Downloaded from http://www.everyspec.

com

MIL-STD-810G
w/CHANGE 1
METHOD 514.7, ANNEX D

METHOD 514.7, ANNEX D

Operational Tailoring Guidance for Vibration Exposure Definition

NOTE: Unless specifically noted, all document references refer to paragraph 6.1 of the front part of this method.

1. SCOPE.
1.1 Purpose.
This Annex provides information intended to be useful in determining the vibration levels and durations of
operational environmental life cycle events, and in defining the tests necessary to develop materiel to operate in and
survive these environments.
1.2 Application.
Recommend actual environments be measured and materiel life cycle durations be used to develop materiel design
and test criteria whenever possible. Existing databases can sometimes be used in lieu of measurements. A
preliminary environmental life cycle based on data provided herein can be useful as a planning tool. A preliminary
life cycle definition can be used to concentrate limited resources on those vibration exposures most significant to the
materiel. Guidance for setting design and test exposure values is given below with descriptions of vibration
environments of many typical life cycle events. Suggested alternate criteria (levels and durations) or other guidance
is recommended for those cases where measured data defining the actual environments are not available. Table
514.7-I in the front part of this Method contains an outline of the following paragraphs with references to the
paragraph numbers.
1.3 Limitations.
See paragraph 1.3 in the front part of this Method.
2. OPERATIONAL SERVICE.
This paragraph applies to materiel installed in a vehicle, aircraft store, turbine engine, or carried by personnel. Such
materiel may be permanently installed or removable.
2.1 Category 12 - Fixed wing aircraft - jet aircraft.
The vibration environment for materiel installed in jet aircraft (except engine-mounted (see paragraph 2.11 of this
annex)), and gunfire-induced, (see Method 519.7) stems from four principal mechanisms. These are (1) engine
noise impinging on aircraft structures; (2) turbulent aerodynamic flow over external aircraft structures, (3) turbulent
aerodynamic flow and acoustic resonance phenomena within cavities open to the external airflow, particularly open
weapon bays, and (4) airframe structural motions due to maneuvers, aerodynamic buffet, landing, taxi, etc.
Vibration can also be produced by installed materiel items. These vibrations are generally important only locally at
or near the source and may not be significant even in that local area.
a. Airframe structural response. Airframe structural motions are the responses of flexible airframe
structures to transient events. Examples of such events are landing impact, arrested landings, catapult,
rebound of wings and pylons when heavy stores are ejected, and separated flow or shed vortex excitation
of flight surfaces during maneuvers. Catapult take-off and arrested landing also result in structural
motions. These are included in Method 516.7 as transient vibrations. Airframe structural motions are
most important for the outer regions of flexible structures (i.e., outer 1/2 of wings, empennage, pylons,
etc.). These vibrations are characteristic of the particular airframe involved and must be evaluated
through measured data. In other areas of the airframe (fuselage, inboard wing, etc.) these vibrations are
relatively mild and are generally covered by the fallback criteria described below or by minimum
integrity criteria (Annex E, paragraph 2.1).
b. Jet noise and aerodynamically induced vibration. Jet noise induced vibration is usually dominant in
vehicles that operate at lower dynamic pressures, i.e., limited to subsonic speeds at lower altitudes and
transonic speeds at high altitudes (paragraph 6.1, reference i). Aerodynamically induced vibration
usually predominates in vehicles that operate at transonic speeds at lower altitudes, or supersonic speeds
at any altitude (paragraph 6.1, references j and k).

