DATE: APRIL 1, 2004

VXP HEALTH MONITORING SYSTEM

MAINTENANCE AND COMPONENT FAULT COVERAGE

FOR THE

S-76A AIRCRAFT

Prepared For:
Civil Aviation Authority
Design and Production Standards Division
PROPULSION DEPARTMENT
SAFETY REGULATION GROUP
AVIATION HOUSE
GATWICK AIRPORT SOUTH
WEST SUSSEX RH6 OYR

Prepared By:
HONEYWELL INTERNATIONAL
CHADWICK SYSTEMS
ATTN: BILL SULLIVAN
4601 NORTH ARDEN DRIVE
EL MONTE, CA 91731
(626) 575-6161
(626) 350-4236 FAX
bill.sullivan@Honeywell.com
 DATE: APRIL 1, 2004
1. Introduction.
The purpose of this document is to provide a description of Maintenance/ Component
Fault Coverage of the Chadwick Systems VXP Health Monitoring System as currently
implemented on the S-76A Aircraft. The following will be covered in subsequent
paragraphs.

A. Vibration sensor location on the S-76A Aircraft

B. System coverage of Manufacturer maintenance requirements
C. Overview of VXP Continuous Component Vibration Monitoring
D. S-76 Drive Train Fault Coverage Matrix

2. Sensor Locations.
Figure 1: Sensor location diagram below shows an overall view of where sensors are
located on the S-76A aircraft for the current installation (STC # SH01-13 dtd March 1,
2001). The Table 1 provides the sensor type and the primary purpose of the location.

Figure 1: S-76A Sensor Locations

 DATE: APRIL 1, 2004

TABLE 1: SENSOR LIST

Sensor
Sensor Location No. Direction Sensor Type Primary Purpose
Cockpit Centerline 1 Lateral Velocimeter Absorber Tuning
Optical Tracker 2 N/A Tracker Main Rotor Tracking
Copilot Seat * 3 Vertical Velocimeter Main Rotor
Pilot Seat * 4 Vertical Velocimeter Main Rotor
Cockpit Centerline 5 Vertical Velocimeter Main Rotor
Transmission /
Transmission # 1 6 Lateral Velocimeter Shafts
Transmission /
Transmission # 2 7 Fore/Aft Velocimeter Shafts
Main Rotor* 8 Mag Pickup Tach Signal
# 1 Eng. Comp. 9 Vertical Accelerometer Engine
# 2 Eng. Comp. 10 Vertical Accelerometer Engine
# 1 Eng. Turbine 11 Vertical Accelerometer Engine
# 2 Eng. Turbine 12 Vertical Accelerometer Engine
#1 Hanger Bearing 13 Vertical Velocimeter Driveshaft
#2 Hanger Bearing 14 Vertical Velocimeter Driveshaft
#3 Hanger Bearing 15 Vertical Velocimeter Driveshaft
Intermediate
T/R IGB 16 Vertical Velocimeter Gearbox
T/R Pylon* 17 Fore/Aft Velocimeter Tail Rotor / Gearbox
Tail Rotor* 18 Mag Pickup Tach Signal
* Identical to S-76C TC installation

3. Manufacturer Maintenance Checks

The following paragraphs provide a brief description of the VXP systems compliance to
existing manufacturer maintenance requirements and procedures.

3.1. Main Rotor Balance

The VXP System synchronously averages the vibration data from sensors (3) & (4)
utilizing the Main Rotor tachometer signal from sensor (8). Channel math is performed
on the data [Vertical (3 + 4), Roll (3 - 4)] as required by Sikorsky for the S-76 Aircraft.
Simultaneously, Main Rotor track data is collected from the Optical tracker (2).
Solutions, Track trends, and solution predictions are all displayed to the operator for
implementation (See Figure 2).
 DATE: APRIL 1, 2004

Figure 2: Main Rotor Track and Balance Display

3.2. Main Rotor Damper Diagnostics

The VXP system allows real time track measurements with the Optical tracker (2). This
rev by rev recording of track height and lead / lag data provides the ability to isolate
damper as well as blade chord weight problems. Figure 3 shows a typical display
 DATE: APRIL 1, 2004

Figure 3: Track Data of Last 20 measurements from Ground to Hover

3.3. Absorber Tuning

The VXP uses sensors (1) and (5) to measure the Main Rotor 4P vibration in order to
adjust the cabin Variable Tune Absorbers in accordance with Manufacturers procedures.

