Helicopter Rotor Isolation Evaluation Utilizing the

Dynamic Antiresonant Vibration Isolator*

A.D. Rita J . H . McGarvey R . Jones

Chief o f Test Operations Aerospace Engineer Principal Research Engineer
K a m a n Aerospace Corporalion Euslis Directorule-USAAMRDL K a m a n Aerospace Corporation

This paper includes the resulls of the analysis, design, ground tests and flight lest phases lhat were conducted
on an Army furnished UH-IH helicaoler modified with a Dynamic Anliresanant Vibration Isolator (DAVII
rotor isolalion system. In the level flighl lest phase, the two-per-rev vertical vibration level in the forward area of
the modified vehicle was reduced lo VI lo K of the vibration level of the standard vehicle and for the tail section,
the verlical vibration level was reduced to % that of lhc standard vehicle al thc translational speed range. At the
high speed level flight condition, the two-per-rev vertical vibration in the forward area of the DAVI modified
vehicle was reduced to fi lhc vibration level of the slandard vehicle. In the tail seelion, the vertical vibration
level remained approximalely the same. The results of Illis program showed that substanlial reduction of
fuselage vibration levels were achieved using the Dynamic Antiresonant Vihralion Isolator. This was ac-
complished without excessive defleclion between the upper and lower bodies or angular misalignmenl of the
drive system coupling.

Introduction It is generally accepted that objectionable helicopter

T... HE Army has a continuing mission to improve the
. .
rellab~llty of its aircraft-particularly its helicopters.
Although in recent years availability rates of helicopters have
approached and sometimes exceeded those of fixed-wing
aircraft. That has been achieved only at very high cost in
maintenance man-hours expended, logistics, and excessive
depot overhaul of aircraft and components.
A fundamental cause of high maintenance man-hours,
frequent component replacement, and generally low
helicopter reliability, is the very high vibratory loading
common to rotary wing aircraft. A measure of how
significant vibration and shock may be to helicopter reliability
is reported in a study conducted by Rnckwell International's
Los Angeles Division (Ref. 1). This study is an assessment of
the environmental impact on the reliability of some 30
helicopter models and concludes that approximately 60% of
all failures may be totally or partially attributed to vibration
and shock. All major helicopter manufacturers have
published technical reports and papers outlining their efforts
to reduce these vibrations and hence increase reliability. A
case in point is the U.S. Air Force experience with rotor-
mounted bifilar absorbers on HH-3 helicopters. This work,
reported by Sikorsky Aircraft (Ref. 2) under contract to the
Eustis Directorate, USAAMRDL, found very large increases
in helicopter reliability resulting from reduction in blade-
passage-frequency forces transmitted to the fuselage. Also
important is the increased crew efficiency due to reduced
vibration.
vibration is rotor induced. Aerodynamic rotor forces, which
are effected by rotor blade and fuselage dynamics, are
transmitted to the hub as shears and moments in both the
vertical and in-plane directions and may be evidenced as high
level fuselage ibrations. These periodic hub forces and
moments are highest at blade passage frequencies, although
-
there are significant loads at other freauencies. Effective
means of attenuating rotor-induced vibration is essential for
the realization of the heliconter's full military. uotential.
.
There are four generic technical approaches to attenuate
rotor-induced fuselage vibration: I) improved rotor design; 2)
rotating system dynamic absorbers (hub absorbers, blade
absorbers); 3) structural dynamic tuning (frequency
placement/adjustment of the fuselage structure by structural
stiffening or the use of vibration absorbers); and 4) rotor
isolation (isolating the fuselage from the rotor by an-
tiresonant, conventional or activedevices).
Recent USAAMRDL programs were conducted to evaluate
and to develop an effective rotor isolation system. These
programs consisted of a series of competitively-awarded
contracts wherein the feasibility of active and passive
isolation concepts was: 1) assessed for "statistical"
helicopters ranging in gross weight from 2000 to 100,000
pounds (Refs. 3 and 4); and 2) experimentally demonstrated
by full-scale ground vibration testing (Refs. 5 and 6). From
this work, a unique passive, antiresonant, mechanical isolator
emerged-the Dynamic Antiresonant Vibration Isolator
(DAVI).
~ - - It~
~,- - c~~~~~~~~ - ~~

