S-76C+ Post 511 VXP Diagnostic Manual

DATE: AUGUST 13, 2010
VXP HEALTH MONITORING SYSTEM
DIAGNOSTIC MANUAL
FOR THE
S-76C+ AIRCRAFT AFTER S/N 760511
INSTALLATION IAW STC# SR01135NY-D

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Prepared By:
William G Sullivan
Principal Engineer, HUMS Data Services
Phone: 1 (714) 305-3146
Email: William.Sullivan@honeywell.com
THIS DOCUMENT AND ALL INFORMATION AND EXPRESSION CONTAINED HEREIN ARE THE PROPERTY OF HONEYWELL INTERNATIONAL INC., ARE
PROVIDED IN CONFIDENCE, AND MAY NOT, IN WHOLE OR IN PART, BE USED, DUPLICATED, OR DISCLOSED FOR ANY PURPOSE WITHOUT PRIOR WRITTEN
PERMISSION OF HONEYWELL INTERNATIONAL INC. ALL RIGHTS RESERVED.
USE OR DISCLOSURE OF INFORMATION IN THIS DOCUMENT IS SUBJECT

TO THE RESTRICTIONS ON THE TITLE PAGE OF THIS DOCUMENT.
Page 1
Introduction
The purpose of this document is to provide a system overview and guidance when either a WARNING or VHM
ALERT Advisory has occurred during a flight. A WARNING Advisory is set to provide an early indication of a
potential problem. Inspection and / or maintenance should be done as soon as practical. A VHM ALERT is set
to a level well above normal levels. Inspection and / or maintenance should be done as soon as possible.
This manual is not intended to be used as the determining factor for the release of the aircraft as Air Worthy.
The Operator has the responsibility for determining the Air Worthiness of the aircraft.
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1. Sensor Locations
Figure 1: Sensor location diagram below shows an overall view of where sensors are located on the S-76C
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aircraft for the current installation (STC# SR01135NY-D). The Table 1 provides the sensor type and the
primary purpose of the location.
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Figure 1: S-76C Sensor Locations

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TABLE 1: SENSOR LIST

Sensor
Sensor Location No. Direction Sensor Type Primary Purpose
PHVERT* 1 Vertical Velocimeter Absorber Tuning
Optical Tracker 2 N/A Tracker Main Rotor Tracking
LHVERT* 3 Vertical Velocimeter Main Rotor
RHVERT* 4 Vertical Velocimeter Main Rotor
RH-LAT* 5 Lateral Velocimeter Main Rotor
Transmission /
Transmission # 1 6 Lateral Velocimeter Shafts
Transmission /
Transmission # 2 7 Fore/Aft Velocimeter Shafts
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Main Rotor* 8 Mag Pickup Tach Signal
# 1 Eng. Comp. 9 Vertical Accelerometer Engine
# 1 Eng. Turbine 11 Vertical Accelerometer Engine
#1 Hanger Bearing 13 Vertical Velocimeter Driveshaft
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Intermediate
T/R IGB 16 Vertical Velocimeter Gearbox
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T/R Pylon* 17 Fore/Aft Velocimeter Tail Rotor / Gearbox
Tail Rotor* 18 Mag Pickup Tach Signal
* Identical to S-76C TC installation
2. S-76C Drive Train System

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Figure 2 below provides a schematic of drive system used to calculate the component rotational frequencies.
Table 2 provides a list of the S-76 A++/C drive train calculated frequencies. It is from these calculated
frequencies that data acquisition and filter bands requirements are determined.

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Figure 2: S76 Drive Train Schematic
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TABLE 2: S-76 A++/C FREQUENCIES
DESCRIPTION COMPONENT / LABEL RPM Hz ORDER
Main Rotor M/R 1P 313.5 5.23 1

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2x M/R 1P 627 10.45 2
3x M/R 1P 940.5 15.68 3
4x M/R 1P 1254 20.90 4
5x M/R 1P 1567.5 26.13 5
6x M/R 1P 1881 31.35 6
7x M/R 1P 2194.5 36.58 7
8x M/R 1P 2508 41.80 8
MRS Bull Gear Bull Pinion 1668.3 27.81 5.321
MRS Bull Gear GM 46711 778.52 149
2xMRS Bull Gear GM 93423 1557.05 298
3xMRS Bull Gear GM 140130 2335.50 447
MRS Bull Gear GM-MRS Bull Gear 46398 773.30 148
MRS Bull Gear GM+MRS Bull Gear 47025 783.75 150
MRS Bull Gear GM-Bull Pinion 45043 750.72 143.7
MRS Bull Gear GM+Bull Pinion 48380 806.33 154.3
MRS Bull Gear HT 11.196 0.19 0.03571

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Bevel Gear Bevel Pinion 4559.9 76.00 14.55

Bevel Gear GM 68399 1139.98 218.2
2xBevel Gear GM 136800 2280.00 436.4
3xBevel Gear GM 205200 3420.00 654.5
Bevel Gear GM-Bevel Gear 66731 1112.18 212.9
Bevel Gear GM+Bevel Gear 70067 1167.78 223.5
Bevel Gear GM-Bevel Pinion 63839 1063.98 203.6
Bevel Gear GM+Bevel Pinion 72959 1215.98 232.7
Bevel Gear HT 111.22 1.85 0.3548
Helical Gear Helical Pinion 6408.6 106.81 20.44
Helical Gear GM 237120 3952.00 756.4
2xHelical Gear GM 474230 7903.83 1513
3xHelical Gear GM 711350 11855.83 2269
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Helical Gear GM-Helical Gear 232560 3876.00 741.8
Helical Gear GM+Helical Gear 241680 4028.00 770.9
Helical Gear GM-Helical Pinion 230710 3845.17 735.9
Helical Gear GM+Helical Pinion 243530 4058.83 776.8
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Helical Gear HT 123.24 2.05 0.3931
Engine Input Engine DS 6408.6 106.81 20.44
Engine DS
Harmonics 2x Engine DS 12817 213.62 40.88
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HYD/Oil Pump
Drive ACCS DR HEL 6239.9 104.00 19.9
ACCS DR HEL GM 237120 3952.00 756.4
2xACCS DR HEL GM 474230 7903.83 1513
3xACCS DR HEL GM 711350 11855.83 2269
ACCS DR HEL GM-Helical Pinion 230710 3845.17 735.9
ACCS DR HEL GM+Helical Pinion 243530 4058.83 776.8
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ACCS DR HEL GM-ACCS DR HEL 230880 3848.00 736.4
ACCS DR HEL GM+ACCS DR HEL 243360 4056.00 776.3
ACCS DR HEL HT 168.65 2.81 0.5379
Hydraulic
Pump HYD PUMP 6239.9 104.00 19.9
Oil Pump OIL PUMP 6239.9 104.00 19.9
AC Generator
Drive AC GEN SPUR 12664 211.07 40.39
AC GEN DR GM 278600 4643.33 888.7
2xAC GEN DR GM 557200 9286.67 1777
3xAC GEN DR GM 835800 13930.00 2666
AC GEN DR GM-BLWR T.O. GEAR 276930 4615.50 883.4
AC GEN DR GM+BLWR T.O. GEAR 280270 4671.17 894
AC GEN DR GM-AC GEN SPUR 265940 4432.33 848.3
AC GEN DR GM+AC GEN SPUR 291260 4854.33 929.1
AC GEN DR HT 75.83 1.26 0.2419
AC Generator AC GENERATOR 12664 211.07 40.39
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Oil Cooler
Blower Drive BLWR DR SPUR 8442.4 140.71 26.93
BLWR DR GM 278600 4643.33 888.7
2xBLWR DR GM 557200 9286.67 1777
3xBLWR DR GM 835800 13930.00 2666
BLWR DR GM-BLOW T.O. 276930 4615.50 883.4
BLWR DR GM+BLOW T.O. 280270 4671.17 894
BLWR DR GM-BLWR DR SPUR 270160 4502.67 861.7
BLWR DR GM+BLWR DR SPUR 287040 4784.00 915.6
BLWR DR HT 50.554 0.84 0.1613
Tail Takeoff
Drive TTO SPUR GEAR 3490.3 58.17 11.13
TTO DR GM 282720 4712.00 901.8
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2xTTO DR GM 565430 9423.83 1804
3xTTO DR GM 848150 14135.83 2705
TTO DR GM-TTO PINION GEAR 278160 4636.00 887.3
TTO DR GM+TTO PINION GEAR 287280 4788.00 916.3
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TTO DR GM-TTO SPUR GEAR 279230 4653.83 890.7
TTO DR GM+TTO SPUR GEAR 286210 4770.17 912.9
TTO DR HT 56.295 0.94 0.1796
Tail Driveshaft TRDS 1P 3490.3 58.17 11.13
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Oil Cooler
Blower OIL COOL BLWR 8442.4 140.71 26.93
TRDS
Harmonics 2x TRDS 1P 6980.6 116.34 22.27
Intermediate
Gearbox TPDS 3370 56.17 10.75
IGB GM 97729 1628.82 311.7
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2xIGB GM 195460 3257.67 623.5
3xIGB GM 293190 4886.50 935.2
IGB GM-TRDS 94239 1570.65 300.6
IGB GM+TRDS 101220 1687.00 322.9
IGB GM-TPDS 94359 1572.65 301
IGB GM+TPDS 101100 1685.00 322.5
IGB HT 120.36 2.01 0.3839
Tail Pylon
Driveshaft TPDS 1P 3370 56.17 10.75
Tail Pylon
Driveshaft
Harmonic 2x TPDS 1P 6739.9 112.33 21.5
Tail Rotor
Gearbox T/R 1P 1722.4 28.71 5.494
Tail Rotor
Harmonics 2x T/R 1P 3444.9 57.42 10.99
3x T/R 1P 5167.3 86.12 16.48
4x T/R 1P 6889.7 114.83 21.98
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TRGB GM 77509 1291.82 247.2