514.7D-1
 Downloaded from http://www.everyspec.com

MIL-STD-810G
w/CHANGE 1
METHOD 514.7, ANNEX D

c. Cavity noise induced vibration. Where there are openings in the aircraft skin with airflow across the
opening, the corresponding cavity within the aircraft is subject to very high levels of aerodynamic and
acoustic fluctuating pressures. This is because of general flow disruption and, more importantly, to a
phenomenon known as cavity resonance. The fluctuating pressures can be crudely predicted analytically
(see paragraph 6.1, references l and m) and somewhat more accurately measured in wind tunnel
measurements. Flight test measurement is the only accurate method available to determine these
pressures. Further, given the pressures, it is very difficult to predict the resulting vibration and no simple
method is available. This vibration should be measured. These vibrations are likely to be important in
the local areas surrounding small cavities such as flare launchers, cooling air exhaust openings, etc. With
large cavities (particularly weapons bays), the resulting vibration is likely to be a major element of the
overall aircraft environment. Method 515.7 contains an acoustic test simulating this environment. That
procedure may be used for materiel located inside the cavity, but it is not suitable for simulating the
vibration environments for areas near the cavity. Where cavities remain open continuously, the vibration
is continuous. When doors or covers open, there will be a transient vibration. While the doors remain
open, there is a steady state vibration, followed by another transient vibration as the doors close. When
doors open and close quickly, the entire event can sometimes be characterized as a single transient
vibration.
d. Materiel induced vibration. In addition, installed materiel can produce significant vibration. Any
materiel that involves mechanical motion may produce vibration. This is particularly true of those that
have rotating elements such as motors, pumps, and gearboxes. The vibration output of installed materiel
varies widely and is highly dependent on the mounting as well as the characteristics of the materiel.
There is no basis for predicting local environments due to materiel. Materiel items must be evaluated
individually. General aircraft environments as discussed above can generally be expected to cover the
contribution of installed materiel.
e. Exposure levels. Vibration criteria in the form of qualification test levels (see Annex A, paragraph 2.1.2)
have been established for most airplanes developed for the military. Obtain these criteria through the
program office responsible for the particular aircraft. This is the recommended basis for developing
exposure levels. In cases where satisfactory criteria are not available, measured data may be available
through the aircraft program office. Otherwise, measurements of actual vibrations are recommended.
(1) As a last resort, the guidance of Figure 514.7D-1 and Table 514.7D-I may be used to develop levels.
Define both jet noise induced and aerodynamic noise induced levels for each flight condition of
interest. The level for that flight condition is the envelope of the two.
(2) This applies to materiel that is small (light) relative to the structure that supports it. As materiel gets
heavier, dynamic interaction with supporting structures increases. For typical full-scale manned
aircraft, this effect is usually ignored for materiel weighing less than 36 kg (80 lb). A simple mass
loading factor is included in Table 514.7D-I for heavier materiel. However, evaluate the installation
of materiel weighing more than roughly 72 kg (160 lb) for dynamic interaction. (See Annex A,
paragraph 2.4.)
(3) Materiel mounted on vibration isolators (shock mounts) is dynamically uncoupled from the support
structure. Unless it is very large (heavy) relative to the support structure (see Annex A, paragraph
2.4.1), its influence on vibration of the support structure will be minimal and the mass loading factor
discussed above does not apply. Use the exposure levels discussed above as input to the vibration
isolators.
f. Exposure durations. Take durations from the Life Cycle Environment Profile. Historically, the
following defaults are employed in the absence of a well defined LCEP. Note that the amplitudes
computed from Table 514.7–D-I are based on empirical data and time compression information is
unknown.
(1) Environmental Worthiness test durations are either equivalent to a complete system/subsystem test,
long enough to check materiel function, or an arbitrary short time (5 or 10 minutes).
(2) Endurance Test default durations are 1 hour/axis.

514.7D-2
Downloaded from http://www.everyspec.com
 Downloaded from http://www.everyspec.com