3.4. Tail Rotor Track and Balancing

The VXP System synchronously averages the vibration data from sensor (17) utilizing
the Tail Rotor tachometer signal from sensor (18). Solutions and solution predictions are
all displayed to the operator for implementation. In addition, located in the cabin
overhead is a Strobe connection for tracking the tail rotor. The VXP system is in full
compliance with manufacturer’s requirements and technical advisories. Below is an
excerpt from Sikorsky STA-S76-03-002.
 DATE: APRIL 1, 2004
Sikorsky Technical Advisory (STA Document Number: STA-S76-03-002
Date: July 25, 2003)

1. Introduction
Sikorsky has recently completed an intensive investigation into the causal factors
that can lead to the initiation of cracks in several of the structural elements in the
S-76 tail rotor vertical pylon structure. This investigation included extensive flight
testing and analysis of a variety of conditions that have been found on aircraft in
service and that were believed to potentially lead to the premature development
of cracks. The results of these flight tests and analysis has shown that three
conditions in particular can increase the load factors at critical areas in the pylon
structure and can lead to structural cracking. These conditions are:

Flight at airspeeds exceeding the Vne limits

currently published in the RFM
Continued flight with a “ loose” horizontal
stabilizer
Extended flight operations with an imbalanced tail
rotor assembly

During the course of the last few years Sikorsky has released interim
requirements for enhanced inspections of the vertical pylon structure (all
models), set new inspection intervals (for the B fleet), imposed periodic checks of
stabilizer security (all models), and imposed a requirement for a periodic
check of tail rotor balance (all models, 300 hr.). These actions were based on
strain gauged flight tests conducted during this period. The analysis of that flight
test data is now complete. The analysis confirms the actions taken to date were
appropriate to address the causal factors that have been shown to lead to
premature cracking. However, the test data also indicates that the structural
inspection interval for S-76A and C models should be made more frequent, and
that the tail rotor balance procedure needs to include a blade tracking
check for out-of-plane imbalance to further improve the inspection and
balancing process. Since these revisions will result in additional maintenance,
Sikorsky has also designed a structural modification kit that, that once installed,
will reduce the current frequency of inspection.

3.5. Engine Vibration Tests (Run – Up)

The VXP system as installed on the S-76A performs continuous monitoring of

manufacturer vibration requirements using sensors 9-12. In addition, the VXP performs
advanced and specific manufacturers’ tests. As an example;

The Turbomeca Ariel 1S Maintenance Manual 71-00-08 page 205 (dated March 1995)
states the following;
 DATE: APRIL 1, 2004
“From 0-40%, acceleration will not always enable values to be recorded; it is
recommended to pay particular attention around 30%, which corresponds to critical
speed.”

The critical speed is the operating RPM of a component (Spool, Shaft, Turbine, etc.) as it
goes through its resonant frequency. In this case, somewhere around 30%. The VXP
System Engine test software is designed to match the Turbomeca approved test and
records a broadband reading (80-1200 Hz) from both the front and rear sensor
simultaneously. It plots this data as soon as you press START vs. time (secs). The
Figure below shows the capture of this broadband reading during start up to reach 46.1
mm/sec.

Engine #2 Run-Up Vibration Test

The additional testing can be performed to help identify the RPM and the existence of the
resonant frequency. The figure below shows a waterfall spectrum during engine run-up.
As N1 and N2 accelerate, they pass through this critical speed. The highest vibration
level is obtained as N2 passes through the critical at approximately 40%. Resonance’s
can be identified because they will stay stationary even as RPM increases. The fact that
this resonance continues to ring indicates that dampening may have been lost.
 DATE: APRIL 1, 2004

N1

N2

Resonance
excited and
continues to
ring.

4. VXP Continuous Component Vibration Monitoring

4.1. Basic Operation

The VXP Monitor function starts once the Main Rotor is above a preset RPM and
provides full-time vibration 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 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.
 DATE: APRIL 1, 2004

In addition, alerts can be triggered at various criticality levels. The criticality levels can
then be tied to several indication systems. The VXP provides for three indication levels:

1. Maintenance Info. This level logs alerts in the internal VXP AU advisory database
without lighting any external indicators. The advisories and spectrum data are
available during daily data review.
2. Maintenance Alert. A maintenance alert indicates that a component is vibrating at a
higher than normal level. Maintenance alerts are logged in an internal VXP advisory
database as well as lighting a “Check Logs” light on the AU. These advisories are
available for display when a DU is attached and they can be downloaded and viewed
by ground software.
3. Flight Critical Alert (Not Available on Current S-76A installation). A flight
critical alert notifies the aircrew on the Cockpit Control Unit (not installed). The AU
“Check Logs” light and the ACU “Check” light are also lit. This alert is also logged
in the advisory database and is available for download.

An internal vibration monitor database stores each monitored parameter continuously for
the entire flight. The system is designed for the S-76 to record approximately 30 flight
hours of monitor data internally. Up to 150 flight hours of monitor data can be stored on
the permanently installed PCMCIA card, depending on monitor route complexity and
size of PCMCIA card used. This information is downloaded in a vibration monitor log
file.

The main purpose of the vibration monitor is to trigger vibration alarms as described
above. 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.

The Chadwick-Helmuth VibraLog and VibReview tool have the capability of importing,
trending and alerting the Averaged Monitor Log.