2xTRGB GM 155020 2583.67 494.5
3xTRGB GM 232530 3875.50 741.7
TRGB GM-TPDS 1P 74139 1235.65 236.5
TRGB GM+TPDS 1P 80879 1347.98 258
TRGB GM-T/R 1P 75787 1263.12 241.7
TRGB GM+T/R 1P 79232 1320.53 252.7
TRGB HT 74.888 1.25 0.2389
Engine Output Eng Intermediate gear 13011 216.85 41.5
Eng. Output Gear GM 429370 7156.17 1370
2xEng. Output Gear GM 858750 14312.50 2739
3xEng. Output Gear GM 1.29E+06 21468.33 4109
Eng. Output Gear GM-Eng. Output 422960 7049.33 1349
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Eng. Output Gear GM+Eng. Output 435780 7263.00 1390
Eng. Output Gear GM-Eng Intermediate
gear 416360 6939.33 1328
Eng. Output Gear GM+Eng Intermediate
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gear 442380 7373.00 1411
Eng. Output Gear HT 194.2 3.24 0.6195
Engine Free
Turbine Eng. Free Turbine 44418 740.30 141.7
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Eng Free Turbine Reduction Gear GM 1.29E+06 21468.33 4109
2xEng Free Turbine Reduction Gear GM 2.58E+06 42936.67 8218
3xEng Free Turbine Reduction Gear GM 3.86E+06 64406.67 12330
Eng Free Turbine Reduction Gear GM-
Intermediate/Fan Gear 1.28E+06 21251.67 4067
Eng Free Turbine Reduction Gear
GM+Intermediate/Fan Gear 1.30E+06 21685.00 4150
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Eng Free Turbine Reduction Gear GM-
Eng. Free Turbine 1.24E+06 20728.33 3967
Eng Free Turbine Reduction Gear
GM+Eng. Free Turbine 1.33E+06 22208.33 4251
Eng Free Turbine Reduction Gear HT 448.67 7.48 1.431
Engine Gas
Generator Engine Gas Generator 52111 868.52 166.2
Eng Accessory
Power Drive Accessory Power Drive 43426 723.77 138.5
Eng Ng Power Drive GM 1.82E+06 30398.33 5818
2xEng Ng Power Drive GM 3.65E+06 60796.67 11640
3xEng Ng Power Drive GM 5.47E+06 91195.00 17450
Eng Ng Power Drive GM-Eng Ng 1.77E+06 29530.00 5652
Eng Ng Power Drive GM+Eng Ng 1.88E+06 31266.67 5984
Eng Ng Power Drive GM-Accessory
Power Drive 1.78E+06 29675.00 5679
Eng Ng Power Drive GM+Accessory
Power Drive 1.87E+06 31121.67 5956

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Eng Ng Power Drive HT 8685.2 144.75 27.7
3. Available Manual Data Collections

3.1. Vibration Signatures
Vibration Trend Spectrum are vibration spectra that can be taken on an established periodic basis or used during
troubleshooting in order to provide diagnostic information in determining the health of components. Data
collected can be stored in the Vibralog / VibReview database for trending.
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3.1.1. M/R ORDERS
Table below contains a listing of the vibration signatures that are collected with “M/R ORDERS”. These
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Signatures are useful for Main Rotor Troubleshooting.
TREND_NAME REGIME_NAME VIB_SENSOR_NAME VCH MAX_F UNIT WND AVG

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T:M/R ORDERS GROUND MR VERT Vertical 30+51 10.000o ips FLAT 3
T:M/R ORDERS GROUND RH-LAT Lateral 37 10.000o ips FLAT 3
T:M/R ORDERS GROUND PHVERT Vertical 44 10.000o ips FLAT 3
T:M/R ORDERS GROUND RHVERT Vertical 51 10.000o ips FLAT 3

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T:M/R ORDERS GROUND MR ROLL Lateral 30-51 10.000o ips FLAT 3
T:M/R ORDERS GROUND LHVERT Vertical 30 10.000o ips FLAT 3
T:M/R ORDERS HOVER MR VERT Vertical 30+51 10.000o ips FLAT 3
T:M/R ORDERS HOVER RH-LAT Lateral 37 10.000o ips FLAT 3
T:M/R ORDERS HOVER PHVERT Vertical 44 10.000o ips FLAT 3
T:M/R ORDERS HOVER RHVERT Vertical 51 10.000o ips FLAT 3
T:M/R ORDERS HOVER MR ROLL Lateral 30-51 10.000o ips FLAT 3
T:M/R ORDERS HOVER LHVERT Vertical 30 10.000o ips FLAT 3
T:M/R ORDERS 125 KIAS MR VERT Vertical 30+51 10.000o ips FLAT 3
T:M/R ORDERS 125 KIAS RH-LAT Lateral 37 10.000o ips FLAT 3

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T:M/R ORDERS 125 KIAS PHVERT Vertical 44 10.000o ips FLAT 3
T:M/R ORDERS 125 KIAS RHVERT Vertical 51 10.000o ips FLAT 3
T:M/R ORDERS 125 KIAS MR ROLL Lateral 30-51 10.000o ips FLAT 3
T:M/R ORDERS 125 KIAS LHVERT Vertical 30 10.000o ips FLAT 3

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3.1.2. Airframe Sigs
Table below contains a listing of the vibration signatures that are collected with “Airframe Sigs”. These
Signatures are useful for general Aircraft troubleshooting. Engine sensors are not part of these signatures.