MIL-STD-810G
w/CHANGE 1
METHOD 514.7, ANNEX D

Table 514.7D-I – Category 7 - Jet aircraft vibration exposure. (Same as Annex C, Table 514.7C-VII.)
W0 = WA + ¦1nWJ
2
W0, WA, WJ - Exposure levels in acceleration spectral density g Hz.
Aerodynamically induced vibration
2
WA = a u b u c u q
Jet engine noise induced vibration
2 3 3
WJ = ^>0.48 u a u d u cos TR@ u >Dc u Vc  Vr  + D f u Vf  Vr  @`
a - Platform / Materiel interaction factor (see Annex A, paragraph 2.4). Note that this factor applies to Wo and not
to the low frequency portion (15 Hz to break) of Figure 514.7C-7.
= 1. 0 for materiel mounted on vibration isolators (shock mounts) and materiel weighing less than 36.3 kg.
(0 6 - W  60)
= 1. 0 u10 for materiel weighing between 36.3 and 72.6 kg.(w = weight in kg)
= 0. 25 for materiel weighing 72.6 kg or more.
n
b = Proportionality factor between vibration ¦1 - Jet noise contribution is the sum of the
level and dynamic pressure (SI units). WJ values for each engine.
-6
= 2.96 u10 for materiel mounted on cockpit d - Afterburner factor.
instrument panels. = 1. 0 for conditions where afterburner is not
-5
= 1.17 u10 for cockpit materiel and used or is not present.
materiel in compartments adjacent to
= 4. 0 for conditions where afterburner is used.
external surfaces that are smooth and
free from discontinuities.
R - Vector distance from center of engine
= -5
6.11 u10 for materiel in compartments exhaust plane to materiel center of
adjacent to or immediately aft of external gravity, m (ft).
surface discontinuities T - Angle between R vector and engine
(cavities, chines, blade antennae, speed exhaust vector (aft along engine
brakes, etc.), fuselage aft of wing trailing exhaust centerline), degrees
edge, wing, empennage, and pylons. For 70 q T d 180 q use 70 q.
c - Mach number correction. Note that this Dc - Engine core exhaust diameter, m (ft).
factor applies to W0 and not to the low Df - Engine fan exhaust diameter, m (ft).
frequency portion (15 Hz to varc or varo) of
Figure 514.7D-1.
Vr - Reference exhaust velocity, m/sec (ft/sec).
= 564 m /sec (1850 ft/sec)
= 1. 0 for 0 d Mach d 0. 9 Vc - Engine core exhaust velocity (without
= (-4.8M + 5.32) for 0.9 d Mach d1. 0 afterburner, m/sec (ft/sec))
(where M = Mach number)
= 0.52 for Mach number greater than 1.0 Vf - Engine fan exhaust velocity (without
afterburner, m/sec (ft/sec))
2 2
q - Flight dynamic pressure, kN / m (lb/ft ). varc - intersection frequency for cockpit materiel
based on 4dB/oct slope from W0
varo - intersection frequency for all other materiel
based on 4dB/oct slope from W0
If Dimensions are in feet and pounds then:
a = 1. 0 for materiel mounted on vibration isolators (shock mounts) and materiel weighing less than 80 lb.
(0 60 - 0 0075 W)
= 1. 0 u10 for materiel weighing between 80 and 160 lb.
= 0. 25 for materiel weighing 160 lb. or more.
b = 6.78 u10 -9, 2. 70 u10 -8, or 1.40 u10 -7 in the order listed above.
Vr = 1850 feet / second

514.7D-4
 Downloaded from http://www.everyspec.com

MIL-STD-810G
w/CHANGE 1
METHOD 514.7, ANNEX D

2.2 Category 13 - Fixed wing propeller aircraft.

The vibration environment for materiel installed in propeller aircraft (except engine-mounted, see paragraph 2.11,
and gunfire induced (see Method 519.7)) is primarily propeller induced. The vibration frequency spectra consists of
a broadband background with superimposed narrow band spikes (see paragraph 6.1, references n through t). The
background spectrum results from various random sources (see paragraph 2.1) combined with many lower level
periodic components due to the rotating elements (engines, gearboxes, shafts, etc.) associated with turboprops. The
spikes are produced by the passage of pressure fields rotating with the propeller blades. These occur in relatively
narrow bands centered on the propeller passage frequency (number of blades multiplied by the propeller rpm) and
harmonics.
a. Constant propeller speed. Most current propeller aircraft are constant-speed machines. This means that
rpm is held constant and power changes are made through fuel flow changes and variable-pitch blades,
vanes, and propellers. These machines produce the fixed frequency spikes of Figure 514.7D-2. These
spikes have a bandwidth because there is minor rpm drift, the vibration is not pure sinusoidal (Annex A,
paragraph 2.3.3), and to account for materiel resonant frequency differences as modeled or tested and as
manufactured and installed on the aircraft.
b. Varying propeller speed. When propeller speed varies during operation, a spectrum or set of spectra
similar to Figure 514.7D-2 is required to define vibration levels. The spikes on these spectra would have
bandwidths encompassing the propeller speed variations of operation. Separate spectra may be required
to describe individual mission segments.
c. Source dwell testing. These vibration environments can be approximated in the laboratory by the source
dwell test described in Annex A, paragraph 2.3.3. Vibration problems in this type of environment are
typically associated with the coincidence of materiel vibration modes and excitation spikes. Intelligent
designs use notches between spikes as safe regions for materiel vibration modes. It is particularly
important to assure that vibration isolation frequencies do not coincide with spike frequencies. Source
dwell tests minimize the likelihood that materiel will be overstressed at non-representative conditions,
and ensure reasonable design provisions will not be subverted.
d. Exposure levels. Whenever possible, use flight vibration measurements to develop vibration criteria. In
the absence of flight measurements, the levels of Table 514.7D-II can be used with the spectra of Figure
514.7D-2. These levels are based on C-130 and P-3 aircraft measurements (paragraph 6.1, references p
through t) and are fairly representative of the environments of these aircraft. The decline of spike
acceleration spectral density with frequency is based on data analyzed in a spectral density format.
e. Exposure durations. Take durations from the Life Cycle Environment Profile. If Life Cycle
Environmental Profile data are not available for development of the test durations, tests should be
conducted for one hour per axis.