relative displacement and the potential loss of mechanical

-
nosseqses hieh static stiffness therebv minimizine
. ~ j , i ~research program
was conducted under Conlract DAAJ02.
72-C-0082, Euatis Directorate, U.S. ~i~ ~ ~ stability
~ while~ simultaneously
~ offering
~ an
~ antiresonant
h ~
Development Laboratory, Fort Durtis, virginia, and is in frequency which can be tuned to coincide with the
USAAMRDL TR 77-23A and B, "Advanced Development or a predominant excitation frequency. Being passive, the DAVI
Helicoptcr Rotor Isolation System for Improved Reliability." doesn't require external power or signal conditioning
I JANUARY 1978
I TVANSHlSSlOW /RIGID L I F T LlHX
Hauni 7 D11161OWAL
TRIWSHISSION
RIGID LIFT LINK
Fig. 1 Schemalic of theslandard UH-I isolation system.
equipment. Further, it is mechanically simple, can be small in
size and envelope requirements. Thus, the system is poten-
tially light in weight and amenable to isolation system/air-
frame integration. A DAVI rotor isolation system has been
designed, fabricated and flight test evaluated on a UH-IH
helicopter. In addition to being readily available, the UH-IH
was selected because: 1) the l/rev and 2/rev responses of the
2-bladed rotor system were in close proximity at 5 Hz and 10
Hz, respectively, and thus dynamically represented a most
difficult case which, if successful, would indicate applicability
to other less difficult cases such as UTTAS, which has a
higher n/rev frequency; and 2) UH-I series helicopters have
an in-plane isolation system, the removal of which afforded
the necessary space with minimal impact on the fuselage
structure-an important cost consideration.
The program was divided into seven phases as follows: 1)
establishment of baseline flight vibration data; 2) shake tests
of the same complete UH-IH to establish baseline ground
vibration data; 3) DAVI isolation system design; 4)
fabrication; 5) ground tests, including bench tests of can-
didate pivot bearings, static proof and shake tests of the
isolated UH-IH, 100-hour endurance test of the isolation
system, and dynamic certification; 6) flight test evaluation;
and 7) data analysis and documentation.
Program Discussion
The UH-lH helicopter utilizes a single, two-bladed, semi-
rigid teetering main rotor having a diameter of 48 ft and
100% main rotor speed of 324rpm.
The UH-IH helicopter is presently isolated, as shown
schematically in Fig. 1, by a five-point mounting system
designed to isolate the fuselage from the in-plane, two-per-rev
vibratory forces of the main rotor. To achieve this isolation,
the five tubular elastomeric mounts, four of which are located
at the corners of the transmission and the fifth, which is
located on the aft section of the transmission at Butt Line 0,
have a low vertical spring rate to give a low natural frequency
in pitch and roll. The vertical spring rate of the four corner
mounts is 4500 lb/in. while the fifth mount rate is 3200 lb/in.
The four transmission mounts have a high spring rate of
25,500 lb/in. in the in-plane direction to react torque and to
ROTOR ISOLATION EVALUATION
nn- UNIOIRBTIOMAL
1
MVI YDUNT
r
STA SlA
129.8 151.6
UNIOIRECTIOHAL
WVI LIFT L I N K
Fig. 2 Schematic of the UH-1DAVI uxqwtion system.
insure engine and rotor torsional compatibility. The fifth
mount is pinned so that it does not react torque. The UH-1H
has a rigid link to react the vertical load; therefore, no vertical
isolation is achieved. The conventional system has friction
dampers installed as shown in Fig. 1 to minimize pylon
transient motion.
In order to insure minimum structural modification and
integrity of similar load paths in the modified UH-1H vehicle,
the DAVI siolators were located at the same mounting points
as in the standard system. Figure 2 shows a schematic of the
DAVI system. In comparing the two systems, it is seen that:
1) The standard four transmission mounts were replaced
with four, two-dimensional DAVI mounts.
2) Thestandard fifth mount is eliminated.
3) The standard lift link is replaced by a unidirectional
DAVI.
Thus, in this DAVI system design, antiresonant isolation is
obtained in the vertical, longitudinal and pitching directions;
and in the rollina direction. a combination of conventional
and antiresonant;solation ib obtained. The DAVI system has
the same friction d a m ~ e r as
s in the conventional system.
In approaching thetask of modifying an existing successful