T:Airframe Sigs Ground LHVERT Vertical 30 12000 ips KAIS 3
T:Airframe Sigs Ground RH-LAT Vertical 37 12000 ips KAIS 3
T:Airframe Sigs Ground PHVERT Lateral 44 12000 ips KAIS 3
T:Airframe Sigs Ground RHVERT Lateral 51 12000 ips KAIS 3
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T:Airframe Sigs Ground T/R Pylon Fore/Aft 32 12000 ips KAIS 3
T:Airframe Sigs Ground T/R IGB Vertical 39 12000 ips KAIS 3
#1 Hnger Bearing
T:Airframe Sigs Ground Vertical 45 12000 ips KAIS 3
#2 Hnger Bearing
Transmission #2
T:Airframe Sigs Ground Fore/Aft 31 30000 ips KAIS 3
T:Airframe Sigs Ground Transmission #1 Lateral 38 30000 ips KAIS 3
Transmission #2
T:Airframe Sigs Ground Fore/Aft 31 600000 ips KAIS 3
T:Airframe Sigs Ground Transmission #1 Lateral 38 600000 ips KAIS 3
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T:Airframe Sigs Ground T/R IGB Vertical 39 10.000o ips FLAT 3
#1 Hnger Bearing
T:Airframe Sigs Ground Vertical 45 10.000o ips FLAT 3
#2 Hnger Bearing
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#3 Hnger Bearing
#3 Hnger Bearing
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T:Airframe Sigs Ground T/R Pylon Fore/Aft 32 300000 ips KAIS 3
T:Airframe Sigs Ground T/R IGB Vertical 39 300000 ips KAIS 3
T:Airframe Sigs Ground T/R Pylon Fore/Aft 32 10.000o ips FLAT 3
T:Airframe Sigs Ground T/R Pylon Fore/Aft 32 10.000o ips FLAT 3

T:Airframe Sigs Ground #1 Eng. Comp. Vertical 7 120000 ips KAIS 3
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T:Airframe Sigs Ground #2 Eng. Comp. Vertical 36 120000 ips KAIS 3
T:Airframe Sigs Hover LHVERT Vertical 30 12000 ips KAIS 3
T:Airframe Sigs Hover RH-LAT Vertical 37 12000 ips KAIS 3
T:Airframe Sigs Hover PHVERT Lateral 44 12000 ips KAIS 3
T:Airframe Sigs Hover RHVERT Lateral 51 12000 ips KAIS 3
T:Airframe Sigs Hover T/R Pylon Fore/Aft 32 12000 ips KAIS 3
T:Airframe Sigs Hover T/R IGB Vertical 39 12000 ips KAIS 3
#1 Hnger Bearing
T:Airframe Sigs Hover Vertical 45 12000 ips KAIS 3
#2 Hnger Bearing
Transmission #2
T:Airframe Sigs Hover Fore/Aft 31 30000 ips KAIS 3
T:Airframe Sigs Hover Transmission #1 Lateral 38 30000 ips KAIS 3
Transmission #2
T:Airframe Sigs Hover Fore/Aft 31 600000 ips KAIS 3
T:Airframe Sigs Hover Transmission #1 Lateral 38 600000 ips KAIS 3

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T:Airframe Sigs Hover T/R IGB Vertical 39 10.000o ips FLAT 3

#1 Hnger Bearing
T:Airframe Sigs Hover Vertical 45 10.000o ips FLAT 3
#2 Hnger Bearing
#3 Hnger Bearing
#3 Hnger Bearing
T:Airframe Sigs Hover T/R Pylon Fore/Aft 32 300000 ips KAIS 3
T:Airframe Sigs Hover T/R IGB Vertical 39 300000 ips KAIS 3
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T:Airframe Sigs Hover T/R Pylon Fore/Aft 32 10.000o ips FLAT 3
T:Airframe Sigs Hover T/R Pylon Fore/Aft 32 10.000o ips FLAT 3

T:Airframe Sigs Hover #1 Eng. Comp. Vertical 7 120000 ips KAIS 3
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T:Airframe Sigs Hover #2 Eng. Comp. Vertical 36 120000 ips KAIS 3
T:Airframe Sigs 145 KIAS LHVERT Vertical 30 12000 ips KAIS 3
T:Airframe Sigs 145 KIAS RH-LAT Vertical 37 12000 ips KAIS 3
T:Airframe Sigs 145 KIAS PHVERT Lateral 44 12000 ips KAIS 3
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T:Airframe Sigs 145 KIAS RHVERT Lateral 51 12000 ips KAIS 3
T:Airframe Sigs 145 KIAS T/R Pylon Fore/Aft 32 12000 ips KAIS 3
T:Airframe Sigs 145 KIAS T/R IGB Vertical 39 12000 ips KAIS 3
#1 Hnger Bearing
T:Airframe Sigs 145 KIAS Vertical 45 12000 ips KAIS 3
#2 Hnger Bearing
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Transmission #2
T:Airframe Sigs 145 KIAS Fore/Aft 31 30000 ips KAIS 3
T:Airframe Sigs 145 KIAS Transmission #1 Lateral 38 30000 ips KAIS 3
Transmission #2
T:Airframe Sigs 145 KIAS Fore/Aft 31 600000 ips KAIS 3
T:Airframe Sigs 145 KIAS Transmission #1 Lateral 38 600000 ips KAIS 3
T:Airframe Sigs 145 KIAS T/R IGB Vertical 39 10.000o ips FLAT 3
#1 Hnger Bearing
T:Airframe Sigs 145 KIAS Vertical 45 10.000o ips FLAT 3
#2 Hnger Bearing
#3 Hnger Bearing
#3 Hnger Bearing
T:Airframe Sigs 145 KIAS T/R Pylon Fore/Aft 32 300000 ips KAIS 3
T:Airframe Sigs 145 KIAS T/R IGB Vertical 39 300000 ips KAIS 3

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T:Airframe Sigs 145 KIAS T/R Pylon Fore/Aft 32 10.000o ips FLAT 3
T:Airframe Sigs 145 KIAS T/R Pylon Fore/Aft 32 10.000o ips FLAT 3
T:Airframe Sigs 145 KIAS #1 Eng. Comp. Vertical 7 120000 ips KAIS 3
T:Airframe Sigs 145 KIAS #2 Eng. Comp. Vertical 36 120000 ips KAIS 3
3.1.3. Engine Signatures
Table below contains a listing of the vibration signatures that are collected with “ENG#1 or ENG#2”. These
Signatures are useful for general Engine troubleshooting. Signatures are collected as rapidly as possible in order
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to provide Engine waterfall startup information.
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T:[Eng #1 or 2] Run Up # 1 Eng Comp Vertical 7 120000 ips FLAT 1
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3.1.4. Random Signatures
Table below contains a listing of the vibration signatures that are collected with “Random”. These Signatures
are useful for general event capture. Signatures are collected from all sensors as rapidly as possible in order to
provide event information.

