PFN NUMBER 011-9761

SEPTEMBER 2004

STUDENT GUIDE

FOR

UH-60 AVIATION VIBRATION ANALYSIS

THIS PACKAGE HAS BEEN DEVELOPED FOR USE BY: Black Hawk (UH-60) Helicopter Maintenance Test Pilot
Program
PROPONENT FOR THIS TSP IS: U.S. Army Maintenance Test Pilot School AVIATION
TRAINING BRIGADE ATTN: ATZQ-ATB-CA Ft. Rucker,
Alabama 36362-5000
FOREIGN DISCLOSURE RESTRICTIONS: Unclassified: This product/publication has been reviewed by
the product developers in coordination with the USAALS
foreign disclosure authority. This product is releasable to
students from foreign countries on a case-by-case basis.
 SEPTEMBER 2004

AVIATION VIBRATION ANALYSIS

TABLE OF CONTENTS

Page
SECTION I. - INTRODUCTION .................................................................................................................... 3
TERMINAL LEARNING OBJECTIVE: ............................................................................................. 3
SECTION II. - PRESENTATION................................................................................................................... 4
A. ENABLING LEARNING OBJECTIVE ELO No.1 ................................................................ 4
SECTION III. - SUMMARY.......................................................................................................................... 40
B. ENABLING LEARNING OBJECTIVE ELO No.2 .............................................................. 41
SECTION IV. - SUMMARY ......................................................................................................................... 53
C. ENABLING LEARNING OBJECTIVE ELO No.3 .............................................................. 54
SECTION V. - SUMMARY .......................................................................................................................... 90
D. ENABLING LEARNING OBJECTIVE ELO No.4 .............................................................. 91
SECTION VI. - SUMMARY ....................................................................................................................... 223
APPENDIX A..............................................................................................................................................A-1
APPENDIX B..............................................................................................................................................B-1

2
 SECTION I. - INTRODUCTION

TERMINAL LEARNING OBJECTIVE:

ACTION: Identify the characteristics of the UH-60 Vibration analysis equipment.

CONDITIONS: As a UH-60 maintenance test pilot.

STANDARD: IAW TM 1-6625-724-13&P

SAFETY REQUIREMENTS: Remove all watches, rings and other jewelry before operating, or
maintaining electronic equipment.

RISK ASSESSMENT LEVEL: Low

ENVIRONMENTAL CONSIDERATIONS: There are no environmental concerns for this lesson.

EVALUATION: Evaluation will be accomplished with performance exam at the end of this module of
instruction.

3
 SECTION II. - PRESENTATION

A. ENABLING LEARNING OBJECTIVE ELO No.1

ACTION: Identify the characteristics of Vibration Analysis.

CONDITIONS: Using TM 1-6625-724-13&P.

STANDARD: IAW TM 1-6625-724-13&P

Frame #0505 (MENU)

a. To better understand what the Aviation Vibration Analysis (AVA) is, and what it
can do for you as a maintenance test pilot, you need to have an understanding of
the characteristics of vibration analysis.

4
 (1) Vibration Analysis

Frame #0510 (Vibe Analysis)

(a) Any type of machine vibrates.

(b) However, greater than normal vibration usually means that there
is a malfunction.

(c) Malfunctions can be caused by worn bearings, out-of-balance

conditions, or loose hardware.

(d) If allowed to continue unchecked, vibrations can cause material

failure or machine destruction.

(e) Aircraft, particularly helicopters, have a high vibration level due

to their many moving parts.

(f) Designers have been forced to use many different dampening

and counteracting methods to keep vibrations at acceptable
levels.

(g) Some examples are listed.

1) Driving secondary parts at different speeds to reduce

harmonic vibrations removes much of the vibration build
up.

2) Mounting high level vibration parts such as drive shafting

on shock absorbent mounts.

5
 3) Installing vibration absorbers in high level vibration areas
of the airframe.

4) Development of a vibration analysis program.

Frame #0515 (Vibe Analysis)

(h) Vibration analysis examines the measured readings of vibrations

produced by dynamic components during operation.

(i) The purpose and goals of vibration analysis are listed.

1) Avoid catastrophic failures.

2) Reduce aircraft repair costs.

3) Insight assistance in troubleshooting vibration

discrepancies.

4) Avoid unnecessary removal of serviceable components.

5) Determine the cause of chronic failures.

6) Prevent unnecessary periodic disassembly for

inspections.

7) Ultimately plan repairs/component replacement.

a) Improving repair quality.

b) Reducing operating expenses.

6
 c) Allowing timely ordering of replacement parts.

(2) Terminology

Frame #0520 (Terminology FLASH)

(a) To better understand vibration analysis, an understanding of the

basic terms is needed.

(b) The four basic terms used in vibration analysis are A+B, A-B, 1 -
5/Revolution (1 - 5/REV), (1 - 5/R) or (1 - 5P), and Inches Per
Second (IPS).

7
Frame #0520 (Terminology FLASH)

1) A+B is the term used to indicate vertical vibration.

2) Vertical vibrations are evident in the up-and-down

movement that produces a thumping effect.

3) An out-of-track rotor blade will cause this type of

vibration.

8
Frame #0520 (Terminology FLASH)

4) A-B is the term used to indicate lateral vibration.

5) Lateral vibrations are evident in side-to-side swinging

rhythms.

6) An out-of-balance main rotor will cause this type of

vibration.

9
Frame #0520 (Terminology FLASH)

7) X/REV, XP, or X/R is referring to the occurrence of

vibration felt to the number of Revolutions Per Minute
(RPM) on the component being tested.

10
Frame #0520 (Terminology FLASH)

8) IPS is the measured velocity of the vibration experienced

at the source of the vibration (component).

11
 (3) Types of Vibrations

Frame #0525 (Types of Vibration)

(a) Types of vibration can be broken down into three major

categories: low, medium, and high frequency vibrations.

12
 1) Low Frequency Vibrations

Frame #0526 (Low Frequency Vibrations)

a) A low frequency vibration is normally related to

the 1/REV of the main rotor and associated
components.

b) The aircraft will feel like it has a lateral oscillation

or wallow.

c) Other low frequency vibrations felt are ground

roll and vertical bounce.

d) A vertical bounce normally occurs on the ground

and is caused by the position of the cyclic or the
collective stick.

e) Repositioning of the controls by the pilot will

correct this problem.

f) An in-flight vertical oscillation or bounce can be

caused by turbulence, external load oscillation
when performing cargo sling or hoist operations,
oscillation in the Stability Augmentation System
(SAS), or by inadvertent pilot input into the
collective controls.

13
 2) Medium Frequency Vibrations

Frame #0527 (Medium Frequency Vibrations)

a) A medium frequency vibration is often hard to

distinguish from a high frequency vibration.

b) For a medium frequency vibration check the tail

rotor drive shaft, oil cooler, and tail rotor.

14
 3) High Frequency Vibrations

Frame #0528 (High Frequency Vibrations)

a) High frequency vibrations are associated with

components operating at a higher speed than
the tail rotor and it components (above 4110
rpm).

b) They are more dangerous than any other type of

vibration because of metal fatigue and
crystallization.

15
 (4) Sources of Vibrations

Frame #0530 (Sources of Vibrations)

(a) The most probable cause of a low frequency vibration would be

an out of balance main rotor.

(b) Other areas to check would be the main rotor components such
as the swashplate, rotating scissors, spindles, bifilars, pitch
control rods, and dampers.

(c) Main landing gear struts or tires requiring servicing normally

cause ground rolls.

16
Frame #0530 (Sources of Vibrations)

(d) Sources of medium frequencies would include the tail drive shaft,
pylon drive shaft, intermediate and tail gearboxes, main module
oil pump, oil cooler axial fan, and the one-per-rev of the tail rotor.

(e) Components that would be looked at are the nose and cabin
vibration absorbers (tune as required), main rotor swashplate,
rotating scissors, tail rotor retention plates (inner and outer), tail
pitch links, tail drive shaft bearings, shafts, disk couplings, shaft
run-out on the axial fan, and other associated components.

17
Frame #0530 (Sources of Vibrations)

(f) High vibration is normally associated with the engine, engine

high speed shaft, input modules, main module mounted
accessory section modules (and components mounted to them),
gear mesh frequencies within the main module, and intermediate
and tail gear boxes.

(g) This also includes multiples or harmonics of some medium

frequency components such as tail drive shafts and the oil cooler
axial fan.

(h) There are several components that run at the same frequency
such as the input module quill shaft and the accessory section
drive gear.

(i) The entire input module will usually be replaced when an

excessive high frequency vibration develops.

(j) Normally rebalancing the shaft will correct the vibration problem
(with the engine high-speed shaft).

18
Frame #0530 (Sources of Vibrations)

(k) Vibrations related to gear mesh frequencies in the main module,

intermediate and tail gearboxes are of concern, but look for
secondary indications before making a judgment on the
serviceability of the component.

(l) Secondary indications should be chip detector lights, type and

size of the chips found in the detectors or filters, oil filter pins
popping, and oil pressure and temperature problems.

(m) Other high-frequency sources are hydraulic pumps, vent

blowers, APU, and generators.

19
 (5) Corrections

Frame #0540 (Low Frequency Corrections)

(a) For low frequency vibrations the following corrections are

suggested:

1) 1P - Track and balance main rotor, replace bearings,

replace seat bushings, service struts, replace drag beam
pivot pins.

2) 2P - Track and balance main rotor, service or replace

dampers, repair or replace scissors, repair or replace
swashplate.

3) 3P - Weigh bifiliars, change a main rotor blade after all

other vibrations are isolated.

4) 4P - Tune vibration absorbers.

5) 5P - Change a main rotor blade after all other vibrations

are isolated.

20
Frame #0545 (Medium Frequency Corrections)

(b) For medium frequency vibrations the following corrections are

suggested:

1) Verify the tail rotor rig

2) Tail rotor pitch control link bearing replacement

3) Verify the Tail rotor balance

4) Tail rotor paddle replacement

5) Inspect/replace Pivot bearings

6) Replace tail rotor drive shafts with weights missing

7) Retorque gearbox mounts

8) Retorque tail rotor drive shafts

9) Balance the Oil cooler

21
Frame #0550 (High Frequency Corrections)

(c) For high frequency vibrations the following corrections are

suggested:

1) Balance high speed shafts

2) Torque check input module flange

3) Check accessory modules and attached components

22
 (6) Limits

Frame #0555 (Limits)

(a) The limits addressed in the AVA system are separated into five
sections: the main rotor, tail rotor, vibration absorbers, engine
high-speed shafts, and the oil cooler.

23
 1) Main Rotor Limits

Frame #0560 (Main Rotor Limits)

a) Limits for the main rotor are separated into four

areas: blade track, ground balance, A+B hover,
and A-B hover.

b) The AVA test is designed to track the main rotor

to 0.5 inch or less at 100% main rotor speed (nr)
on the ground only.

c) The ground balance limit has been established

at 0.2 IPS at 100% Nr.

d) The limits set for the A+B at a hover are 0.25

IPS at the following airspeeds (80, 120, and 145
Knots { KTS }).

e) A-B limits at hover, 80, 120, and 145 knots are

0.2 IPS.

24
 2) Oil Cooler Limits

Frame #0580 (Oil Cooler Limits)

a) The limit established by the AVA test equipment

for the oil cooler is 1.0 IPS, vertical and
horizontal.

b) This limit is measured on the ground only.

