Chapter 18 - Vibration and Noise Analysis and Attenuation

Agusta AB139 / AW139 (PWC PT6) Type Course Chapter 18
CHAPTER
18
VIBRATION AND NOISE

ANALYSIS AND
ATTENUATION
Rev :00 Rev Date 17.08.2020 For Training Purpose Only Page 1
PAGE INTENTIONALLY LEFT BLANK
SECTION 10
VIBRATION ANALYSIS
GENERAL DESCRIPTION adjustments to the track (vertical vibrations) are achieved by

changing the length of the appropriate Pitch Change Links.
Generally an important prerequisite for helicopter flight is that the
GROUND DYNAMIC BALANCING (MPOG)
main rotor blades maintain as much as possible the same track (tip
The dynamic balancing of the main rotor assembly is performed on
path) during all flight conditions.
ground, after the ground tracking check. This operation is
For the tail rotor blade as well, it’s important to maintain as much accomplished utilizing a velocimeter and the Balancer equipment.
as possible the same conditions, in terms of track and balance Adjustment of the main rotor assembly balance is obtained
during the different flight conditions. installing or removing weights on the blade retention bolts
Taking in account of all the possible differences in aerodynamic (maximum 400g for each blade retention bolt).
effectiveness between blades, due to manufacturing tolerances NOTE

(camber, flexibility, C. of G. position, etc.), which are not detectable The main rotor is considered in a smooth operating condition, when
by static balancing, out of track conditions may occur. vertical and lateral vibrations are equal or below 0,15 IPS (for
The effect of these out of track conditions is the production of a lateral) and less or equal to 0.3 (for vertical).
vertical imbalance. Vibration in which frequency is one times the
rotor speed, hence the terms “one per rev.” or “one to one” IN HOVER TRACKING CHECK
vibration.
This check is performed with the helicopter in a steady hover, at a
The vibrations coming from an out of track condition on a fully specified gross weight (more than 5t), and out of ground effect.
articulated rotor system are largely due to drag differences Out of track conditions are corrected adjusting the length of the
between the blades, resulting from unequal lift, causing an appropriate pitch change links.
unbalanced condition.
Tracking of a main rotor is the check and adjustment of each blade NOTE
so that their lift/drag potentials will be equal, and their tip paths One full turn of the pitch link changes the pitch of a blade of 1°,
coincident under all flight conditions. the scale located on the pitch link is divided in 15 steps.
IN HOVER BALANCING CHECK

MAIN ROTOR BLADES
The dynamic balancing of the main rotor assembly is performed in
GROUND TRACKING (MPOG) a steady hover condition. This operation is accomplished utilizing a
velocimeter and the Balancer equipment. Adjustment of the main
In this condition the track and balance of the blades is checked rotor assembly balance is obtained installing or removing weights
while they are producing minimal aerodynamic reaction. Necessary on the blade retention bolts.
For Training Purposes Only AW 139 –VIBRATION AND NOISE ANALYSIS AND ATTENUATION Chapter 18 Page 4
NOTE NOTE
The main rotor is considered in a smooth operating condition, when If the blades are low, trim tab must be bent UPWARDS (max 8°). If
vertical and lateral vibrations are equal or below 0,15 IPS (for a blade is high, trim tab must be bent DOWNWARDS (max 8°).
lateral and vertical). The outer trim tab is used to adjust tracking at 120 knots.
The inner trim tab is used to adjust tracking at VH. On the same
80 KNOTS SPEED TRACKING CHECK blade, you must bend the outer and inner trim tabs to
the same direction.
This check is performed with the helicopter in level forward
translational flight at 80 kts. Out of track conditions are corrected 120 / VH KNOTS BALANCING CHECK
by adjusting the angle of the length of the appropriate pitch change
links. Similar to the previous check but carried out at 120 kts in level
forward flight and at VH. This operation is accomplished utilizing a
80 KNOTS BALANCING CHECK velocimeter and the Balancer equipment.
Adjustment of the main rotor assembly balance is obtained
The dynamic balancing of the main rotor assembly is performed in installing or removing weights on the blade retention bolts.
level forward translational flight at 80 knots.
This operation is accomplished utilizing a velocimeter and the NOTE
Balancer equipment. The main rotor is considered in a smooth operating condition, when
Adjustment of the main rotor assembly balance is obtained vertical and lateral vibrations are equal or below 0,5 IPS (for lateral
installing or removing weights on the blade retention bolts. and vertical)
NOTE TAIL ROTOR BLADES

