjustment of a specific acceler-

ometer's sensitivity on a channel by channel basis. Commercial accelerometers
typically have a sensitivity accuracy of around 5%. However: calibration sheets are
provide stating the actual sensitivity. This number can be included to increase measure
accuracy. For instance, if the accelerometer sensitivity is 95 mv/g, instead of 100
mv/g, the particular channel can be modified to 1.05 in order to compensate for the
lower sensitivity accelerometer. Typically this is not necessary and the numbers are left
at 1.0.

std_accel_channel$
Version Used: 3.10 and up

Variable type: Fourteen six character strings, one for each of the DAU's channels.

Where used: Mandatory for AIRCRAFT_TYPES collection.

Usage: std_accel_channel$ = {"CH1" "CH2", "CH3", "CH4", "CH5", "CH6", "CH7", "CH8",
"CH9", "CH10", "CH11", "CH12", "CH13", "CH14"}

Description: The std_accel_channel$ is a variable, which defines the specific channel

name for each of the fourteen accelerometer channels. The channel name can be up to
six characters long and should describe the location and position of the accelerometer
as well as possible. For example "FORLAT", "FORVRT", "Tail". This name will then be
used to reference the input channel by the measurement setup, display setups and
diagnostics. It is important to keep the channel naming consistent throughout the
aircraft setup file.

std_accel_saturation!

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Version Used: 3.10 and up

Variable type: An array of fourteen floating point numbers, one for each of the DAU's
channels.

Where used: Mandatory for AIRCRAFT_ TYPES collection.

Usage: std_accel_saturation! = {8.0, 8.0, 8.0, 8.0, 8.0, 8.0, 8.0, 8.0, 8.0, 8.0, 8.0, 8.0,
8.0, 8.0}

Description: The std_accel_saturation! variable defines the maximum voltage the ac-
celerometer being used can generate before saturation occurs. If this voltage is ex-
ceeded, the accelerometer is in saturation and the measurement may be inaccurate. If
saturation occurs, an error message will be displayed.

Examples of Saturation levels:

Accelerometer Type Saturation

Wilcoxn 991 58 mv/g 8.0 volts
Wilcoxn 766 100 mv/g 8.0 volts
Wilcoxn 762 10 mv/g 9.9 volts
C-H 4177 58 mv/g 4.0 volts

std_accel_sensitivity!
Version Used: 3.10 and up

Variable type: An array of fourteen floating point numbers, one for each of the DAU's
channels.

Where used: Mandatory for AIRCRAFT_ TYPES collection.

Usage: std_accel_sensitivity! = {0.058, 0.058, 0.058, 0.058, 0.058, 0.058, 0.058, 0.058,
0.058, 0.058, 0.058, 0.058, 0.058, 0.058}

Description: The std_accel_sensitivity! variable defines the sensitivity of the acceler-

ometer type under use in units of volts/g. Examples of Accelerometer sensitivity are as
follows:

Accelerometer Type Sensitivity

Wilcoxn 991 58 mv/g
Wilcoxn 766 100 mv/g
C-H 4177 58 mv/g

std_accel_type%
Version Used: 3.10 and up

Variable type: Fourteen integer numbers, one for each of the DAU's channels.

Where used: Mandatory for AIRCRAFT_ TYPES collection.

Usage: std_accel_type% = {1, 0, 1, 0, 1, 0, 1, 0, 0, 0, 0, 0, 0, 0}

Description: The std_accel_type% variable defines the accelerometer bias type for the
external input channel. Typically, all channels will be the same, but this is not a re-
quirement. The RADS -AT will support two types of bias:

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Type 0 = Provides a bias for the Wilcoxn 991/Chadwick Helmuth 4177 three wire
accelerometer.
Type 1 = Provides a 4 ma constant current source bias. This bias method is very
common for accelerometers with integral electronics and may be used with a
variety of accelerometers.
std_hub_to_tracker!
Version Used: 3.10 and up

Variable type: An array of up to 10 floating point numbers.

Where used: Mandatory for AIRCRAFT_ TYPES collection.

Usage: std_hub_to_tracker! = {3.6,3.6}

Description: The std_hub_to_tracker! variable defines the distance from the center of the
rotor hub under investigation to the tracker, in units of meters. This variable is an array
which requires a definition for each rotor specified by the variable main_rotor%.

std_inst_angle!
Version Used: 3.10 and up

Variable type: An array of up to ten floating point numbers.

Where used: Mandatory for AIRCRAFT_ TYPES collection.

Usage: std_inst_angle! = {0.6891, 1.138}

Description: The std_inst_angle! variable defines the angle between horizontal (as
defined by the blade plane) and the position the active tracker is aimed, in units of radi-
ans. This angle should be measured as accurately as possible using a protractor. The
valid range for this variable is from greater than zero to 145 degrees. Even though small
angles are allowed It is recommended that the minimum angle entered be greater than
30 degrees. The angle can be converted from degrees to radians by the following
formula:

angle in radians = (3.141592654 * angle in degrees) / 180

std_passive_inst_angle!
Version Used: 3.10 and up

Variable type: An array of up to ten floating point numbers.