514.7D-5
Downloaded from http://www.everyspec.com
 Downloaded from http://www.everyspec.com

MIL-STD-810G
w/CHANGE 1
METHOD 514.7, ANNEX D

2.3 Category 14 - Rotary wing aircraft - helicopter.

Helicopter vibration (for engine-mounted materiel, see paragraph 2.11 below, and for gunfire induced vibration, see
Method 519.7) is characterized by dominant peaks superimposed on a broadband background, as depicted in Figure
514.7D-3. The peaks are sinusoids produced by the major rotating components (main rotor, tail rotor, engine,
gearboxes, shafting, etc.). The peaks occur at the rotation speed (frequency) of each component (i.e., 1P for main
rotor, 1T for tail rotor, and 1S where S designates a locally predominate rotating element) and harmonics of these
speeds (e.g., 2P, 3P, 4P). The broadband background is a mixture of lower amplitude sinusoids and random
vibrations due to sources such as aerodynamic flow noise (see paragraph 2.1). Vibration levels and spectrum shapes
vary widely between helicopter types and throughout each helicopter, depending on strength and location of sources
and the geometry and stiffness of the structure. Thus, the need for measured data is acute.
a. Broadband background. The broadband background is expressed as random vibration for design and test
purposes as a matter of expediency. The definition of and application to design and test of all lower level
sinusoidal and random components is not practical.
b. Dominant sinusoids. The dominant sinusoids are generated by rotating components of the helicopter,
primarily the main rotor(s), but also tail rotor, engine(s), drive shafts, and gear meshing. The normal
operating speeds of these components are generally constant, varying less than five percent. However,
recent designs have taken advantage of variable rotor speed control that generates a pseudo steady state
rotor speed at values between 95 and 110 per cent of the nominal rotor speed. This complicates the
materiel design and test process since all rotating component speeds, pseudo or otherwise, should be
accounted for.
c. Variable rotor speeds. Variable speed helicopters are also possible; in this case they also account for the
full range of rotation speeds. A range of 0.975 times minimum speed to 1.025 times maximum speed is
recommended.
d. Design practice. An obvious requirement for helicopter materiel design is to avoid a match or near
match between materiel resonant frequencies and the dominant sinusoids. A minimum clearance
between operating speed and resonant frequency of at least five per cent is recommended. It is important
to note that helicopter frequencies and amplitudes are unique for each helicopter type and, to some
degree, each model of a given type.
e. Exposure levels.
(1) For reasons stated above, the exposure levels for materiel installed in helicopters should be derived
from field measurement (additional tailored helicopter vibration schedules are provided in paragraph
6.1, reference d). When measured data are not available, levels can be derived from Table 514.7D-
III, and Figures 514.7D-3 and 514.7D-4.

NOTE: These levels are intended to envelope potential worst-case environments, and have been
aggressively compressed in time (paragraph 6.1, reference ww indicates a time compression
from 2500 hours to 4 hours using the equation shown in paragraph 2.3f with a value of m=6).
They do not represent environments under which vibration-sensitive materiel should be
expected to perform to specification. However, the materiel is expected to survive
undamaged, and to function to specification at the completion of the test.
Materiel costs are often strongly influenced by the performance required in a vibration environment.
Consequently, field measurement based vibration criteria can be very important and are strongly
recommended.
Data acquired from variants of the rotorcraft listed in Table 514.7D-IIIa, were used to develop the
random levels, source frequency relationships, and peak acceleration relationships reported in Table
514.7D-IIIb. Aircraft specific source frequencies are directly associated with rotor blade count and
rotation speed. Tabulated source frequency ranges, peak acceleration amplitudes and associated
random levels were empirically determined and encompass the vibration environments measured.
The suitability of extrapolating these empirical peak acceleration relationships to aircraft not listed is
unknown. Application of these empirical relationships to rotorcraft that are not included in the

