RADS-At Student Training Guide
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RADS-AT training manual...
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STUDENT GUIDE FOR
RADS-AT™ ROTOR ANALYSIS DIAGNOSTIC SYSTEM – ADVANCED TECHNOLOGY VERSION 7.0X TRAINING COURSE
Publication 297293 Rev 6 January 30, 2002
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STUDENT GUIDE RADS-AT TRAINING COURSE
1 .0
GENER ENERA AL INFORM FORMA ATIO TION
1 .1 .1
In t ro d u c ti ti o n
This Student Guide provides basic basic information information on vibration vibration generation and measurement, and an overview of the RADS-AT vibration analyis analyis equipment. equipment. The overview of the RADS-AT RADS-AT includes descriptions of its capabilities, setup, operation, and use. 1 .2
Co m pa p a n y In In fo fo rm rm at a t io io n
Smiths Aerospace is a world leader in avionics and related electrical systems for both commercial and military aircraft. Smiths Aerospace manufactures manufactures high-technology avionics from weapon management to aircraft control and display systems. The company is structured around platform groups that include Civil and Military Air Transport, Combat Fixed Wing, Rotorcraft, and Growth Platforms. Smiths Aerospace supplies products and services in the markets markets of Flight Management Systems, Data Management, Electrical Power Systems, and Health and Usage Monitoring Systems.
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2 .0
VIBRATI BRATION ON GENERA ENERATI TION ON AND MEA MEASUREM SUREMENT ENT
2 .1
Ac ro n y m s
1P/1R 2P/2R 3P/3R 4P/4R AAT ABT ASPA AVA CADU CCM cpm DAU DPL EPT EUTD FFT g Hz IPS LMT MIL MR/TR N/REV P-P RADS RADSCO COM M RADS RADS-A -AT™ T™ RAM rms RPM RT&B SSPA SSTAR UTD Vac Vdc ZOOM
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One-Per-Revolution Two-Per-Revolution Three-Per-Revolution Four-Per-Revolution Active Automatic Automatic Tracker Automatic Blade Tracker Asynchronously Asynchronously Sampled Power Power Spectrum Aviation Vibration Vibration Analyzer Analyzer Control and Display Unit Credit Card Memory Cycles per Minute Data Acquisition Unit Diagnostic Programming Language Enhanced Passive Tracker Enhanced Universal Tracking Device Fast Fourier Transform Acceleration due to gravity (Earth’s) Hertz Inches per second (Velocity) Limits (Displacement) .001 Inch Main Rotor/Tail Rotor Natural frequency of the rotor. Vibration associated with the number of blades installed. peak to peak Roto Rotorr Anal Analys ysis is and and Dia Diagn gnos osti tic c Syst System em Com Commu muni nica cati tion on Roto Rotorr Anal Analys ysis is and and Diag Diagno nost stic ic Sys Syste temm-Ad Adva vanc nced ed Technology Random Access Memory Root-Mean-Square Revolutions per Minute Rotor Track and Balance Synchronously Sampled Power Average Synchronously Sa Sampled Ti Time Av Averaged Po Power Sp Spectrum Universal Tracking Device Volts alternating alternating current Volts direct current current Spectrum Magnification
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2 .2 .2
Me as a s ur u re m e n t T e rm rm s Acceleration : The time rate rate of change of velocity. velocity. Acceleration leads
velocity by 90° in time and leads displacement by 180° in time. Output = “g’s” that converts acceleration A c c e l e r o m e t e r: A seismic transducer that motion and/or gravitational forces into a proportional electrical signal. in distance or position position of an an object D i s p l a c e m e n t : The change in relative to a reference point. This is typically typically given in peak-to-peak terms. The data data is usually given in mils or micrometers. Proximity probes can be used directly and accelerometers can be used after integration is performed. Output = Mils P-P rate of change of displacement. displacement. Velocity leads Velocity : The time rate displacement by 90° in time. Output = IPS electromechanical transducer, usually Ve l o c i t y T ra n s d u c e r: An electromechanical seismic, which measures absolute vibration relative to a fixed point in space. Also known known as velometers velometers and velocimeters. Measuremen t that has a sample rate S y n c h r o n o u s Me a s u re re m e n t : Measurement referenced to a tachometer pulse. A s y n c h r o n o u s M e a s u r e m e n t : Measurement that has a fixed sample
rate. This is commonly commonly known as spectrum measurement measurement or FFT. 2 . 2 . 1 B ri ri e f H i s t o r y o f Me a s u r e m e n t T o o l s i s p l a c e m e n t Ga u g e : Simple pen/paper a. D is pen/paper or scribe and plate.
b. Swept Filters: Typical vibration vibration meter where the operator turns turns a knob to the specific frequency. As it ’s moved it filters out all other vibration except for the frequency frequency that it is centered on. This was the most popular type of system prior to the release of the microcomputer. c. FFT Analyzer: computer-based digital equipment currently in use today. RADS-AT, BalancePRO and and SI-HUMS all all employ the FFT algorithm to process vibration data.
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2.3
B a si s i c Vi V i b ra t io i o n Ge Ge n e ra ra t io io n
2 . 3 . 1 Me c h a n i c a l Vi b brra t i o n s
Vibration in rotating machinery machinery can be easily easily defined as “unwanted motion.” motion.” As shown in figure 1, a theoretically perfectly balanced, aligned and lubricated rotor would spin around a pinpoint. This is because the mass mass center point of the rotor and the geometric center center point are one and the same. F i g u re 1 .