Where used: Optional for AIRCRAFT_ TYPES collection. If not defined system will use
std_inst_angle! for passive trackers.

Usage: std_passive_inst_angle! = {0.6891, 1.138}

Description: The std_inst_angle! variable defines the angle between horizontal (as
defined by the blade plane) and the position the passive tracker is aimed, in units of ra-
dians. This angle should be measured as accurately as possible using a protractor. The
valid range for this variable is from greater than zero to 145 degrees. Even though small
angles are allowed It is recommended that the minimum angle entered be greater than

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30 degrees. The angle can be converted from degrees to radians by the following
formula:

angle in radians = (3.141592654 * angle in degrees) / 180

std_ref_angle!
Version Used: 3.10 and up

Variable type: An array of up to ten floating point numbers.

Where used: Mandatory for AIRCRAFT_ TYPES collection.

Usage: std_ref_angle! = {0,0}

Description: The std_ref_angle! variable is an angle defined in radians, which allows the
identification of the reference blade to the system. The reference blade is identified to
the RADS-AT system by the angle between the interrupter firing and the reference blade
passing over the UTD. This angle is measured in the direction of rotor rotation.
The angle can be converted from degrees to radians by the following formula:

angle in radians = (3.141592654 * angle in degrees) / 180

std_tacho_conditioning%
Version Used: 3.10 and up

Variable type: Eight (8) integer numbers, separated by a comma. Acceptable values are
0 and 1. Tach channels three (3) and four (4) cannot be used with the tracking sensors
and with enable the power on the tracking connectors for switching relays externally.
These two tach channels will then take there inputs from tach channel one (1) for tach
three (3) and tach channel two (2) for tach channel four (4).

Where used: Optional for AIRCRAFT_ TYPES collection.

Usage: std_tacho_conditioning% = {0,0}

Description: The std_tacho_conditioning% variable defines the type of tachometer being

used. Currently, only channel one will support a single or a double bi-pulse magnetic
interrupter type tachometer. Channel two will support a single only.

Example:

{0,0} = Defines a single bi-pulse magnetic pickup or an optical pickup on both

tachometer channel 1 and 2.
{1,0} = Defines a double bi-pulse magnetic pickup on tachometer channel one and a
single bi-pulse magnetic pickup or optical pickup on tachometer channel two.
{0,1} = Reserved
{1,1} = Reserved

std_tracker_rotor%
Version Used: 3.10 and up

Variable type: An array of up to ten integer numbers. used to define the tracker channel
associated with a particular main rotor in the rotor_id$ variable. Acceptable values are
1 and 2 (corresponding to the two tracker channels)

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Where used: Mandatory in the AIRCRAFT_ TYPES collection.

Usage: std_tracker_rotor% = {1,2,2}

Description: The std_tracker_rotor% variable defines which rotor is being tracked. For
instance, the following example indicates that rotor a% is being tracked on channel b%.

std_tracker_rotor%[a%] = b%

strobe_flag%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Optional in collection TRACKER_RESULTS

Usage: strobe_flag% = 1
Description: The strobe_flag% variable is used to indicate that, if zero, the data in re-
cord is measured data. If one, the record is data entered by the operator. If data is
flagged as strobed data then the absolute track data will equal the relative track data
and the mean track data will be zero.

summary_type%
Version Used: 3.10 and up

Variable type: Integer number

Where used: Mandatory in SUMMARY_ DISPLAYS collection.

Usage: summary_type% = SUM_PEAK%

Description: The summary_type% variable is used to define the type of summary table
to be displayed. The four types of displays available are:

SUM_SYNCH% - synchronously sampled time averaged vibration display (i.e. SSTA and
SSTAR data collected).
SUM_PEAK% - peak vibration point displays for all vibration data types.
SUM_TRACK% - summary displays for track values.
SUM_LAG% - summary displays for lead/ lag values.

tach_channel%
Version Used: 3.10 and up

Variable type: Integer number.

Where used: Mandatory for TACH, SSTA, SSTAR or SSPA measurement setups.

Usage: tach_channel% = 1

Description: The tach_channel% is used to define the desired tachometer input channel
for the selected measurement. The RADS-AT can interface to two tachometer channels.
Tachometer channel 1 can interface to either an optical interrupter, single bi-pulse or
double bi-pulse interrupter source. Tachometer channel 2 can not handle a double bi-
pulse signal. For double bi-pulse operation, consult the std_tacho_condtioning%
variable type in the AIRCRAFT_ TYPES collection section.