514.7D-7
 Downloaded from http://www.everyspec.com

MIL-STD-810G
w/CHANGE 1
METHOD 514.7, ANNEX D

sample set should be applied with caution and only in the total absence of field data. Whenever
possible, vehicle specific flight data should be acquired and employed in development of an aircraft
specific vibration criterion.
(2) To determine levels, divide the aircraft into zones as shown in Figure 514.7D-4. Use the source
frequencies of the main rotor in determining the values of A1, A2, A3, and A4 (Table 514.7D-III)
for all materiel locations except those defined below. For materiel located in the horizontal
projection of the tail rotor disc, use the source frequencies of the tail rotor. In addition, ensure
criteria for materiel located in an overlap of main and tail rotor zones includes both sets of
frequencies. Fundamental main and tail rotor source frequencies of several helicopters are given in
Table 514.7D-III. For materiel located on or in close proximity to drive train components such as
gearboxes and drive shafts, use the source frequencies of that drive train component (i.e., gear mesh
frequencies, shaft rotational speeds). Determine these from the drive train data for the particular
helicopter.
(3) Plans for development of updated vibration schedules representative of the modern rotor-craft fleet
are in progress. As each aircraft’s vibration schedule updates are completed, they will be provided
as individual Annexes to Test Operations Procedure (TOP 01-2-603 Laboratory Vibration Schedules
for Rotary Wing Aircraft) along with vibration schedule development (VSD) technique details and
all relevant descriptors such as mission scenario and instrumentation locations. The updated
schedules will supersede the current defaults as listed in Table 514.7D-III.
f. Exposure durations. When measured data are used to establish exposure levels, take durations from the
Life Cycle Environment Profile.
Default test duration of four (4) hours in each of three (3) orthogonal axes for a total test time of twelve
(12) hours is recommended, when levels are derived from Tables 514.7D-IIIa and 514.7D-IIIb, and
Figures 514.7D-3 and 514.7D-4. This test duration represents a 2500-hour operational life. If the LCEP
of the UUT is other than the 2500 Hr default, modify the test duration as appropriate (i.e. a 1250 Hr
LCEP would yield a 2 hour test at the default amplitudes of Table III). Do not lower the test duration
any lower than the time required to incur a minimum of 100,000 cycles of the dominant sinusoidal
component. In order to set the test duration such that 100,000 cycles are achievable, it is acceptable to
lower the default amplitudes per the guidance provided in Section 9.2.1.2 in Annex F, limiting the
resulting amplitude reduction to no lower than an exaggeration factor of 1.0. Make the calculation
separately for each sinusoidal tone and each breakpoint of the random broadband background. Seek
assistance from specialist with expertise in vibration specification development as required.

514.7D-8
Downloaded from http://www.everyspec.com
 Downloaded from http://www.everyspec.com

MIL-STD-810G
w/CHANGE 1
METHOD 514.7, ANNEX D

Table 514.7D-IIIb – Category 14 - Helicopter vibration exposure. (Same as Annex C, Table 514.7C-IXb.)
MATERIEL RANDOM SOURCE PEAK ACCELERATION (Ax)
LEVELS FREQUENCY (fx) at fx (GRAVITY UNITS (g))
RANGE (Hz)
General W0 = 0.0010 g2/Hz 3 to ” 10 0.70 /(10.70 - fx)
W1 = 0.010 g2/Hz >10 to 25 0.10 x f x
f t = 500 Hz 25 to 40 2.50
40 to 50 6.50 - 0.10 x fx
50 to 500 1.50
Instrument Panel W0 = 0.0010 g2/Hz  WR ”  0.70 /(10.70 - fx)
W1 = 0.010 g2/Hz >10 to 25 0.070 x f x
f t = 500 Hz 25 to 40 1.750
40 to 50 4.550 - 0.070 x fx
50 to 500 1. 050
External Stores W0 = 0.0020 g2/Hz  WR ”  0.70 /(10.70 - fx)
W1 = 0.020 g2/Hz >10 to 25 0.150 x f x
f t = 500 Hz 25 to 40 3.750
40 to 50 9.750 - 0.150 x fx
50 to 500 2.250
On/Near Drive W0 = 0.0020 g2/Hz  WR ”  0.10 x fx
System Elements W1 = 0.020 g2/Hz > 50 to 2000 5.0 + 0.010 x f x
f t = 2000 Hz
Main or Tail Rotor Frequencies (Hz) Drive Train Component Rotation
Determine 1P and 1T from the Specific Helicopter Frequency (Hz)
or from the table (below). Determine 1S from Specific
Helicopter and Component.
f1 = 1P f1 = 1T fundamental f1 = 1S fundamental
f2 = n x 1P f2 = m x 1T blade passage (BP) f2 = 2 x 1S 2nd harmonic
f3 = 2 x n x 1P f3 = 2 x m x 1T 2nd harmonic f3 = 3 x 1S 3rd harmonic
f4 = 3 x n x 1P f4 = 3 x m x 1T 3rd harmonic f4 = 4 x 1S 4th harmonic

514.7D-10
Downloaded from http://www.everyspec.com