25
 3) Tail Rotor Limits

Frame #0565 (Tail Rotor Limits)

a) The limit established by the AVA test equipment

for the tail rotor is 0.2 IPS.

b) This limit is measured on the ground only.

26
 4) Engine High Speed Shafts Limits

Frame #0575 (Engine High Speed Shafts Limits)

a) For UH-60L helicopters and EH/UH-60A

helicopters with balancing kit installed, vibration
levels shall be 0.50 IPS or less.

b) If vibration levels are within this range, engine

high-speed shaft is balanced.

c) If vibration level is greater than 2.0 IPS, replace

high-speed shaft.

27
 5) Vibration Absorbers Limits

Frame #0570 (Vibration Absorbers Limits)

a) The AVA system has established the limits for

both the nose and forward cabin vibration
absorbers. The nose vibration absorber limits
have been established at an IPS range instead
of a specific NR.

b) Those limits are 0.3 - 0.6 IPS, with a goal of 0.5

IPS.

c) Should the IPS level drop below 0.3 IPS, the

nose absorber may interfere with the forward
cabin absorber turning and actually degrade the
cabin and cockpit 4/rev vibration.

d) Measurements for the forward cabin absorber

are taken at 120 KTS and 145 KTS.

e) If they are found to be out of limits tuning is done

at 145 KTS using Nr speeds of 96-103%".

28
 (7) Adjustments

Frame #0590 (Adjustments)

(a) To further minimize vibrations components were designed to

allow adjustments to correct for excessive vibrations.

29
 1) Main Rotor Adjustments

Frame #0600 (Main Rotor Adjustments)

a) Adjustments to the main rotor system can be

separated into three categories: ground track,
ground balance and flight track.

30
 1 Ground Track

Frame #0605 (Ground Track Flash)

a Ground track is adjusted

through the main rotor Pitch
Control Rod (PC).

b The PC rods are color coded to

the corresponding blade.

c One notch is equal to 1/4" track.

d A maximum of 3/4" of exposed

threads on the upper end of the
PC rod is permitted when
making adjustments.

31
 2 Ground Balance

Frame #0610 (Ground Balance)

a Ground balance is done at the

main rotor spindle by adding
weights to the balance weight
brackets.

b A maximum of 5 lbs per spindle

is allowed. The weight of the
bolt and attaching hardware is
approximately 2 ounces.

c The weight of the balance

washers are approximately 1
and 1/2 ounces.

d There are four locations to

install balance weights: two on
the upper and two on the lower
bracket.

e The weight of the attaching

hardware must be included in
the total weight computation.

32
 f The maximum number of
balance weights that can be
used per bolt is 18, with washer
under bolt head removed to
obtain the 5 lb maximum.

g If the washer under the nut is

installed, the maximum number
of balance weights per bolt is
17.

h The weight should be as equal

as possible. When adding
balance weights to the main
rotor if you are using 2 lbs or
less, use trailing bolt hole; for
more than 2 lbs, divide weight
equally among all four-bolt
holes.

33
 3 Flight Track

Frame #0615 (Flight Track)

a Flight track adjustments to the

PC rods are the same as the
ground track

b Trim tab adjustments are added

for further smoothing of the
main rotor.

c Adjustments to the trim tabs are

in mils, with maximum
adjustment of 30 mils from
factory setting.

34
 2) Oil Cooler Adjustments

Frame #0630 (Oil Cooler Adjustments)

a) Should adjustments to the drive shaft of the oil

cooler be required, rotating of the aft drive shaft
section of the oil cooler is the only method
available.

b) This is done by removing the attaching hardware

connecting the aft end of the oil cooler drive
shaft from the No. 1 drive shaft of section II.

c) Then rotate the drive shaft of the oil cooler 120º

in either direction.

d) Make sure the direction of rotation is clearly

marked should another adjustment be required.
If the oil cooler is not within limits after the
second rotation, should it be required, replace
the oil cooler.

35
 3) Tail Rotor Adjustments

Frame #0620 (Tail Rotor Adjustments)

a) The tail rotor is separated into four quadrants,

with the target blade, marked by reflective tape,
being quadrant 1.

b) For balancing, weights are added to the

quadrant identified by the AVA kit.

c) As the weights are being added, the bolt hole

closest to the blade is considered the primary
location.

d) A maximum of 227 grams per quadrant, 113.5

grams per bolt hole, is allowed.

36
 4) Engine High Speed Shaft

Frame #0635 (Engine High Speed Shaft)

a) When balancing the engine high-speed shaft,

the balance washers are installed under the nut
on the bolts that connect the engine output shaft
to the flexible coupling.

b) The maximum number of balance washers that

can be added to any one balance bolt is two.

c) Do not remove bolts securing flexible coupling to

output shaft.

d) If balance washers must be added, remove nut

only.

e) Only one nut should be removed at any time. If

balance washers are added or removed on two
different balance bolts, the nut on the first
balance bolt adjusted must be installed and
torqued before removing next nut.

37
 f) Should you be unable to balance the engine
high-speed shaft using the balance weights,
rotate the engine high-speed shaft 120º in either
direction.

g) Make sure the direction of rotation is clearly

marked should another adjustment be required.

5) Vibration Absorber Adjustments

Frame #0625 (Vibration Absorber Adjustments)

a) Vibration absorber tuning is done by In-flight

measurements only.

b) The adjustments may be made on ground or in

flight around 80 KTS.

c) The nose vibration absorber must be in tune

before adjusting the forward cabin absorber.

d) The maximum weight allowed per vibration

absorber is 15 lbs, with each 1 lb of weight being
equal to 0.1 IPS.

38
 CHECK ON LEARNING

1. Vibrations associated with components operating at a higher speed than the tail
rotor and its components are _______.

2. The maximum amount of weight allowed per spindle when balancing the main
rotor is _______.

3. One notch is equal to _______ track when adjusting the main rotor PC rod during
the ground track operation.

4. The maximum weight allowed per quadrant of the tail rotor when performing the
tail rotor balance operation is _______.

39
 SECTION III. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the Characteristics of vibration analysis topic.
The key points to remember are:
• Designs have been made for dampening and counteracting vibrations such as
driving secondary parts at different speeds, mounting high level vibration parts on
shock absorbent mounts, and installing vibration absorbers in high level vibration
areas of the airframe.
• The purpose and goals of vibration analysis are to avoid catastrophic failures,
provide insight and assistance in troubleshooting vibration discrepancies, prevent
unnecessary periodic disassembly for inspection, and plan for repairs/component
replacement.
• Vibration analysis has four basic terms: A+B (vertical vibrations), A-B (lateral
vibrations), 1 - 5/REV, 1 - 5P, and 1 - 5R (occurrence of vibration felt to the
number of RPMs on the component being tested), and IPS (inches per second).
• There are three categories of vibrations: low, medium and high frequency.
• A low frequency vibration is normally related to the 1/REV of the main rotor and
its associated components. The most probable cause of a low frequency
vibration would be an out of balance main rotor.
• A medium frequency vibration is generally related to the 4/REV of the main and
tail rotor (1032 - 4760 rpm), and all the frequencies in between. Sources of this
frequency would include the tail drive shaft, pylon drive shaft, intermediate and
tail rotor gear boxes, main module oil pump, oil cooler axial fan, and the 1/REV of
the tail rotor.
• High frequency vibrations are associated with components operating at a higher
speed than the tail rotor and its components (above 4110 rpm). The high
frequency vibration is normally associated with the engine, engine high speed
shaft, input modules, main module mounted accessory section modules (and
components mounted to them), gear mesh frequencies with the main module,
and the intermediate and tail gear boxes.
• The maximum amount of weight that may be added to a tail rotor quadrant is 227
grams, or 113.5 grams per bolt hole.
• When balancing the engine high speed shaft, the maximum number of balance
washers that can be added to any one bolt is two.
• The maximum amount of weight allowed per vibration absorber is 15 lbs total
when tuning the vibration absorbers.

40
B. ENABLING LEARNING OBJECTIVE ELO No.2

ACTION: Identify the components of the Aviation Vibration Analysis kit

CONDITION: Using TM 1-6625-724-13&P

STANDARD: IAW TM 1-6625-724-13&P

Frame #1005 (MENU)

a. To better understand what Aviation Vibration Analysis (AVA) is and what it can
do for you as a maintenance test pilot, you need to have an understanding of the
operators manual (TM 1-6625-724-13&P), basic kit components, and the adapter
kit components for the UH-60.

41
 (1) Operators Manual

Frame #1010 (Operators Manual)

(a) The Operator's Manual for the AVA Test set is the TM 1-6625-
724-13&P.

(b) This TM provides the necessary information required to perform

the initial setup and installation of the AVA software, aircraft
specific installation procedures for the basic and adapter kits,
and operational procedures for diagnostic analysis of measured
vibrations.

42
Frame #1010 (Operators Manual)

(c) In this Technical Manual, the chapters we are most concerned

with are chapters 1, 2, and 5.

1) Chapter 1 addresses general information, equipment

description and the technical principles of operation for
the AVA kit.

2) Chapter 2 covers the operating instructions, system

setup, taking measurements, displays and system
diagnostics.

3) In chapter 5, the specific installation and operations of

the AVA kit for the EH/UH-60 are explained.

43
 (2) Basic Kit Components

Frame #1015 (Basic Kit Components)

(a) The AVA is a test set that is designed to measure, record, and
process vibration and blade position information in order to
diagnose and correct rotor and vibration related faults.

(b) The system combines a measurement capability with a

programmable analysis and display capability that presents
measurement, diagnostic, and corrective information to
maintenance personnel for action.

(c) The AVA is separated into three major components: the Control
and Display Unit (CADU), Data Acquisition Unit (DAU), and the
Universal Tracking Device (UTD) with additional components for
installation and operation.

44
 1) Control and Display Unit

Frame #1020 (Control and Display Unit)

a) The CADU is used to control data acquisition,

display measurement and analysis results, print
reports, and transfer data to or receive data from
an off-line computer.

b) Equipped with a 2 megabyte memory, the CADU

has power supplied by four sources.

c) A Nicad battery powers the CADU for

approximately eight hours.

d) The battery charger supplies power to the CADU

and charges the nicad battery.

e) Aircraft power, through the 10' DC power cable,

provides a power source for the CADU while
charging the NiCad battery.

45
 f) The CADU contains a lithium battery for backing
up memory.

g) The life of the lithium battery is approximately

two years.

2) Data Acquisition Unit

Frame #1025 (Data Acquisition Unit)

a) The DAU processes tracker and vibration

signals.

b) Internally the DAU, like the CADU, comes

equipped with 2 megabytes of memory.

c) Additionally, the DAU contains three circuit

boards, power, acquisition, and processing.

d) A recirculating fan contained inside the unit

produces airflow for cooling of the circuit boards.

e) A self-calibrating program calibrates the DAU

every 24 hours of operation.

46
f) Located on the face of the DAU are eleven
electrical connectors; 4 accelerometer, 2
tachometer, multi-channel, tracker, CADU,
strobe, and power (28 V dc).

g) Also located on the face of the DAU are a

tracker mode knob, fuse, and power switch.

1 Functions for accelerometer 1 include

main rotor track and balance (located
behind the copilot seat), and high-speed
shaft balancing for the No. 1 engine
(located on the No. 1 input module).

2 Functions for accelerometer 2 include

main rotor track and balance (located
behind the pilot seat), and high-speed
shaft balancing for the No. 2 engine
(located on the No. 1 input module).

3 Functions for accelerometer 3 include

nose vibration absorber tuning (located
by the pilot left tail rotor pedal), and oil
cooler balancing in the vertical plane
(located on the oil cooler balancing
bracket in the vertical position).