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No tach_channel% specification is necessary for the ASPA asynchronous acquisition

mode.

tach_ratio%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Optional in collection ACQUISITONS

Usage: tach_ratio% = { 40, 10 }

Description: The tach_ratio% variable is used to define an alternate tach frequency

generated from an input. The two integer numbers represent the ratio of the generated
frequency over the input frequency. The valid range for the number for the first index is
1 to 0x7fffffff and for the second index is 1 to 0x7fff. The variable is for future
implementation.

tail_adjust_id$
Version Used: 3.10 and up

Variable type: Eight strings of three ASCII character in length.

Where used: Optional in the ADJUSTABLES collection.

Usage: tail_adjust_id$ = { "TGT","2","3","4"}

Description: The tail_adjust_id$ variable is used to define the balance adjustment points
for the tail rotor.

tail_adjust_min_val!
Version Used: 3.10 and up

Variable type: Floating point number.

Where used: Optional in the ADJUSTABLES collection.

Usage: tail_adjust_min_val! = 1.0

Description: The tail_adjust_min_val! variable defines the minimum adjustment in units

described by the tail_adjust_unit$ variable. The name of the adjustment is provided by
the tail_adjust_name$ variable. The current tail rotor balance diagnostics handles only
the single plane balance problem. If there is a multi-plane balance problem, as is the
case with asymmetric balance weight locations, the main rotor type diagnostics must be
used.

Bug: Diagnostic code uses adjust_min_val! instead of tail_adjust_min_val!

tail_adjust_name$
Version Used: 3.10 and up

Variable type: ASCII string of up to 15 characters in length.

Where used: Optional in the ADJUSTABLES collection.

Usage: tail_adjust_name$ = "Balance weights"

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Description: The tail_adjust_name$ variable defines the name of the tail rotor adjust-
ment.

tail_adjust_neg_action$
Version Used: 3.10 and up

Variable type: ASCII string of up to thirty characters in length.

Where used: Optional in the ADJUSTABLES collection, used with tail rotor definitions.

Usage: tail_adjust_neg_action$ = "Remove weight"

Description: The tail_adjust_neg_action$ variable describes what action is taken for a
negative correction during a tail rotor balance.

tail_adjust_pos_action$
Version Used: 3.10 and up

Variable type: ASCII string of up to thirty characters in length.

Where used: Optional in the ADJUSTABLES collection, used with tail rotor definitions.

Usage: tail_adjust_pos_action$ = "Add weight"

Description: The tail_adjust_pos_action$ variable describes what action is taken for a

positive action correction during a tail rotor balance.

tail_adjust_unit$
Version Used: 3.10 and up

Variable type: ASCII string seven characters in length.

Where used: Optional in the ADJUSTABLES collection.

Usage: tail_adjust_unit$ = "Grams"

Description: This variable defines the adjustment units for a tail rotor balance. The
units should be selected to match the units commonly used by the aircraft manufac-
turer.

tail_no$
Version Used: 6.20 and up

Variable Type: ASCII string up to 7 characters

Where Used: collection ADJ_CURR

Usage: tail_no$ = “12345”

Description: This variable defines the label for the tail number with in the collection of
ADJ_CURR.

tail_number$
Version Used: 3.10 and up

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Variable type: A single string of up to seven ASCII characters.

Where used: Optional in the TAIL_NUMBERS collection.

Usage: tail_number$ = "001"

Description: The tail_number$ variable allows the presetting of tail numbers through
the use of a setup script file. Tail numbers can also be entered from a menu on the
RADS-AT. The tail number can be any seven ASCII characters either numbers or
letters.
target_blade%
Version Used: 3.10 and up

Variable type: Integer number

Where used: Mandatory in the SUMMARY DISPLAYS collection when the SUM_
TRACK% display type is specified.

Usage: target_blade% = 0

Description: The target_blade% is the value used to specify the reference point for the
track values to be displayed. The following values settings are available:

-3 = 2 plane mode
-2 = relative to target track
-1 = Display absolute track values.
0 = Display track values relative to mean track
1 = Display track values relative to blade #1
2 = Display track values relative to blade #2
n = Display track values relative to blade #n

note: -2, and –3 values available in version 7.00 only

target_meas!
Version Used: 6.01 and up

Variable Type: An array of two floating point numbers

Where Used: Optional in collections VIB_TAIL_INFLUENCE and VIB_INFLU-ENCE

Usage: target_meas! = {0.2, 0.5}

Description: The target_meas! variable is a target vibration measurement for the diag-
nostics in amplitude and phase format. Normally this value is 0,0.

target_track!
Version Used: 3.10 and up

Variable type: An array of up to eight floating point numbers.

Where used: Optional in the TARGET_ SETUP collection.

