TRAINING PUBLICATION PMC-3C-A0126-AF001-00

CHAPTER

18
VIBRATION AND NOISE ANALYSIS
AND ATTENUATION
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SECTION 10
VIBRATION ANALYSIS

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GENERAL DESCRIPTION
One of the most important prerequisites for helicopter flight is that the main
rotor blades maintain the same track (tip path) during all flight conditions.
Because of differences in aerodynamic effectiveness between blades, due to
manufacturing tolerances (camber, flexibility, C. of G. position, etc.), which
are not detectable by static balancing, out of track conditions may occur.
The effect of these out of track conditions is the production of a vertical
vibration whose frequency is one times the rotor speed, hence the terms
“one per rev.” or “one to one” vibration.
The vibrations felt from an out of track condition on a fully articulated rotor
system are largely due to drag differences between the blades, resulting
from unequal lift, causing an unbalanced condition.
Tracking of a main rotor is the checking and adjusting of each of the blades
so that their lift/drag potentials will be equal, and their tip paths coincident
under all flight conditions.
CHADWICH "VIBREX 2000" ELECTRONIC TRACKING AND
DYNAMIC BALANCE SYSTEM
The VIBREX 2000 is a portable electronic system designed for use with
fixed or rotary winged aircraft. Typical tasks performed by the system are:
• Main rotor track and dynamic balance check.
• Tail rotor dynamic balance check.
• Vibration absorber tuning check.
• Components vibration check.
The generic components of the system are:
• Vibrex 2000 balancer.
• Strobex light.
• Speed sensor.
• Balancer power supply.
• 28 Vd.c. power supply cable.
• Velocimeters.
• Photocell and processor.
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The Balancer is the functional heart of the VIBREX 2000 system, is
controlled by the operator and is powered by a 28 Vd.c. The unit is provided
with a liquid crystal display which shows the function that can be performed
and providing the operator the information from the velocimeters. Four key
buttons and other functional buttons are available to operate the unit. The
STROBEX light is a device which is used to acquire the rotor blade track,
synchronized with the rotor R.P.M. This light is pointed, by the operator, at
the main rotor blade plane to illuminates the reflective strips that are bonded
on the undersides of the main rotor blade, fixing in the horizon the blade
track position.
The speed transducer, referred to as ‘one-per-rev sensor’ is a magnetic pick-
up device that is always installed on the main rotor assembly.
Two velocimeters are installed inside the helicopter in order to acquire
amplitude value (i.p.s) for vertical and lateral vibration during main rotor
dynamic balance; one velocimeter is installed on the tail boom, close to the
tail gear box, during tail rotor dynamic balance. The units are connected to
the Balancer.
OPERATION
The ‘VIBREX 2000’ system permits rotor balancing and blade tracking from
inside the helicopter, while it is on the ground or in flight. For tracking check
it utilizes a STROBEX light, which, when aimed at reflective strips on the
undersides of the blade, permits to determine the track of each blade
through the vertical relationships of the targets. There are five basic
operations in the tracking procedure for the A109, these are:
• Ground tracking check
In this condition the track of the blades is checked while they are
producing minimal aerodynamic reaction. Necessary adjustments to
the track are achieved by changing the length of the appropriate Pitch
Change Links.
• Dynamic balancing
The dynamic balancing of the main rotor assembly, is performed on
ground, after the first step ‘A’ ground tracking check. This operation is
accomplished utilizing velocimeters and the Balancer equipment.
Adjustment of the main rotor assembly balance is obtained changing
steel weights on the blade retention bolts.
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NOTE
The main rotor is considered in a smooth operating
condition, when vertical and lateral one per rev. vibrations
are equal or below 0,2 IPS.
• In hover tracking check
This check is performed with the helicopter in a steady hover, at a
specified gross weight, and out of ground effect. Out of track conditions
are corrected adjusting the length of the appropriate pitch change links.
NOTE
The rotation of one graduation displaces the blade
reference strip by approximately 4 mm; the maximum
vertical displacement allowed between different strips is 6
mm.
• In hover tracking check
This check is performed with the helicopter in a steady hover, at a
specified gross weight, and out of ground effect. Out of track conditions
are corrected adjusting the length of the appropriate pitch change links.
NOTE
The rotation of one graduation displaces the blade
reference strip by approximately 4 mm; the maximum
vertical displacement allowed between different strips is 6
mm.
• Autorotation R.P.M. check
This check is carried out after the “hover track”. It is performed with the
helicopter at a specified gross weight, during a straight autorotative
descent at a constant airspeed of 70 kts.
The rotor R.P.M. should be as indicated on M.M. autorotation chart. If
the R.P.M. is not as specified on chart, corrections are made by
adjusting the length of all four Pitch Change Links EQUALLY.
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NOTE
The rotation of one graduation change the NR speed by
approximately 1.5 %.
• Medium speed tracking check
This check is performed with the helicopter in level forward
translational flight at 80 kts. Out of track conditions are corrected by
adjusting the angle of the bendable trailing trim tab.
• High speed tracking check
Similar to the previous check, but carried out at 140 kts in level forward
flight and at Vne in a dive. Out of track conditions are corrected by
adjusting the angle of the bendable trailing trim tab.
NOTE
If the blades are low, trim tab must be bent UPWARDS
(max 8°). If a blade is high, trim tab must be bent
DOWNWARDS (max 8°).
• Tail rotor balancing
The tail rotor dynamic balancing is necessary in order to minimize
vibrations due to an asymmetrical distribution of masses on the rotor
plane of rotation.
NOTE
The tail rotor must be statically balanced before to perform
the tail rotor dynamic balancing.
• Dynamic balancing
The dynamic balancing of the tail rotor assembly is performed on
ground. This operation is accomplished utilizing one velocimeter the
Balancer and Photocell equipment.
Adjustment of the tail rotor dynamic balance is obtained changing
weights on the balance disk.
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NOTE
The tail rotor is considered in a smooth operating
condition, when lateral one per rev. vibrations are equal or
below 0,2 IPS.