Un d e s i ra b l e Mo t i o n
However, no machinery is perfectly balanced or aligned, and the self correcting forces generated cause the machine to spin in an “orbit ” around the mass center point, and the mass center point is different from the geometric center point. The larger the “orbit ”, the more energy is being wasted, and the shorter the life of the various mechanical components (bearings, gears, couplings, shafts, casings, etc.). The goal of dynamic balance balance and alignment, alignment, coupled with optimum optimum lubrication wherever moving and stationary parts are in close proximity, is to reduce the size of the rotational orbit as close as
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possible to a pinpoint. This is as true of helicopter main and tail rotors as it is for turbine engines and precision machine tools. Figure 2 shows how 360 ° of rotation is represented in a sine wave. The accelerometer output is shown on the line beneath the imbalanced shaft. (A pendulum can also be used to show sinusoidal outputs.) F i gu re 2 . 3 6 0 ° R o t a t i o n R e p re s e n t e d i n A S i n e Wa v e
Figure 2 also shows the relationship of phase relative to the magnetic pickup and interrupter. Phase can be displayed in one of two terms: D e g r e e s (30 degrees = 1 clock hour) Hours (1 hour = 30 degrees)
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F i gu re 3 . H o w a n a c c e l e r o m e t e r m e a s u r e s v i bra t i o n
2 . 3 . 2 Ac c e l e r o m e t e r D e s c r i pt i o n
The accelerometer is a piezo-electric device based on the principle that when a piece of crystal is flexed, a voltage is developed across it. Basically, two crystal disks are bolted together in a case, underneath a weight to keep the crystals compressed. The accelerometer is bolted to the vibrating point and the case moves in phase with the motion of the point. The weight tends to stay in the same position and squeezes the crystals; this develops a voltage that is proportional to the g forces developed by the vibration. The acceleration signal can be electronically processed (integrated) using special filters to convert acceleration to velocity or displacement. The sensitivity of the standard RADS – AT accelerometer is usually 58 mV/g. Other accelerometer types are available in various sensitivities. There are also high temperature accelerometers available for measuring vibration in hot environments such as engine compartments. The internal electronics of the accelerometer require a 4mA current source. This current is supplied from the RADS – AT Data Acquisition Unit, and is continuously monitored to ensure that the measurement channel is still intact. The sensitivity of the accelerometer is programmable from the RADS-AT. Version 7.0 or later RADS-AT
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systems allow for the use of the velocimeter. However, a special adapter cable is required to connect this device. Figure 4 . Time Wave form
2 .3 .3 Meas uring Vibration Am plitude
Displacement is usually measured as peak to peak because internal machinery clearances may be exceeded. Velocity and acceleration are usually measured in Root-Mean-Square (rms) terms. This approach is useful to determine the amount of energy in a complex (irregular and spiked) waveform. For a full analysis, both rms and peak values should be collected and assessed. The time period of one cycle of the waveform is inversely proportional to the frequency of the occurrence (figure 4). Vibration frequency is expressed in Hertz (Hz, or cycles per second) or cycles per minute. It is more convenient to express vibration in cpm in order to relate vibration directly to the speed of the component that may be causing the vibration. 297293 Rev 6
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2 . 3 . 4 Me a s u r in g / D is p l a y in g Vi bra t i o n Fre q u e n c y
Most maintenance personnel want to see frequency displayed in cpm or Revolutions Per Minute (rpm). The RADS has the capability to display this data in both rpm and Hz. In fact, the FFT flight plan test states are all identified in Hertz due to the number of characters the software will allow for naming a test state. With that in mind the end user should be able to convert Hertz into RPM and RPM into Hertz. Use the following formulae below to convert these numbers. To convert Hz into RPM: H z X 60 = RPM To convert RPM into Hz: RPM / 60 = Hz 2 . 3 . 5 S o u r c e s o f Vi bra t i o n s Figure 5. Sou rce s of Vibration
Lo w : Mid : High :
Main rotor and related components. Tail rotor and related components. Engines, shafts, fans/blowers, hydraulic pumps and other related components. Transient : Airframe resonance, sympathetic response.
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2 . 3 . 5 . 1 S o u r c e s Of Ma i n Ro t o r 1 / R e v Vi bra t i o n LATERAL -
Mass Unbalance Alignment Errors (Lead/Lag) Hub Centering Errors
VERTICAL -
Imbalance in lift between rotor blades Twist Variation Chordwise Blade Center of Gravity (C.G.) Variations Difference in Basic Angle of Attack Trailing Edge Reflex Differences
2 .3 .5 .2 Sou rce s Of Main Rotor N/ Rev Vibration
N per Rev. is the natural frequency of the main rotor. In figure 6 the N/Rev would be a 2 per rev. because this helicopter has two main rotor blades. Aircraft with 3 main rotor blades would have an associated 3 per rev. and aircraft with 4 main rotor blades would have an N/Rev. of 4, etc. F i gu re 6 . E ffe c t s o n N/ R e v
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It e m s t h a t a f fe c t N / R EV a re : •
Load Distribution in Airframe
Fuel Load • Density Altitude •
•
Degradation of transmission to airframe Mounting System
•
Degradation of Control System Components
•
Looseness in Components with Large Mass
2 . 3 . 5 . 3 R o t o r H arm o n i c s Ab o v e N/ R e v •
Caused by Aerodynamic Forces on Rotor
•
Generally felt as a “ buzz” in the cabin
•
Generally occur only at even harmonics
2 .3 .6 Correc tive Act ions - How Are The se Fix ed ?
a. Main Ro to r: Balancing, tracking, component inspection/replacement and realignment. b. Tail Rotor: Balancing, tracking, component inspection/replacement and realignment. c. F a n s / B lo w e r s a n d Hi g h S p e e d S h a f t s : Balance (if available), reindexing (if available), cleaning, inspection and/or replacement. d. Other Vibratory Influences : Struts, dampers and other causes of non-stationary vibration faults and influences, overstressed components.