Usage: target_track! = {5.0, -5.0, 5.0, -5.0}

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 Appendix C – RADS-AT Aircraft Setup Dictionary (Continued)

Description: The target_track! variable sets the ideal track condition for offset rotor heli-
copters. The target track numbers are in units of millimeters. The target track numbers
specify the target blade positions relative to the mean for offset rotor systems.

test_id$
Version Used: 3.10 and up

Variable type: String of six ASCII characters.

Where used: Mandatory for MEASUREMENT, DISPLAY, and DIAGNOSTICS setup.

Usage: test_id$ = "100KTS"

Description: The test_id$ is a string of characters which is used to identify the test
condition under which the measurements are to be made. The test_id$ is used to
reference specific measurement setups and collected data stored in the database. The
test_id$ name should be selected so that a user can easily identify the required meas-
urement conditions.

test_mode%
Version Used: 3.10 and up

Variable type: Integer mapped to a character string.

Where used: Mandatory in all measurement setups.

Usage: test_mode% = SSTA%

Description: The test_mode% variable specifies the type of measurement to be made.

The following measurement types are available:

ASPA% - Asynchronous Sampled Power Average FFT

This measurement type specifies an asynchronous FFT. Asynchronous FFT meas-
urements don't require external tachometers and are run over various frequency ranges
from 100 Hz to 20 kHz. See the frequency_range! variable for information on acceptable
ranges. The asynchronous FFT will yield vibration magnitude data a single channel at
time.

METER% - Engine Vibration meter version 6.01 and up

This mode measure the vibration summed across a spectrum after weight with three
separate filters. The three filters are a 70 Hz highpass, a 200 Hz highpass and a
bandpass centered at 213 Hz.

SSPA% - Synchronous Sampled Power Average FFT.

This measurement type specifies a synchronous Sampled Power Averaged FFT. This is
similar to the ASPA% FFT above, except that the sample rate is adjusted to the
tachometer frequency. This is very useful, if the frequency of the object under study is
changing. This type of spectrum will not smear as would be the case with an
asynchronous FFT. This measurement will yield magnitude data a single channel at a
time.
SSTA% / SSTAR% - Synchronous Sampled Time Average FFT.
This measurement type specifies a Synchronous Sampled Time Averaged FFT. This type
of measurement produces amplitude and phase components from 1/4R to 128R in
1/4R increments. Up to four channels can be collected at once, depending on the
acq_channel$ statement. Diagnostics utilize this measurement mode. A single channel

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RADS-AT Aircraft Setup Dictionary (Continued)

of simultaneous track data can be collected along with the four vibration channels. The
SSTAR% measurement executes the SSTA% measurement sequence, but only stores the
first 12R (1R -12R in 1R increments) amplitude and phase components in the database.

TACH%
This measurement mode allows the collection of track data without measuring vibration
or strobe data. There is a significant speed advantage when vibration measurements
when vibration measurements are not required and the TACH% mode is used.

TEST%
This measurement mode is a test mode only and will result in no measurement.

test_state$
Version Used: 6.20 and up

Variable Type: ASCII string of up to 7 characters

Where Used: collection ADJ_FILT

Usage: test_state$ = “Hover”

Description: This variable defines the test state within the collection of ADJ_FILT.

test_states$
Version Used: 3.10 and up

Variable type: Ten ASCII strings of a maximum six characters in length.

Where used: Mandatory in the FLIGHT_ PLANS collection.

Usage: test_states$ = {"FPG100", "HOVER", "70KTS", "120KTS" }

Description: The test_states$ variable defines which test states, with their associated
measurement and display setups, are to be included as part of the flight plan collection.
The test_states$ variable must only include test states which are setup under the ac-
quisition and test states collection. The test_id$ titles should be consistent between the
test_id$ titles should be consistent between the test_id$, display and acquisition
collections.

threshold!
Version Used: 3.10 and up

Variable type: Floating point number.

Where used: Mandatory in the NEW_ADJUST where the AH-64 pre-filter is called.

Usage: threshold! = 0.0127

Description: The threshold! value is used in the AH-64 pre-filter. This filter will "turn
on" or enable a specified adjustment type. For example, in the AH-64 aircraft, this value
represents the track split limit established for a flight plan. The threshold! variable
should be entered in the type of units used by the pre-filter (i.e. meters). The threshold
value is derived by comparing the measured value at a test state to the measured valve
from the "normalized" test state.

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 Appendix C – RADS-AT Aircraft Setup Dictionary (Continued)

title$
Version Used: 3.10 and up

Variable type: A string of six ASCII characters in length.

Where used: Mandatory in the TRENDS collection.