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ICN-ZK-A-181000-G-A0126-00808-A-01-1

VIBREX 2000 EQUIPMENT

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VIBREX 2000 INSTALLATION

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VIBREX 2000 INSTALLATION

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SPECIAL TOOLS

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M.R. PITCH CHANGE LINK ADJUSTMENT

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M.R. BLADE RETENTION BOLT

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M.R. TRACKING CHARTS

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M.R. DYNAMIC BALANCE CHART

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M.R. AUTOROTATION RPM CHART

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M.R. TRACKING CHART (FORWARD FLIGHT)

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T.R. STATIC BALANCE TOOL SET

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T.R. STATIC BALANCE WEIGHTS LOCATION

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T.R. DYNAMIC BALANCE VIBREX 2000 EQUIPMENT

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T.R. DYNAMIC BALANCE VIBREX 2000 EQUIPMENT INSTALLATION

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T.R. DYNAMIC BALANCE VIBREX 2000 EQUIPMENT INSTALLATION

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T.R DYNAMIC BALANCE CHART

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SECTION 60
PASSIVE ATTENUATION

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GENERAL DESCRIPTION
The helicopter is provided with a vibration absorber system designed to
minimize four-per-revolution main rotor vertical vibrations.
The standard vibration absorber system for A109E includes two identical
absorber units installed face to face under the first row of passengers seats.
For the A109S/AW109SP the system consists of a single or double unit
installed behind the pilot seat and for A109S only an additional single unit
could be installed in the RH side of the nose compartment. Each absorber
unit is secured in place by a support mounted to the cabin floor with
attaching hardware. Each absorber consists of a tube, a weight (located at
its end at a preset distance) and adjustment washers (when applicable).
The aim of this installation is to induce, during flight, the weights of the
system to vibrate with a frequency similar to the value of the 4 X Rev, but of
opposite phase to the main rotor vertical vibrations.
The adjustment must be carried out when the following conditions exist:
• New assemblies not previously adjusted
• Replacement of weight
• Presence of high 4Xrev vibrations
The following equipment is required for the adjustment:
• Spectral analyzer (with a minimum frequency resolution of 0.1 Hz)
• Balancer
• Accelerometer or velocimeter
• Non-metallic mallet.
ADJUSTMENT PROCEDURE
INITIAL AND FINAL ADJUSTMENT
The initial adjustment must be carried out on ground, with engines off, and is
done to calibrate the vibration absorber resonance frequency with the 4Xrev
frequency of the helicopter.
The vibration absorber system installed in the passenger compartment
resonant frequency (value relative at only the weights) is 25.8 Hz. The
vibration absorber system installed in the nose compartment is 26,00 Hz.
If by striking the weights with a plastic mallet, the above resonance
frequency is not obtained, move the weight along the tube, until the correct
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valve is obtained. Install 4 washers on RH absorber and 3 washers on LH
absorber. Strike the absorbers weights again. The resonant frequency must
be 25,4 Hz for RH absorber, 25,5 Hz for LH absorber and 25,7 Hz for the
nose absorber.
NOTE
Ensure that main rotor track and balance are within acceptable limit.
For final adjustment, perform a level flight at low height (1000 Ft) with take-
off weight close to the maximum allowed and check the 4Xrev vertical
vibration (l.p.s.) of the helicopter at Maximum Continuous Power speed.
Check the correct operation of the vibration absorber system by performing
a level flight at 40 kts with NR at 100% and 102% (in accordance with
operating procedure and limitations contained in the helicopter current F.M.
issue).
The system is correctly adjusted when during flight at 102% NR a significant
increase in vibratory level of absorbers noted.
If during flight, 4Xrev vertical vibratory level above the desired amount was
noted, install or remove adjustment washers, starting with system in which
less oscillatory displacement was observed (in flight at M.C.P. speed) until
the minimum vibratory level is achieved.
REFERENCE VALUE
The maximum 4Xrev (25.67 Hz) helicopter vibratory level, recorded on the
accelerometer during flight test is:
• 0.6 l.p.s. (vertical) – this value is just an indication on how to obtain a
smooth flight.
At the following conditions:
• Helicopter weight 2720 kg
• Speed 140 kts
• 3000 Feet
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INSPECTION
Inspections have to be performed for the attaching hardware, for weights,
tubes, supports and the areas surrounding the fuselage attachment points
and fuselage insert damages looseness or cracks.

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PASSIVE ATTENUATION INSTALLATION

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NOSE PASSIVE ATTENUATION INSTALLATION (A109S ONLY)

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