helicopter in which the dynamic characteristics are well
known, it is best in the modification to retain similar
characteristics wherever possible. Therefore, three basic
dynamic ground rules were followed:
1) The DAVI system was designed to have the same
mechanical stability and flywheel resonance characteristics as
the standard system.
2) The torsional restraint of the DAVI system was designed
to have characteristics similar to the standard system toinsure
rotor and engine torsional compatibility.
3) The DAVI system was designed t o have flying qualities
characteristics similar to the standard vehicle.
To achieve these similar dynamic characteristics, the
vertical and longitudinal spring rate requirements of the
transmission DAVI's were designed for 6500 lb/in. to give the
same low natural frequencies in pitch and roll as the standard
UH-IH helicopter and 53,000 lb/in. in the lateral direction to
give similar torsional restraint. The unidirectional DAVI lift
 A. D. RITA
HOUNT TO FUSELAGE
HOWIT TO T M N S H I S I
HlHGt TYPE BtbRlNG
E U S T O N R I C SPRING
link, which is pinned at the transmission and fuselage,
required a vertical spring rate of 10,000 lb/in. to obtain an
overall vertical spring rate of 36,000 lh/in. The DAVI's were
tuned to give an antiresonant frequency of 10.8 Hertz which is
the predominant excitation frequency of the UH-1H
helicooter.
A three-view schematic of lhc DAVI transmiscion mount i\
shown in Fig. 3. This mount is a two-dimensional L)AVI and
is oriented-to give DAVI isolation in the vertical and
longitudinal directions and conventional isolation in the
lateral direction as oriented in the UH-IH helicopter. The
DAVI is a passive isolator based on inertia coupling at the
tuned or antiresonance frequency of the DAVI. This inertia
coupling is accomplished by pivoting the the inertia bar to the
nonisolated body (nonisolated pivot) and to the isolated body
(isolated pivot). At the antiresonance frequency, the inertia
forces produced at the isolated pivot from the inertia bar
cancel forces from the springs. A spherical hearing is used for
the isolated pivot in the UH-IH DAVI, and is attached to the
fuselage by the isolated plate. The nonisolated pivot is a
u .. -
snherical niston or slidine tvoe hearine which allows for
compression of the elastomer for conventional isolation and
eliminates anv cosine effect. The nonisolated nivot is attached
to the transmission via theouter housing of t i e DAVl mount.
The elastomeric soring seoarating the outer housing and the
(inner) isolated plaie is-made from uncured natural rubber
and is integrally vulcanized in place. Elastomeric springs were
JOURNAL OF T H E AMERICAN HELICOPTER SOCIETY
Fig. 3 Transmission mounl DAVI.
ISOLATED PIVOT (llOOE POIIIT)
PISTON TYPE BEARING
INERTIA BAR
Fig. 4 Lifl link DAVI
selected due to both the physical and overall weight aspects of
this test installation. If a new design were to he done without
the constraints of an existing envelope, metal springs for
improved damping characteristics would be considered. It is
designed to give a spring rate of 6500 lb/in. in the vertical and
longitudinal directions, with the elastomer acting in shear,
and 53,000 lh/in. in the lateral direction with the rubber
acting in compression.
A three-view schematic of the DAVl lift link mount is
shown in Fig. 4. This mount is a unidirectional DAVl for
vertical isolation only. The nonisolated or inner housing is
attached to the transmission while the isolated or outer
housing is attached to the fuselage by the same type spherical
bearing used in the present UH-1 lift link. Two unidirectional
inertia bars are used t o prevent any moment unbalance. A
hinge type bearing is used for the nonisolated pivot and is
attached to the inner or nonisolated housing. A piston or
sliding type spherical bearing is used for the isolated pivot and
is attached to the isolated or outer housing of the mount. A
sliding bearing is used to eliminate the cosine effect under
staticdeflection.
The hollow, cylindrical rubber spring separating the inner
and outer housings is made from uncured natural rubber and
is integrally vulcanized in place. It is designed to give a spring
rateof 10,00OIb/in. in the axial or vertical direction.
The same critical flight, landing, and crash conditions
originally used for design of the UH-IH helicopter at 6600
JANUARY 1978 ROTOR ISOLATION EVALUATION 25