Usage: title$ = "CH1"

Description: The title$ variable allows the setup of unique six character titles for the
trend display. This title is used by the operator to select a particular trend display in
the display selection menu.

track_std_dev!
Version Used: 3.10 and up

Variable Type: An array of up to eight floating point numbers

Where Used: Mandatory in collection TRACKER_RESULTS

Usage: track_std_dev! = { 0.005 0.003, 0.003 }

Description: The track_std_dev! variable is the standard deviation of the measured track
data. This variable is in meters.

track_type%
Version Used: 3.10 and up

Variable Type: integer

Where Used: Optional in collections TRACK_WEIGHTS and TRACK_INFLU-ENCE

Usage: track_type% = 0

Description: The track_type% variable is used to define the type of track data which is
represented by the coefficient within the record. The type of track data is defined by:

0 = relative track height (default)

1 = absolute track height
2 = relative lead/lag
3 = absolute lead/lag

track_unit_flag%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory in collection SYSTEM_INFO

Usage: track_unit_flag% = 1

Description: The track_unit_flag% is used to define the units the system will display the
track data in. The following is a definition of the available units:

1 = "meters"

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RADS-AT Aircraft Setup Dictionary (Continued)

2 = "millimeters"
3 = "inches"
4 = "feet"
5 = "mils"

tracker_channel%
Version Used: 3.10 and up

Variable type: Integer number.

Where used: Optional for SSTA/SSTAR and TACH measurement modes. Mandatory in
the ACQUISITIONS collection if track measurements are desired.

Usage: tracker_channel% = 1

Description: The tracker_channel% variable specifies the tracker channel input to

collect track data from. The acceptable selections are as follows:

0 - No track data required.

1 - Track channel 1 as input.
2 - Track channel 2 as input.

track_coeff!
Version Used: 3.10 and up

Variable type: An array of up to ten floating point numbers.

Where used: Mandatory in the TRACK_INFLUENCE collection.

Usage: track_coeff! = {0.525, 2.2905, 3.927}

Description: The track_coeff! variable defines the effect of a single unit of adjustment on
the track measured in millimeters. One entry for each available adjustment. The
example shown in Usage: indicates three adjustments.

tracker_revs%
Version Used: 3.10 and up

Variable type: Integer number

Where used: Mandatory in the ACQUISITIONS collection when track data is measured
with SSTA/SSTAR or TACH modes.

Usage: tracker_revs% = 75

Description: The tracker_revs% variable defines the number of rotor revolutions to col-
lect and average the track data over. Typically, the tracker_revs% variable is set to the
same number as the vib_revs% variable, so that data is collected for the same length of
time for vibration and track data. The range of the tracker_revs% variable is 1 to 512
revolutions.

trk_data_found%
Version Used: 6.20 and up

Variable Type: integer

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 Appendix C – RADS-AT Aircraft Setup Dictionary (Continued)

Where Used: collection ADJ_FILT

Usage: trk_data_found% = 0

Description: This variable defines the if track data was found by the pre-filters. If data
was not found the value is zero. If data was found the value is one.

unit_name$
Version Used: 3.10 and up

Variable Type: ASCII string of four characters

Where Used: Mandatory in collection UNITS

Usage: unit_name$ = "in"

Description: The unit_name$ variable is the ASCII string which describes the current
units of the current data. This variable is a system variable not to be set by the user,
valid unit names are:
"m" for meters
"mm" for millimeters
"in" for inches
"ft" for feet
"mil" for mils
“cch” for Chadwick Clock Hours
(7.00 system only)
"deg" for degrees
"hrs" for hours
"m/s" for meters per second
"mm/s" for millimeters per second
"in/s" for inches per second
"ft/s" for feet per second
"Hz" for Hertz
"rpm" for revolutions per minute
"ips" for inches per second
"g" for normalized acceleration to gravitational acceleration

units%
Version Used: 3.10 and up

Variable type: Integer number

Where used: Mandatory in the SAFETY CHECKS collection.

Usage: units% = 3

Description: The units% variable defines the type of units defined in the
SAFETY_CHECKS collection for the variable limit!. Acceptable values for track limits
are:

units% = 2 for millimeters

units% = 3 for inches
Acceptable values for vibration limits are:

units% = 41 for g's

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RADS-AT Aircraft Setup Dictionary (Continued)

units% = 51 for ips

use_as_summary%
Version Used: prior to 3.10 and 7.00

Variable Type: Integer number

Where Used: Optional in collections DISPLAYS and TRENDS

Usage: use_as_summary% = TRUE%

Description: In systems prior to version 3.10 the use_as_summary% variable was used
to flag single test state displays which were to be accessible during measurement
modes:

TRUE% was for accessible during measurements

FALSE% was for not accessible during measurements

This variable is not used or needed in 3.10 and up to 6.03 systems. It is included for
compatibility only. In version 6.20 and 6.23 this variable was removed.

In version 7.00 this variable is used as a flag to change the mode of track data displays.

-3 = 2 plane mode
-2 = relative to target track
-1 = absolute track

velocity!
Version Used: 3.10 and up

Variable type: An array of eight floating point numbers.