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3 .0
RADS-AT MEASUREMENT CAPABILITIES
3.1
RADS -AT S ys t e m De s c ript io n F i gu re 7 . Ty p i c a l S y s t e m S e t u p
F ig u re 8 . S y s t e m Co m p o n e n t s
BATTERY CHARGER
90225-01
Figure 9 . RADS-AT Sys te m Int ercon ne ct 297293 Rev 6
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UTD/EUTD
Universal Tracking Device/ Enhanced Universal Tracking Device
CADU
Control and Display Unit (2 MB Memory)
DAU
Data Acquisition Unit (2 MB Memory)
SENSOR
DAU CHANNELS
MEASUREMENT
Accelerometer
14
Vibration
Tachometer
2
Rotor/Shaft Speed
Tracker
2
Track/Lag
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Figure 1 0 . CADU Feat ures Real Time Clock (H:M:S) LCD Display
Return or go back through menu (See Text)
Power ON/OFF switch
Go forward or insert a Menu selection
ON/OFF switch to backlight screen and keypad for night usage
Optional remote control display enable
Alters LCD contrast
Cursor keys to position inverse video cursor)
hange ign for ata entry See Text)
Provides operator instructions for current task Prints screen display if connected to a printe otherwise stores screen data
Keypad to enter numerical data
F1, F2, F3, F4 Soft Function Keys for multiple functions (See text)
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3 . 1 . 1 Vi bra t i o n Me a s u r e m e n t
The RADS-AT employs two types of synchronous measurements and two types of asynchronous measurements. 3.1.1.1 Synchronous
The synchronous types of measurements are Synchronously Sampled Time Averaged Power Spectrum (SSTAR) and Synchronously Sampled Power Average (SSPA). SSTA/SSTAR is the most common acquisition mode for rotor track and balance (RT&B). SSTA measures 132 data points displaying ¼R to 32R in ¼R increments using 128 spectral lines. SSTAR, the most common synchronous measurement, stores the first 12R components. Using SSTAR as the measurement method reduces disk storage space by ten times the amount needed for the SSTA measurement mode. The RADS-AT can measure four out of possible 14 channels simultaneously with the SSTA/SSTAR measurement type. SSPA will measure 400 data points, which is useful for finding resonant components of rotating machinery in a structure but can only measure one channel at a time. 3.1.1.2 Asynchronous
The asynchronous types are Asynchronously Sampled Power Spectrum (ASPA) and Spectrum Magnification (ZOOM). Though they measure vibration using the same processes, they can differ drastically in measurement and processing time. ASPA measures 400 data points, ZOOM measures 6400. With a fixed sample rate and a low frequency of measurement, a ZOOM may take as much as 25 seconds longer than a comparable ASPA for one Fast Fourier Transform. 3 . 1 . 1 . 2 . 1 4 0 0 P o in t AS PA S p e c t ru m
Spectrum measurement is the most often underutilized measurement mode available on the RADS-AT. Spectrum measurements offer the user a great amount of information in one snapshot. Balancing operations require a tachometer and an accelerometer and give information related to the one component being measured; spectrums, on the other hand don’t need a tachometer sensor and give vibration information about the entire aircraft. These measurement routines offer the user valuable information about the vibration health of a particular component or offer trending information if compared over time. Vibration trending is the cornerstone of any successful vibration analysis program that the user may implement.
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With a normal rotor track and balance measurement (Synchronous) we are interested in one component ’s amplitude and phase. With the asynchronous measurement we are interested in seeing the vibration amplitude and frequency. This allows the user to see the overall vibration health of the entire aircraft. If the user sees a peak of interest on the plot, he would then simply look up the speeds on various components in the aircraft maintenance manual to determine what may be causing this peak. Figure 11 is scan of a RADS-AT printout. Listed below are some of the items you should know about a spectrum display. Figure 1 1 . 4 0 0 Point ASPA (Spec trum Display)
Cursor Position
First Half of Plot
Max. Freq. Range (Second half of plot)
Vibration Table
Cursor Position – By moving the left/right arrow key the cursor can
be positioned over any peak of interest. This data indicates the amplitude and frequency of the cursor. Maximum Frequen cy Range – This is the maximum frequency range
that the spectrum will display. This can be displayed as rpm or Hz. If selecting a spectrum measurement, the operator must be concerned with maximum frequency range so that he picks one that will measure high enough to display all intended frequencies of interest.
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Picking one with too high a range will result in poor resolution and picking one with too low of a range will miss data entirely. Vibrati on Table – The information the user may print in addition to
the spectrum plot. HARMON (F1 ) – This will apply a harmonic marker starting at
wherever the cursor is positioned. If the cursor was positioned to the main rotor one per rev., then it would plot all of the frequencies associated with that frequency starting with 2, 3, and so on. AMPFreq (F2) – By pressing F2, the CADU will display the highest
vibrations in a table using the amplitude as the first column followed by the frequency. FreqAMP (F3) – By pressing F3, the CADU will display the highest
vibrations in a table using the frequency as the first column followed by the amplitude Num Pts (F4) – Allows the user to set the number of points to be
displayed in the table. The default is 5 and the maximum is 400. Frequency Resolution – The frequency change each time the cursor
is moved. To figure the resolution, divide the maximum frequency range by 400. In figure 11, 6000 RPM divided by 400 points = 15 RPM. If this were a 6400 zoom spectrum then the resolution would be 0.9375 RPM. F ig u re 1 2 . 6 4 0 0 P o i n t Zo o m S p e c t ru m
Cursor Position
Zoom Indicator
Max. Freq. Range
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3 . 1 . 1 . 2 . 2 6 4 0 0 P o in t Zo o m S pe c t ru m
Figure 12 shows a 6400 point ZOOM spectrum. The zoom indication can be changed by pressing the down arrow key. Each press of the key will double the zoom indication, i.e. 1, 2, 4, 8, 16 and 32, with 32 being the highest zoom. Before zooming in on a frequency the operator would center the cursor over the frequency of interest and then press the down arrow key until the desired resolution is achieved. 3 .2
Trac k
The measurement and processing of the RADS-AT track data is what sets it apart from all other systems. The track height (whether displayed in relative or absolute) is trigonometrically calculated from the installation parameters defined in the script file, the rotor rotational rate (from the magnetic pickup) and the pulse string received from the tracker. Figure 13 is a simplified example of a pulse string as a blade passes over the tracker. By using the pulse-string information, absolute track height values can be calculated with great precision. The stability of the data is dependent upon a variety of factors including, but not limited to: sunlight level (both too little and too much), correct installation parameters (as referenced in the script file) and the relative contrast between the underside of the rotor blade and ambient light.