pounds gross weight were used to determine loads for the bank turn maneuver at the 9250 pound gross weight flight test
structural analysis of the DAVI's and the modified structure condition.
to insure adequate margins of safety and fail-safe design. In
addition, a detailed static stress analysis was conducted on the Shake Test
control system which was modified to insure proper kinematic Shake tests were done on the UH-IH helicopter for four
compensation when subjected to the relative motion of the basic configurations:
transmission with respect to the fuselage and due to the 1) Unmodified helicopter -conventional isolation.
changes required in relocating the control actuators to the 2) Rigid systems- conventional system locked out.
transmission to obtain isolation of the control loads. 3) DAVl svstem with conventional helicooter friction
Component and system testing was done to substantiate the dampers.
DAVl isolated vehicle for safety of flight. Component testing 4) DAVl svstem without friction damoers.
was done early in the program to determine the feasibility of f o r each df the foregoing configurations, the vehicle was
the mechanical pivots and elastomer selected for the design of suspended from the hub with a soft bunaee to duplicate a free-
the DAVI. System testing included a ground vibration survey free system and a frequency sweep ma& from 2 Hertz to 25
of the DAVI and standard isolated vehicle, a proof test of the Hertz for a force input at the main hub in the vertical,
modified vehicle and an endurance test of the DAVI isolation longitudinal and lateral directions. The forces were applied
system. independently and were approximately 1000 pound
magnitude except at resonance.
System Test Table 1 gives the predominant natural freauencies and
The basic instrumentation included accelerometers to obtain responses of the vehifle. It is seen from this table that the
fuselage response, linear potentiometers to measure trans- DAVI did not alter any of the low freauency . . modes which are
mission deflection, and strain gages to measure blade bending essentially identical to the conventional system. The DAVl
moments. The same helicopter and instrumentation was used system did introduce a new vertical mode well above the main
for all of the system tests where applicable. For this paper, r ~ ~ t ~ ~ r o ~ c r ; l t i n g r a n g e oUII-II1,asexpected.
fthe
di5cussion will be restricted primarily to the ahilke test and 'fahle 2 rl~owsthe t\t,o-ncr-rcv vcrticnl rcs~onscof the UH-I
flight test results. helicopter for vertical, longitudinal and lateral excitation. It is
A 100 hour endurance test of the DAVI isolated system was seen from Table 2 that the DAVI system has a lower vertical
conducted with 1.5 times the hub vibratory load expected at response for all three directions of excitation than the con-
116 knots. The 100 hour endurance run was completed with ventional system and. in aeneral. the DAVI System without
no thilures and the I>AVI syitem in guod condition. dao~prrsgavc lowcr vibration levcls than with the dampers. I t
The proof test o f the modified vehicle was conducted lo should be noted as ~reviouslvctated that tlle d a m ~ e r referred i
125% of the maximum load expected for the ciitical 45 deg to above are standard installation components which were
retained in the DAVl installation.
In order to determine the expected vibration level, in-flight
hub vibratory forces were obtained from flight and shake test
Table 1 Predominant natural frequencies data on the UH-IH helicopter (Ref. 7). The forces were
Natural frequency - Hertz calibrated using the real and imaginary mobilities obtained in
the shake test, and the real and imaginary response obtained
Predominant with respect to a rotor azimuth position in flight. These forces
Response DAVl Conventional Rigid were then applied to the measured mobilities of the rigid
Pylon Pitching 3.2 3.1 4.8 system and the DAVl system with and without dampers to
Pylon Rolling 4.2 4.1 5.6 obtain the expected two-per-rev vibration in flight.
Lateral Fuselagc 5.6 5.7 6.0 Figure 5 shows the two-per-rev vertical response vs speed
Verlical Fuselage 6.4 6.5 6.5 expected in flight for all configurations. It shows that at the
Lateral Fuselage 7.6 7.6 7.6 nose location of the vehicle the DAVI system gives a much
DAVl Vertical 9.8 - - lower vibration level than either the conventional or rigid
systems throughout thespeed range. At the pilot seat location,