The main rotor is considered in a smooth operating condition, when
vertical and lateral vibrations are equal or below 0,5 IPS (for lateral TAIL ROTOR BALANCING
and vertical)
The tail rotor dynamic balancing is necessary in order to minimize
120 / VH KNOTS SPEED TRACKING CHECK vibrations due to an asymmetrical distribution of masses on the
rotor plane of rotation and in order to maintain as much as possible
Similar to the previous check but carried out at 120 kts in level the same plane of rotation of the four Tail rotor blades.
forward flight and at VH. Out of track conditions are corrected by
adjusting the angle of the bendable trailing trim tab.
DYNAMIC BALANCING
The dynamic balancing of the tail rotor assembly is performed on

Ground (MPOG), in hovering, at 80 and 140 knots. This operation is
accomplished utilizing two velocimeters, installed on the tail gear
box, the Balancer and Photocell equipment installed on the vertical
fin. A reflective strip is installed on the target blade (yellow).
Adjustment of the tail rotor dynamic balance is obtained changing
weights on the blade bolt and adjusting the length of the pitch link.
NOTE
The tail rotor is considered in a smooth operating condition, when
lateral and vertical vibrations are equal or below the listed values:
• MPOG: 0.1IPS for lateral vibrations; 0.2 IPS for vertical vibrations
Hovering: 0.1IPS for lateral vibrations; 0.2 IPS for vertical
vibrations
80 knots: 0.5 IPS for the lateral vibrations; 0.5 IPS for the vertical
vibrations
140knots: 0.1IPS for lateral vibrations; 0.2 IPS for vertical
Vibrations
PASSIVE ATTENUATION
PASSIVE ATTENUATION SYSTEM
The AW139 helicopter is provided with a vibration absorber system

designed to minimize five-per-revolution main rotor vibrations.
The vibration absorber system includes two identical absorber units
installed face to face under the floor, behind pilot and co-pilot seat.
Each absorber unit is secured in place by a support mounted to the
cabin floor with attaching hardware. Each absorber consists of a
tube, weight (located at his end at a preset distance) and
adjustment washers.
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
5Xrev of the main rotor (24.5 Hz maximum). In that way the
inducted resonance frequency will tend to reduce the 5Xrev
frequency value characteristic of the helicopter.
The adjustment must be carried out when the following conditions
exist:
• New assemblies not previously adjusted
• Replacement of weight
• Presence of high 5Xrev vibrations
As optional equipment it’s possible to install an additional mass

located at the end of the passenger cabin left hand side (STA
5307.00).
SPECIAL TOOLS / TEST EQUIPMENT (SHEET 2 OF 3)

Chapter 18 - Vibration and Noise Analysis and Attenuation

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Agusta AB139 / AW139 (PWC PT6) Type Course Chapter 18

VIBRATION AND NOISE

PAGE INTENTIONALLY LEFT BLANK

GENERAL DESCRIPTION adjustments to the track (vertical vibrations) are achieved by

effectiveness between blades, due to manufacturing tolerances NOTE

IN HOVER BALANCING CHECK

NOTE TAIL ROTOR BLADES

The dynamic balancing of the tail rotor assembly is performed on

PASSIVE ATTENUATION SYSTEM

The AW139 helicopter is provided with a vibration absorber system

As optional equipment it’s possible to install an additional mass

SPECIAL TOOLS / TEST EQUIPMENT (SHEET 2 OF 3)

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