4 Functions for accelerometer 4 include

balancing (located on the left side of the
tail rotor), and oil cooler balancing in the
horizontal plane (located on the oil
cooler balancing bracket in the fore and
aft position).

5 The function of tachometer 1 is main

rotor balancing (located on the
underside of the main rotor stationary
swashplate).

6 The functions of tachometer 2 are tail

rotor track (located on the right side of
the tail rotor), and engine high speed
shaft balancing (located on either
engine high speed shaft forward support
tube).

7 The tracker mode allows the operator to

select either a day or night operation of
the UTD, or conduct a test of the UTD,
illuminating a light on the UTD, by
selecting the desired mode of operation.

8 The multi-channel is used for the Army

AH-64 and CH-47 only.

47
 9 The CADU electrical connector provides
the interface between the DAU and the
CADU.

10 The function of tracker 1 is to receive

data from the UTD (located on the
avionics compartment door screen).

11 The strobe electrical connector provides

the connecting point for an external
strobe light for night operations.

12 A power supply cable attaches to the 28

V dc electrical connector allowing 24 -
36 V dc at about 15 amps to be applied
to the DAU from the 28 V dc power
connector of the aircraft (located in the
cabin ceiling).

13 A 15 amp fuse protects the DAU from

power surges.

14 The ON/OFF switch places the DAU in

an operation or nonoperation mode.

48
 3) Universal Tracking Device

Frame #1030 (Universal Tracking Device)

a) The UTD tracks the main rotor target blade as it

passes in front of the UTD by projecting a light
source for blade rotation during night/active by
receiving intensity changes to obtain blade
height information during day/passive.

b) The UTD sends a signal to the DAU each time

the target blade passes with information
concerning the main rotor blade track for each
individual blade.

c) Characteristics of the UTD include a

DAY/NIGHT mode, tracking of the main rotor
blades to 1 millimeter lead - lag to 1 millimeter.
The UTD has an arrow pointing in direction of
the main rotor blade rotation.

d) Possible problems experienced during use of

the UTD, if the UTD is pointing into direct
sunlight, erroneous readings may be
experienced.

e) Should this occur, reposition the aircraft 15

degrees in either direction.

49
 f) Additionally, main rotor blade paint erosion of
more than 10% will cause a tracker failure error.

4) Basic Kit

Frame #1035 (Basic Kit)

a) The basic kit for the AVA also comes with cables
for the CADU to DAU, DAU to UTD, power
cable, optical sensor with a bracket, 150 feet of
reflective tape, magnetic pick up and cable, two
accelerometers with a 25 foot and a 50 foot
cable, and a scale that is adjustable between
grams and ounces.

50
 (3) Adapter Kit Components

Frame #1040 (Adapter Kit Components)

(a) The adapter kits for the AVA are aircraft specific.

(b) The adapter kit for the EH/UH-60 contain a carrying case,
accelerometer, angle bracket, engine high speed shaft sensor
bracket, accelerometer mounting plate, hexagon cap screw, lock
washer, cable and the UTD bracket.

51
 CHECK ON LEARNING

1. In TM 1-6625-724-13&P, general information is found in chapter 1, operating

instructions are found in chapter 2, and specific installation and operation for the
EG/UH-60 is found in chapter _______.

2. Which of the following is correct when describing the UTD?

3. The CADU has power supplied by four sources: a Nicad battery, a battery
charger, a lithium battery for backing up memory, and _______.

4. A self calibrating program calibrates the DAU every _______ of operation.

5. The adapter kits for the AVA _______.

52
 SECTION IV. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the Characteristics of vibration analysis
The key points to remember are:
• The Operators manual for the AVA test set is the TM 1-6625-724-13&P.
• The chapters addressed in this lesson are chapter 1 (general information),
chapter 2 (operating instructions, system setup, taking measurements, displays,
and system diagnostics), and chapter 5 (installation and operation of the AVA
test set for the EH/UH-60).
• The AVA test set is designed to measure, record, and process vibration and
blade position information in order to diagnose and correct rotor and vibration
related faults.
• The three major components: the Control and Display Unit (CADU), Data
acquisition Unit (DAU), and the Universal Tracking Device (UTD).
• The UTD tracks the main rotor target blade as it passes in front of the UTD,
sending a signal to the DAU each time the target blade passes with information
concerning the main rotor blade track for each individual blade.
• Equipped with a 2 megabyte memory, the CADU has power supplied by four
sources: a nicad batter, battery charger, aircraft power, and a lithium battery.
• The DAU is equipped with a 2 megabyte memory and three circuit boards for
power, acquisition, and processing.
• The DAU has a self calibrating program that calibrates the DAU every 24 hours
of operation.

53
C. ENABLING LEARNING OBJECTIVE ELO No.3

ACTION: Identify the procedures for the Aviation Vibration Analysis Kit installation.

CONDITION: Using TM 1-6625-724-13&P

STANDARD: IAW TM 1-6625-724-13&P

Frame #1505 (MENU)

a. To better understand how the Aviation Vibration Analysis (AVA) kit and its related
components can be used as a maintenance test pilot, you need to have an
understanding of the installation locations and procedures for the basic kit
components and the adapter kit components for the UH-60.

54
 (1) Main Rotor and Tail Rotor

Frame #1510 (Main Rotor and Tail Rotor)

WARNING: Use extreme care when flying with UTD mounted. UTD interferes with wire strike cutter
capabilities.

CAUTION: Never install cables where they can be damaged. Use wire bundle ties or clamps to route
cabling along or through airframe instead of securing cables with fairing doors, panels or seat
frames. Never bundle tie cables to flight controls.

(a) For main rotor and tail rotor track and balancing, proper
installation of the AVA kit is critical.

(b) Installing the AVA kit incorrectly will create false readings
resulting in incorrect adjustments.

55
 1) Main Rotor Magnetic Pickup

Frame #1515 (Main Rotor Magnetic Pickup FLASH)

a) For installation of the Magnetic RPM sensor,

position the main rotor blades with the black
(target) blade over the nose of the aircraft.

56
Frame #1515 (Main Rotor Magnetic Pickup)

1 Remove the outer jam nut from the

magnetic RPM sensor, install it into the
bracket on the stationary swashplate.

2 Reinstall the outer jam nut, but do not

tighten it.

3 Check the clearance between the

magnetic RPM sensor and the
interrupter mounted to the rotating
swashplate.

4 Adjust the clearance between the

magnetic RPM sensor and the
interrupter to 0.22 - 0.24 inch.

5 Tighten the outer jam nut on the

magnetic pickup until a sharp rise in
torque is felt, then tighten 1/6 - 1/3 turn
more.

57
Frame #1515 (Main Rotor Magnetic Pickup)

6 Connect the magnetic RPM sensor

cable to the magnetic RPM sensor,
routing the cable down and along the
main transmission, through the drip pan
and into the cabin.

58
 2) Tail Rotor Optical RPM Sensor

Frame #1535 (Tail Rotor Optical RPM Sensor FLASH)

a) The tail rotor optical RPM sensor and bracket

are installed under the right hand side of the aft
tail rotor gear box fairing.

59
Frame #1535 (Tail Rotor Optical RPM Sensor FLASH)

1 To install the optical RPM sensor and

bracket, remove the third and fourth
screws from the right side of the aft tail
gearbox fairing.

2 Remove the outer jam nut on the optical

RPM sensor and install the optical RPM
sensor on the tail rotor bracket.

3 The body of the optical RPM sensor

should be resting against the bracket.

4 Reinstall the outer jam nut, but, do not

tighten.

5 Mount the bracket on the tail pylon using

the panel screws.

6 The optical RPM sensor and bracket will

be slightly upside down with the arrow
on the bracket pointing aft and up when
installed correctly.

7 Hand-tighten jam nut on optical RPM

sensor.

60
Frame #1535 (Tail Rotor Optical RPM Sensor FLASH)

8 Place a 4-inch strip of reflective tape on

the inside of the target tail rotor blade, at
the same approximate location as the
beam of the optical sensor.

9 If there is any tape remaining from

previous balance routines, this must be
completely removed to ensure a clean
and accurate tachometer signal to DAU.

61
Frame #1535 (Tail Rotor Optical RPM Sensor FLASH)

10 Route the optical RPM sensor cable

along the tail rotor pylon.

62
 3) Tail Rotor Accelerometer

Frame #1530 (Tail Rotor Accelerometer FLASH)

a) The accelerometer, bracket and cable are

mounted on the left hand side of the aft tail rotor
gear box fairing.

63
Frame #1530 (Tail Rotor Accelerometer FLASH)

1 When installing the accelerometer,

bracket, and cable for balancing of the
tail rotor, remove the screw from the left
side of the pylon at the bottom of the tail
gearbox aft fairing.

2 Mount the accelerometer bracket on the

tail pylon with the screw 90 degrees to
leading edge of the pylon. Install the
accelerometer on the accelerometer
bracket.

3 Ensure the connector of the

accelerometer is facing down and to the
rear, connect the cable to the
accelerometer.

64
Frame #1530 (Tail Rotor Accelerometer FLASH)

4 Route the cable down the left side of the

pylon.

5 Secure the cable to the extended steps

on the pylon and continue routing the
cable through the tie-down ring located
on the right side of the tail cone.

65
 4) Cockpit Accelerometers

Frame #1525 (Cockpit Accelerometers)

a) When installing the pilot and copilot

accelerometers, mount the pilot and copilot
accelerometer brackets to the bulkhead behind
pilot and copilot seats.

b) Install accelerometers on accelerometer

mounting brackets, with accelerometer facing
down.

c) Arrange armor plating adjustment cable so that it

does not interfere with the accelerometer during
vibration testing.

d) The armor plating adjustment cables must be

either moved forward or arranged so that they
do not touch either the accelerometers or
accelerometer cables and interfere with vibration
testing.

e) These accelerometers will be used for main

rotor track and balancing

66
Frame #1525 (Cockpit Accelerometers)

f) To install the PHV accelerometer mounting

plate, remove one screw from the pilot's right
ICS switch at station 205, butt line 20, and install
the PHV accelerometer mounting plate with the
original screw or an equivalent 1-inch long,
10/32 screw.

g) Install washers between the accelerometer and

PHV mounting plate, and install the
accelerometer.

h) Use enough washers to prevent the

accelerometer from extending beyond the
mounting plate into floor.

i) Connect the accelerometer cable from the

accelerometer PHV to the DAU receptacle
marked ACC3.

67
 5) Control and Display Unit

Frame #1540 (Control and Display Unit)

a) The CADU should be placed in an easily

accessible location, but not in a position where it
will interfere with operation of the aircraft.

b) Connect the CADU to DAU cable to the

electrical connector and route the cable through
the cabin of the aircraft to the DAU.

68
 6) Universal Tracking Device

Frame #1520 (Universal Tracking Device)

a) When installing the Universal Tracking Device,

ensure the red lens is down and the arrow points
in the direction of the blade rotation.

69
Frame #1520 (Universal Tracking Device)

b) Remove the forward nose avionics bay access

door vent screen and route the UTD cable
through the vent ducting leaving one foot of
cable outside the aircraft.

70
Frame #1520 (Universal Tracking Device)

c) Connect the electrical connector of the cable to

the receptacle on the UTD.

d) Route the remaining cable through the avionics

bay, along the left side of the cockpit center
console, making sure the cable is secure and
does not interfere with the flight controls.