Table 2 Two- per -rev vertical response of theUH-1/H helicopter

+g/1000 Pounds
DAVl
Direction
of With Without
Hub force Location Rigid Convcnlional dampers dampers
Nose ,104 ,137 ,076 ,061
Pilot ,103 ,121 ,055 .065
Vertical Co-Pilot ,125 ,141 ,064 ,063
C.G. .075 ,061 ,053 ,046
Tail ,353 ,367 ,299 ,208
Nose ,159 ,109 ,058 ,027
Pilot ,082 ,109 ,058 ,027
Longitudinal Co-Pilot ,093 ,062 ,014 ,004
C.G. ,034 ,027 ,020 ,005
Tail ,048 ,029 ,056 .006
Nose ,012 ,005 ,013 .022
Pilot. ,081 ,041 ,032 ,021
Lateral Co-Pilot ,091 ,053 ,026 ,026
C.G. ,002 ,002 ,004 ,002
Tail ,035 ,024 ,009 ,022
26 A. D. RITA JOURNAL O F T H E AMERICAN HELICOPTER SOCIETY

CO-PILOT SEAT C.6. TAIL

.2

R a
.1

40 80 120 no 40 80 120
SPEEO - KNOTS
NOSE Fig. 5 Predicted two-per-rev vertical response

..
p w M V I WITH OAMPERS
A R
.1 , , I I ,I
x-X DAY1 HlTHOUT DAMPERS

BO 120

C.G. TAIL
.3 .6

t9
1 .2 .4
8
#-

?I
= .1 .2
Y
4

0 0
0 40 80 120 0 40 80 120
STANDARD SPEED - KNOTS Fig. 6 Two-per-rev verlical
response of the 8250 pound
PILOT SEAT COPILOT SEAT UH-1H helicopter.

