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CHAPTER

VIBRATION AND NOISE ANALYSIS

AND ATTENUATION

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SECTION 10 - VIBRATION ANALYSIS

GENERAL • High Frequency................................................... Tail rotor or faster.

Mechanics are primarily interested in vibrations felt during in-flight or ground
operations as felt in the cabin.
Most vibrations are always present in the helicopter at low magnitudes. It is EXTREME LOW FREQUENCY
when the magnitude of any vibration increases that it becomes of concern. The Extreme Low Frequency vibration is virtually limited to pylon rock. This is
main problem is deciding when a vibration level has reached the point of being encountered with suspended transmission systems which is typical in Agusta
excessive. Extreme low frequency, and most medium frequency vibrations are Bell helicopters such as the AB 212-412 series.
caused by the rotor or dynamic controls. Various malfunctions in stationary
compartments can affect the absorption of damping of the existing vibrations
and increase the overall level felt by the pilot. A number of vibrations are LOW FREQUENCY VIBRATION
present which are considered a normal characteristic of the machine.
Low frequency vibrations, 1/rev and 2/rev are caused by the rotor itself. 1/rev
The N per revolution (N/rev) vibration is the most prominent of these, with N
vibrations are of two basic types, vertical or lateral. A 1/rev is caused simply
+1/rev or N-1/rev the next most prominent. There is always a small amount of
by one blade developing more lift at a given point than the other blade develops
high frequency present. Flight experience is necessary to learn the normal
at the same point.
vibration levels.
A lateral vibration is caused by a span wise unbalance of the rotor due to a
Even experienced pilots sometimes make the mistake of concentrating on
difference of weight between the blades, difference in Span Moment Arms, the
feeling one specific vibration and conclude that the vibration level is higher than
alignment of the CG of the blades with respect to the spanwise axis which
normal when actually it is not, it seems so because the pilot is concentrating
affects chordwise balance, or unbalance of the hub or stabilizer bar.
on it.
Rigidly controlled manufacturing processes and techniques, eliminate all but
For simplicity and some sort of standardization vibrations are arbitrarily divided
minor differences between blades, resulting in blades which are virtually
into general frequencies as follows:
identical.
• Extreme Low Frequency............ Less than 1/rev, Normally limited to The minor differences which remain will affect flight but are compensated for
suspended transmission mount by adjustments of trim tabs, pitch settings and Dynamic balance weights.
installation such as in the Bell Smoothing of l/rev verticals is essentially a trial and error process although
helicopter types pylon rock. most rotor heads behave reasonably predictably. Dynamic Balance Equipment
• Low Frequency.................................... 1/rev or 2/rev type vibration. manufacturers use a sample head which is in a known, good condition and
“map” out the various adjustments and responses obtained. This is done by
• Med. Frequency.......................... Generally 4/rev or 5/rev,
applying a known adjustment (eg 1lb of mass on the Dynamic weight station
commonly is a N7rev vibe in
at the hub end of the blade) and observe the magnitude of vibration created or
multibladed systems
reduced and in what direction the movement took place. After much data

