AeE 402 Module No.

3
BOEING Aircraft Vibration Research and Analysis
Dr. Jay Jack R. Manzano
2nd Semester SY 2025-2026

Topic for Discussion:

Vibration Research and Analysis:
1. Types of Vibration and Noise
2. Causes of Airplane Vibration
3. Detection of Airplane Vibration
4. Flight Crew Response
5. Maintenance Troubleshooting

Occasional airplane vibration during flight is not unusual. There are many causes of airplane
vibration including landing gear extension and retraction, extension of speed brakes, free play
in movable surfaces, and system malfunctions. Flight crews need to understand the causes
and effects of airplane vibration so that they can take appropriate action to maintain flight
safety and prevent excessive wear or airframe damage. In addition, flight crews can
contribute to accurate reports of in-service events that will facilitate troubleshooting and
maintenance activities.
Understanding the possible sources of vibration and the information needed to isolate and
correct vibration problems requires knowledge

TYPES OF VIBRATION AND NOISE

Vibration is oscillating, reciprocating, or any other periodic motion of a rigid or elastic body
forced from a position or state of equilibrium. If the frequency and magnitude of vibration
are constant is said to be harmonic. When the frequency and magnitude vary with time, the
vibration is random.
Buffet is a form of vibration usually caused by aerodynamic excitation. It usually is random
and associated with separated airflow. Example, buffet may be felt during the extension of
speed brakes or during air turbulence.
Flutter is an unstable condition in which unsteady aerodynamics excite the natural
frequencies of structure over which the air flows. The resulting vibrations can grow to a
magnitude that causes the structures to fail

1
2
3
Noise is a vibration that excites the air and can be heard. When the vibration is random, the
noise is unmusical or confused. When the vibration is harmonic, the result is a tone like that
produced by a musical instrument, it may sound like the whistling of a drain or slight leak in
a door.

CAUSES OF AIRPLANE VIBRATION

Normal and abnormal vibrations occur for several reasons. Aerodynamics, mechanical
malfunctions, and external factors such as atmospheric turbulence can cause airplane
vibration. All vibrations have associated frequencies and magnitudes that may be readily
detected or barely perceptible to the flight crew and passengers. For some vibrations, such
as those associated with engine operation, the flight crew has dedicated instrumentation to
measure magnitude. Other observations are detected by sight, sound, or feel and may depend
on flight crew experience for analysis.

Normal Vibration
Each airplane has a unique signature of normal vibration. This is a consequence of mass
distribution and structural stiffness that result in vibration modes at certain frequencies.
When external forces act on the airplane, such as normal airflow over the surfaces, very-low-
level vibrations result. Typically, this is perceived as background noise. More noticeable, but
also normal, is the reaction of the airplane to turbulent air, in which the magnitude of the
vibration may be larger and thus clearly visible and felt. Engine operation at some spool
speeds may result in increased vibration because spool imbalance excites the engine and
transmits this vibration throughout the airframe. Finally, the operation of some mechanical
components, such as pumps, may be associated with normal noise and vibration. Most flight
crews recognize these normal events, which becomes the experience from which flight crews
detect abnormal vibration events

4
Abnormal vibration
The most easily identified abnormal vibration is that which has a sudden onset and may be
accompanied by noise. The vibration may be intermittent or steady with a distinct frequency,
or it may be a more random buffet type. When the onset of abnormal vibration can be
associated with a previous action or event, the source may be obvious. However, some
vibrations initially are rather subtle and require diagnostic procedures to determine the
probable causes.
Abnormal vibration usually is related to one or more of the following causes; engine rotor
imbalance, malfunction of mechanical equipment, and airflow disturbance acting over doors
or control surfaces that are mis-rigged or mis-faired or that have excessive wear or free play.
Abnormal vibration rarely is caused by structural failure or an unstable power control
system.

Flutter

Aeroelastic instability, or flutter, very rarely causes abnormal vibration. Through design,
extensive analysis, and certification tests, all configurations of commercial jet airplanes are
free from flutter for all design conditions within the aeroelastic stability envelope. This
envelope extends well beyond normal permissible operating speeds and applies to normal
operation as well as failures, malfunctions, and adverse conditions. However, when an
airplane is operated in a configuration or condition that is beyond these criteria, flutter may
result within the operational envelope.