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Figure 1 3 . UTD Operation Day Mode
3 .2.1 Track Calculation
Figure 14 represents the track of a Bell 412 at 120 knots. The RADS AT measures a set number of revolutions of track (usually 40 to 50 revolutions) and averages them. The actual measurement is the absolute track, which is the distance from the tracker to the main rotor blade. Each blade is averaged against the number of revolutions taken. The values for each blade are averaged against each other resulting in the mean line between the blade pack. To display the data in a graphical format the mean value of track is subtracted from each blade. Subtracting the Mean from the Absolute results in “ Track Relative to Mean”
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Figure 1 4 . Track Measurem en t
Absolute Track Blu - 2030 mm Org - 1993 mm Red - 2039 mm Grn - 2003 mm Average = 2016 mm
Absolute minus Average Blu - 2030 - 2016 = +14 mm Org -1993 - 2016 = -23 mm Red - 2039 - 2016 = +23 mm Grn - 2003 - 2016 = -13 mm
Track “Relative to Mean”
=
Perfect Track for the Bell 412 would be:
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+20 mm Red/Blu -20 mm Org/Grn
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3 . 2 . 2 T ra c k e r E n h a n c e m e n t
Use of the sun shield (figure 15) is recommended to maintain tracker accuracy in bright sunny conditions and in situations where there is a lot of reflected light due to white concrete, light colored buildings or snow. Care should be taken to use the correct sunshield. P/ N 2 9 7 2 2 1 0 0 is for the UTD ( Re d Lens) P/ N 2 9 7 5 1 9 0 0 is for the EUTD ( Green Lens) Figure 1 5 . RADS-AT Sun Sh ield
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3 .2.3 Tracke r Inst allation Hints Figure 16 . Tracke r Angle
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3 .2 .3 .1 Prope r Tracke r Ins tallation Angle
Failure to install the tracker at the correct angle as specified in the installation instructions will cause errors or incorrect track data. Installation errors are usually associated with the following error types: Tracker looks out past the blade tips
•
Tracker picks up trim tab resulting in chord error failures
•
Tracker sees tapered area of blade resulting in chord measurement errors.
•
The tracker measures the chord width of each blade during the day mode as an error check. If the blade is left unpainted and the leading edge is bright enough the tracker will see this area as sky and read the blade as too narrow. To overcome this condition the leading edge of all installed main rotor blades should be painted. Figure 17 . Painting the Blade Leadin g Edge
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3.3 Tachometer
The RADS-AT is capable of accepting two magnetic or optical types of RPM sensors accurate to within one rpm. The RADS-AT will accept a single pulse/revolution type on either external tachometer channel, and a multiple pulse/revolution type on channel 1 only. During the acquisition, the speed of the rotating component under test will be displayed to the operator in Hz or RPM. It should be noted that during acquisition the operator could use the RPM information to verify the accuracy of the aircraft ’s double or triple tachometer indicators. By first knowing what the 100% speed of the main rotor is, the operator could compare what the RADS reads relative to what the aircraft indicator displays to determine if the aircraft indicator is in fact within limits. Some airframe manufacturers require a periodic check of the rotor tachometer indicator; the RADS-AT could be used to perform this operation. 3 .3.1 RADS-AT Optical Tachom et er Sens or
The RADS-AT Optical Tachometer Sensor is a specially modified Banner optical tachometer. This sensor is used for tail rotor, drive shaft, fans and oil cooler blower balancing and in some instances in lieu of a magnetic tachometer for main rotor RT&B. This sensor requires the use of retroreflective tape as a target.
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4 .0 RADS-AT BASIC OPERATION Figure 1 8 . Meas ure Sub-Men u Hierarch y (Page 1 of 2 )
90227-19C
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Figure 1 9 . Meas ure Sub-Men u Hierarch y (Page 2 of 2 )
99-0227-20
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Figure 2 0 . Display Men u Hierarch y (Page 1 of 2)
00227-21B
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Figure 2 1 . Display Men u Hierarch y (Page 2 of 2)
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Figure 2 2. Sum m ary Display Printo ut (Page 1 of 2)
60615-05
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Figure 2 3. Sum m ary Display Printo ut (Page 2 of 2)
60615-06a
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Figure 2 4. Diagnost ic Menu Hierarchy (Page 1 o f 2)
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Figure 2 5. Diagnost ic Menu Hierarchy (Page 2 o f 2)
00227-24
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4 .1 Diagnos tic Editors 4 .1.1 Adjust m ent Configuration Screen
The aircraft configuration editor (figure 26) is used to let the diagnostics know how many weights, trim tab degrees, etc. are currently installed on the aircraft. By knowing this information, the diagnostics can then give the user a more suitable adjustment. The user may elect to adjust the existing weight or tab and target these adjustments before using another blade. To edit the configuration follow the steps outlined below: Figure 26 . Adjust m ent Configuration Screen
1. Highlight the blade or adjustment by using the left/right arrow key. 2. Press F1 to modify the highlighted adjustment. Change the values by using the arrow keys to make the value larger or smaller. Use the minus key to indicate if an adjustment is in the down direction 3. Always note at the top right corner of the page how many pages are available for editing. To reach additional pages, press F2 to go to next page and F3 to go back a page. 4. Pitch link adjustments should not be edited since you don’t know what is nominal. However, the diagnostics will keep track of what adjustments you have made from this point on. NOTE:
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If the user wishes not to enter the configuration data he simply presses DO with all of the values at zero. This will allow the diagnostics to work Smiths Aerospace - Company Proprietary Information
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as it has in the past where it does not use this data as part of the diagnostics. Figure 27 . Sto ring Change s To The Con figuratio n Edito r DIAGS
Do you wish to store the new adjustment values? PRESS DO for YES PRESS QUIT for NO
4 . 1 . 2 S a v in g c h a n g e s t o t h e Co n f i gu ra t i o n Ed i t o r
Once values are entered into the Configuration Editor and after completion of viewing the corrections page, the user will be prompted to save the changes as indicated in figure27. Once these changes are saved the suggested corrections will be added to the values entered into the configuration editor so that the next time the diagnostics are run the configuration will represent the current aircraft configuration. This data will be saved in the CADU for a period of two weeks, after this time the configuration data will have to be reentered. Figure 28 . Diagnost ic Editor Screen “ Edit Adjustables ”
UH60 8423934 FLIGHT Hub Weight Pitch Link Tab
YEL Y Y Y
12 JAN 90 09:20
BLU Y Y Y
[DO] Save & Execute TOGGLE CLRADJ
RED N Y Y
BLK N Y Y
[QUIT] Exit w/o Save
CLRBLD
DFLTS
4 .1.3 Edit Adjust able Screen
The diagnostic editor “ Edit Adjustables ” allows the operator to limit the diagnostics to whatever adjustments are turned on, Y = ON and N = OFF . Listed below are the actions for each of the function keys at the bottom of the page.
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•
TOGGLE: Pressing the F1 key under TOGGLE will change the highlighted text from N to Y or Y to N.