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collection, any change to any Dynamic adjustment can be reasonably In multi-bladed systems, medium frequency vibrations are normally Nper rev
accurately and reliably forecasted. This is then amalgamated into a software and harmonics thereof. N being the number of rotor blades in the particular
package and becomes the heart of any RTB equipment on the market today. system being examined. it is quite common to have numerous absoption
It replaces the older manual clock angle charts which most would be familiar devices to minimize the component. it’s cause is discussed in depth in N per
with. It enables multi- adjustments to be made reliably and predictably. If the rev.
charts do not produce the expected results, the only conclusion that can be
drawn (assuming the operator is competent and skilled in operating the
respective RTB equipment) is that there is either a problem with the hardware HIGH FREQUENCY VIBRATION
i.e. the blades, the head, or parts thereof assuming the accelerometers and High frequency vibrations can be caused by anything in the helicopter that
cabling have been installed in the correct direction/position and are functioning rotates or vibrates at a speed equal to or greater than of the tail rotor. This
correctly. includes many unusual situations such as hydraulic line buzzing, or starter
Once in a while it will be found to be impossible to get two blades flying relay buzzing, to the most common and obvious causes; loose elevator linkage
satisfactorily together and it will be necessary to remove and replace one blade at the swashplate horn, loose elevator, or tail rotor balance and track.
this is more than likely a span moment arm problem.
The only option to date has been to swap blades and try and match sets of
blades to try and get an acceptably smooth aircraft. NPER REV VIBRATION
Laterals: Should a rotor, or rotor component, be out of balance, a 1/rev vibration
called a lateral will be present. N per Rev vibration is a function of the number of blades within the rotor
Laterals existing due to an unbalance in the rotor are of two types; spanwise system. For example a 4 bladed system would have an inherent 4 per rev freq,
and chordwise. Spanwise unbalance is caused by one blade or hub being a 5 bladed system, a 5 per rev and so on. Associated with these, are the N-1,
heavier than the other (i.e. an unbalance along the rotor span) or the Span N+1 and harmonics of all these combined to from a cocktail of medium freq
moment arm of one blade being different from the other blade's. vibrations.
A chordwise unbalance means there is more weight toward the trailing edge Some people often believe that N per rev vibration is a function of the RTB or
of one blade than the other. rotor smoothing exercise. This is incorrect. The N per smoothing is a separate
operation but is often carried out at the same time or in conjunction with an
RTB exercise for obvious reasons that the vibration equipment is already fitted.
MEDIUM FREQUENCY VIBRATION It is true that the smoother a rotor system is, then it tends to unmask the Nper
rev vibration such that they appear a lot worse to the aircrew inside even though
Medium frequency vibration at frequencies 4/rev and 6/rev are another no adjustments were done to the absorbers. This is because the higher levels
inherent vibration associated with most rotors. In two bladed teetering head of 1 per rev vibration tends to mask the N per rev vibration. As the 1 per rev
systems, an increase in the level of these vibrations is caused by a change in levels are reduced toward zero, the N per rev vibe becomes apparently more
the capability of the fuselage to absorb vibration, or a loose airframe noticeable. If you were to take actual IPS level readings, you would see that
component, such as the skids vibrating at that frequency. The most common the actual IPS magnitude has not altered – merely become more noticeable.
cause is loose skids caused by worn, loose or incorrect skid retaining straps.

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The common explanation used is that it “is an inherent vibration within the rotor DAMPENING DEVICES
system”.
Nper rev and its associated harmonic derivative frequencies are product of two N per revs are broken into both an Nper vertical and an Nper lateral component.
main sources: Depending the aircraft make/model, the severity of each component varies.
the severity determines whether the Manufacturer will provide dampening for
1 Rotor Blade flapping to equality. The greatest contributor is the action
both vertical & lateral components or just dampening for the most noticeable
of the rotor blade flapping to equality to equalize lift across the disc
or predominant component. The AW139 is provided with some cabin
throughout its rotation. It is caused by energy transfer from rotor blade
absorbers arrangement to reduce the vertical components.
to airframe via the transmission. This energy is created in the rotor in
the form of a “whiplash” action induced along the blade as the tip of the NOTE A
blade reverses direction of travel. This change in direction of the tip is If the helicopter has the Health and Usage Monitoring System (HUMS),
caused by the ever-changing creation of lift as the local angle-of-attack you can do the blade track check of the main rotor through the HUMS.
is constantly altering as the local relative wind ever-changes with This chapter deals with the basic equipment C/H VIBREX 2000.
constantly varying local airflows throughout the rotation of the rotor
blade.
These changes are most prevalent with increasing Airspeed. Hence
most compensating devices are tuned for best effect at cruise or high MAIN ROTOR TRACK AND BALANCE
IAS.
Purpose of the M/R track and balance is to reduce the level of vibrations,
2 Airframe interference. Airframe interference is also a contributor but is
relative to the 1 per REV transferred by the Main Rotor to the helicopter
really only prevalent at slow Airspeed. It is caused by the absorption of
structure.
energy from the “pulse” of air that each blade pushes downward as it
During the tracking it is necessary to adjust the Pitch Links and the Trim Tabs
passes over a large, flat surface. This surface may be a larger flat
in order to reduce the vertical displacement of the tip of the blades.
stabilator, an empennage (these are mostly rounded and semi-
Note that the purpose of the procedure is not to have the rotation of the blades
aerodynamic however), winglet, or upper structure covering the roof/
on the same plane, but to reduce the level of the 1 per REV vertical vibration
transmission area. The roof and transmission area is close to the root
as much as possible.
of the blades which generally has far less “pulsed” downwash than the
In this procedure the scope is to bring the vertical inertial axe of the rotor as
midspan to tip portion of the blade. A lot of the inboard portion of the
close as possible to the axe of rotation by putting masses in the Blade
blade is producing little lift if any through most of its flight regime unless
Retention Bolts; in this case the correction is on the lateral component of the
in the hover. It is often either stalled or in flow reversal for a good portion
1 per REV.
of the flight envelope.
For what concerns the Gross Weight during the trials:
I can be seen that airframe interference will really only be of any
consequence at slow speed flight or in the hover. • on ground, the lateral unbalance, is more evident with low Gross Weight.
• on ground the tracking with high gross weight is more penalized for the
torque used.