71
 7) Data Acquisition Unit

Frame #1545 (Data Acquisition Unit)

a) The DAU cable installation for the UH-60 begins

with the 28 Vdc power cable.

b) The 28 Vdc power cable connects to the

connector labeled 28 Vdc.

c) The magnetic pickup cable connects to the

connector labeled TACHO 1. Connected to
TRACKER 1 is the UTD cable.

d) ACC 1 is the connecter for the left side

accelerometer from the cockpit while ACC 2 is
the connecter for the right side accelerometer.

e) The tail rotor accelerometer cable connects to

the connecter labeled ACC 4 and TACHO 2 is
the connecter for the tail rotor RPM sensor.

72
 (2) Vibration Absorber Tuning

Frame #1550 (Vibration Absorber Tuning)

(a) The UH-60 has two vibration absorbers, nose and cabin, that
may require adjustment (tuning) when conducting main rotor
balancing.

73
 1) Cabin Vibration Absorber

Frame #1565 (Cabin Vibration Absorber)

a) Installing the equipment to tune the cabin

vibration absorber, lower the cabin
soundproofing.

b) Attach the accelerometer to the Pilot Heel

Vertical (PHV) accelerometer mounting plate
and add washers as necessary between the
accelerometer and mounting plate to prevent the
accelerometer stud from extending beyond the
plate.

c) Clamp the plate horizontally to the overhead

frame at station 308, butt line 0, just forward of
the absorber location using a C-Clamp.

d) Connect the accelerometer cable to the

accelerometer and to DAU receptacle marked
ACC 4.

74
 2) Data Acquisition Unit

Frame #1567 (Data Acquisition Unit)

a) The DAU cable installation for the UH-60 begins

with the 28 V dc power cable.

b) The 28 V dc power cable connects to the

connector labeled 28 V dc.

c) ACC 1 is the connecter for the left side

accelerometer from the cockpit while ACC 2 is
the connecter for the right side accelerometer.

d) The pilot heel accelerometer cable is connected

to the ACC 3 connector.

e) The cabin vibrating absorber accelerometer

cable connects to the connecter labeled ACC 4
and CADU cable is the connected to the CADU
connector.

75
 3) Cockpit Accelerometers

Frame #1560 (Cockpit Accelerometers)

a) When installing the cockpit accelerometers for

vibration absorber tuning, mount the
accelerometer brackets to the bulkhead behind
pilot and copilot seats.

b) Install accelerometers on accelerometer

mounting brackets, with accelerometer facing
down.

c) Arrange armor plating adjustment cable so that it

does not interfere with the accelerometer during
vibration testing.

d) The armor plating adjustment cables must be

either moved forward or arranged so that they
do not touch either the accelerometers or
accelerometer cables and interfere with vibration
testing.

e) These accelerometers will be used for tuning

both the nose and cabin vibration absorbers.

76
Frame #1560 (Cockpit Accelerometers)

f) To install the PHV accelerometer mounting plate

and accelerometer for nose vibration absorber
tuning, remove one screw from the pilot's right
ICS switch at station 205, butt line 20, and install
the PHV accelerometer mounting plate with the
original screw or an equivalent 1-inch long,
10/32 screw.

g) Install washers between the accelerometer and

PHV mounting plate, and install the
accelerometer.

h) Use enough washers to prevent the

accelerometer from extending beyond the
mounting plate into floor.

i) Connect the accelerometer cable from the

accelerometer PHV to the DAU receptacle
marked ACC3.

77
 4) Nose Vibration Absorber

Frame #1555 (Nose Vibration Absorber)

a) The installation process for tuning of the nose

vibration absorber begins with the removal of
one screw from the pilots right Internal
Communication System (ICS) switch.

b) Install the Pilot Heel Vertical (PHV)

accelerometer mounting plate the original screw
or an equivalent 1-inch long, 10/32 screw.

c) Install washers between the accelerometer and

mounting plate and install the accelerometer.

d) Use enough washers to prevent the

accelerometer from extending beyond the plate
into the floor.

e) Connect the accelerometer cable from the

accelerometer PHV to the DAU receptacle
marked ACC 3.

78
 (3) Engine High Speed Shaft

Frame #1570 (Engine High Speed Shaft)

(a) For each engine high speed shaft being balanced, install an
accelerometer on the accelerometer block on the input module of
the engine high speed shaft being balanced.

(b) Mount the accelerometer vertically to the input module with the
accelerometer connector end facing up.

(c) The engine air inlet does not need to be removed to install the
accelerometer.

(d) Connect the accelerometer cables to the accelerometers and

route the cables over the top of input module, under the engine
cowling, under the forward edge of the engine air inlet (if
installed), through the tie down ring, and in the window.

79
Frame #1575 (Engine High Speed Shaft)

(e) Check the engine high speed shaft for the reflective tracking
tape.

(f) If it is installed incorrectly or not at all, install one piece of

reflective tape, 1 inch by 1 inch square, on the engine output
shaft.

(g) For the No. 1 engine, the bottom edge of the reflective tape is
installed centered with the stud labeled No. 1.

(h) For the No. 2 engine, the top edge of the reflective tape is
installed centered with the stud labeled No. 1.

(i) Rub the tape with a clean, wooden spatula, item 386, Appendix
D of the TM 1-1520-237-23 series.

(j) Do not use your fingers when installing the reflective tape.

(k) Reflective tape is installed in a different location on each engine

output shaft.

(l) Measurement failure during engine output shaft balancing can

result if reflective tape is dirty.

(m) Do not use fingers to rub reflective tape.

(n) Keep the reflective tape clean.

80
Frame #1580 (Engine High Speed Shaft)

(o) Before installing the rest of the engine high speed shaft AVA kit
components, the engine air inlet must be removed.

81
Frame #1585 (Engine High Speed Shaft)

(p) Once the engine air inlet has been removed, the plug (engine
bleed air tube), swirl cage (engine swirl frame), and optical rpm
sensor and bracket (engine forward support tube) can be
installed.

82
 1) Engine Bleed Air Tube

Frame #1590 (Engine Bleed Air Tube)

a) Plug the engine bleed-air tube with the bleed-air

tube plug.

b) Install the plug using the existing coupling and

sleeve from the engine bleed air tube.

83
 2) Engine Swirl Frame

Frame #1595 (Engine Swirl Frame)

a) Install the engine upper screen assembly and

lower screen assembly using the clamp from the
engine air inlet.

84
 3) Engine Forward Support Tube

Frame #1600 (Engine Forward Support Tube)

a) Install the optical RPM sensor into the optical

RPM sensor mounting bracket.

b) Lock wire the sensor to the mounting bracket.

c) Install the photocell-mounting fixture over the

forward support tube.

d) Locate the dowel pins of the mounting bracket in

the support tube cutout and slide the bracket to
the aft end of shaft support tube cutout.

e) Make sure the photocell bracket ear is pointing

forward.

f) Attach the high speed shaft optical RPM sensor

mounting bracket to the photocell mounting
fixture using one bolt.

g) Torque the bracket to bracket mounting bolt.

h) Adjust the position of the photocell mounting

bracket until the optical RPM sensor is centered
on the reflective tape. Make sure the optical
RPM sensor is still centered on the tape after
tightening the bracket.

85
 i) Route the 20 foot long cable through the tiedown
ring and in the gunner’s/crew chief's window.

j) Secure the cables with tiedown straps.

4) Data Acquisition Unit

Frame #1587 (Data Acquisition Unit)

a) The DAU cable installation for the UH-60 begins

with the 28 V dc power cable.

b) The 28 V dc power cable connects to the

connector labeled 28 V dc.

c) The No. 1 engine optical rpm sensor cable

connects to the connector labeled TACHO 1,
while the No. 2 engine optical rpm sensor cable
connects to the connector labeled TACHO 2.

d) ACC 1 is the connecter for the No. 1 engine

accelerometer from the right hand input module,
while ACC 2 is the connecter for the No. 2
engine accelerometer from left hand input
module.

e) The CADU cable connects to the connector

labeled CADU.

86
 (4) Oil Cooler

Frame #1605 (Oil Cooler)

(a) When installing the accelerometer cables to the oil cooler

bracket, ensure each cable is identified with its proper location,
vertical or fore and aft.

(b) Make sure the cables have adequate clearance from any moving
or hot parts.

(c) Route the accelerometer cables through the oil cooler

compartment and into the cabin.

(d) Secure the cables tightly at several places in the oil cooler
compartment with tiedown straps.

87
 1) Oil Cooler

Frame #1610 (Oil Cooler)

a) The DAU cable installation for the UH-60 begins

with the 28 V dc power cable.

b) The 28 V dc power cable connects to the

connector labeled 28 V dc.

c) ACC 3 is the connecter for the vertical

accelerometer from the oil cooler bracket, while
ACC 4 is the connecter for the fore and aft
accelerometer from the oil cooler bracket.

d) The CADU cable connects to the connector

labeled CADU.

88
 CHECK ON LEARNING

1. For installation of the Magnetic Pickup, position the main rotor blades with the
_______.

2. When installing the cockpit accelerometers for vibration absorber tuning,

_______.

3. When installing the cockpit accelerometers for vibration absorber tuning, mount
the accelerometers on accelerometer mounting brackets, _______.

4. When installing cables, never install cables where they can be damaged, and
never bundle tie the cables to _______.

5. When inspecting the reflective tape on the engine output shaft, if it is installed
incorrectly or not at all, install one piece of reflective tape, _______, on the
engine output shaft.

89
 SECTION V. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the aviation Vibration Analysis kit installation
The key points to remember are:
• Installing the AVA kit incorrectly will create false readings resulting in incorrect
adjustments.
• When installing the magnetic rpm sensor, position the main rotor blades with the
black (target) blade over the nose of the aircraft.
• Check the clearance between the magnetic rpm sensor and the interrupter
mounted to the rotating swashplate.
• The tail rotor optical rpm sensor and bracket are installed under the right hand
side of the aft tail rotor gear box fairing with the optical rpm sensor and bracket
slightly upside down with the arrow on the bracket pointing aft and up.
• A 4 inch strip of reflective tap is placed on the inside of the target tail rotor blade,
at the same approximate location as the beam of the optical rpm sensor.
• The accelerometer, bracket, and cable are mounted on the left hand side of the
aft tail rotor gear box fairing at a 90º angle to the leading edge of the tail pylon.
• The PHV mounting plate, when installed in the cockpit, is mounted next to the
pilot ICS switch.
• The PHV mounting plate, when installed for the forward cabin vibration absorber,
is mounted using a C-clamp horizontally to the overhead frame at station 308,
butt line 0, just forward of the absorber.
• For accelerometer installation, when balancing the engine high speed shaft, the
accelerometer is mounted on the input module accelerometer block of the engine
high speed shaft being balanced.
• A 1 inch by 1 inch square piece of reflective tape is installed on the engine high
speed shaft inline with the optical rpm sensor.
• After removing the engine air inlet, the bleed air tube plug must be installed using
the existing coupling and sleeve from the engine bleed air tube.
• After removing the engine air inlet, the engine upper and lower screen
assemblies must be installed using the existing clamp from the engine air inlet.

90
D. ENABLING LEARNING OBJECTIVE ELO No.4

ACTION: Identify the characteristics of the Control And Display Unit (CADU)

CONDITION: As a UH-60 maintenance test pilot

STANDARD: IAW TM 1-6625-724-13&P

a. CADU Characteristics

Frame #2005 (CADU Characteristic)

(1) There are seven basic characteristics used by the CADU: key pad
layout, rebooting, main menu set-up, F1 measure, F2 display, F3
diagnostics, and F4 measure.