R:Random Unknown Regm LHVERT Vertical 30 12000 ips FLAT 1
R:Random Unknown Regm RH-LAT Vertical 37 12000 ips FLAT 1
R:Random Unknown Regm PHVERT Lateral 44 12000 ips FLAT 1
R:Random Unknown Regm RHVERT Lateral 51 12000 ips FLAT 1
R:Random Unknown Regm T/R Pylon Fore/Aft 32 12000 ips FLAT 1
R:Random Unknown Regm T/R IGB Vertical 39 12000 ips FLAT 1
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#1 Hnger Bearing
R:Random Unknown Regm Vertical 45 12000 ips FLAT 1
#2 Hnger Bearing
Transmission #2
R:Random Unknown Regm Fore/Aft 31 30000 ips FLAT 1
R:Random Unknown Regm Transmission #1 Lateral 38 30000 ips FLAT 1
Transmission #2
R:Random Unknown Regm Fore/Aft 31 600000 ips FLAT 1
R:Random Unknown Regm Transmission #1 Lateral 38 600000 ips FLAT 1
#3 Hnger Bearing
R:Random Unknown Regm T/R Pylon Fore/Aft 32 300000 ips FLAT 1
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R:Random Unknown Regm T/R IGB Vertical 39 300000 ips FLAT 1
R:Random Unknown Regm #1 Eng. Comp. Vertical 7 120000 ips FLAT 1
R:Random Unknown Regm #2 Eng. Comp. Vertical 36 120000 ips FLAT 1
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3.2. VXP Monitor
The VXP Monitor function starts once the Main Rotor is above a preset RPM and provides full-time vibration
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monitoring of all critical rotating components during flight. The Vibration Monitor function is based upon
proven, mature monitoring and exceedance detection techniques developed over many years on United States
military aircraft. The monitor functions by taking vibration data on a cyclic basis. The data is broken down
into component frequency bands (envelopes) and the peak and RMS readings are extracted from the bands. The
readings are then run through a sophisticated alert detection mechanism. The exceedance detection, or alert
mechanism, is based upon a “Time Hysteresis” algorithm whereby the reading must stay above a set level for a
certain time before triggering the alert. A Hysteresis mechanism ensures that instantaneous peaks or dropouts
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don’t cause a premature trigger or release of the alert. If an alert occurs, an advisory database stores the channel,
component, maximum value and duration and level of the alert as well at the entire spectrum that triggered the
alarm. All of this is performed by the VXP Acquisition Unit (AU) on the aircraft.
The VXP extends the usefulness of the vibration monitor data one step further by producing a Flight Averaged
Vibration Log and Report. This report averages the vibration in each component frequency band over the entire
flight. Experience has shown that most component vibrations are relatively stable over the entire flight while
others can vary considerably. Regardless of the variations within a flight, the flight averages are very stable
from flight to flight. This flight to flight consistency is extremely useful for providing a simple, reliable
indication of overall aircraft health.

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4. Recommendations for Monitor Advisories

The following pages contain information for each possible Advisory that may occur during Monitor. Each of
the Condition Indicators is Bookmarked for easy access.
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Condition Indicator: MR VERT (Channel 30+51A)

Introduction:
“MR VERT” is the Main Rotor vertical vibration level obtained by
adding the Co‐Pilot and Pilot side sensors and dividing by 2. The data
acquisition is done synchronously to the Main Rotor speed via a
magnetic pickup located on the swashplate.

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Probable Cause:
Main Rotor vertical vibration is a result of unequal lift produced by the main rotor blades. This unequal
lift can be a result of blade chord profile variances between blades, Pitch Change links and Trim Tabs.
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These constitute the most common causes of vertical vibration.
Recommended Action:
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1. Track and Balance the Main Rotor in accordance with the appropriate aircraft maintenance
manual.
2. Inspect Pitch Change links for worn bearings and / or looseness.
3. Close Monitor for increasing trends.
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Condition Indicator: MR VERT 4P

Introduction:
“MR VERT 4P” is the Main Rotor 4 per rev vertical vibration level
obtained by adding the Co‐Pilot and Pilot side sensors and dividing by
2. The data acquisition is done synchronously to the Main Rotor
speed via a magnetic pickup located on the swashplate.

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Probable Cause:
Main Rotor 4P vertical vibration can be the result of looseness, Blade passage across the fuselage and /
or stall and compressibility effects at high airspeed. Changes in aircraft weight may affect the overall 4P
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levels.
Recommended Action:
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1. Inspect Rotor head components for looseness and worn bearings.
2. Inspect gearbox mounting for condition.
3. Inspect and Adjust Bifilar and absorbers in accordance the appropriate maintenance manual.
4. Inspect seats and instrument panel for looseness.
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5. If results are negative, return aircraft to service and Close Monitor for increasing trends.

Condition Indicator: MR ROLL
Introduction:
“MR ROLL” is the Main Rotor lateral vibration level obtained by subtracting (A‐B)
the Co‐Pilot and Pilot side sensors and dividing by 2. The data acquisition is done
synchronously to the Main Rotor speed via a magnetic pickup located on the
swashplate.
Probable Cause:
Main Rotor lateral vibration is generally the result of the mass center of rotation being different from
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the center of rotation in the plane with the rotor.
Recommended Action:
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2. Track and Balance the rotor system in accordance with the appropriate maintenance manuals.

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Condition Indicator: MR ROLL 4P
Introduction:
“MR ROLL 4P” is the Main Rotor 4 per rev lateral vibration level obtained by
subtracting (A‐B) the Co‐Pilot and Pilot side sensors and dividing by 2. The data
acquisition is done synchronously to the Main Rotor speed via a magnetic pickup
located on the swashplate.
Probable Cause:
Main Rotor 4P lateral vibration can be the result of looseness, Blade passage across the fuselage and / or
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stall and compressibility effects at high airspeed. Changes in aircraft weight may affect overall 4P levels.
Recommended Action:
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3. Inspect and adjust Bifilar and absorbers in accordance the appropriate maintenance manual.
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Condition Indicator: TRDS SO2 (Channel 52B – HB2)

Introduction:
“TRDS SO2” is the Tail Rotor Driveshaft second Order vibration level
obtained from the hanger bearing #1 sensor. The data acquisition is
synchronous to the Tail Rotor driveshaft.
Probable Cause:
The synchronous averaging process has the tendency to remove vibration that is not integer (1,2,3..) or
phase related to shaft. Therefore only the imbalance and its harmonics remains. The most probable
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cause for the second harmonic is misalignment.
Recommended Action:
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1. Inspect the driveshaft and coupling for damage.
2. Inspect the driveshaft for looseness lost weights.
3. Inspect for misalignment or cocked bearings in support liner.
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Introduction:
Probable Cause:
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Recommended Action:
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Condition Indicator: TRDS SO2 (Channel 39B – IGBV)

Introduction:
obtained from the hanger sensor. The data acquisition is
Probable Cause:
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Recommended Action:
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Introduction:
“TRDS SO1” is the Tail Rotor Driveshaft first Order vibration level
Probable Cause:
phase related to shaft. Therefore only the imbalance vector remains. The most probable cause is shaft
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imbalance.
Recommended Action:
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Introduction:
Probable Cause:
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imbalance.
Recommended Action:
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Introduction:
Probable Cause:
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imbalance.
Recommended Action:
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Condition Indicator: TRDS SO1 (Channel 39B – IGBV)

Introduction:
obtained from the sensor. The data acquisition is synchronous to
the Tail Rotor driveshaft.
Probable Cause:
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imbalance.
Recommended Action:
R
AF

T
Condition Indicator: T/R SO4 (Channel 32B – TR FA)

Introduction:
“T/R SO4” is the Tail Rotor 4th Order in plane vibration level
obtained from the sensor. The data acquisition is done
synchronously to the Tail Rotor speed via a magnetic pickup located
on the Tail Rotor.
Probable Cause:
D
T/R SO4 vibration can be the result of looseness, Blade passage across the fuselage and / or stall and
compressibility effects at high airspeed. Changes in aircraft weight may affect the overall 4P levels. The
synchronous averaging process has the tendency to remove vibration that is not integer (1,2,3..) or
R
phase related to shaft. Therefore only the imbalance and its harmonics remain. The most probable
cause for the 4TH harmonic is aerodynamic imbalance.
AF
Recommended Action:

1. Inspect Tail Rotor gearbox and structure for looseness and wear.
2. Inspect for flight control rigging.
T
4. Track and Balance the Tail Rotor in accordance with the appropriate aircraft maintenance
manual.