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We consider in any case a gross weight of more than 5000 Kg (11025 Lb). For reference only, to have an effective correction an angle of a least 1 or 2
The procedure is divided in: degrees should be given to the external one and 2 or 3 degrees on the internal
• Dynamic balance and tracking on ground (MPOG). ones.

• Tracking and Dynamic balance in hovering. NOTE B

• Fine Dynamic balance on ground (MPOG) The correction have to be made on the same directions

• In flight tracking at various speeds.

CORRECTION
• The correction for lateral unbalance is made by adding or removing
weights on blades bolts, equally distributed maximum 0.2 Kg (0.44 lb) per
bolt.
• For the tracking, the correction is on the pitch links; a complete turn
corresponds to 1 deg. of pitch change.
• The pitch link is divided in 15v parts giving a sensitivity of 1/15 of degree.
• The trim tabs are two, located on the trailing edge of the blade with a
maximum bending angle of 8 degrees.
Acting on those Trim Tabs is possible to give a torsional deformation to the
blade changing the pitch angle. The correction, if made on both Tabs, has to
be given on the same direction for a maximum amount of 8 degrees up or down.

IN FLIGHT CORRECTION
• Pitch Links: MPOG, hovering, low speeds (IAS 80 Kts)
• Outer Tab: low speeds (80 < IAS < 140 Kts)
• Inner Tab: High speeds (IAS 140 Kts)
There’s not a precise law that established the difference in between trim tab
angle and blade pitch change.

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ICN-39-A-181000-G-A0126-00548-A-01-1

COCKPIT VELOCIMETERS INSTALLATION

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M/R- MAGNETIC PICK UP MECHANISM

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REFLECTIVE STRIPS

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M/R BALANCE CHART

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TAIL ROTOR TRACK AND BALANCE

The track and balance procedure is divided as follows:
• track and balance at MPOG;
• track and balance in hover OGE:
• in flight tracking, followed, in case of important corrections of the length
of the pitch links, by a dynamic balance in hover OGE.

CORRECTIONS
• The corrections for dynamic unbalance are made by adding or removing
weight from blade retention bolt.
• For the tracking are made by adjusting the pitch link length.

INSTRUMENT INSTALLATION
Photocell installation
Installed on the vertical fin to detect the RPM of the T/R together with a
reflective strip that acts as an interrupter.
Velocimeter installation
The velocimeters are installed on the TGB, one is parallel to the axle of rotation
of the T/R (Vertical one), the other is perpendicular to the T/R axle and is
important to make sure that the prolongation of his axle passes through the
center of the mast otherwise the signal acquired will compromise the result of
the balance.

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ICN-39-A-181000-G-A0126-00552-A-01-1

TAIL ROTOR PHOTOCELL INSTALLATION (SHEET 1 OF 3)

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TAIL ROTOR PHOTOCELL INSTALLATION (SHEET 2 OF 3)

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TAIL ROTOR PHOTOCELL INSTALLATION (SHEET 3 OF 3)

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ICN-39-A-181000-G-A0126-00555-A-01-1

TAIL ROTOR PITCH CHANGE LINK

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BALANCER CONNECTION (CHADWICK VIBREX 2000)

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VIBRATION ABSORBER COMPONENTS

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T/R BALANCE CHART

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SPECIAL TOOLS / TEST EQUIPMENT (SHEET 1 OF 3)

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ICN-39-A-181000-G-A0126-00560-A-01-1

SPECIAL TOOLS / TEST EQUIPMENT (SHEET 2 OF 3)

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SPECIAL TOOLS / TEST EQUIPMENT (SHEET 3 OF 3)

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