91
 (a) Key Pad Layout

Frame #2010 (Key Pad Layout)

1) The key pad of the CADU has twelve types of button

located on the face of the CADU:

a) Power ON/OFF

1 The OFF position opens the circuit and

shuts off the electrical power supply to
the unit.

2 The ON position provides electrical

current to the unit when the power
source is connected.

b) LAMP

1 LAMP Key. The LAMP key controls the

backlighting of the CADU display.

2 When externally powered, pressing the

LAMP key will toggle the lamp OFF or
ON, which will provide display lighting in
darkened environments.

3 When the CADU is operating on battery

power the LAMP key must be pressed
and held for display lighting.

92
c) CTRST

1 CTRST Key. The Contrast key controls

the readability of the CADU display.

2 Pressing and holding the CTRST key

will cause the display to change in
contrast gradually.

3 Release the CTRST key when the

desired contrast is obtained.

d) QUIT

1 QUIT Key. In the DISPLAY mode,

pressing the QUIT key will step the user
back through previously displayed
screens to return to the beginning of the
selections.

2 In the MEASURE mode, the QUIT key is

used to abort or cancel whatever
operation is being conducted.

e) DO

1 DO Key. The DO key, located on the

right-hand side of the CADU front panel,
executes the operator selected menu
item.

f) LABEL

1 LABEL Key. Optional remote control

display enable.

g) HELP

1 HELP Key. The HELP key provides

additional information in certain
restricted cases.

h) PRINT

1 PRINT Key. Pressing the PRINT key

will print out the screen currently
displayed on the CADU.

2 If there is no printer currently attached,

the CADU will store or "spool" the
screen into memory for output when a
printer is attached.

3 The CADU will spool up to twenty

screens.

93
 4 If more than twenty displays are
spooled, the first display spooled will be
discarded to make room for the next.

i) ARROW

1 Arrow Keys. 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.

2 Execution of the highlighted menu

selection is accomplished by pressing
the DO key.

j) F1-4

1 Function Keys. The four function keys

(F1, F2, F3, and F4) provide the
operator with the ability to select
functions from within each menu.

2 Functional keys are also used to enter

alphanumeric in tail number menus.

k) ALPHA NUMERIC

1 Numeric Keypad. In the lower left

corner are ten numeric keys (0-9), plus
one key for the decimal and one key for
the +/- that toggles numeric key entries
to either positive or negative values.

94
 (b) Rebooting

Frame #2015 (Rebooting)

1) Rebooting the CADU is done for two reasons: to get to

the Start-Up Selection Menu, or should the CADU lock
up during operation.

2) To accomplish a reboot, you must understand the

methods of rebooting available.

3) To reboot there are two methods, hard (cold) and soft

(warm).

4) To perform a hard reboot, which is the preferred method,

the CADU must be off.

5) Press and hold the HELP button, then press the ON

button and release both buttons.

6) A message will appear on the display advising you to

"Please Wait...".

7) When the message goes away, the Start-Up Selection

Menu will appear.

95
Frame #2020 (Rebooting)

8) The second method of rebooting, soft reboot, is not the

preferred method but is used when the CADU has
locked up during operation.

9) To accomplish the soft reboot, press the DO and QUIT

buttons simultaneously and release both buttons.

10) Again, the "Please Wait..." prompt will appear on the

display followed by the Start-Up Selection Menu.

96
Frame #2025 (Rebooting)

11) The Start-Up Selection Menu screen provides the user

with five options: 1 to proceed with normal operation, 2
to go into the host communication to use the Rotor
Analysis Diagnostic System-Advanced Technology
Communication Program (RADSCOM) interface, 3 to
load the aircraft setup files from the Credit Card Memory
(CCM), 4 to perform a modem setup, or 5 to select the
Help menu.

12) If there is no default, this screen will remain on the

display until one of these five numerical buttons have
been pressed for the appropriate selection.

97
Frame #2025 (Rebooting)

13) If the operator selects option 1, normal operation will

begin and the Diagnostic Program Language (DPL)
booting window will be displayed.

14) After booting is completed, the first Main Menu will

appear with the most current software enhancement
level code.

98
Frame #2025 (Rebooting)

15) If the operator selects option 2, instructional text will be

displayed directing the operator through the process of
loading data to and from an IBM compatible computer.

99
Frame #2025 (Rebooting)

16) If the operator selects option 3, and a Credit Card

Memory (CCM) is installed in the system, a menu of
selections will be displayed.

17) The actual aircraft that are displayed may vary

depending on the configuration of the CCM.

18) The CCM capacity is smaller than the CADU memory.

19) If no aircraft setup file are currently stored on the CCM,

this menu will not appear.

100
Frame #2025 (Rebooting)

20) If the operator selects option 4, instructional text will be

displayed guiding the operator through the process of a
modem connections.

21) This connection allows two CADUs to be connected and

exchange data or viewed via a phone line.

101
Frame #2025 (Rebooting)

22) If the operator selects option 5, additional instructions

will be displayed through the HELP MENU.

23) This selection will assist the operator by explaining

selections 1-4.

102
Frame #2030 (Rebooting)

24) To reboot the DAU move the power switch to the OFF
position for two seconds or more, then move the power
switch back to the ON position.

25) The green power indicator lamp should illuminate if the

external power is connected.

26) During reboot, the DAU software is initialized and an

internal self-test will be run automatically.

103
 (c) Main Menu Set-Up

Frame #2040 (Main Menu Set-Up)

1) Setting up the AVA for a particular aircraft is done from

the Main Menu screen.

2) The AVA requires aircraft-specific setup files in order to

make the required measurements and analysis to
correct vibration and track problems.

3) The Aircraft Type menu is selected by using the

UP/DOWN arrow keys to move the cursor over the
Aircraft Type selection in the Main Menu, and pressing
the DO key.

4) The Main Menu is removed from the display and the

Aircraft Type menu appears.

104
Frame #2040 (Main Menu Set-Up)

5) If the AVA is configured for the aircraft under test, the

following set-up section is applicable.

6) If the aircraft type does not appear on the Aircraft Type

menu, it will need to be created and installed.

7) Using the DOWN ARROW key to select the Aircraft

Type and selecting DO.

8) The Main Menu will reappear with the Tail Number

selection highlighted for selecting the next category in
the setup function.

9) The QUIT key can be employed at any time to return to

the Main Menu.

105
Frame #2040 (Main Menu Set-Up)

10) Selecting the DO key at this stage will remove the Main
Menu from the display and the Tail Numbers menu will
appear.

106
Frame #2045 (Aircraft Type)

11) Using the arrow keys, place the cursor over the
appropriate tail number and press the DO key to enter
the selection.

12) The Main Menu will reappear with the Flight Plan
selection highlighted for selecting the next category in
the setup function.

13) The QUIT key can be employed at any time to return to

the Main Menu.

107
Frame #2045 (Aircraft Type)

14) If the tail number of the aircraft is not in the list, a new
tail number can be entered by selecting NEW from the
Tail Numbers menu and pressing the DO key.

108
Frame #2045 (Aircraft Type)

15) A numeric tail number can be entered using the numeric

keypad.

16) Entering an alphanumeric tail number is done using the

F1 and F2 function keys.

17) The F1 and F2 keys scroll through the allowed

characters set. That set is the blank character, 0
through 9, A to Z, and a to z.

18) F1 scrolls forward through the list and F2 scrolls

backward. The RIGHT/LEFT arrow keys move the
cursor to the next character or previous character in the
tail number.

19) After the tail number has been entered, press DO to

store the new tail number and return to the Main Menu.

20) The Main Menu will reappear with the Flight Plan
selection highlighted for selecting the next category in
the setup function.

21) By selecting the QUIT key you can cancel the tail
number entry and return to the Main Menu.

109
Frame #2050 (Flight Plan)

22) A Flight Plan must be entered in order to identify the set

of measurements to be taken.

23) Flight Plans are categorized into flight, ground, tail, or

power spectrums.

24) Within each category are the test states particular to the
category selected.

25) The Flight Plans menu is selected by placing the cursor

over the Flight Plan selection in the Main Menu, using
the arrow keys and pressing the DO key to execute the
selection.

26) The Main Menu is removed from the display and the
Flight Plans menu appears.

110
Frame #2050 (Flight Plan)

27) The Flight Plans menu contains the set of pre-stored

Test States for the selected aircraft type.

28) Test states are the flight conditions at which

measurements are taken.

29) Select the desired Flight Plan by using the arrow keys to
move the 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).

30) When the DO key is pressed, the selected Flight Plan is

stored and the display returns to the Main Menu.

31) The Main Menu will reappear with the Flight

Identification (ID) selection highlighted for selecting the
next category in the setup function.

32) The QUIT key can be employed at any time to cancel

the Flight Plan entry and return to the Main Menu.

111
Frame #2055 (Flight ID)

33) Selection of a Flight ID is required to display data or run

diagnostics on data previously stored in the AVA.

34) A Flight ID is a time and date stamp associated with a

particular set of collected data identifying when that set
of data was collected.

35) By selecting the DO key, the Flight ID menu will appear

with a list of existing Flight IDs for the aircraft type
selected.

112
Frame #2055 (Flight ID)

36) By placing the cursor over the desired Flight ID and

pressing the DO key, the Main Menu will reappear with
the Aircraft Type selection highlighted.

37) The QUIT key can be employed at any time to cancel

the flight ID entry and return to the Main Menu.

113
Frame #2055 (Flight ID)

38) Once the main setup selections have been completed,

the Main Menu reappears, containing the entered data.

39) The options available from this menu are: MEASURE,

DISPLAY, DIAGNOSTIC, and MANAGER.

114
 (d) F 1 Measure

Frame #2060 (F 1 Measure)

1) The measurement operation is started by pressing the

F1 key under the Main Menu.

2) A sub-menu will appear listing all of the test states that

are associated with the particular aircraft selected
earlier.

3) These test states contain all of the pre-stored setup

information, such as the number of rotor revolutions that
measurements are to be taken and averaged at.

4) This kind of information is directly linked from the Flight

Plan chosen for this aircraft.

115
Frame #2060 (F 1 Measure)

5) From the list of test states, a test state can be selected

by placing the cursor over the selection using the arrow
keys.

6) The screen display output can be modified by using the

four function keys (F1 - 4).

7) The current display state is set opposite the function key

label.

8) To toggle between modes, press the desired function

key: DISPLAY, STROBE, SETUP, and LMT OFF.

9) The label DISPLAY above the F1 function key is an

option that enables the display mode for measured test
states after data has been collected.

10) 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.

116
Frame #2060 (F 1 Measure)

11) Displays here are the same ones that can be selected
from the DISPLAYS section for one test state.

12) Pressing the QUIT key will cause the displays to

terminate and the main measurement screen to be re-
displayed.

13) Selection of a test state is accomplished by positioning

the cursor over the desired test state for tracking and
pressing the DO key.

14) When the setup is completed, (*) will appear next to the
selected test state.

117
Frame #2060 (F 1 Measure)

15) The label STROBE above the F2 function key is an

option that executes the strobing measurement mode for
the selected test state.

16) Pressing the F2 function key will enter the strobed data
for the Flight Plan previously selected.

17) If more than one rotor or component can be strobed for

the selected test state, then a menu will appear where
you will need to choose the rotor or component to
strobe.

18) Then you will be able to strobe the blades and enter
strobed based track data into the database.