•
CLRADJ: Pressing the F2 key under CLRADJ will turn the
highlighted adjustments on all blades off. In figure 28 above, if F2 were pressed then Hub Weight would be turned off for all blades. •
CLRBLD: Pressing F3 under the CLRBLD will turn all of the adjustments for one blade off. In figure 28 above, if F3 were
pressed then all of the adjustments for the RED blade would be off. •
DEFLTS: Pressing F4 under DEFLTS would return the editor
screen back to its original setting as defined in the aircraft setup file. NOTE:
•
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The Edit Adjustable screen can be a useful tool to limit the diagnostics to suit a particular situation. Some are listed below. It must be noted that using this editor as your primary way of limiting diagnostics may not be the best solution. Figure 22 gives additional information relating to the “Edit Defaults” editor.
Turn off any adjustment for a blade for which the adjustment is not available, i.e., product balance is at max on the red blade.
•
If an aircraft had particular maintenance performed, such as replacing all 4 p/c link bearings, then the operator could elect to turn off the adjustments relating to trim tabs, thus forcing the diagnostics to return a solution using p/c link and hub weight only.
•
If a mistake was made when making the rotor adjustment, then that particular adjustment could be left on and the others turned off to recover from the mistake.
•
On simple rotor systems where the track/vibration changes with airspeed, the pitch links could be turned off to give a solution that would use both tabs and hub weights.
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Figure 29 . Diagnost ic Editor “ Edit Defaults ”
4 . 1 . 4 Ed i t D e fa u lt s S c re e n
The Diagnostic Editor “Edit Defaults” is one of the best editors to use when limiting adjustments, “Maximum # of Adjustments” being the most useful of the available list. The text below describes the basic operation of each of the four options in the “Edit Defaults” menu. 4 . 1 . 4 . 1 Ma x i m u m # o f Ad ju s t m e n t s
This option limits the diagnostics to use only adjustments that offer the best vibration reduction. For example, if the number “4” is input into the field, the software would return corrections that offer the most vibration reduction with four adjustments maximum . If the helicopter has four blades and each blade has a hub weight, trim tab and p/c link adjustment, the maximum number of adjustments would be 16. Using this editor is the most recommended way of limiting the adjustment. By changing the value up and down and viewing the diagnostic predictions this editor will give the best track versus ride quality. If you elect to limit the adjustments by turning off an adjustment in Edit Adjustables, the solution may not be as good if you used Max. # of Adj. A zero value in the field indicates this option is off.
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4 . 1 . 4 . 2 R e s o l v e t o Li m i t
This option tries to reduce the vibration to within the “Limits” set in the setup file. It does this by counting up from one adjustment and adding subsequent adjustments until it reaches a solution that will bring the vibration within the listed “Limits”. 4 .1.4 .3 Weight ing Mode
Comes on automatically whenever Resolve to Limit is selected. Can also be turned on separately by toggling to “ON” with left/right arrow keys. When selected “ON” this editor devalues the script file default weighting and instead targets the highest vibration levels first but allows some of the lower vibration levels to increase if needed in order to get the best overall ride quality. 4 . 1 . 4 . 4 Ad ju s t m e n t S e q u e n c i n g
The aircraft script file can be set by the author to use certain adjustments first instead of others. If this feature is turned on in the diagnostics then Adjustment Sequencing will be “ON”. If this feature is not available then it will be “OFF ” and the user will not be able to change from “OFF ” to “ON”. Turning this feature to “OFF ” will allow the diagnostics to find the first adjustments of all available adjustments that reduce the vibration with the best results. Adjustment Sequencing is usually used to pick a certain order of adjustments first due to ease of adjustment. For example the operator may elect to use hub weights, p/c links, tabs and product balance as the order. In this case the diagnostics would try to find a solution using hub weights, p/c links, tabs and lastly product balance, whereas if Adjustment Sequencing is turned off then the diagnostics will pick any of the 4 adjustments that return the best solution.
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Figure 3 0. Data Mainten ance Option Men u Hierarchy (Page 1 of 3) Manager Menu Data Maintenance Data Transfer Status Setup Test
[DO] Select Option [QUIT] Go to Main Menu
Data Maintenance Compress Delete
[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 Data407 7.01 53008 Wasp 7.00 AS350 7.00 Entry Form
Form Do you wish to delete Tail number : 53008 [UP] Prev line [DOWN] Next Line Choose YES to delete [LEFT] Prev Page [RIGHT] Lext Page Choose NO abort the [ DO ] Select Flight [Qto UIT ] Exitdeletions CONTINUE? NO
Aircraft Types DO–Select QUIT – 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
[LEFT] & [RIGHT] Arrows Toggle Options [ DO ] Save & Exit [QUIT] Exit
: 407
Choose YES to delete Choose NO to abort the deletions CONTINUE? NO [LEFT] & [RIGHT] Arrows Toggle Options [ DO ] Save & Exit [QUIT] Exit 00227-25
00227-25
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Figure 3 1. Data Mainten ance Option Men u Hierarchy (Page 2 of 3)
Data Maintenance Manager Menu
Compress Delete
Data Maintenance Data Transfer Status Setup Test
Delete Aircraft Data Tail Number Flight AircraftAircraft Types Setup 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 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. DELETE OPTION 1. AIRCRAFT SETUP Deletes any flight data and the setup information for the chosen aircraft. 2. AIRCRAFT DATA deletes flight data for the chosen aircraft. 3. TAIL NUMBER deletes all flight data for the chosen tail number of the aircraft. 4. FLIGHT deletes selected flight data for the chosen aircraft and tail number.