4.2. General Data Collection Specifications.

All data acquisitions are controlled through collection specifications. These collection
specifications define channels, frequency range, resolution, target component bands,
average type, data type (spectrum, time, and process), filters and many other parameters.
Some of the collection features include;

• Acquisition up to 75 KHz maximum frequency (197K samples /sec). This

extremely high frequency supports any known or future component frequencies.
 DATE: APRIL 1, 2004
• Four types of time domain windows (Flattop, Hanning, Kaiser-Bessel and
Uniform). Each type of time window is better suited for certain types of problems,
for example the Flattop window provides better amplitude accuracy whereas the
Kaiser-Bessel provides better frequency accuracy.
• 400 or 3200 line Fast Fourier Transforms (FFTs) with up to 51,200 effective lines
with zoom. This extreme zoom range provides enough frequency resolution to
isolate any rotating component or gear mesh.
• Linear, Coherent (Synchronous) and Peak hold averaging. Linear averaging
reduces non-periodic noise while peak hold averaging is used to hold the maximum
vibration when the vibration may be changing over time. Coherent averaging
performs acquisitions related to a tachometer signal.
• Time Domain. Raw time domain data can be acquired and saved for ground software
manipulation and future development work.

5. Drive Train Fault Coverage Matrix

The Table below defines the component to be covered, sensor utilized, target fault and
the current general detection method.

Component Coverage Matrix

Component Sensors Fault Detection Method

Monitor 1P Vibration Levels
Main Rotor 1,2,3,4,5,8 Imbalance
Monitor 1P & Harmonic Vibration
Looseness Levels
Monitor 1P & Harmonic Vibration
Levels. Isolation with Optical
Dampeners Tracker
Monitor Internal Component 1P
Main Vibration Levels
Gearbox 6,7 Imbalance
Monitor Component 1P, Gearmesh
& Harmonics of Vibration Levels.
Peak, RMS & Residual RMS.
Looseness
Monitor Component 1P, Gearmesh
& Harmonics of Vibration Levels.
Peak, RMS & Residual RMS.
Misalignment
 DATE: APRIL 1, 2004

Component Coverage Matrix

Component Sensors Fault Detection Method

Monitor Gearmesh & Harmonics of
Vibration Levels. Peak, RMS &
Residual RMS.
Gear Wear
Monitor High Frequency Bands,
Gearmesh & Harmonics of Vibration
Levels. Peak, RMS & Residual RMS.
Bearing Wear
Engine Monitor 1P Vibration Levels
Driveshafts 6,7,9,10,11,12 Imbalance
Monitor 1P & Harmonics of Vibration
Looseness Levels.
Monitor 1P & Harmonics of Vibration
Misalignment Levels.
Monitor Manufacturer Prescribed
Broadband Vibration Levels. Peak &
RMS
Engines 9,10,11,12 Imbalance
Monitor Manufacturer Prescribed
Broadband Vibration Levels. Peak &
RMS
Looseness
Monitor Manufacturer Prescribed
Broadband Vibration Levels. Peak &
RMS
Misalignment
Monitor Manufacturer Prescribed
Broadband Vibration Levels. Peak &
RMS
FOD
Monitor Manufacturer Prescribed
Broadband Vibration Levels. Peak &
RMS
Rubs
Tail Rotor Monitor 1P Vibration Levels
Driveshafts &
Bearings 6,13,14,15,16 Imbalance
Monitor 1P & Harmonics of Vibration
Looseness Levels.
 DATE: APRIL 1, 2004

Component Coverage Matrix

Component Sensors Fault Detection Method

Monitor 1P & Harmonics of Vibration
Misalignment Levels.
Monitor Internal Component 1P
Intermediate Vibration Levels
Gearbox 16 Imbalance
Monitor Component 1P, Gearmesh &
Harmonics of Vibration Levels. Peak,
RMS & Residual RMS.
Looseness
Monitor Component 1P, Gearmesh &
Harmonics of Vibration Levels. Peak,
RMS & Residual RMS.
Misalignment
Monitor Gearmesh & Harmonics of
Vibration Levels. Peak, RMS &
Residual RMS.
Gear Wear
Monitor High Frequency Bands,
Gearmesh & Harmonics of Vibration
Levels. Peak, RMS & Residual RMS.
Bearing Wear
Monitor 1P Vibration Levels
Tail Rotor 17,18 Imbalance
Monitor 1P & Harmonic Vibration
Looseness Levels
Monitor Internal Component 1P
Tail Rotor Vibration Levels
Gearbox 17 Imbalance
Monitor Component 1P, Gearmesh &
Harmonics of Vibration Levels. Peak,
RMS & Residual RMS.
Looseness
Monitor Component 1P, Gearmesh &
Harmonics of Vibration Levels. Peak,
RMS & Residual RMS.
Misalignment
Monitor Gearmesh & Harmonics of
Vibration Levels. Peak, RMS &
Residual RMS.
Gear Wear
 DATE: APRIL 1, 2004

Component Coverage Matrix

Component Sensors Fault Detection Method

Monitor High Frequency Bands,
Gearmesh & Harmonics of Vibration
Levels. Peak, RMS & Residual RMS.
Bearing Wear

6. Conclusions.
The VXP as installed on the S-76A aircraft provides improved health monitoring for
drive train components.