118
Frame #2060 (F 1 Measure)

19) A Track Entry menu will appear allowing the blade

values to be entered in inches.

20) The LEFT/RIGHT arrow key is used to change the

values displayed over a decreasing/increasing value
range.

21) Pressing the QUIT key will abort the strobe mode
without causing the entered values to be added to the
database.

22) Pressing the DO key, when finished, will add the entered
values for track, for the selected test state, and the
strobing to be discontinued.

23) At this time, the main measurement screen will be re-

displayed.

119
Frame #2070 (F1 Measure)

24) The label SETUP above the F3 function key is an option

that allows the displaying of the aircraft setup
configuration data.

25) Select this option by pressing the F3 function key and a

paged menu display will appear.

26) To exit the display press the QUIT key, which will then
bring back the main measurement menu.

120
Frame #2070 (F1 Measure)

27) This screen contains information for setting up the

chosen Flight Plan, such as accelerometer locations,
blade ID, and any test installation information.

28) To exit this screen press the QUIT key.

121
Frame #2070 (F1 Measure)

29) The label LMT OFF above the F4 function key indicates
that limits checking is currently disabled during the
measurement mode.

122
Frame #2070 (F1 Measure)

30) To enable limits checking during measurement, press

the F4 function key to toggle to the LMT ON label.

31) 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).

123
Frame #2070 (F1 Measure)

32) By selecting the DO key, the measurement for the

selected Test State will begin or QUIT to exit this screen.

124
 (e) F2 Display

Frame #2100 (F2 Display)

1) The operator can view the results from the

measurements taken at any time (in flight, right after
completing the measurements of a particular Test State
or set of Test States, to a post-flight review in the office)
using the DISPLAY function.

2) From these results, the operator can select a variety of

graphic or tabular displays.

3) The displays are grouped by: One Test State, Complete

Flight, Trend Flights, View Limits, and Summary
Displays. To initiate the DISPLAY mode, press the F2
function key below the Main Menu.

4) Displays are determined by the aircraft-specific setup

(script) files, not all displays shown here will appear for
all aircraft types.

125
Frame #2100 (F2 Display)

5) One Test State displays present the results from each of

the specific measurements made in a specific Test
State.

6) 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 pressing the DO key.

126
Frame #2100 (F2 Display)

7) A sequence of screens will allow the operator to select

the Test State of interest and then pick the measurement
to be viewed.

127
Frame #2100 (F2 Display)

8) A further Test State break down is displayed by selecting

the DO key.

128
Frame #2100 (F2 Display)

9) The results will first be displayed graphically.

10) The results can also be seen in tabular form by pressing

the F3 function key below the label TABLE.

11) The results will first be displayed graphically.

129
Frame #2100 (F2 Display)

12) To display another measurement or Test State, press

the QUIT key until the appropriate screen (Display or
Test State) reappears.

13) Make the new selections and proceed through the

process as before.

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

130
Frame #2100 (F2 Display)

15) Once you have returned to the Display Mode Menu, a

new topic may be selected by moving the cursor with the
arrow keys to the selected topic.

131
Frame #2105 (F2 Display)

16) Complete Flight displays present the results from a

single measurement taken in each Test State of the
flight.

17) Select Complete Flight from the display mode menu by

placing the cursor over the Complete Flight selection
and pressing DO.

132
Frame #2105 (F2 Display)

18) The Displays screen will appear with the list of

measurements whose results can be compared relative
to the other Test States.

19) Select the measurement of interest, for example, the 1

Per Revolution (1/R) vertical (A+B) measurement.

133
Frame #2105 (F2 Display)

20) A graphic display appears next.

21) To navigate to the next screen, select the DO key.

134
Frame #2105 (F2 Display)

22) An entry form will allow the operator to select the

number of Test States to be displayed on a polar chart
for the 1/R A+B measurement.

23) The same comparison can be done for the rotor track
measurements for each Test State in graphic or tabular
form.

135
Frame #2105 (F2 Display)

24) To exit the polar display and return to the DISPLAY

MODE select the QUIT key.

136
Frame #2105 (F2 Display)

25) Trend Flight displays may be selected by using the

arrow key to move the cursor over the desired Display
Mode.

137
Frame #2110 (F2 Display)

26) Trend Flights displays present the results from a single

measurement that was taken on other flights on this
particular aircraft.

27) To select the Trend Flights display mode, place the

cursor over the Trend Flights selection and press DO.

138
Frame #2110 (F2 Display)

28) A screen of measurements will appear from which to

choose for comparison with the same measurement data
from the other flights on this aircraft.

29) The trend information from each measurement listed can

then be evaluated.

139
Frame #2110 (F2 Display)

30) An entry form will allow the operator to select the

number of Test States to be displayed on a polar chart
for the 1/R A+B measurement.

140
Frame #2110 (F2 Display)

31) 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.

141
Frame #2110 (F2 Display)

32) The View Limits displays may be selected by using the

arrow key to move the cursor over the desired Display
Mode.

142
Frame #2115 (F2 Displays)

33) The limits display presents the results from limit

checking on measured data.

34) This holding of data is done to determine if adjustments

will be required on the aircraft.

35) To select the limits display, place the cursor over the
View Limits selection and press the DO key.

143
Frame #2115 (F2 Displays)

36) The purpose of the limits checking software is to notify

the user that measured data has exceeded specific
limits.

37) The limit monitoring system allows for a range of

checking measured vibration data for a specific limit and
allows the calculation and display of the maximum track
spread.

38) The maximum track spread is the difference between the

highest and lowest flying blades.

39) All limits may be viewed by using the UP or DOWN

ARROW keys.

144
Frame #2115 (F2 Displays)

40) The ALL LIMITS screen displays all the manufacturers

acceptable limits for the specified aircraft type that has
been selected.

41) To return to the previous screen, select the UP or

DOWN ARROW key.

145
Frame #2115 (F2 Displays)

42) When the LIMITS screen reappears, you may return to

the DISPLAY MODE screen by selecting DO or QUIT.

146
Frame #2115 (F2 Displays)

43) The Summary Display is the next option in the Display

Mode screen.

44) To select the Summary Display mode, place the cursor

over the Summary Displays selection and press DO.

147
Frame #2115 (F2 Displays)

45) 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.

46) Track and lag data are also available as Summary

Displays.

148
Frame #2115 (F2 Displays)

47) 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.

48) The Summary Displays are set up by aircraft type.

49) The Flight Plan, and flight ID over all acquisitions are
specified.

50) They are presented as one menu that the user can
quickly page through to view each display setup for the
Flight Plan.

51) All data is displayed in a tabular format.

52) To view the next page of the displayed screen select the
RIGHT ARROW key.

149
Frame #2115 (F2 Displays)

53) Once the data in this screen has been reviewed, to

return to the DISPLAY MODE screen select QUIT.

150
Frame #2115 (F2 Displays)

54) When you are finished with the DISPLAY MODE screen,
select QUIT to return to the MAIN MENU screen.

151
Frame #2115 (F2 Displays)

152
 (f) F3 Diagnostics

Frame #2080 (F3 Diagnostics)

1) The Diagnostics function executes the diagnostics

routine of the selected Flight Plan data.

2) The diagnostics routine will typically calculate the

required mass balance, pitch rod and tab adjustments
necessary to reduce system vibration and track to
acceptable levels.

3) The Diagnostic operation is started by pressing the F3

function key from the Main Menu.

4) The aircraft setup script must have been previously

configured with diagnostic coefficients and weighting
factors for the diagnostics to function.

5) The diagnostic operation is executed on data from the

currently selected flight ID.

6) These corrections are the optimum set of adjustments

that shall be made to reduce the vibration levels to the
lowest possible level.

153
 7) If a reduced or modified set of adjustments is required or
desired, the diagnostic editing functions must be used.

Frame #2080 (F3 Diagnostics)

8) Upon pressing the F3 function key at the Main Menu, 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.

9) If multiple pages exist, the LEFT and RIGHT arrow keys

can be used to scroll through the displays.

10) Pressing the UP and DOWN arrow 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.

154
Frame #2080 (F3 Diagnostics)

11) The second screen (optional, dependent on the script file

configuration) is a display of the system’s current record
of absolute adjustment values.

12) In the case of a new aircraft being measured for the first
time with this system, all values will be zero.

13) In all other cases, the display shows a cumulative record

of the adjustments already performed.

14) 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.

15) Pressing DO will continue the diagnostics calculation

with any manual changes entered. Pressing QUIT will
continue without the changes being saved.

155
Frame #2080 (F3 Diagnostics)

16) The Diagnostics operation will display a corrections

screen indicating the desired corrections.

17) To scroll through the corrections list, use the LEFT and
RIGHT arrow keys on the CADU keypad.

18) To print the entire screen, press the PRINT key.

19) Pressing the DO key will advance to the Diagnostics

Menu screen.

156
Frame #2080 (F3 Diagnostics)

20) The Diagnostic Menu will provide the option to select

one of several areas used throughout the diagnostic
process.

21) By using the UP or DOWN ARROW keys, highlight View

Predictions and press DO.

157
Frame #2080 (F3 Diagnostics)

22) This screen can be viewed by selecting the view

predictions options from the Diagnostics Menu.

23) This screen shows a table of predicted responses for the

various vibration and track measurements at each test
condition.

24) If additional test states were performed there, predicted

vibration and track levels would also be displayed.

25) The predicted response allows a user to use the

diagnostic editor to eliminate a particular adjustment or
families of adjustments and view the predicted response.

26) Another useful aspect is to monitor the effectiveness of

the diagnostic solution.

27) The predicted response should be close to the actual

response caused by the corrections.

158
 28) 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.

29) The predicted responses can be used to identify what

the vibration and track levels would be after
implementing the suggested corrections.

Frame #2080 (F3 Diagnostics)

30) The Edit Adjustables can be selected by using the UP or

DOWN ARROW keys and pressing DO.

159
Frame #2080 (F3 Diagnostics)

31) Edit Adjustable is a very powerful feature of the AVA.

32) It allows the elimination of a single correction, a family of

corrections, or corrections on a specific blade or
adjustment position.

160
Frame #2085 (F3 Diagnostics)

33) 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.

34) The editor works by eliminating a correction type for a

particular adjustment position.

35) The editor, figure 2, consists of a table with the

adjustment position labeled horizontally across the top of
the screen (YEL, BLU, RED and BLK) and the
adjustment type displayed along a vertical column at the
left of the screen (Hub Weight, Pitch Link, Tab).

36) For each adjustment position/adjustment type

intersection, a "Y" or an "N" is displayed.

37) A "Y" indicates that a correction is acceptable for that

position and type defined by the intersection.

38) An "N" indicates that no correction is to be included for

that adjustment position/adjustment type.

161
 39) The four function keys provide a mechanism to edit the
correction matrix.

40) The following is a description of some of the functions of

the Edit Adjustables.

Frame #2085 (F3 Diagnostics)

41) The View Corrections option can be selected by using

the UP or DOWN ARROW keys and pressing DO.

162
Frame #2085 (F3 Diagnostics)

42) The View Corrections option allows the user to view the
corrections to be made in the diagnostic process.

163
Frame #2085 (F3 Diagnostics)

43) The Diagnostics operation will display a corrections

screen indicating the desired corrections.

44) To scroll through the corrections list, use the LEFT and
RIGHT arrow keys on the CADU keypad.

45) To print the entire screen, press the PRINT key.

46) Pressing the DO key will advance to the Diagnostics

Menu screen.