5
 Active fluttering suppressor

Flutter can be differentiated from buffet in that flutter can occur in smooth air; the vibration
originates from the airplane rather than from the atmosphere. Closely associated with flutter
is Limited Cycle Oscillation (LCO). During LCO, the vibration is self-excited, but non-linear
effects such as friction, clearances, and free play (or backlash) limit the amplitude. LCO most
often is caused by excessive free play within the flight control surfaces and associated
components

DETECTION OF AIRPLANE VIBRATION

Detection of airplane vibration depends almost entirely on crew sensibility. The only
exception is vibration in the engines, which are equipped with dedicated accelerometers to
measure spool vibration. All other airplane vibration is detected by the crew through sight,
sound, and feel. It should be noted that flight crews may not sense vibrations in some areas
of the airplane, such as the main cabin or tail section, although passengers or other members
of the crew usually feel and report such vibrations

Flight crews use various terms to describe their perception of an abnormal vibration in the
flight deck environment. It is very difficult for a flight crew to distinguish among the
engineering definitions for vibration, buffet, flutter, and noise. For example, crews often
report vibrations as noise because they are carried by the fuselage structure to the flight
deck where the crews can hear them. Vibration and buffet both can shake the whole airplane,
so it can be difficult for crews to distinguish between them

6
7
 Small Computer System Interface

Data Acquisition Electronic Fiber Optic Connector (LEMO a brand name)

FLIGHT CREW RESPONSE

The response of flight crews to vibration is fundamentally an exercise in airmanship. Every
vibration event is different, and flight crews retain the responsibility to deal with such
problems, as they deem necessary. Some general guidelines follow.

When crew response is warranted.

The best tool for gauging the severity of an airplane vibration is the experience of the flight
crew. In some cases, the lack of a certain vibration may indicate a malfunction. For example,
when starting the auxiliary power unit (APU) while airborne in a 757, a slight vibration
occurs when the APU door is opened. Lack of that signature vibration could indicate that the
door did not open and the APU cannot start.

The presence of an abnormal vibration or noise usually is cause for flight crew attention.
Experience provides flight crews with the ability to judge the severity of the vibration,
distinct signatures, and most important, the immediate history of the flight conditions (i.e.,
the conditions of flight before the event and the parameter changes that occurred as the
event occurred).
When unexplained vibrations occur, usually something has changed that is obvious to the
crew (e.g., an abnormal engine indication, a change in flap or spoiler position, or a change in
airspeed). This differs from the normal vibration felt as flaps come out or speed brakes move
up — it is a change in the expected level of vibration.

8
The best crew reaction to an unexplained vibration is to analyze the situation for a short
period of time. When the vibration is extreme, the indications usually are clear. Analyses of
situations may differ, but all must answer these key questions:
• What parameter just changed – airspeed, flight control, thrust setting?
• Is the vibration getting worse or is it constant?
• Will the current flight condition allow for a gradual change of parameters?
• What parameter can the flight crew feel or see that provides an idea of the
cause?
• If the flight crew makes a small, planned change in parameter, does the
vibration or noise, or both, get worse or better?

After these data points are gathered and analyzed, the flight crew can formulate a plan of
action to ensure the continued safety of the flight. After completion of the flight, the crew
should fill out a vibration report. Please see attached.

9
Responses to a vibration event.

There is concern that a drastic measure taken by the flight crew to rectify vibration could
actually increase the severity of the problem. For this reason, the best flight crew reaction to
an abnormal vibration is to smoothly extract the airplane from the operating region where
the vibration occurs.
If performance considerations do not override the severity of the vibration, the flight crew
should reduce airspeed and engine speed. Essentially, the crew should return to level flight
at reduced airspeeds and avoid unnecessary stress on the airplane.

In-flight observations to assist in maintenance troubleshooting.

Identifying and correcting the cause of in-flight airplane vibration often is accomplished
through trial and error, which can consume many maintenance hours. The causes of airplane
vibration are numerous; however, flight crew observations and detailed reporting can
provide very important clues to the potential source of the vibration.