Where used: Optional in the TRACKER_ RESULTS collection. Valid when ABT_type% =
3.

Usage: velocity! = {153.7, 153.5, 153.6, 153.8}

Description: The velocity! variable defines the blade velocity as calculated by using the
measured chord width with the pre defined installation of the tracking sensor.

vel_std_dev!
Version Used: 3.10 and up

Where used: Optional in the TRACKER_ RESULTS collection. Valid when ABT_type% =
3.

Variable type: An array of eight floating point numbers.

Usage: vel_std_dev! = {0.357, 0.274, 0.357, 0.382}

Description: The vel_std_dev! variable defines the standard deviation of the blade
velocity as calculated by using the measured chord width with the pre defined
installation of the tracking sensor.

version$
Version Used: 3.10 and up

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 Appendix C – RADS-AT Aircraft Setup Dictionary (Continued)

Variable type: String of ten ASCII characters.

Where used: Optional in the AIRCRAFT SETUP collection, but it's use is recommended.

Usage: version$ = "1.3 R"

Description: The version$ variable defines the version number of the aircraft setup file.
This should be bumped up a version whenever changes are made to the aircraft setup
file. It is recommended that this variable be altered only by a designated person who is
tracking all revisions of the aircraft setup file. This variable is displayed along with the
aircraft type in the aircraft_types display.

vib_channel_names$
Version Used: 6.20 and up

Variable Type: ASCII string of labels, separated by a null

Where Used: ADJ_FILT

Usage: vib_channel_names$ =
“lat\0vert\0f/a\0”

Description: This variable defines the

vib_coeff!
Version Used: 3.10 and up

Variable type: An array of up to ten sets of floating point numbers, arranged in ampli-
tude, phase pairs.

Usage: vib_coeff! = {{.1170, 346}, {.0699, 219}, {.0806 233}}

Description: The vib_coeff! variable defines the move lines caused by a single unit of
each adjustment as described by the adjust_name$ or tail_adjust_name$ variable.
These basically define the sensitivity of a particular measurement (channel and test
state) to the type of correction as defined in the adjustment name. To create a diagnos-
tic for a particular aircraft, these coefficients must be empirically collected.
Example: If the adjust_name$ variable is as follows:

adjust_name$ = {"weight", "pitch link", "tab"}

Then the values in the vib_coeff! variable would represent the move line cause by:

vib_coeff! = {{move line caused by a one unit weight change on the reference
blade},{move line caused by a one unit pitch link change on the reference
blade},{move line caused by one unit of tab bend on the reference blade}}
The move line can be calculated by subtracting the initial measurement from the
measurement made after a particular change and dividing by the magnitude of the
change. The subtraction should be done in polar form and the division should only be
done on the magnitude, not the phase.

vib_data_found$
Version Used: 6.20

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RADS-AT Aircraft Setup Dictionary (Continued)

Variable Type: ASCII string of 4 characters

Where Used: collection ADJ_FILT

Usage: vib_data_found$ = “0011”

Description: This variable defines the if data was found for an acquisition. The ASCII
character of 0 means no data was found for that internal channel on the acquisition. If
ASCII character of 1 is present then data was found for that internal channel. You
must check the acquisition definition to determine the label to be used. Variable is for
pre-filter should not be set by script file.

vib_revs%
Version Used: 3.10 and up

Variable type: Integer number

Where used: Mandatory for SSTA/SSTAR and SSPA measurement setups.

Usage: vib_revs% = 50

Description: The vib_revs% variable defines the number of revolutions to collect syn-
chronous data over. The acceptable range for this number is from 1 to 512.

vib_unit_flag%
Version Used: 3.10 and up

Variable Type: Integer number

Where Used: Mandatory in collection SYSTEM_INFO

Usage: vib_unit_flag% = 41

Description: The vib_unit_flag% variable defines the units currently being used for vi-
bration data. G are defined as a 41 and ips are defined as a 51.

weight!
Version Used: 3.10 and up

Variable type: Floating point number.

Where used: Optional in the VIB_ WEIGHTS or TRACK_WEIGHTS collection.

Usage: weight! = 0.001

Description: The weight! variable allows the weighting of various data acquisitions so
that certain types of data can be made more or less important. For instance, a weight of
0.001 de-emphasizes the acquisition by a factor of 1000.

weighting$
Version Used: 3.10 and up

Variable type: String of seven ASCII characters.

Where used: Optional in the FLIGHT PLANS collection.

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 Appendix C – RADS-AT Aircraft Setup Dictionary (Continued)

Usage: weighting$ = "DEFAULT" or weighting$ = "AUTO"

Description: The weighting$ variable specifies the weighting mode used in the diag-
nostics. Acceptable selections are:

"DEFAULT" - This specifies that the aircraft setup files' weight! variable will be used.
This is default selection if the variable is not defined in the setup file.