53008
Flight Plan INITIAL FLIGHT
Select Flight ID 407 407 407 407
53008 53008 53008 53008
FLIGHT FLIGHT FLIGHT FLIGHT
Entry Form [UP] Prev line Form [LEFT] Prev Page Do you[ wish delete DO ] toSelect Flight Data for Aircraft Type
04 FEB 99 03 FEB 99 03 FEB 99 03 FEB 99 [DOWN] [RIGHT] [Q UIT ] : 407
13 : 15 : 14 : 11 :
00 37 49 18
Next Line Lext Page Exit
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 2. Data Mainten ance Option Men u Hierarchy (Page 3 of 3)
Data Maintenance Manager Menu Compress Delete
Data Maintenance 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 A109C 7.1 A109A 7.1 407 7.01 Wasp 7.00 AS350Entry Form 7.00 Please enter the special 8 digit number in order to delete the setup and flight data for the 407 aircraft type. ? 27182818 WARNING: Once its been deleted, aircraft setup file will need to be reloaded from the Credit Card or through a PC (using RADSCOM), in order to use it again. [LEFT] & [RIGHT] Arrows Toggle [ DO ] Save & Exit [QUIT] Save
Aircraft Data Tail Number Flight Entry Form Do you wish to delete Stored Aircraft
: 407
Choose YES to delete Choose NO to abort the deletions CONTINUE? NO [LEFT] & [RIGHT] Arrows Toggle [ DO ] Save & Exit [QUIT] Exit
0022727-27-s98
00227-27
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Figure 3 3 . Data Trans fer Optio n Men u Hierarch y (Page 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 Exit A109C A109A 407 [DO] Select Option [QUIT] Go to Main Wasp Menu AS350 Flight
DO – Select QUIT – 7.1 7.1 Tail 7.01Number 7.00 7.00 53008
[DO] Select Option [QUIT] Go to Main Menu
Entry Form Tail number
: 53008
Choose YES to delete Choose NO to abort the deletions C [UP] Prev line [DOWN] Next Line [LEFT] Prev PageBACKUP? [RIGHT]YESLext Page [ DO ] Select Flight [Q UIT ] [LEFT] & [RIGHT] Arrows Toggle [ DO ] Save & Exit [QUIT] Exit Backup & Restore Backup to CCM Restore from CCM Transfer to PC
Restore from CCM Tail Number
Aircraft Types DO – Select QUIT – Exit A109C 7.1 A109A 7.1 407 7.01Number [DO] Select Option [QUIT] Go to Main Menu Tail Wasp 7.00 AS350 7.00 53008 Flight
[DO] Select Option [QUIT] Go to Main Menu
RESTORING ALL FLIGHTS FOR . . .
TYPE Next Line [UP] Prev line AIRCRAFT [DOWN] [LEFT] Prev Page [RIGHT] Lext Page [ DO ] Select Flight [Q UIT ] TAIL NUMBER [ DO ] Save & Exit
407 53008 [QUIT] Exit 00227-28
00227-28
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Figure 3 4 . Data Trans fer Optio n Men u Hierarch y (Page 2 of 2)
Manager Menu Data Main tenance 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 Exit A109C A109A 407 [DO] Select Option [QUIT] Go to Main Wasp Menu AS350 Flight
DO – Select QUIT – 7.1 7.1 7.01 Number Tail 7.00 7.00 53008
Entry Form Ta il n umbe r
: 53 008
[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 PageBACKUP? [RIGHT]YESLext Page [ DO ] Select Flight [Q UIT ] Exit [LEFT] & [RIGHT] Arrows Toggle Options [ DO ] Save & Exit [QUIT] Exit CADU to PC T ransfer: 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
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5.0
S CRIPT FILES
5.1
De s cript io n of S cript File s
The Diagnostic Programming Language (DPL) uses a vibration reduction algorithm, which has holes in it. These holes are filled by the RADS-AT script file. The script file contains numeric descriptions of the system installation, names and labels of the requisite data measurement points, the display definitions and the required influence coefficients for diagnosing the rotating components. Through the course of product development, there have been a great many enhancements to make the RADS-AT operate smarter, faster and more reliably. Software version 7.0 is our latest release of software. All current script files other than Sikorsky are at version 7.0. These scripts are not compatible with earlier version systems and should not be loaded onto a CADU with a software version less than 7.0XX51D. Conversely, earlier version of scripts should not be loaded onto 7.0XX51D systems. All script files released for general public use will have a .cmd extension; i.e. M412_50.cmd, S76A.cmd etc. This means that these files have been compiled into a binary file and can no longer be edited as text. 5.2
Ge n erat io n of S cript File s
Script file generation is covered in an advanced RADS-AT training course and requires that the operator have an advanced understanding of vibration analysis.
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6 .0 TROUBLESHOOTING AND INTRODUCTION TO CALIBRATION 6.1
CADU Un i qu e Tro u ble s h o o t in g
Most of the CADU unique errors can be attributed to damaged databases. This failure has two common causes. The first, a CADU overstuffed with data and script files, and the second, a low lithium battery. The troubleshooting is similar for both problems. A reformat of the CADU while powered externally will rebuild the directory structure and database to start clean. If the problem reoccurs within a short time (one to two weeks), the lithium battery is a likely suspect. The battery must be replaced. It cannot be charged. This is a procedure that can only be performed at an authorized repair facility. 6.2
DAU Un iqu e Tro u ble s h oo t in g
DAU failures are primarily found in the power-up self-calibration. When the DAU is turned on, it will wait for the CADU to give it a date and time to set its internal clocks. Once the CADU sends the DAU the date and time, the DAU will compare it with the most recent selftest. If it has been greater than 24 hours since the last test, the DAU will perform a thorough test. Otherwise, it will perform the filter sweep only. If any one of these tests fail, the DAU will not allow a measurement to be taken. Approximately 90% of the DAU circuitry is tested in the self-test, including a sweep of the filters and redundant voltage, frequency and ground reference tests. 6.3
S ys t e m Me as u re m e n t Tro uble s h oo t in g
The most common types of failures during measurement are listed below, along with their most probable causes. This is not a complete list, but is more of a guide as to which direction to follow while isolating or replacing system components. 6 .3 .1 DAU Not Re ady Or CADU St ill Set ti ng Up DAU (Error Code 3 2 4 5 4 )
a. A Meas urem en t Was Atte m pte d Too S oo n Afte r The DAU Was Powered Up . Normally it takes about 30 seconds for the DAU to self-test. However, if there are supplemental files in the CADU that need to be downloaded to the DAU (called overlay files), this communication can take up to two minutes. b. The DAU Is Hung Up. This primarily occurs when the system is installed on an aircraft that starts from a battery rather than an APU. The DAU is turned on before the engine is powered up and the bus voltage drops when the engine is started. Occasionally the 297293 Rev 6
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voltage will drop to a level that will lock up communications, but not low enough to cycle power on the DAU and start another reboot. The DAU needs to be shut off for a few seconds, then turned back on. The CADU then needs to be rebooted to start the process over again. This problem can also occur on APU-equipped aircraft in warm weather. c. The CADU to DAU Cable is Dam aged . If the cable has been stressed (usually near the connectors), then wires can be damaged internally with no signs of external damage. The cable integrity should be checked and replaced, if necessary. NOTE:
If one of the open wires happens to be the power wire, then the communications chips in the CADU and/or DAU may be damaged as well. Replacement of the cable may be too little too late.