Post flight, flight crews generally report two types of vibration. The first is a high-frequency
tactile vibration (typically more than 25 Hz) that is felt in either the hands or feet. This
vibration is sometimes associated with sound and usually relates to a small-mass component
acting on the airframe, such as a loose door, access panel, or fairing. This type of vibration
can be constant during all phases of flight, but it may vary with airspeed.
The other type of vibration is of a lower frequency (typically less than 20 Hz) that can be felt
by the entire body. This type of vibration usually relates to a large-mass component acting
on the airframe, such as the rudder, horizontal stabilizer, or elevator

Typical crew reports often identify the direction of in-flight vibration as lateral, vertical, or
oscillatory. Crews sometimes may indicate where the vibration is most evident within the
airframe, such as in the forward cabin, over wing area, or aft cabin. Additionally, crews
sometimes estimate the frequency of vibration and supply information regarding the
airplane configuration at the time of vibration onset.

Information on the type, direction, and location of a vibration and the configuration of the
airplane is extremely useful to maintenance crews in locating the source of the vibration.
Because various factors can cause abnormal airplane vibration, a standardized process of
elimination may be very helpful in pinpointing a specific cause. Flight crews can aid in
correction efforts by reporting as much event information as possible. These data can then
be used by the maintenance organization to correct the vibration sources.
Event information has proved to be so valuable for maintenance troubleshooting that a flight
deck vibration event log has been attached to Boeing service letters for the 737 and 757
airplanes. The symptoms recorded on this form can be correlated with specific inspections
and tests for applicable system and structure components. The tests and inspections are
described in Boeing service letters and aircraft maintenance manuals.

10
In-flight observations to assist in determining vibration source.

In-flight observations can provide essential clues to the source of a vibration. Information
about the airplane speed, flight conditions, engine power settings, and effects of changes
made to airplane systems and flight controls on vibration can assist in identifying the
sources. For example, a low-frequency vibration in the vertical direction that is felt in both
the forward and aft cabin may be the result of excessive free play in the elevator or stabilizer
surfaces. Pitch-control flight surfaces with excessive free play can cause the body to vibrate
vertically, with the motion felt most strongly in the forward and aft locations of the airplane.
Slight mis-trimming of the airplane using the stabilizer and elevator may dampen out this
type of vibration because the free play of the surface is removed with aerodynamic loading.

This same low-frequency vibration in the lateral direction may be the result of excessive free
play of the rudder. A slight input made to the rudder system may be enough to remove the
free play with aerodynamic loading. A low-frequency lateral vibration felt over the wing and
in the flight deck at high engine power settings might be engine related. Reducing or
increasing the power setting on each engine individually may isolate the vibration to an
individual engine.

Vibration events that are caused by excessive free play in control surfaces are serious. These
events must be investigated and remedied before further revenue flights. A high-frequency
vibration with associated sound that can be detected only in the flight deck when the flaps
are up could be caused by unrestrained, or unlatched, landing gear doors or access panels
located below the flight deck. High-frequency vibrations associated with sound over the wing
or in the passenger cabin with the flaps up could be caused by the ailerons, main landing gear
doors, trailing-edge flap fairings, or other wing components identified for each airplane
model in its respective maintenance manual sections or service letters.

Table next slide shows other typical airplane vibration incidents. These are only a few
examples, and operators are encouraged to review applicable airplane vibration service
letters and maintenance manual sections to determine how other in-flight observations
relate to potential sources of vibration.

11
MAINTENANCE TROUBLESHOOTING

Following a flight crew's report of a vibration incident, a comparison with previously

reported incidents on the specific airplane or fleet may reveal the cause of the problem
immediately. An important first step is to review service letters containing a compendium of
previously reported vibrations. When this does not suggest an obvious problem, the next
action should be a careful inspection of the entire airplane.
Control surfaces, spoilers, and flaps should be checked for free play and correct rigging.
Doors and access panels must not be loose or out of contour. Landing gear doors must be
checked to ensure that they are properly secured and faired with the gear retracted.

To continue the check of the control systems, the control surfaces should first be examined
in neutral and displaced positions. Then, the control systems should be energized and the
trailing edge of the associated control surfaces checked for rattles and possible bearing
damage. If sustained oscillation can be detected, the system should be checked for linkage
wear and replacement of the power control unit.

12
When ground checks fail to isolate the cause of vibration, the investigation should be
extended to a nonrevenue flight check. If the cause cannot be determined after all
recommended maintenance actions have been taken, Boeing should be contacted for further
disposition.

Reference:
Subscript from BOEING Aircraft Report No. 16 on Safety specific on Airplane Vibration. Other report on Polar Routes and Lateral and
Vertical Navigation was not included in this presentation

End of Module No. 3

13