.. -. -~ 0 40 80 120 0 40 80 120
- WlOTS
~ ~ ~

SPEED

the DAVI system and conventional system at the low speeds Flight Test
have similar vibration levels and both systems are much lower The flight test phases of this program were conducted on an
than the rigid system. At the higher speeds, the DAVI system Army furnished UH-IH helicopter, Serial No. 66-1093. Both
has a 3 to 1 lower vibration level than the conventional system standard and DAVI modified flight data was obtained for
and a 5 to 1 lower vibration level than the rigid system. At the similar flight conditions at 8250 pounds and 9500 pounds
co-pilot station, the DAVI has a much lower vibration level gross weight. The DAVI's were tuned to the predominant
than either the conventional or the rigid system throughout two-per-rev excitation of the UH-IH helicopter and little
the speed range. The conventional and rigid systems have change in one-per-rev or four-per-rev response of the vehicle
essentially the same response. At the cg station, the vibration was expected. The flight test results confirmed this, in that the
levels are relatively low throughout speed range for all one-per-rev response was about the same for either isolation
configurations. The DAVI system shows the least decrease in configuration. The DAVI system, in general, had a slightly
vibration level over the conventional and rigid system at the lower response for four-per-rev than the conventional system.
tail locations. However, at the 60 knot speed condition, there Figures 6 through 9 show the two-per-rev response of the
is a 2 to 1 reduction over the rigid system for DAVI without standard and DAVI modified UH-IH helicopter isolated
dampers. In most cases, the DAVI without dampers had the fuselage for straight and level flight. Figures 6 and 7 show the
lowest vibration level, and therefore, was considered the final two-per-rev vertical response for the 8250 and 9500 pound
configuration for the flight test phase. gross weights, respectively. It is seen from these figures that a
JANUARY 1978 ROTOR ISOLATION EVALUATION

TAlL

Fig. 7 Two-per-rev vertical

response of the 9500 pound SPEED - KNOTS
UH-1H helicopter. PILOT SEAT COPILOT SEAT

0 40 80 120 0 40 80 I20

1.2
TAlL

1.0
.8
.6

.4

.2

0
0 40 80 120
Fig. 8 Two-per-rev lateral SPEEO KNOTS
response of the 8250 pound
UH-1H helicopter. PILOT SEAT COPILOT SLAT

0 40 80 120 0 40 80 120
SPEED - KNOTS

major reduction of the two-per-rev vertical response was
achieved with the DAVl modified vehicle as compared to the
standard vehicle.
It was expected that the greatest reductions would occur in
the two-per-rev vertical response of the vehicle since the
antiresonant frequency of the DAVI was tuned t o this
predominant two-per-rev excitation of the rotor. The data
plots show that the greatest reduction is in the forward section
of the vehicle; that is, the nose, pilot, and co-pilot areas. At
the low transition speed, essentially no build-up of vibration
occurred in the DAVl siolated vehicle. The maximum
vibration level was .05 g in the nose, .03g in the pilot seat area,
and .06g in the co-pilot seat area. At the higher forward
speed, the vibration level of the DAVI modified vehicle in-
creased, but was approximately one-half of the level of the
standard vehicle. It is also seen that the minimum vibration
level of the forward section of the standard vehicle occurs at
approximately 50 knots, whereas the equivalent level of the
DAVl modifiedvehicleoccurs at approximately 100 knots.
The cg vertical two-per-rev response is low in both con-
figurations. However, even with this low response, the DAVI
modified vehicle had a lower vibration level than the standard
vehicle, especially for the 9500 pound gross weight. This data
also indicates that for the tail location the DAVl modified
vehicle had a lower vibration level than the standard vehicle
up to approximately 80 knots. From a 100 knots and higher
the DAVI modified vehicle had a slightly higher vibration
level.
28 A. D. RITA JOURNAL O F THE AMERICAN HELICOPTER SOCIETY

C.O.
.15 1.2
1.0

z
? .lo .8
2 .6
zY .05 .4
"
.d

2 .2
0 0
0 40 80 120 0 40 80 120 Fig. 9 Two-per-rev lateral re-
-
SPEEO KNOTS sponse of the 9500 pound heii-
.3
NOSE PILOT SEAT COPILOT SLAT copt~r.