164
Frame #2085 (F3 Diagnostics)

47) The Complete Flight option can be selected by using the

UP or DOWN ARROW keys and pressing DO.

165
Frame #2085 (F3 Diagnostics)

48) Complete Flight displays present the results from a

single measurement taken in each Test State of the
flight.

166
Frame #2085 (F3 Diagnostics)

49) The Displays screen will appear with the list of

measurements whose results can be compared relative
to the other Test States.

50) For example, to select the measurement of interest, the

1/R A+B measurement, the UP and DOWN ARROW
keys would be used until the measurement desired is
highlighted, then press the DO key to make the
selection.

167
Frame #2085 (F3 Diagnostics)

51) The select the Summary Display mode, place the cursor
over the Summary Displays selection and press DO.

168
Frame #2090 (F3 Diagnostics)

52) 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.

53) Track and lag data are also available as Summary

Displays.

169
Frame #2090 (F3 Diagnostics)

54) 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.

55) The Summary Displays are set up by aircraft type.

56) The Flight Plan, and flight ID over all acquisitions are
specified.

57) They are presented as one menu that the user can
quickly page through to view each display setup for the
Flight Plan.

58) All data is displayed in a tabular format.

59) To view the next page of the displayed screen select the
RIGHT ARROW key.

60) To display a select specific display, highlight the desired

selection and press DO, or press QUIT to exit the
screen.

170
Frame #2090 (F3 Diagnostics)

61) To select the limits display, place the cursor over the
View Limits selection and press the DO key.

171
Frame #2090 (F3 Diagnostics)

62) The limits display presents the results from limit

checking on measured data.

63) This holding of data is done to determine if adjustments

will be required on the aircraft.

172
Frame #2090 (F3 Diagnostics)

64) The purpose of the limits checking software is to notify

the user that measured data has exceeded specific
limits.

65) 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.

66) The maximum track spread is the difference between the

highest and lowest flying blades.

67) All limits may be viewed by using the UP or DOWN

ARROW keys.

68) To review the diagnostics press DO, or press QUIT to

return to the diagnostics menu.

173
Frame #2090 (F3 Diagnostics)

69) To select the Edit Defaults mode, place the cursor over
the Edit Defaults selection and press DO.

174
Frame #2090 (F3 Diagnostics)

70) When using the Edit Defaults it is important to have a

thorough understanding of its features before attempting
to employ them in real world situations. It is also
important to note that each of the diagnostic tools
described below:

a) Operate in conjunction with the Edit Adjustable

screen. Any modifications made in the edit
adjustable page will further constrain the
functions listed below:

1 Any changes made to these options are

temporary and are not stored in the
database, and are therefore returned to
the default selection each time the
operator returns to the Main Menu then
re-enters the diagnostics.

175
 2 The use of and setting of each of these
options is aircraft script file dependant
and will vary depending upon the aircraft
type and script file version as necessary
to correct the rotor.

Frame #2095 (F3 Diagnostics)

71) Setting the Max Number of Adjustments to '0' disables

this function completely, and allows the system to use as
many adjustments as necessary to correct the rotor.

72) This function is most effectively employed by first

counting the total number of adjustments of all types in
the default solution, then setting Max Number to equal
one less than that total.

73) The CADU will then recalculate a diagnostic solution,

reducing the total adjustments by at least one (in some
cases, the system may remove more than one when two
adjustments were working in concert).

74) Each time a new solution is presented, a new set of

predicted results are calculated as well.

176
 75) Careful observation of the predictions will indicate if the
recent reduction in adjustment count still provides an
effective solution.

76) Note that the CADU is considering the vibration and

track levels of all airspeeds, so it is important to review
ALL prediction levels before deciding upon a specific
adjustment set.

Frame #2095 (F3 Diagnostics)

77) While it is possible to manually edit out specific

adjustments using the Edit Adjustable screen, it is
important to note that the selection of the recommended
adjustments is based on a complex interaction of
multiple accelerometer channels as well as track.

78) Manually turning off the smallest adjustment (in terms of

quantity or size of the adjustment) may not be the best
course of action.

79) Using maximum number of adjustments will allow the

algorithm to select an adjustment based on its
effectiveness rather than size.

177
Frame #2095 (F3 Diagnostics)

80) The Resolve To Limit option is intended to act as an

automatic best maximum number of adjustments with
one major difference.

81) Whereas all other diagnostic routines are attempting to

achieve vibration levels of zero, this option allows the
diagnostic a greater latitude when deciding if the solution
is acceptable. In simple terms, the diagnostic is
attempting to use the smallest set of adjustments to get
the aircraft below the vibration levels defined as
acceptable limits (typically 0.2 ips).

82) This is often the most rapid method to get the aircraft
within limits with as little maintenance activity as
possible.

178
Frame #2095 (F3 Diagnostics)

83) Aircraft mission, type of rotor system, and repeatability

or effectiveness of adjustments at certain Test States
determines the weighting structure (Weighting Mode).

84) However, it is recognized that there are times when the

system seems to be disregarding a particular data point,
leaving out adjustments that might help tune the
vibration to acceptable levels.

85) One possible reason is that the default weighting has

been "de-tuned" or reduced in priority at that particular
data point for the benefit of others.

86) Selecting the weighting mode to AUTO will instruct the

system to review the vibration and track profile of the
current data set or modify the default weighting structure
to the measured data.

87) This will allow the system to have more flexibility when
calculating the optimal set of adjustments.

179
Frame #2095 (F3 Diagnostics)

88) The Adjustment Sequencing setting, when used,

employs a recognition that some types of adjustment are
more difficult to install than others.

89) A sequencing scheme enables the system to selectively

enable an adjustment type based on an effectiveness
versus preference.

90) When enabled in the aircraft script file, the diagnostic will
sequentially enable the various adjustments based on a
predefined pattern until an acceptable diagnostic
solution is achieved.

91) When the default is OFF, the operator can assume that
there is no sequencing established in the aircraft script
file, and therefore there is no ON option.

92) When the default is ON, a sequence has been defined

and will be used for each diagnostic solution, and can be
disabled by setting this option to OFF.

180
Frame #2095 (F3 Diagnostics)

93) To select the Main Menu, place the cursor over the Main
Menu selection and press the DO key.

181
Frame #2095 (F3 Diagnostics)

94) Some key DOs and DON'Ts to remember:

a) DO compare the previous predicted response

vs. the actual response.

b) DO monitor the track spread.

c) DO stop making corrections when within

acceptable levels.

d) DO make the corrections properly.

e) DO use the Edit Adjustable to limit the number

of corrections.

f) DO monitor the vibration/track convergence.

g) DO verify that the aircraft needs corrections.

h) DON'T follow the recommendations blindly.

182
 i) DON'T keep making corrections without an
improvement in levels.

(g) F4 Manager Menu

Frame #2120 (F4 Manager Menu)

1) The MANAGER is initiated from the Main Menu by

pressing the F4 function key.

183
Frame #2120 (F4 Manager Menu)

2) The MANAGER function encompasses five separate

functions (Data Maintenance, Data Transfer, Status,
Setup, and Test) that allow the user to change, control,
or test.

3) The five functions appear in the Manager Menu screen

and can be accessed by highlighting the desired function
and pressing DO.

184
Frame #2120 (F4 Manager Menu)

4) Compressing data records will recover disk space that is

allocated, but currently unused.

5) Use this operation after data has been deleted to get

maximum usage of the disk to store flight results.

6) At times it will be necessary to run the compress option.

7) 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.

8) 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.

9) 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.

10) At this point it is necessary to run the Compress utility.

185
 11) Compress basically frees all the old structures and
recopies data into new clean files.

Frame #2120 (F4 Manager Menu)

12) This operation will delete data from the database.

13) The deletion operation allows deletions based on aircraft

type, tail number, and flights.

14) If an aircraft is deleted, all setup data and flight results

will be removed.

15) If a flight or tail number is chosen, then the flight results

will be deleted.

16) Tail numbers and aircraft can be deleted whether or not

flight results exist.

17) Deletion by Flight ID is a more discriminating way of

removing data and freeing space.

18) Remember, the Flight ID is a unique number that is

assigned to a particular flight.

186
 19) For instance, if a measurement is desired on the flight
line and a database full error occurs, it will be necessary
to delete data.

20) Returning to the oldest data for that Flight ID and

deleting the oldest data associated with that Flight ID
would enable retaining more recent data.

Frame #2120 (F4 Manager Menu)

21) Place the cursor over the Data Transfer selection from
the Manager Menu and press DO.

187
Frame #2120 (F4 Manager Menu)

22) Data Transfer will provide three options to backup and

restore current data.

188
Frame #2120 (F4 Manager Menu)

23) The three data transfer options available in this screen

are Backup to CCM, Restore from CCM, and Transfer to
PC.

24) Backup to CCM transfers stored data in the AVA to a

transportable memory that looks like a credit card.

25) To execute transferring data to the CCM, place the

cursor over the Backup to CCM option and press DO.

26) 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.

27) The last screen asks if data backup is really desired and
whether to delete the original data stored in the CADU.

189
Frame #2120 (F4 Manager Menu)

28) Restore from CCM is the downloading of data from the

CCM to the CADU memory.

29) The restore procedure requires identifying the data

needing to be restored.

30) The data to be restored has to be identified by Tail

number, Aircraft type, or Flight ID number via a set of
five screens.

190
Frame #2120 (F4 Manager Menu)

31) The Transfer to PC is the downloading of data directly

from the CADU to an external computer.

32) The data to be transferred has to be identified by Tail

number, Aircraft type, or Flight ID number via a set of
screens.

33) The last screen, Entry Form, will ask if data back up is
still desired.

34) A YES answer is followed by two screens with explicit

instructions to follow in making the transfer to the PC.

35) 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.

36) The RADSCOM communication package can be used

on the PC to simplify the backup to PC operation.

191
Frame #2120 (F4 Manager Menu)

37) Placing the cursor over the Status Selection From the
Manager Menu and Pressing DO will allow you to
access the available information contained in this
function.

192
Frame #2120 (F4 Manager Menu)

38) The Status option provides the user with a status report
of six categories (General Setup, Available Aircraft Type,
Printer, Measured Results, Current Units, and Required
Installation) loaded into the CADU operating memory.

193
Frame #2125 (F4 Manager Menu)

39) Selecting the Setup function will provide a Setup Menu

containing all the operations to change the current
system’s setups.

194
Frame #2125 (F4 Manager Menu)

40) The six functions of the Setup Menu (Printer, Set Time &
Date, Accelerometer, Units, Tail Number, and Format
CCM) will allow the basic system setup to be adjusted
for the requirements of the current operation.

41) The AVA contains a print spooler that is capable of

storing up to twenty selected screen images and sending
them to the printer with interfaces for both parallel and
serial printers.

42) The serial interface is used with the AVA printer or a

serial printer with Epson graphics.

43) The parallel interface is used with printers containing a

Centronix parallel interface with Epson graphics.

44) In order to change the number of screen images that can

be stored, refer to ENABLE command.

45) The CADU is designed to control several different serial

interface type printers, such as Epson compatible
printers and the AVA printer.

195
 46) Place the cursor over the Printer selection and press
DO.

Frame #2125 (F4 Manager Menu)

47) Changing Printer Types:

a) To change the printer type, position the cursor

over the Change Type selection in the Printer
Control and press DO.

b) A list of available printer types will be displayed.

c) Position the cursor over the desired type and

press DO.

d) The new printer type will be installed.