Condition Indicator: TR GBX GMX2 (Channel 32B – TR FA)

Introduction:
“TR GBX GMX2” is the Peak and RMS vibration amplitude at
the gearmesh 2nd harmonic frequency. The Peak amplitude is
the value at the gearmesh 2nd harmonic. The RMS (Root Mean
Square) is the square root of the sum of the energy
(modulation) around the gearmesh 2nd harmonic. Gear
misalignment or looseness may excite second order or higher
harmonics with sidebands of running speed higher than the
fundamental. This measurement is non‐synchronous.
D
Probable Cause:
High gearmesh 2nd harmonics are an indication of misalignment of looseness of the gear. The most
R
probable cause is a change in bearing support caused by wear or differences in the coefficient of
thermal expansion between the Housing, Bearing liner, Bearing and the Gear.
AF
Recommended Action:
1. Inspect chip detectors for debris.
2. Inspect Oil filters and perform oil Sample.

T

Condition Indicator: TR GBX GM (Channel 32B – TR FA)

Introduction:
“TR GBX GM” is the Peak and RMS vibration amplitude at the
gearmesh frequency (# Teeth *RPM). The Peak amplitude is the value
at the gearmesh frequency. The RMS (Root Mean Square) is the square
root of the sum of the energy (modulation) around the gearmesh. As
gear teeth mesh, they roll and slide over each other. Modulation of the gearmesh can be caused by gear
misalignments, eccentricities, and/or tooth spacing errors. Fully 50% of gear failures are caused by
improper lubrication, incorrect gear loading or some condition related to changes in tooth contact
pattern.
D

R

The data acquisition is not taken synchronously.
AF
Probable Cause:
High gearmesh Peak values with similar RMS values generally indicate improper lubrication and/or
changes in gear loading. Tooth damage may have not yet occurred. High gearmesh Peak values with
substantially higher RMS values (1‐ (Peak/RMS) >.5) generally indicates gear modulation and possible
T
tooth damage.
Recommended Action:

Condition Indicator: T/R DS (Channel 53B – HB3)

Introduction:
“T/R DS ” is the Tail Rotor Driveshaft once per rev vibration level
obtained from the main gearbox lateral sensor. The data
acquisition is not synchronous to the Main Rotor.
Probable Cause:
Increases in T/R DS 1P may indicate shaft imbalance, misalignment or looseness. The potential also
exists for resonances near the support structure. These may be identified by comparing the SO1 level to
D
the once per rev value at the same location.
Recommended Action:
R
2. Inspect the driveshaft for looseness and excessive play.
3. Inspect support structure for loose or missing rivets.
AF
4. If results are negative, return aircraft to service and Close Monitor for increasing trends
T

Introduction:
Probable Cause:
D
Recommended Action:
R
AF
T

Introduction:
Probable Cause:
D
Recommended Action:
R
AF
T
Condition Indicator: T/R DS (Channel 39B – IGBV)

Introduction:
“T/R DS” is the Tail Rotor Driveshaft once per rev vibration level
obtained from the sensor. The data acquisition is not synchronous
to the Main Rotor.
Probable Cause:
D
Recommended Action:
R
AF
T
Condition Indicator: T/R DS 2P (Channel 53B – HB3)

Introduction:
“T/R DS 2P” is the Tail Rotor Driveshaft twice per rev vibration level
obtained from the main gearbox lateral sensor. Driveshaft
harmonics higher than the fundamental. This measurement is non‐synchronous.
Probable Cause:
High 2nd harmonics are an indication of misalignment, resonance or looseness of the shaft. The most
D
probable cause is a change in driveshaft alignment caused by coupling wear or bearing supports.
Recommended Action:
R
3. Inspect support structure for cracks and working rivets.
AF
4. Inspect fit between bearing and bearing liner if possible.

T

Introduction:
Probable Cause:
D
Recommended Action:
R
AF

T

Introduction:
Probable Cause:
D
Recommended Action:
R
AF

T
Condition Indicator: T/R DS 2P (Channel 39B – IGBV)

Introduction:
obtained from the sensor. Driveshaft misalignment or looseness
may excite second order or higher harmonics higher than the
Probable Cause:
D
Recommended Action:
R
AF

T
Condition Indicator: T/R DS 2P (Channel 38A – XSMNL)

Introduction:
harmonics higher than the fundamental. This measurement is non‐
synchronous.
Probable Cause:
D
R
Recommended Action:
AF

T
Condition Indicator: T/R DS 1P (Channel 38A – XSMNL)

Introduction:
“T/R DS 1P” is the Tail Rotor Driveshaft once per rev vibration level
obtained from the main gearbox lateral sensor. The data acquisition is
not synchronous to the Main Rotor.
Probable Cause:
Increases in T/R DS 1P may indicate shaft imbalance, misalignment or looseness.
D
Recommended Action:
R

AF
T
Condition Indicator: T/R BALANCE (Channel 32B – TR FA)

Introduction:
“T/R BALANCE” is the Tail Rotor in plane vibration level obtained
from the sensor. The data acquisition is done synchronously to the
Tail Rotor speed via a magnetic pickup located on the Tail Rotor.
Probable Cause:
Tail Rotor vibration is generally the result of the mass center of rotation being different from the center
D
of rotation in the plane with the rotor. Imbalance constitutes the most common cause of vibration.
Recommended Action:
R

1. Inspect for water intrusion in the blade and loss of leading edge abrasion strip material.
AF
manual.
T
Condition Indicator: T/R 4P (Channel 32B – TR FA)

Introduction:
“T/R 4P” is the Tail Rotor in‐plane 4/rev vibration level obtained
from the sensor. This data acquisition is non‐synchronous.
Probable Cause:
Tail Rotor 4P vibration can be the result of looseness, Blade passage
across the fuselage and / or stall and compressibility effects at high
airspeed. Changes in aircraft weight may affect the overall 4P levels. The most common cause of erratic
D
phase measurements is mechanical looseness.
Recommended Action:
R

1. Inspect Tail Rotor gearbox and structure for looseness and wear.
AF
manual.

T

Introduction:
“T/R 2P” is the Tail Rotor in‐plane 2/rev vibration level obtained
from the sensor. This data acquisition is non‐synchronous.
Probable Cause:
T/R 2P vibration is generally the result of a Split track between pairs
of Tail Rotor blades. Since the data acquisition is non‐synchronous,
looseness may also be indicated.
D
Recommended Action:

R
AF
manual.
T

Introduction:
“T/R 1P” is the Tail Rotor in‐plane vibration level obtained from the
sensor. This data acquisition is non‐synchronous.
Probable Cause:
Tail Rotor vibration is generally the result of the mass center of
rotation being different from the center of rotation in the plane with
the rotor. Imbalance constitutes the most common cause of this vibration. Since the data acquisition is
D
non‐synchronous, looseness may also be indicated.
Recommended Action:
R

1. Inspect for water intrusion in the blade and loss of leading edge abrasion strip material.
AF
manual.
T
Condition Indicator: TPDS SO2 (Channel 32B – TR FA)

Introduction:
“TPDS SO2” is the Tail Rotor Driveshaft second Order vibration level
Probable Cause:
D
phase related to shaft. Therefore only the imbalance and its harmonics remain. The most probable
R
Recommended Action:
AF

T
Condition Indicator: TPDS SO1 (Channel 32B – TR FA)

Introduction:
“TPDS SO1” is the Pylon Tail Rotor Driveshaft first Order vibration
level obtained from the hanger bearing #1 sensor. The data
acquisition is synchronous to the Tail Rotor driveshaft.
Probable Cause:
D
imbalance.
Recommended Action:
R
AF

T
Condition Indicator: PYLON DS 2P (Channel 32B – TR FA)