3
8 .2
z
0
,-
22 . 1
Y
<
u

0
0 40 80 120 0 40 80 120 0 40 80 120

Figures 8 and 9 show the lateral two-per-rev response for

the 8250 and 9500 pound vehicles, respectively. In comparing
Figs. 6 and 7 (the two-per-rev vertical response of the UH-IH
helicopter) with Figs. 8 and 9, it is seen that the two-per-rev
lateral vibration for the standard configuration is ap-
proximately O.lg at the transition speed and reaches ap-
proximately 0.15g at the nose location at high speed. This is
approximately !h the vertical level of the standard con-
figuration. At the pilot and co-pilot seat locations, the lateral
two-per-rev vibration is .05g to .07g at all speeds, which is 0 40 80
approximately E to '/, the vertiacl vibration level. The lateral -
SPEED MOTS -
SPEEO MOTS
COPILOT'S SEAT
PILOT'S SEAT
cg vibration level is .06g at the low speed and .log at the high
speed. This is approximately twice the level of the vertical ---- F l i g h t Oafa. Standard W-1H
..-...~ 1 i q h fOata, OI\YI-mdifledUH-In
direction. At the tail location, the lateral two-per-rev Force DPteminatiDn Prediction,
vlbralion is approximately 0.2g at thc ion cpccd condition and WI-mdified UH-IH

a~proaches1 . 0 at ~ tllc high cpecd condition. For tllc ~tandard

vkhic~e,this is % the veriicalvihratory level at the low speed
and approximately three times the vertical level at the high
speed. It is further seen from Figs. 8 and 9 that the DAVI
modified vehicle had a lower two-per-rev lateral vibration
level than the standard vehicle at most locations and
throughout the speed range. The data presented herein are for
the 100% normal rotor speed. However, data was also oh-
tained within the allowable rotor speed range with essentially
the same level of reduction demonstrating acceptable broad
band characteristics for the DAVI configuration. 0 40 80 120
One of the major concerns in this program was the SPEED - MOTS SPEED - MOTS
NOSE TAIL
possibility that the relative motion at the main gearbox to the Fig. 10 Two-per-rev vertical on UH-IH.
engine might cause excessive misalignment of the engine-
transmission drive shaft, so this misalignment was monitored
throughout the flight testing. The vertical misalignment of the
coupling vs speed was small, the greatest misalignment being were reduced and shaft misalignment remained within ac-
ceptable limits as predicted using the design spring rate of the
0.4 degree at 116 knots at 8250 pounds. The maximum lateral
system.
misalignment of 0.95 degree occurred at 116 knots for the
9500 pound helicopter. The misalignment could have been
reduced to less than 0.5 degrees by statically reindexing the Correlation
coupling in the lateral direction. Without reindexing the Figure 10 shows a comparison of the expected two-per-rev
maximum resultant misalignment was 0.81 degree and 0.97 vertical response as obtained from the shake test results and
degree for the 8250 pound and 9500 pound vehicles respec- the measured response obtained in the flight test program.
tively which is well within the allowable steady continuous This figure shows that excellent correlation was obtained
misalignment of 2.0 degree at 1100 horsepower. In addition to between the expected and actual response at the tail and pilot
level flight, data were obtained for shaft misalignment and seat locations. At the nose and co-pilot locations, excellent
fuselage vibration in maneuvering flight. Vibration levels correlation is obtained up to 80 knots. At 80 knots and above,