c. The Tracke r Cable Is Damage d . The CADU senses the DAU by a requisite voltage level on the CADU-to-DAU cable. If the tracker cable is internally shorted on the power line, the short may be substantial enough to drag system power down to the point that the CADU does not recognize the DAU. Disconnect the UTD cable at the DAU and try the measurement again. d. Failure o f th e CADU board or th e DAU ’s processor board . These two boards communicate with one another through the CADU-toDAU cable. 6 .3.2 Tachom et er Out Of Bounds, Too High/ Low or Failure
This is one of the most common types of errors. When working with the main rotor, the magnetic pick-up is usually used. Possible failures are: a. Magnetic Pick-Up Cable Failure. If the cable is not left with enough slack during installation, then the connector can be pulled off of the cable when the collective is raised. b. Magne tic Pick-Up Failure. Though durable, they can fail. There are a couple of quick checks to verify the operation of a pick-up. There should be about 1 kOhm resistance between the two pins. If it reads greater than 10 kOhm, then the pick-up is probably open or on its last leg. If an oscilloscope is handy, the operator can connect the oscilloscope across the two leads of the pick-up and
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wave a ferrous material (penknife or screwdriver) over the top. An operational pick-up will show a pulse. c. Gap Too Large or Too Small. If the gap is too large, the tachometer may fail. If it is too small, the striker plate may strike the magnetic pick-up causing it to ring, which will give a tachometer too high or tachometer out of bounds reading. d. Corruptio n by ot he r Ferrous Mate rial , such as incorrect attachment screws on the swashplate. e. Optical Pick-Up Cable Failure. With power applied to the DAU, point the tachometer at the reflective tape. Is there a red light on the back of the sensor? Move to operational distance. Is there still a red light? f. At i n s t a l la t i o n , d o e s t h e s e n s o r s e e t h e t a p e ? It works best off axis. g. Old tape st ill on th e blade or other reflective material (blade label or other shiny surface). h. Tachometer on the wrong channel of the DAU . i. DAU Internal Failure . Could be noisy power supply or acquisition board. 6 .2.2 .1 Additional Optical Tacho m et er Sen sor troublesh oot ing tips:
• •
•
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Install new retroreflective tape for each balance operation. Avoid touching the tape with your fingers to adhere it to the surface. Use the paper backing from the tape or a clean cloth so that oils from your fingers do not reduce the reflectivity. Make sure that the tachometer sensor is installed correctly and at the correct distance from the object being measured. Usually 4.5 inches is the minimum distance.
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Before attempting a balance run, power up the DAU, rotate the object so that the reflective tape is aligned with the tachometer sensor and look for an illuminated red LED on the back of the sensor.
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Figure 3 5. Chec king Optical Senso r Gain Adjust m ent OPTICAL RPM SENSOR P/N 29314700 ERROR CODE 16414, TACHO OUT OF BOUNDS When photocell is connected to DAU and DAU has power, red LED should illuminate when reflective tape is placed in photocell ’s path. LED should pulsate, the faster the pulse the stronger the signal.
Set gain to maximum. Adjusting screw is turned clockwise until a click is heard or felt. If no click is detected then turn screw 15 turns. Potentiometer is clutched at end of travel, you will not damage by turning past maximum stop. D.O./L.O. Screw should be turned clockwise until it hits stop. This will align the screw with the D.O.
Reflective tape must be clean. Make sure that you do not use your fingers to press tape into position. Use paper backing to press tape into place. Oils from your fingers can smudge tape and reduce reflectivity. Water (rain) or oil leaks can cause same problem. Minimum distance from photocell to tape should be no less than 4.5 inches.
6 .3 .3 Oth er Error Mes sage s Track Signal Corrupte d, Track Se ns or Fault, Blades Apparen tly Moving At The Wrong Speed, Blade Chords Different And Track FIFO Overrun
a. Go To The Night Mode . This is the easiest first fix. It will disregard chordwidth errors and help with low light conditions. b. Che ck t he Quality o f the Contrast . Do the leading edges of the blades need to be painted? Is there a possibility of IR corruption (white concrete, white hanger, UTD looking into the sun, etc.)? c. Check that the UTD is Installed Properly. The arrow should be in the direction of rotor rotation. c. UTD Cable Damaged? Repeated door closings on the same spot will break the cable or cause too much tension at the UTD connector. d. Wate r Int rusio n in th e UTD . Usually can be seen by looking down through the clear lens. e. Failure of t he DAU proc es so r board. DAU will have to be returned to factory for repair.
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f. Corrupted CADU database . Reformat the CADU RAM and reload script files. 6 .4 Sys tem Calibration
The RADS-AT system calibration is verified by the RADS-AT Test Set. It is a portable unit that supplies calibrated signals to the DAU to be processed as standard vibration and track signals. It can also be used as a training aid in the classroom. Since there are no adjustments available in the DAU, calibration is either GO or NO GO. Board replacement is the only course of repair. The test set also has a calibration procedure to verify its own proper operation and traceability to NIST standards. The Test Set can be calibrated locally using local shop test equipment, but like the DAU, it has no internal adjustments. In addition to DAU and CADU testing, the test set can also verify the proper operation of the UTD and system cables. NOTE:
The RADS-AT self calibrates every 24 hours. During each power up the DAU checks the date and time on the CADU and compares them with the last self calibration date to see if the CADU’s current date is more than 24 hours later. If this is the case then the DAU performs a complete self calibration sequence. Most regulatory agencies accept the self calibration feature but if they do not or if manual verification is required, use of the above Test Set is recommended. Accelerometers are not calibrated with this system and must be checked with a shaker table, returned to the manufacturer for calibration or tested with the Critical Frequency Accelerometer Tester (CFAT).