Introduction:
“PYLON DS 2P” is the Tail Rotor Driveshaft twice per rev vibration
level obtained from the main gearbox lateral sensor. Driveshaft
Probable Cause:
D
Recommended Action:
R
AF

T
Condition Indicator: PYLON DS 1P (Channel 32B – TR FA)

Introduction:
“PYLON DS 1P” is the Pylon Tail Rotor Driveshaft once per rev
vibration level obtained from the sensor. The data acquisition is
not synchronous to the Main Rotor.
Probable Cause:
Increases in PLYON DS 1P may indicate shaft imbalance, misalignment or looseness. The potential also
D
Recommended Action:
R
AF
T
Condition Indicator: OIL COOL BLWR (Channel 38A – XSMNL)

Introduction:
“OIL COOL BLWR” is the Oil Cooler Blower once per rev vibration level obtained from the main gearbox
fore and aft sensor. The data acquisition is not synchronous to the Main Rotor.
Probable Cause:
Increases in Oil Cooler Blower may indicate blower fan damage, shaft looseness or bearing wear.
Recommended Action:
D
1. Inspect Oil Cooler Blower blades for damage.
2. Inspect shaft for looseness and excessive play.
R

AF
T
Condition Indicator: OIL COOL BLWR (Channel 31A – XSMNF)

Introduction:
“OIL COOL BLWR” is the Oil Cooler Blower once per rev vibration level obtained from the main gearbox
fore and aft sensor. The data acquisition is not synchronous to the Main Rotor.
Probable Cause:
Increases in Oil Cooler Blower may indicate blower fan damage, shaft looseness or bearing wear.
Recommended Action:
D
1. Inspect Oil Cooler Blower blades for damage.
R

AF
T
Condition Indicator: MRS BULL GM (Channel 38A – XSMNL)

Introduction:
“MRS BULL GM” is the Peak and RMS vibration amplitude at the
gearmesh frequency (# Teeth *RPM). The Peak amplitude is the
value at the gearmesh frequency. The RMS (Root Mean Square) is
the square root of the sum of the energy (modulation) around the
gearmesh. As gear teeth mesh, they roll and slide over each other.
Modulation of the gearmesh can be caused by gear
misalignments, eccentricities, and/or tooth spacing errors. Fully
50% of gear failures are caused by improper lubrication, incorrect
D
gear loading or some condition related to changes in tooth contact
pattern.
R

AF
Probable Cause:
T
tooth damage.
Recommended Action:

Condition Indicator: MRS BULL GM (Channel 31A – XSMNF)

Introduction:
“MRS BULL GM” is the Peak and RMS vibration amplitude at the
D
pattern.
R

AF
Probable Cause:
T
tooth damage.
Recommended Action:

Condition Indicator: MRS BULL GMX2 (Channel 38A – XSMNL)

Introduction:
“MRS BULL GMX2” is the Peak and RMS vibration amplitude at
the gearmesh 2nd harmonic frequency. The Peak amplitude is the
value at the gearmesh 2nd harmonic. The RMS (Root Mean Square)
is the square root of the sum of the energy (modulation) around
the gearmesh 2nd harmonic. Gear misalignment or looseness may
excite second order or higher harmonics with sidebands of
running speed higher than the fundamental. This measurement is
non‐synchronous.
D
Probable Cause:
R
AF
Recommended Action:

T

Condition Indicator: MRS BULL GMX2 (Channel 31A – XSMNF)

Introduction:
“MRS BULL GMX2” is the Peak and RMS vibration amplitude at
non‐synchronous.
D
Probable Cause:
R
AF
Recommended Action:

T

Condition Indicator: M/R 4P (Channel 51A – RHVERT)

Introduction:
“M/R 4P” is the Main Rotor vertical 4 per rev vibration level obtained from the Left Hand vertical
sensor. The data acquisition is not synchronous to the Main Rotor.
Probable Cause:
levels. The most common cause of erratic phase vertical vibration is mechanical looseness.
D
Recommended Action:

R
AF

T
Condition Indicator: M/R 4P (Channel 44A – PHVERT)

Introduction:
“M/R 4P” from this sensor is the Main Rotor 4P vertical vibration level collected non synchronously.
This location is primarily used for nose absorber tuning although it may be used for troubleshooting Pilot
reported discrepancies.
Probable Cause:
D
Recommended Action:
R

AF
3. Inspect and adjust absorber in accordance the appropriate maintenance manual.
T
Condition Indicator: M/R 4P (Channel 37A – RHLAT)

Introduction:
“M/R 4P” at this location is the Main Rotor lateral 4 per rev vibration level obtained from the right hand
lateral sensor. The data acquisition is non synchronous to the Main Rotor.
Probable Cause:
Main Rotor 4P lateral vibration can be the result of looseness, Blade passage across the fuselage and / or
stall and compressibility effects at high airspeed. Changes in aircraft weight may affect the overall 4P
levels. The most common cause of erratic phase lateral vibration is mechanical looseness.
D
Recommended Action:

R
AF

T
Condition Indicator: M/R 4P (Channel 30A – LHVERT)

Introduction:
Probable Cause:
D
Recommended Action:

R
AF

T

Introduction:
Probable Cause:
Main Rotor 2P vertical vibration is a result of unequal lift produced by the main rotor blades. This
unequal lift can be a result of blade chord profile variances between blades, Pitch Change links and Trim
Tabs. Since this is a non synchronous acquisition, vibration that is non integer or phase related to the
Main rotor will also be present. The most common cause of erratic phase vertical vibration is
D
mechanical looseness.
Recommended Action:
R

AF
manual.
T

Introduction:
“M/R 2P” from this sensor is the Main Rotor vertical vibration level collected non synchronously. This
location is primarily used for nose absorber tuning although it may be used for troubleshooting Pilot
Probable Cause:
Main Rotor 2P vertical vibration is a result of unequal lift produced by the main rotor blades. The track
may appear as two pairs. This unequal lift can be a result of blade chord profile variances between
blades, Pitch Change links and Trim Tabs. Since this is a non synchronous acquisition, vibration that is
D
non integer or phase related to the Main rotor will also be present. The most common cause of erratic
phase vertical vibration is mechanical looseness.
R
Recommended Action:
AF
manual.
T

Introduction:
Probable Cause:
D
Recommended Action:
R

AF
manual.

T

Introduction:
“M/R 1P” is the Main Rotor vertical vibration level obtained by adding the Co‐Pilot and Pilot side
sensors and dividing by 2. The data acquisition is not synchronous to the Main Rotor.
Probable Cause:
D
Recommended Action:
R

AF
manual.

T

Introduction:
“M/R 1P” from this sensor is the Main Rotor vertical vibration level collected non synchronously. This
location is primarily used for nose absorber tuning although it may be used for troubleshooting Pilot
Probable Cause:
D
R
Recommended Action:

AF
manual.
T
Condition Indicator: M/R 1P (Channel 37A – RHLAT)

Introduction:
“M/R 1P” RHLAT from the Right Hand Lateral sensor is the Main Rotor lateral vibration level collected
non synchronously .
Probable Cause:
Main Rotor lateral vibration is generally the result of the mass center of rotation being different from
the center of rotation in the plane with the rotor. Since this measurement is non synchronous,
looseness may also be present.
D
Recommended Action:

R
2. Track and Balance the rotor system in accordance with the appropriate maintenance manuals.
AF

T

Introduction:
“M/R 1P” is the Main Rotor vertical vibration level obtained from the sensor.
Probable Cause:
D
Recommended Action:
R

AF
manual.