"AUTO" - This specifies that the aircraft setup files' weight! variable will be altered and
priorities of the diagnostics will be re-scaled by a non linear function based on the
magnitudes of the vibration readings.

window_overlap%
Version Used: 3.10 and up

Variable type: Integer number from 0 to 8.

Where used: Mandatory for the ASPA or SSPA measurement types.

Usage: window_overlap% = 1

Description: The window_overlap% variable specifies the amount of overlap that is to be

used for the window and FFT process. Basically, FFTs are performed on a continuous
stream of data sampled in the time domain. If no overlap is specified, each FFT will used
completely new data. When an overlap is specified, some new data is used with some
old data which is input to the FFT. Old data in this context is data which has been used
in a previous FFT and new data means data which has never been used in a FFT
previously. Overlap is used so that collection times can be reduced, while still
maintaining enough new data so that succeeding FFTs are not highly correlated.

The following are acceptable overlap numbers:

1 = 0% overlap *
2 = 12.5% overlap
3 = 25.0% overlap
4 = 37.5% overlap
5 = 50.0% overlap
6 = 62.5% overlap
7 = 75.0% overlap **
8 = Auto select based on minimum collection time.

* - Recommended when using the rectangular window type.

** - Recommended when using the Kaiser Bessel window type.
See window_type% variable for selection of window types.

window_type%
Version Used: 3.10 and up

Variable type: Integer number from 1 to 3

Where used: Mandatory in the SSPA and ASPA measurement setups.

Usage: window_type% = 2

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RADS-AT Aircraft Setup Dictionary (Continued)

Description: The window_type% variable is used to select the type of window used for
power averaging FFTs. A window is used to control the noise floor, resolution and
scalloping loss. These are advanced topics in signal processing and will not be ex-
plained here. There are two types of windows available on the RADS-AT:

1 = rectangular window
2 = Kaiser Bessel window (a=3.5)

This variable should only be used in 3.10 system and then we recommend always using
the Kaiser Bessel window, unless doing very specialized measurements.

windower$
Version Used: 6.01 and up

Variable Type: An ASCII string of up to 7 characters

Where Used: Optional in the collection ACQUISITION

Usage: windower$ = "kb"

Description: The windower$ variable is the window type to apply when calculating the
spectrum data. Defined values are "lin", "kb", and "flat", all other window types are user
defined, and have to have a corresponding (overlaid) window module with the same
name. This variable takes precedence over window_type%.

zoom%
Version Used: 3.10 and up

Variable type: Integer number.

Where used: Mandatory in the SAFETY CHECKS collection when referencing zoom data
for the SSPA and ASPA modes. Mandatory in the SUMMARY DISPLAYS collection, for
the SUM_PEAK% display type only, when referencing zoom data points collected in the
SSPA or ASPA vibration modes.
Usage: zoom% = 1

Description: If the zoom% = 1, then use the zoom data set in the limits checking, oth-
erwise use the massaged (filtered, windowed, etc.) data collected. This variable changes
its purpose when the variables low_point% is a positive number and high_poiint% is a
negative number. The safety check becomes a band check and the bins with in the
absolute values of low_point! and high_point! are the bins check against a band
threshold. The band is defined by the limit! plus and minus the percentage which is in
the zoom% variable.

zoom_averages%
Version Used: 3.10 and up

Variable type: Integer number from 1 to 16

Where used: Optional for the SSPA and ASPA setups.

Usage: zoom_averages% = 1

Description: This optional zoom_averages% variable defines the number of FFTs to

perform and average to make up the zoom data output. Inclusion of this variable in the

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 Appendix C – RADS-AT Aircraft Setup Dictionary (Continued)

SSPA or ASPA measurement setups will automatically cause a zoom FFT process to be
performed. The zoom process increases the resolution of the measurement by a factor of
16 and allows a display of 6400 data points, instead of the normal 400. Be aware that
the zoom process requires large amounts of memory in both the CADU and DAU. It can
quickly fill up the available storage capacity and should be used sparingly.

We recommend using zoom_averages% = 1 to reduce the data processing and collection

times.

zoom_overlap%
Version Used: 3.10 and up

Variable type: Integer number from 0 to 8.

Where used: Mandatory in the SSPA and ASPA measurement setups with zoom.

Usage: zoom_overlap% = 7

Description: The zoom_overlap% variable specifies the amount of overlap that is to be

used for the window and FFT process. Basically, FFTs are performed on a continuous
stream of data sampled in the time domain. If no overlap is specified, each FFT will used
completely new data. When an overlap is specified, some new data is used and some
old data used as an input to the FFT. Old data in this context is data which has been
used in a previous FFT and new data means data has never been used in an FFT
previously. Overlap is used so that collection times can be reduced, while still
maintaining enough new data so that succeeding FFTs are not highly correlated.

