MEASUREMENT AND CONDITION

MONITORING

WEEK 1 REPORT
Introduction and the physics of rotating
shaft
PT500 Machinery Diagnostic System
PT 500.10 Elastic Shaft Kit

By Group 1
Le Duc Khoi - ID: 23BI14231
Vu Hoang - ID: 23BI14175
Nguyen Hoang Nghia - ID: 23BI14339
Tran Trung Hieu - ID: 23BI14168
Pham Minh Tri - ID: 23BI14430

Instructor: Dr. Bùi Quang Thành

Hanoi, Tuesday 20th May, 2025

List of Figures

1 resonance range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 A rotaing shaft model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3 Static deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4 Shaft at stationary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
5 Rotating shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
6 rotating shaft modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
7 motion modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
8 The motion of the shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
9 Unit descriptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
10 Experiment setup diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
11 COMSOL modeling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
12 COMSOL setup properties . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
13 Momentum distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
14 Critical Speed result . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

1
Contents

List of figures 1

Abstract 3

Introduction 4

Literature Review and Methodology 5

Types of defect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Environment and Material . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Operation error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Critical speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Equation of Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

PT500.10s 9
Experiment units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Experiment setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

conclusion 11

References 12

Appendices 13

2
Abstract

We make a research on PT500.10 GUNT component of elastic rotation shaft, which play
various of role in aircraft structure and operation. Understanding the important, and
the physical statement of this component will help us in detect error and improve the
knowledge in aircraft maintenance.

3
Introduction

In modern aircraft systems, the transmission of pilot control inputs from the cockpit
to various flight control surfaces requires a combination of rigid and flexible mechanical
components. Among them, the elastic rotation shaft plays a vital role in ensuring both
structural integrity and responsiveness under operational stresses.
Rotating elastic shaft is a basic component appear in lot of parts and systems in air-
craft. Ailerons, flaps, slats, rudder and landing gear. Even in a super critical component
like the engine.
There are contain some critical and hiden errors that can create a huge impact on the
normal operation.

4
Literature Review and Methodology

Types of defect

Environment and Material

Due to the characteristic of materials and operate evironments, We will observe several
defect:
+ Deformation
+ Surface crack
Which can cause reduce speed in operate, change in balace point.

Operation error
In some condition or situation, we can accidentally set the rotating speed in resonance
range which cause error in operating phase and balance point.

Figure 1: resonance range

There also error due to defect of bearing vibration, bearing ball. But we not encounter it
here

Theory

Critical speed
Due to the unbalanced of rotating object will cause deflection in the shaft. This phe-
nomenon can create resonant vibration at certain speed, known as critical speed. In

5
 Figure 2: A rotaing shaft model

general, we have the critical speed as:

s P
g ni=1 ωi yi
ωc = Pn 2
i=1 ωi yi

Which approximately:
r
g
ωc =
ymax
Where ymax is the max static deflection of the shaft
A system’s critical speeds depend upon the magnitude, location, and relative phase of

Figure 3: Static deflection

shaft unbalance, the shaft’s geometry and mechanical properties, and the stiffness and
mass properties of the support structure.
In some researchs, the maximum operating speed should not exceed 75% of critical speed.

6
Equation of Motion
The figure below is a stationary shaft:

Figure 4: Shaft at stationary

But if it rotating, the effect from momentum and the characteristics of the shaft will cause
it COG (center of gravity) change, with a deviation e << r:

Figure 5: Rotating shaft

So to modeling the motion of the rotating shaft we have the following diagram:

Figure 6: rotating shaft modeling

Then we have the equation of centrifugal force:

Fc = mω 2 (y + e)
Then in operation, our shaft can cause vibration which effect the rotating motion, the
COG will oscillate like being attach with a spring. We can consider this spring have a
stiffness coefficient of k :

7
 Figure 7: motion modeling

Therefore, we have the force acting on the shaft is:

ω2e
Fc = ky → mω 2 (y + e) = ky → y = k
m
− ω2
k
So we have the vibration of COG along the core of the shaft. Take m = ωn , we can say
mg
that at ky = mg, we get ymax = k which also proof for the critical speed above.
In general, we have the equation of motion:
k
ma = Fc − ky → ÿ + ( − ω 2 )y = 0
m
The rotation natural frequency is
r
k
ΩnR = − ω2
m
So the motion of the shaft can be describe as: y = y0 cos(ΩnR t + Φ)

Figure 8: The motion of the shaft

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PT500.10

Experiment units

Figure 9: Unit descriptions

Experiment setup
Screwed the displacement sensors into the threaded holes, make sure that the sensors not
protrude into the retainer bearing and contact with the rotating shaft

And to obtain an appropriate assignment, connect the displacement sensors as follows:

ˆ Channel 1 - Horizontal (X) = 0 - 180 °
(channel 1 is the connection directly adjacent to the 12 VDC connection on the rear)
ˆ Channel 2 - Vertical (Y) = 90 - 270°
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 Figure 10: Experiment setup diagram

We using the PT 500.04 “Computerised Vibration Analyser” and PT 500.41 “Two Dis-
placement Sensors” for observing result.
For PT500.04, we need to balancing the displacement sensors. The PT500.04 must be
notified that the sensors are connected. The sensitivity of the sensors must be entered
under ”Calibration” in the pull-down menu, where usually set at 1.25 V/mm.
We must also ensure that the sensor emit live signal. We setting the channel 1 and 2
at sensitivity of 500 mV and the amplitude limit to 0 V. And the distance between the
sensor and the shaft must be adjust to be readable on the oscilloscope.
And last but not least, we must keep the component clean during the experiment to
maintain the accurate of the unit.

10
Conclusion

After fully understanding the important and purpose of rotating shaft in aircraft. We
also analysis and build up the physical model for experiment data acquisition.
Elastic shaft components are critical to mechanical systems but are prone to various errors
that can lead to performance issues or failures. By understanding these failure modes and
implementing effective mitigation strategies, engineers can enhance system reliability and
longevity.

11
References

PT500.10 Elastic shaft kit GUNT document

Loewy, R. G., & Piarulli, V. J. (1969). (tech.). Dynamics of Rotaing Shaft (Vol. SVM-4).
The Shock and Vibration Information Center United States Department of Defense.

12
Appendices

Here we also make a premodel in COMSOL physics for visualization of this experiment.

Figure 11: COMSOL modeling

We use the following set up properties:

(a) Rotor properties (b) Physical characteristics

Figure 12: COMSOL setup properties

Then we get the following result:

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 Figure 13: Momentum distribution

And the critical speed:

Figure 14: Critical Speed result

The magenta line (ω = Ω) intersects with a blue curve at around Ω = 990rad/s  1st
critical speed
It intersect another blue curve at a higher Ω = 2200rad/s 
2nd critical speed

14