196
Frame #2125 (F4 Manager Menu)

48) Changing Printer Ports:

a) To change the printer port type, position the

cursor over the Change Ports selection in the
Printer Control Menu and press DO.

b) A Printer Ports selection menu allows the

operator to select either the parallel or serial
printer port, which ever is required for the printer
being used.

197
Frame #2125 (F4 Manager Menu)

49) Enabling/Disabling Print Spooler:

a) The print spooler buffers screen images for

printing while the printer is not hooked up.

b) Once the printer is hooked up, the screens will

be printed out in the order that the screens were
spooled to the buffer.

c) When the spooler is enabled, screens are

printed.

d) When the spooler is disabled, screens are just

buffered in the CADUs internal memory.

e) After the CADU is rebooted, the print spooler is

returned to the enabled state.

f) To enable or disable the print spooler, position

the cursor over the desired selection in the
Printer Control menu and press DO.

198
 g) It is recommended to leave print spooling
enabled.

Frame #2125 (F4 Manager Menu)

199
Frame #2125 (F4 Manager Menu)

50) Flushing Print Spooler Buffer:

a) 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.

b) To delete old buffered screens, position the

cursor over the Flush Queue selection and press
DO.

200
Frame #2125 (F4 Manager Menu)

51) To select the Set Time & Date option, use the
UP/DOWN ARROW and press DO.

201
Frame #2125 (F4 Manager Menu)

52) Setting System Time and Date Function:

a) This function allows the current time and date to

be changed.

b) To select this function, place the cursor over the

Set Time & Date option and press the DO key.

c) An Entry Form for setting the time and date will

appear.

202
Frame #2125 (F4 Manager Menu)

53) Use the UP and DOWN arrow keys to move through the
selections.

54) Use the HELP key on a chosen selection (highlighted)

for specific information on that choice.

55) Use the numeric keypad to enter the values.

56) 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.

57) To save changes and exit the menu press the DO key,
or to cancel changes, press the QUIT key to exit
anytime.

203
Frame #2125 (F4 Manager Menu)

58) To select the Accelerometer function, place the cursor

over the Accelerometer option and press the DO key.

204
Frame #2130 (F4 Manager Menu)

59) An entry form will appear after selecting DO from this

screen displaying the current accelerometer in use for
the selected aircraft.

205
Frame #2130 (F4 Manager Menu)

60) Changing accelerometer types will generally require a

different cable.

61) Ensure an applicable cable is available prior to making

an accelerometer change.

62) This function allows the changing of the current type of

accelerometers in use.

63) Use the LEFT and RIGHT arrow keys to change

accelerometer types.

64) Use the UP and DOWN arrow keys to move to another

choice.

65) When the changes have been made, press the DO key
to accept changes and exit.

66) To cancel changes, press the QUIT key to exit anytime.

206
Frame #2130 (F4 Manager Menu)

67) To modify the selected display Units, place the cursor

over the Units selection and press DO.

207
Frame #2130 (F4 Manager Menu)

68) After selecting DO an entry screen will appear.

208
Frame #2130 (F4 Manager Menu)

69) The AVA is capable of changing units used for display

by using a simple menu.

70) It is possible to display vibration in units of ips, mils or

g's.

71) Phase can be displayed in units of degrees, clock hours,

radians, or Chadwick-Helmuth clock hours.

72) Track can be displayed in units of mm, meters, feet,

inches, or mils.

73) Once the units are set, they remain installed until they
are changed using this menu or the system is
reformatted.

74) The entry screen will appear.

75) Use the UP and DOWN arrow keys to select the type of
unit to be modified.

209
 76) Use the LEFT and RIGHT arrow keys to toggle between
the possible unit choices.

77) One or all of the unit types can be modified while in the
Entry Form.

78) Once the choices have been made, press the DO key to
install the choices in the database.

79) To cancel changes, press the QUIT key to exit anytime.

Frame #2130 (F4 Manager Menu)

80) 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.

210
Frame #2130 (F4 Manager Menu)

81) After selecting DO an entry screen will appear.

211
Frame #2130 (F4 Manager Menu)

82) 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.

83) F1 will toggle forward through the alphabet one

character at a time and F2 will toggle backward.

84) The RIGHT and LEFT arrow keys can be used to select
a specific character position.

85) After the desired number has been entered, press the
DO key to store the result in the database.

86) To cancel changes, press the QUIT key to exit anytime.

212
Frame #2130 (F4 Manager Menu)

87) To select and format a CCM the, move the cursor over
the Format CCM function and press DO.

213
Frame #2130 (F4 Manager Menu)

88) After Selecting Do a Format CCM screen will appear.

214
Frame #2130 (F4 Manager Menu)

89) Once the format has been completed, any key may be
pressed to continue with the Manager operations.

215
Frame #2135 (F4 Manager Menu)

90) Once all the functions in the Setup Menu have been
completed, the Manager Menu may be accessed by
pressing QUIT.

216
Frame #2135 (F4 Manager Menu)

91) To select the Test function, rove the cursor over the Test
function and press DO.

217
Frame #2135 (F4 Manager Menu)

92) After selecting DO a System Tests screen will appear.

218
Frame #2135 (F4 Manager Menu)

93) The Test selection of the Manager Menu allows the

operator to select either testing of the CADU keypad or
the CADU display screen.

94) 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.

219
Frame #2135 (F4 Manager Menu)

95) When the operations in the Manager Menu are

complete, the Main Menu can be accessed by pressing
QUIT.

220
Frame #2135 (F4 Manager Menu)

221
 CHECK ON LEARNING

1. What is one of the basic characteristics used by the CADU?

2. What is the preferred method used to reboot the CADU?

3. What method is used to reboot the CADU when it locks up during operation?

4. During a reboot of the DAU, the software is initialized and _______.

5. What function allows the operator to view the results from the measurements
taken at any time: in flight, right after completing the measurements of a
particular Test State or set of Test States, and to a post-flight review in the
office?

6. Which is one of the five functions accessed from the MANAGER menu?

222
 SECTION VI. -SUMMARY

1. REVIEW/SUMMARIZE:
You have completed the characteristics of the Control and Display Unit (CADU) topic.
The key points to remember are:
• There are seven basic characteristics used by the CADU: key pad layout,
rebooting, main menu set-up, F1 measure, F2 display, F3 diagnostics, and F4
manager.
• Rebooting the CADU is done for two reasons: to get to the Start-Up selection
menu, or should the CADU lock up during operation.
• The two methods used to reboot are the hard (the preferred method), and soft
(not the preferred method).
• The Start-Up selection menu screen provides the user with five options:
• to proceed with normal operation
• to go into the host communication to use the RADSCOM interface
• to load the aircraft setup files from the CCM
• to perform a modem setup
• to select the Help menu
• The AVA requires aircraft-specific setup files in order to make the required
measurements and analysis to correct vibration and track problems.
• If the tail number of the aircraft is not in the list of availables, a new tail number
can be entered using the numeric keypad and the F1 and F2 function keys.
• A flight plan must be entered in order to identify the set of measurements to be
taken.
• Flight plans are categorized into flight, ground, tail or power spectrums.
• Test states, from the flight plan menu, are the flight conditions at which
measurements are taken.
• The flight ID is a time and date stamp associated with a particular set of collected
data identifying when that set of data was collected.
• There are four functions available in the main menu: display, strobe, setup, and
limit off.
• The display function enables the display mode for measured test states after
data has been collected.
• The strobe function executes the strobing measurement mode for the selected
test state.
• The setup function is an option that allows the displaying of the aircraft setup
configuration data.
• The limit off function indicates that the limits checking is currently disabled during
the measurement mode.
• A diagnostics function will typically calculate the required mass balance, pitch rod
and tab adjustments necessary to reduce system vibration and track to
acceptable levels.
• Predicted responses are displayed in the view predictions screen, assuming the
correction indicated in the corrections screen are fully implemented.
• Edit adjustables allows the user to eliminate a single correction, a family of
corrections, or a specific blade or adjustment position.
• The complete flight display presents the results from a single measurement taken
in each test state of the flight.
• View corrections is an option that allows the user to view the correction to be
made in the diagnostics process.

223
• Providing 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 is the
purpose of the summary display.
• Some key DOs to remember when using the AVA are:
• compare the previous predicted response versus the actual response
• monitor the track spread
• stop making corrections when within acceptable levels
• make the corrections properly
• use the edit adjustable to limit the number of corrections
• monitor the vibration/track convergence
• verify that the aircraft needs corrections
• Some key DON'Ts to remember when using the AVA are:
• follow the recommendations blindly
• keep making corrections without an improvement in levels

224
 APPENDIX A

ILLUSTRATION LISTING

FRAME # FRAME TITLE

0505 MENU
0510 Vibe Analysis
0515 Vibe Analysis
0520 Terminology FLASH
0525 Types of Vibration
0526 Low Frequency Vibrations
0527 Medium Frequency Vibrations
0528 High Frequency Vibrations
0530 Sources of Vibrations
0540 Low Frequency Corrections
0545 Medium Frequency Corrections
0550 High Frequency Corrections
0555 Limits
0560 Main Rotor Limits
0580 Oil Cooler Limits
0565 Tail Rotor Limits
0575 Engine High Speed Shafts Limits
0570 Vibration Absorbers Limits
0590 Adjustments
0600 Main Rotor Adjustments
0605 Ground Track FLASH
0610 Ground Balance
0615 Flight Track
0630 Oil Cooler Adjustments
0620 Tail Rotor Adjustments
0635 Engine High Speed Shaft
0625 Vibration Absorber Adjustments
1005 MENU
1010 Operators Manual
1015 Basic Kit Components
1020 Control and Display Unit
1025 Data Acquisition Unit
1030 Universal Tracking Device
1035 Basic Kit
1040 Adapter Kit Components
1505 MENU
1510 Main Rotor and Tail Rotor
1515 Main Rotor Magnetic Pickup
1535 Tail Rotor Optical RPM Sensor
1530 Tail Rotor Accelerometer
1525 Cockpit Accelerometers
1540 Control and Display Unit
1520 Universal Tracking Device
1545 Data Acquisition Unit
1550 Vibration Absorber Tuning
1565 Cabin Vibration Absorber
1567 Data Acquisition Unit
1560 Cockpit Accelerometers
1555 Nose Vibration Absorber
1570 Engine High Speed Shaft

A-1 1
1575 Engine High Speed Shaft
1580 ENGINE HIGH SPEED SHAFT
1585 Engine high Speed Shaft
1590 Engine Bleed Air Tube
1595 Engine Swirl Frame
1600 Engine Forward Support Tube
1587 DATA ACQUISITION UNIT
1605 Oil Cooler
1610 Oil Cooler
2005 CADU Characteristics
2010 Key Pad Layout
2015 Rebooting
2020 Rebooting
2025 Rebooting
2030 Rebooting
2040 Main Menu Set Up
2045 Aircraft Type
2050 Flight Plan
2055 Flight ID
2060 F1 Measure
2070 F1 Measure
2100 F2 Display
2105 F2 Display
2110 F2 Display
2115 F2 Display
2080 F3 Diagnostics
2085 F3 Diagnostics
2090 F3 Diagnostics
2095 F3 Diagnostics
2120 F4 Manager Menu
2125 F4 Manager Menu
2130 F4 MANAGER MENU
2135 F4 Manager Menu

A-2 2
 APPENDIX B

TEST AND TEST SOLUTIONS

1. This appendix is only used when the test and solutions are internal to the POI file.

2. When the test and solutions are internal to the POI file, then the POI file becomes a FOR
OFFICIAL USE ONLY document.

B-1