TM 1-6625-724-13&P0011 000011 00-5recalculate a diagnostic solution, reducing the total adjustments by at least one (in some cases, thesystem may remove more than one when two adjustments were working in concert). Each time a newsolution is presented, a new set of predicted results are calculated as well. Careful observation of thepredictions will indicate if the recent reduction in adjustment count still provides an effective solution.Note that the CADU is considering the vibration and track levels of all airspeeds, so it is important toreview ALL prediction levels before deciding upon a specific adjustment set.(c) While it is possible to manually edit out specific adjustments using the Edit Adjustables screen, it isimportant to note that the selection of the recommended adjustments is based on a complex interaction ofmultiple accelerometer channels as well as track. Manually ‘turning off’ the smallest adjustment (in termsof quantity or ‘size’ of the adjustment) may not be the best course of action. Using maximum number ofadjustments will allow the algorithm to select an adjustment based on its effectiveness rather than size.2.Resolve to Limit(Selection Options: On / Off)This option is intended to act as an ‘automatic best maximum number of adjustments’ with one majordifference. Whereas all other diagnostic routines are attempting to achieve vibration levels of zero, this optionallows the diagnostic a greater latitude when deciding if the solution is acceptable. In simple terms, thediagnostic is attempting to use the smallest set of adjustments to get the aircraft below the vibration levelsdefined as acceptable limits (typically 0.2 ips). This is often the most rapid method to get the aircraft withinlimits with as little maintenance activity as possible.3.Weighting Mode(Selection Options: Default / Auto)(a) Each aircraft script file contains a carefully established weighting structure. This is referred to as the“DEFAULT” weighting structure. It is designed to act as a priority scheme, instructing the diagnosticssystem, in cases where all Test States and vibration levels can not be reduced, what flight conditions andvibration/track data points are to be targeted first.(b) This weighting structure is determined by such factors as aircraft mission, type of rotor system, andrepeatability/effectiveness of adjustments at certain Test States.(c) However, it is recognized that there are times when the system seems to be ‘disregarding’ a particulardata point, leaving out adjustments that might help tune the vibration to acceptable levels. One possiblereason for this phenomenon is that the default weighting has been ‘de-tuned’ or reduced in priority at thatparticular data point for the benefit of others.(d) Selecting the weighting mode to AUTO will instruct the system to review the vibration and track profile ofthe current data set, and when necessary, modify the default weighting structure relative to the measureddata. This will allow the system to have more flexibility when calculating the optimal set of adjustments.4.Adjustment Sequencing(Selection Options: On / Off)(a) This setting, when used, employs a recognition that some types of adjustment are more difficult to installthan others. A sequencing scheme enables the system to selectively enable an adjustment type basedon an effectiveness versus preference. When enabled in the aircraft script file, the diagnostic willsequentially enable the various adjustments based on a predefined pattern until an acceptable diagnosticsolution is achieved.(b) When the default is OFF, the operator can assume that there is no sequencing established in the aircraftscript file, and therefore there is no ON option. When the default is ON, a sequence has been definedand will be used for each diagnostic solution, and can be disabled by setting this option to OFF.e. Diagnostic DOs and DON'TsEach aircraft type has some unique characteristics and a customized setup file: however, there are somecommon rules of thumb which should be followed when using the diagnostic editing function and makingcorrections to the aircraft. For specific airframe instructions, consult the aircraft specific work package orMaintenance Manual. The ability to use the diagnostic editing functions combined with the airframe knowledgewill greatly enhance the ability to make proper corrections to the aircraft quickly. The following are some DOs andDON'Ts to observe when making corrections to an aircraft:1.DOverify that the aircraft needs corrections. The vibration and track levels should be reviewed after the initialflight to determine if corrections are needed or if the aircraft is within required limits.
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