The following are acceptable overlap numbers:

1 = 0% overlap *
2 = 12.5% overlap
3 = 25.0% overlap
4 = 37.5% overlap
5 = 50.0% overlap
6 = 62.5% overlap
7 = 75.0% overlap **
8 = Auto select based on minimum collection time.

* - Recommended when using the rectangular window type.

** - Recommended when using the Kaiser Bessel window type.
See window_type% variable for selection of window types.

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Glossary
 Glossary

ACRONYM LIST

A
A Amperes F
AC or ac alternating current F Fahrenheit
A/D analog-to-digital FFT fast fourier transform
AGC automatic gain control FIFO First In-First Out
ASPA Asynchronous samples power
average G
Async asynchronous g gravity
Gbytes giga bytes
B
BIT built in test H
Hi high
C Hz Hertz
C Centigrade
CADU control and display unit I
CAGE Commercial and Government ID identify
Entity I/O Input/Output
CCA Circuit Card Assembly IBM International Business
CCM credit card memory Machines
CD carrier detect ips inches per second
CH channel
CPR Cardiopulmonary Resuscitation J
CTRST contrast K
CTS clear to send
kHz kilo Hertz
D
L
D/A digital-to-analog
dB decibel LED light emitting diode
DAC digital-to-analog converter LF line feed
DAU Data Acauisition Unit LMT limit
Deg degrees Lo low
DIAGS diagnostics M
DPL diagnostics programming
m meter
language
MB Megabyte
DRAM Dynamic Random-Access-
MByte Megabyte
Memory
MHz Megahertz
DSIMM dynamic single in-line memory
mm millimeter
module
MMI Man Machine Interface
DSP Digital Signal Processing
Mohm mega ohm
DSR data set ready
mv millivolt
DVM digital voltmeter
N
E
NiCAD nickle cadmium
EMI electro-magnetic interference
nS nanosecond
EPROM Electronic Programmable Read-
Only-Memory O
ESD Electrostatic Discharge
OMI operator machine interface
EXT external
OS Operating System
EUTD Enhanced Universal Tracking
Device

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Glossary–1
 Glossary (Continued)

PAM Process Analysis Mode

PC personal computer
PCB printed circuit board Q
PWR Power
R
RADSCOM RADS-AT Communication
Program
RADS-AT Rotor Analysis Diagnostic
System-Advanced Technology
RAM Random Access Memory
RPM revolutions per minute
RX receiving
S
SPS Signal Processing Systems
SSPA synchronously sampled poer
average
SSTA synchronously sampled time
average
SW switch
T
Tacho tachometer
UV
UTD Universal Tracking Device
Vac Volts alternating current
Vdc Volts direct current
Vib vibration
W

XYZ

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Glossary – 2
 Signal Processing Systems Service Information
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Signal Processing Systems has sales and service centers
around the world. In addition, an international network of sales An annual service agreement is an economical and effective
representatives is available to assist you anywhere in the way to assure continued high instrument performance. Periodic
world. scheduled maintenance and calibration is the best insurance
against equipment failure. It is a cost-effective means of
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Product Support Programs competent service without the expense of maintaining in-house
maintenance capability, specialized test equipment, and
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Customer Support Some of the outstanding advantages of an Annual Service

Agreement are:
At Signal Processing Systems, we are committed to supporting
the instruments we sell. This philosophy is demonstrated • Regularly scheduled maintenance and calibration.
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To insure continued customer satisfaction, each service center In-House Service

is equipped to provide several types of service:
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Signal Processing Systems will repair or replace products that Each service center maintains inventories of most replacement
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San Diego, CA, 92128-4199

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Customer: Unit Type:

Address Unit serial no.

Phone:

Fax:

Point of Contact:

Problem Statement:

Signal Processing Systems Use Only

Response:
 SIGNAL PROCESSING SYSTEMS PRODUCT
CUSTOMER TROUBLE REPORT FORM

Instructions: Duplicate this form, fill out, and mail to:

Signal Processing Systems

13112 Evening Creek Drive South
San Diego, CA, 92128-4199

DO NOT REMOVE ORIGINAL FROM THIS MANUAL.

Customer: Unit Type:

Address Unit serial no.

Phone:

Fax:

Point of Contact:

Problem Statement:

Signal Processing Systems Use Only

Response:
 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 29,273 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

temperature temperature

Acoustics & Monitoring Fixed Wing Aviation Diagnostics Rotary Wing Aviation Diagnostics
SPS1000 ARES BalancePRO™ Analyzer RADS-AT™ Analyzer
1 -8 0 0 -8 2 6 -2 1 2 4
L
Si gn al Pro ce ss in g Sys t e m s www.s m it hs i nd-s ps .co m
 Signal Processing Systems

V 13112 Evening Creek Drive South

San Diego CA 92128-4199
858-679-6000