6 . 4 . 1 R e c o m m e n d e d Co m p o n e n t s f o r m a n u a l v e ri fi c a t i o n
1. RADS-AT Test Set P/N 29085800 2. CFAT, Critical Frequency Accelerometer Tester P/N 29712600 3. Bench Power Converter 120/230 Vac 50/60 Hz to 24 Vdc P/N 29336700
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NOTE:
CFAT o pe ra t e s o n 1 2 0 Va c input voltage, use of
230 Vac voltage source would require the use of a transformer to reduce input voltage to 120Vac.
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7 .0
SUPPLEMENTAL INFORMATION
7 .1
RADS COM
RADSCOM is the communications program that enables the operator to interact with the RADS-AT via an external PC. It is a menu driven DOS program which prompts the operator through functions to load and unload data and script files, perform maintenance functions (reformatting the CADU and credit card databases) and limited troubleshooting. It is important to know what version of RADSCOM your system is operating: earlier versions should not be mixed or used with later versions and vice versa.
Never for mat a CADU wi th an i mproper R ADS COM ver si on! Figure 3 6 . RADSCOM 7 .0 0 AC5 1 D Main Men u
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Figure 37 . Initial Men u Version 7.0 0 AC51 D MAIN MENU Backup data from CADU to PC Load Data or Aircraft Setup File From PC To CADU Maintenance Utilities Advanced Utilities Quit CADU/Host Communication Exit RADSCOM The ** Denotes Revision Level
MAINTENANCE UTILITIES Install RADSCOM On A Disk Credit Card Format* Format The CADU RAMDISK* Port Selection (Serial Port = 1) Quit CADU/Host Communication* Exit RADSCOM
ADVANCED UTILITIES Terminal Emulation Mode* DOS Command Receive A File From The CADU* Send A File To The CADU* Quit CADU/Host Communication* Return To Main Menu Exit RADSCOM
* Item Marked With An Asterisk Requires The CADU To Be Rebooted And Option 2 Selected From The CADU Start-Up Menu
7 .1 .1 RADSCOM Note s •
•
•
Always reboot the CADU by pressing DO and QUIT at the same time unless you are at the six-option menu on the CADU, where the user will use “Quit CADU/Host Communication” option to end host communications and return CADU back to the six-option menu. Format the CADU RAM Disc at least twice a year if the system is used regularly. This will maintain optimum speed and reliability of the database. When saving data from the CADU to the PC you will have to set up a directory on the PC. One suggestion is as follows: c:\RADSDATA\Aircraft Model\Tail Number\Date RADSDATA = name of directory Aircraft Model = 412, 206 etc. Tail Number = registration number or a/c serial number Date = date data was transferred
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Figure 38 . Troubles ho ot ing RADSCOM Keep getting red box indicating that you “Cannot Communicate With CADU”.
You have performed all options listed in red box mentioned above?
Perform all requests in text box and retry the operation
NO
YES
You are tying to use RADSCOM from the Desktop using a DOS Window in Win 95/98? NO
YES
1. 2. 3. 4. 5.
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Try using RADSCOM from a DOS Window. Win95/98 works differently on different machines, what works on one type will not work on another due to the way Win95/98 handle the communications port
Verify you are using the s upplied communication cable and that you are connected to the 9 pin serial connector on the RADS C ADU and to the correct serial port on the PC. Proper communication cable is a “Serial Null Modem Cable” or a “Serial PC to PC Data Transfer Cable”, also known as a “Serial Laplink Cable”.
Exit RA DS CO M, Press the START button at bottom left screen. Select “Shut Down” – “Restart in MS DOS Mode” R es ta rt RA DS CO M Retry the operation.
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Figure 3 9 . Troubles ho ot ing RADSCOM “ Error Loading Fonts ” When Reformatting CADU, Format process fails at loading “FONTS”
Sometimes RADSCOM is sent electronically to the end-user in a compressed file format such as PkZIP or WinZip. If the user is not familiar with these programs and does not invoke the proper flag the subdirectories of RADSCOM do not get uncompressed.
Check RADSCOM sub-directories. Does RADSCOM sub-directories include the “Aircraft” and “Custom” directories?
NO
Obtain a new copy of RADSCOM and install onto your computer, using the “Install RADSCOM on a Disc” option under “Maintenance Utilities”.
Reformat CADU using the correctly installed RADSCOM program. NOTE:
Do not mix versions of RADSCOM!
7.2
S upple m e n tal Hardware
7 . 2 . 1 Ex p a n s i o n B o x
Used to individualize DAU channels 5-14. Uses the test set cable to interface with the DAU multi-channel port. 7.2.2 Printers
The RADS-AT supports several printer formats. The basic formats supported are Epson 24-pin dot matrix, Epson high-density dot matrix and HP PCL graphics. There are variations to each of these formats. Some variations refer to LF characters and portrait vs. landscape formats.
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To select the RADS printer (RADS_small), or any other printer type, go into the DPL MANAGER section and select the Setup option. Another screen will appear from which the printer option should be selected. 7 . 2 . 2 . 1 Te s t i n g t h e S e t u p
A majority of the time, the printer manuals do not accurately depict the switch locations and proper positions. A few simple checks can be made to test the printer configuration. If the setup is not working, review the printer switch settings and make corrections as necessary. Establish whether any communication can be made between the CADU and the printer. The following procedures will test areas such as data bits, parity and baud rate: Test the graphics compatibility by pressing the PRINT key to print the Main Menu screen (the first screen that appears when normal RADS AT operation has started). Test the text mode by pressing the PRINT key in any help, error, or menu selection screen 1. If the printer fails to print the screen properly, flush the print spooler using the following sequence. a. Select manager menu by pressing F4. b. Select setup option by using the cursor keys and highlighting the Setup option and pressing the DO key. c. Select the Printer option and press the DO key. d. Select the Disable option and press the DO key. e. Select the Flush Queue option and press the DO key. f. Select the Enable option and press the DO key. 2. If the screen did not print any characters, make corrections to the printer switch settings as necessary. 3. If the printer prints random characters check the print driver selected. Most likely the wrong type is selected.
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4. If the printer prints on one line only and repeatedly overprints the line, then select the printer that ends in “LF ” (i.e. Epson_LF). 5. If the printer skips a line when printing, then select the driver without “LF ”. NOTE:
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Most printers will have to be powered off and on between switch setting changes to accept the change.
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8 .0 AIRCRAFT S PECIFIC APPLICATIONS
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