T
Condition Indicator: INT GBX GMX2 (Channel 39B – IGBV)

Introduction:
“INT GBX GMX2” is the Peak and RMS vibration amplitude at
the gearmesh 2nd harmonic frequency. The Peak amplitude is
the value at the gearmesh 2nd harmonic. The RMS (Root Mean
Square) is the square root of the sum of the energy
(modulation) around the gearmesh 2nd harmonic. Gear
harmonics with sidebands of running speed higher than the
D
Probable Cause:
R
AF
Recommended Action:

T

Condition Indicator: INT GBX GM (Channel 39B – IGBV)

Introduction:
“INT GBX GM” is the Peak and RMS vibration amplitude at the
gearmesh frequency (# Teeth *RPM). The Peak amplitude is the value
at the gearmesh frequency. The RMS (Root Mean Square) is the square
root of the sum of the energy (modulation) around the gearmesh. As
gear teeth mesh, they roll and slide over each other. Modulation of the gearmesh can be caused by gear
misalignments, eccentricities, and/or tooth spacing errors. Fully 50% of gear failures are caused by
improper lubrication, incorrect gear loading or some condition related to changes in tooth contact
pattern.
D

R

AF
Probable Cause:
T
tooth damage.
Recommended Action:

Condition Indicator: HYD/OIL PUMP 1P (Channel 38A – XSMNL)

Introduction:
“HYD/OIL PUMP 1P” is the Hydraulic or Oil pump once per rev vibration level obtained from the main
gearbox fore and aft sensor. The data acquisition is not synchronous to the Main Rotor.
Probable Cause:
Increases in HYD/OIL PUMP 1P may indicate drive spline wear, misalignment or looseness.
Recommended Action:
D
1. Inspect the drive spline for damage.
R

AF
T
Condition Indicator: HYD/OIL PUMP 1P (Channel 31A – XSMNF)

Introduction:
“HYD/OIL PUMP 1P” is the Hydraulic or Oil pump once per rev vibration level obtained from the main
gearbox fore and aft sensor. The data acquisition is not synchronous to the Main Rotor.
Probable Cause:
Increases in HYD/OIL PUMP 1P may indicate drive spline wear, misalignment or looseness.
Recommended Action:
D
1. Inspect the drive spline for damage.
R

AF
T
Condition Indicator: HELICAL GMX2 (Channel 38A – XSMNL)

Introduction:
“HELICAL GMX2” is the Peak and RMS vibration amplitude at the
gearmesh 2nd harmonic frequency. The Peak amplitude is the
non‐synchronous.
D
Probable Cause:
R
AF
Recommended Action:

T

Condition Indicator: HELICAL GMX2 (Channel 31A – XSMNF)

Introduction:
“HELICAL GMX2” is the Peak and RMS vibration amplitude at the
non‐synchronous.
D
Probable Cause:
R
AF
Recommended Action:

T

Condition Indicator: HELICAL GM (Channel 38A – XSMNL)

Introduction:
“HELICAL GM” is the Peak and RMS vibration amplitude at the
D
pattern.
R

AF
Probable Cause:
T
tooth damage.
Recommended Action:

Condition Indicator: HELICAL GM (Channel 31A – XSMNF)

Introduction:
“HELICAL GM” is the Peak and RMS vibration amplitude at the
D
pattern.
R

AF
Probable Cause:
T
tooth damage.
Recommended Action:

Condition Indicator: GEN/AC DR GMX2 (Channel 38A – XSMNL)

Introduction:
“GEN/AC DR GMX2” is the Peak and RMS vibration amplitude at
non‐synchronous.
D
Probable Cause:
R
AF
Recommended Action:

T

Condition Indicator: GEN/AC DR GMX2 (Channel 31A – XSMNF)

Introduction:
“GEN/AC DR GMX2” is the Peak and RMS vibration amplitude at
non‐synchronous.
D
Probable Cause:
R
AF
Recommended Action:

T

Condition Indicator: GEN/AC DR GM (Channel 38A – XSMNL)

Introduction:
“GEN/AC DR GM” is the Peak and RMS vibration amplitude at the
D
pattern.
R

AF
Probable Cause:
T
tooth damage.
Recommended Action:

Condition Indicator: GEN/AC DR GM (Channel 31A – XSMNF)

Introduction:
“GEN/AC DR GM” is the Peak and RMS vibration amplitude at the
D
pattern.
R

AF
Probable Cause:
T
tooth damage.
Recommended Action:

Condition Indicator: ENGINE BB (Channel 36A – ENG1C)
Introduction:

“ENGINE BB” is the Engine Peak and RMS vibration level
between 12000 – 72000 RPM. The Peak vibration is
recorded at the RPM with the highest vibration level in
this range. The RMS is the total vibration energy in the
range. The data acquisition is non‐synchronous.

D
Probable Cause:
R
The ENGINE BB is intended to capture the Compressor and Power Turbine vibration level regardless of
speed. This condition indicator has successfully detected Compressor damage due to FOD.
AF
Charge coupled accelerometers are installed in high temperature applications because they contain no
internal amplifiers that maybe affected by heat. When using a charge‐mode accelerometer, cabling can
add to capacitance and affect the noise floor of the accelerometer’s output signal and thereby its
readings. Generally cabling problems this will show up as low end noise and random frequencies in the
Advisory spectrum. Proper accelerometer installations will exhibit clearly defined frequencies.
T
Recommended Action:
1. Inspect Engine for damage due to FOD.
2. If low end noise is present, Cabling and connector Inspect pins for condition, corrosion and
security.
3. Inspect wires at the pin crimp and in the connector shell for evidence of black carbon conductive
coating. Any amount of this black coating remaining on the wire or the scrapings from cleaning
the wire can cause a problem by changing the overall capacitance. If present, remove carbon
wrap from around the wires by scraping (abrade) the carbon which coats the wire.

Condition Indicator: ENGINE BB (Channel 7A – ENG1C)
Introduction:
“ENGINE BB” is the Engine Peak and RMS vibration level
between 12000 – 72000 RPM. The Peak vibration is
recorded at the RPM with the highest vibration level in
this range. The RMS is the total vibration energy in the
range. The data acquisition is non‐synchronous.
D
Probable Cause:
The ENGINE BB is intended to capture the Compressor and Power Turbine vibration level regardless of
speed. This condition indicator has successfully detected Compressor damage due to FOD.
R
Charge coupled accelerometers are installed in high temperature applications because they contain no
internal amplifiers that maybe affected by heat. When using a charge‐mode accelerometer, cabling can
add to capacitance and affect the noise floor of the accelerometer’s output signal and thereby its
AF
readings. Generally cabling problems this will show up as low end noise and random frequencies in the
Advisory spectrum. Proper accelerometer installations will exhibit clearly defined frequencies.
Recommended Action:

T
1. Inspect Engine for damage due to FOD.
2. If low end noise is present, Cabling and connector Inspect pins for condition, corrosion and
security.
3. Inspect wires at the pin crimp and in the connector shell for evidence of black carbon conductive
coating. Any amount of this black coating remaining on the wire or the scrapings from cleaning
the wire can cause a problem by changing the overall capacitance. If present, remove carbon
wrap from around the wires by scraping (abrade) the carbon which coats the wire.