the flight test results are higher than the expected results;
... ~ -
.thecorrelation is still good.
however.
One possible explanation of the build-up in two-per-rev
vertical vibration obtained in flight as compared to the ex-
pected results is a two-per-rev excitation from the horizontal
stabilizer. The pitch angle of the horizontal stabilizer vs meed
is controlled by the position of the cyclic stick via attachment
to the swashplate. Thus, any relative motion of the tran-
smission with respect to the fuselage could introduce
vibratory pitch change o n the horizontal stabilizer resulting in
a vibratory excitation. Measurements of the horizontal
stabilizer were taken and confirmed that a two-per-rev
vibratory pitch change was occurring and was a probable
source of excitation at the higher speeds.
All of the flight test results were obtained from the final
DAVl configuration developed in the shake test of the
modified vehicle. N o change in the DAVI system o r t o the
modified helicopter was made during the flight test program.
Weight
In this experimental program to determine the feasibility of
DAVl rotor isolation, minimum weight in the DAVl isolation
system was not a primary design objective. The following
discussion develops a weight prognosis for a n optimized
system.
The weight increase due to the DAVl isolation system can
be divided into three broad categories:
a. Isolator weight= 125.85 oounds
b. Structural nlodifivation 126.85 pounds
c. Control modification = 54.93 pounds
The DAVl system and structuraltnodification weighed 2.31
percent of the 6600 pound design gross weight o f the UH-IH
helicopter and the total system, including the control
modification.. weirhed
- 3.15 oercent of the 6600 ~ o u n vehicle.
d References
The transmission DAVl housing weighed 18.06 pounds and
the control actuator support beams for the control redesign
weighed 21.67 pounds per beam. The fifth mount support
beam in the standard design weighed 5.25 pounds. Using
similar design and fabrication techniques, the control ac-
tuator support beams could be redesigned for a weight of 10
pounds per beam.
Assuming these are the only two areas in which to save
weight, then the prototype system could be modified to
further reduce its weight to 2.07 percent of the design gross of
6600 pounds for the UH-IH helicopter for the isolation
system and to 2.55 percent for the modified system and
controls.
A further reduction of weight could also be made with a
change in the conceot of the oresent DAVI isolation system.
The lift link DAVI weigh$ 3i.36 pounds and the two incrlla
bars of thi\ DAVI wciph 24.93 ~ o u n d ass comnarcd 111 incrlia
bar weight of the t r a ~ s m i s s i o n of
' ~ 10.8'1
~ ~ ~ pounds. The
spring rate of these two DAVI's are essentially the same and
increased weight requirements of the inertia ha; of the lift link
DAVI is due to the small cg distance of the bar from the
pivots. By incorporating the spring rate of the lift link DAVl
into the transmission DAVI to maintain the present overall
vertical spring rate, the lift link DAVl could be eliminated.
The inertia bar weight of the transmission DAVI would
become 13.51 pounds and this DAVI system with crash
retention straps would weigh only 113.32 pounds. Subtracting
the weight of the standard isolation svstem. the weight in-
crease would be 84.05 pounds. ~ s s u i i n gn; changein the
Prototype structural modification, the weiaht increase would
be 110.90 pounds, o r 1.68 percent of the design gross weight
ROTOR ISOLATION EVALUATION 29
of the UH-I helicopter. When the control modification is
included, the total weight increase would be 142.49 pounds o r
2.16 percent of the design gross weight of the vehicles. Based
upon these calculations and concepts for further refinements
of the structural and control modifications. a four ooint
DAVl isolation system without modified controls couid be
designed for 1.5 percent of the design gross weight of the UH-
1H helicopter and for 2.0 percent o f ;he design gross weight
with modified controls.
For other helicopter configurations of higher gross weight
and/or higher n-per-rev predominant frequencies, in which
lower inertia weights can be utilized to obtain the proper
antiresonant frequencies, a lower percent of the design gross
weight would be feasible.
Conclusions
From the results of this flight test program o n a DAVI
modified vehicle, in which substantial reduction in vibration
level was obtained as compared to a standard U H - l H
helicopter, it is concluded that:
1. Rotor isolation using the Dynamic Antiresonant
a
Vibration Isolator is clearly feasible concept for achieving a
substantial reduction in vertical two-oer-rev vibration level.
2. Excessive deflection does not occur and the engine drive
couoling alignment remained within oredicted limits.
37 A-DAVI isolation system can be designed within the
dynamic characteristics of a given vehicle configuration to
ensure engine-rotor torsional compatibility and freedom from
mechanical instability.
4. A DAVI rotor isolation system can be designed for 1.5
percent o r less of the gross weight o f the helicopter.
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