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HC Vibration 1

Extreme low frequency vibration of around 2-3 cycles per second is caused by the rotor, mast, and transmission system rocking. Dampening is incorporated to absorb this vibration. Low frequency 1/rev and 2/rev vibrations are caused by differences in blade lift. Medium 4/rev and 6/rev vibrations are inherent and can increase if the fuselage absorbs less vibration or has loose components. High frequencies are caused by anything rotating at high speeds, like a loose swashplate. Blade tracking ensures the blade tips follow the same path by marking their positions and making corrections. Tail rotor tracking also marks the blade tips to determine corrections needed to keep them in tolerance.

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52 views9 pages

HC Vibration 1

Extreme low frequency vibration of around 2-3 cycles per second is caused by the rotor, mast, and transmission system rocking. Dampening is incorporated to absorb this vibration. Low frequency 1/rev and 2/rev vibrations are caused by differences in blade lift. Medium 4/rev and 6/rev vibrations are inherent and can increase if the fuselage absorbs less vibration or has loose components. High frequencies are caused by anything rotating at high speeds, like a loose swashplate. Blade tracking ensures the blade tips follow the same path by marking their positions and making corrections. Tail rotor tracking also marks the blade tips to determine corrections needed to keep them in tolerance.

Uploaded by

Banana
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Extreme Low Frequency Vibration

Extreme low frequency vibration is pretty well limited to pylon


rock. Pylon rocking (two to three cycles per second) is inherent
with the rotor, mast, and transmission system. To keep the
vibration from reaching noticeable levels, transmission mount
dampening is incorporated to absorb the rocking.

Low Frequency Vibration


Low frequency vibrations (1/rev and 2/rev) are caused by the
rotor itself. 1/rev vibrations are of two basic types: vertical or
lateral. A 1/rev is caused simply by one blade developing more lift
at a given point than the other blade develops at the same point.
Medium Frequency Vibration
Medium frequency vibration (4/rev and 6/rev) is another vibration
inherent in most rotors. An increase in the level of these vibrations
is caused by a change in the capability of the fuselage to absorb
vibration, or a loose airframe component, such as the skids,
vibrating at that frequency.

High Frequency Vibration


High frequency vibrations can be caused by anything in the
helicopter that rotates or vibrates at extremely high speeds. The
most common and obvious causes: loose elevator linkage at
swashplate horn, loose elevator, or tail rotor balance and track.
Rotor Blade Tracking
Blade tracking is the process of determining the positions of
the tips of the rotor blades relative to each other while the
rotor head is turning, and of determining the corrections
necessary to hold these positions within certain tolerances.
The blades should all track one another as closely as
possible. The purpose of blade tracking is to bring the tips
of all blades into the same tip path throughout their entire
cycle of rotation.
Flag and Pole
The flag and pole method, shows the relative positions of
the rotor blades. The blade tips are marked with chalk or a
grease pencil. Each blade tip should be marked with a
different color so that it is easy to determine the relationship
of the other tips of the rotor blades to each other. This
method can be used on all types of helicopters that do not
have jet propulsion at the blade tips.
Tail Rotor Tracking
The marking and electronic methods of tail rotor tracking are
explained in the following paragraphs.
Marking Method
Procedures for tail rotor tracking using the marking method, as
shown in Figure 2-55, are as follows:
• After replacement or installation of tail rotor hub, blades, or
pitch change system, check tail rotor rigging and track tail rotor
blades. Tail rotor tip clearance shall be set before tracking and
checked again after tracking. • The strobe-type tracking device
may be used if available. Instructions for use are provided with
the device.
Attach a piece of soft rubber hose six inches long on the end of
a ½ × ½ inch pine stick or other flexible device. Cover the
rubber hose with Prussian blue or similar type of coloring
thinned with oil. NOTE: Ground run-up shall be performed by
authorized personnel only. Start engine in accordance with
applicable maintenance manual. Run engine with pedals in
neutral position. Reset marking device on underside of tail
boom assembly. Slowly move marking device into disk of tail
rotor approximately one inch from tip. When near blade is
marked, stop engine and allow rotor to stop. Repeat this
procedure until tracking mark crosses over to the other blade,
then extend pitch control link of unmarked blade one half turn.

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