Condition Indicator: ENG DS 1P (Channel 38A – XSMNL)

Introduction:
“ENG DS 1P” is the Engine driveshaft once per rev vibration level obtained from the main gearbox fore
and aft sensor. The data acquisition is not synchronous to the Main Rotor.
Probable Cause:
Increases in ENG DS 1P may indicate shaft imbalance, misalignment or looseness.
Recommended Action:
D
1. Inspect the Engine driveshaft for damage.
R

AF
T
Condition Indicator: ENG DS 1P (Channel 31A – XSMNF)

Introduction:
“ENG DS 1P” is the Engine driveshaft once per rev vibration level obtained from the main gearbox fore
and aft sensor. The data acquisition is not synchronous to the Main Rotor.
Probable Cause:
Increases in ENG DS 1P may indicate shaft imbalance, misalignment or looseness.
Recommended Action:
D
1. Inspect the Engine driveshaft for damage.
R

AF
T
Condition Indicator: BEVEL GMX2 (Channel 38A – XSMNL)

Introduction:
“BEVEL GMX2” is the Peak and RMS vibration amplitude at the
non‐synchronous.
D
Probable Cause:
R
AF
Recommended Action:

T

Condition Indicator: BEVEL GMX2 (Channel 31A – XSMNF)

Introduction:
“BEVEL GMX2” is the Peak and RMS vibration amplitude at the
non‐synchronous.
D
Probable Cause:
R
AF
Recommended Action:

T

Condition Indicator: BEVEL GM (Channel 38A – XSMNL)

Introduction:
“BEVEL GM” is the Peak and RMS vibration amplitude at the
D
pattern.
R

AF
Probable Cause:
T
tooth damage.
Recommended Action:

Condition Indicator: BEVEL GM (Channel 31A – XSMNF)

Introduction:
“BEVEL GM” is the Peak and RMS vibration amplitude at the
D
pattern.
R

AF
Probable Cause:
T
tooth damage.
Recommended Action:

Condition Indicator: AC GEN 1P (Channel 38A – XSMNL)

Introduction:
“AC GEN 1P” is the AC Generator once per rev vibration level obtained from the main gearbox fore and
aft sensor. The data acquisition is not synchronous to the Main Rotor.
Probable Cause:
Increases in AC GEN 1P are generally the result of generator bearing or drive spline wear. This frequency
is very close to the 2/rev of the Engine driveshaft which may be caused by engine misalignment.
D
Recommended Action:

1. Inspect AC Generator drive splines for wear
R
and shaft for looseness and worn bearings.
2. Inspect Engine drive shafts for looseness and
misalignment.
AF
3. If results are negative, return aircraft to
service and Close Monitor for increasing
trends.

T
Condition Indicator: AC GEN 1P (Channel 31A – XSMNF)

Introduction:
“AC GEN 1P” is the AC Generator once per rev vibration level obtained from the main gearbox fore and
aft sensor. The data acquisition is not synchronous to the Main Rotor.
Probable Cause:
Increases in AC GEN 1P are generally the result of generator bearing or drive spline wear. This frequency
is very close to the 2/rev of the Engine driveshaft which may be caused by engine misalignment.
D
Recommended Action:

1. Inspect AC Generator drive splines for wear
R
and shaft for looseness and worn bearings.
2. Inspect Engine drive shafts for looseness and
misalignment.
AF
3. If results are negative, return aircraft to
service and Close Monitor for increasing
trends.

T

Introduction:
Probable Cause:
D
Recommended Action:
R
AF

T

S-76C+ Post 511 VXP Diagnostic Manual

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S-76C+ Post 511 VXP Diagnostic Manual

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DATE: AUGUST 13, 2010

VXP HEALTH MONITORING SYSTEM

INSTALLATION IAW STC# SR01135NY-D

USE OR DISCLOSURE OF INFORMATION IN THIS DOCUMENT IS SUBJECT

Figure 1: S-76C Sensor Locations

USE OR DISCLOSURE OF INFORMATION IN THIS DOCUMENT IS SUBJECT

TABLE 1: SENSOR LIST

2. S-76C Drive Train System

USE OR DISCLOSURE OF INFORMATION IN THIS DOCUMENT IS SUBJECT

DESCRIPTION COMPONENT / LABEL RPM Hz ORDER

Main Rotor M/R 1P 313.5 5.23 1

USE OR DISCLOSURE OF INFORMATION IN THIS DOCUMENT IS SUBJECT

Bevel Gear Bevel Pinion 4559.9 76.00 14.55

TRGB GM 77509 1291.82 247.2

USE OR DISCLOSURE OF INFORMATION IN THIS DOCUMENT IS SUBJECT

Eng Ng Power Drive HT 8685.2 144.75 27.7

3. Available Manual Data Collections

TREND_NAME REGIME_NAME VIB_SENSOR_NAME VCH MAX_F UNIT WND AVG

T:M/R ORDERS GROUND RH-LAT Lateral 37 10.000o ips FLAT 3

T:M/R ORDERS GROUND PHVERT Vertical 44 10.000o ips FLAT 3

T:M/R ORDERS GROUND RHVERT Vertical 51 10.000o ips FLAT 3

T:M/R ORDERS GROUND LHVERT Vertical 30 10.000o ips FLAT 3

T:M/R ORDERS HOVER MR VERT Vertical 30+51 10.000o ips FLAT 3

T:M/R ORDERS HOVER RH-LAT Lateral 37 10.000o ips FLAT 3

T:M/R ORDERS HOVER PHVERT Vertical 44 10.000o ips FLAT 3

T:M/R ORDERS HOVER RHVERT Vertical 51 10.000o ips FLAT 3

T:M/R ORDERS HOVER MR ROLL Lateral 30-51 10.000o ips FLAT 3

T:M/R ORDERS HOVER LHVERT Vertical 30 10.000o ips FLAT 3

T:M/R ORDERS 125 KIAS RH-LAT Lateral 37 10.000o ips FLAT 3

TREND_NAME REGIME_NAME VIB_SENSOR_NAME VCH MAX_F UNIT WND AVG

T:M/R ORDERS 125 KIAS PHVERT Vertical 44 10.000o ips FLAT 3

T:M/R ORDERS 125 KIAS RHVERT Vertical 51 10.000o ips FLAT 3

T:M/R ORDERS 125 KIAS LHVERT Vertical 30 10.000o ips FLAT 3

T:M/R ORDERS 145 KIAS RH-LAT Lateral 37 10.000o ips FLAT 3

T:M/R ORDERS 145 KIAS RHVERT Vertical 51 10.000o ips FLAT 3

T:M/R ORDERS 155 KIAS PHVERT Vertical 44 10.000o ips FLAT 3

T:M/R ORDERS 155 KIAS RHVERT Vertical 51 10.000o ips FLAT 3

3.1.2. Airframe Sigs

TREND_NAME REGIME_NAME VIB_SENSOR_NAME VCH MAX_F UNIT WND AVG

TREND_NAME REGIME_NAME VIB_SENSOR_NAME VCH MAX_F UNIT WND AVG

T:Airframe Sigs Ground T/R Pylon Fore/Aft 32 10.000o ips FLAT 3

T:Airframe Sigs Ground T/R Pylon Fore/Aft 32 10.000o ips FLAT 3

USE OR DISCLOSURE OF INFORMATION IN THIS DOCUMENT IS SUBJECT

TREND_NAME REGIME_NAME VIB_SENSOR_NAME VCH MAX_F UNIT WND AVG

T:Airframe Sigs Hover T/R IGB Vertical 39 10.000o ips FLAT 3

T:Airframe Sigs Hover T/R Pylon Fore/Aft 32 10.000o ips FLAT 3

USE OR DISCLOSURE OF INFORMATION IN THIS DOCUMENT IS SUBJECT

TREND_NAME REGIME_NAME VIB_SENSOR_NAME VCH MAX_F UNIT WND AVG

3.1.3. Engine Signatures

TREND_NAME REGIME_NAME VIB_SENSOR_NAME VCH MAX_F UNIT WND AVG

TREND_NAME REGIME_NAME VIB_SENSOR_NAME VCH MAX_F UNIT WND AVG

USE OR DISCLOSURE OF INFORMATION IN THIS DOCUMENT IS SUBJECT

4. Recommendations for Monitor Advisories

USE OR DISCLOSURE OF INFORMATION IN THIS DOCUMENT IS SUBJECT

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