Lord Corporation LL-6505

Aircraft Engine Attachment and Vibration Control

By J esse DePriest, Lord Corporation







Aircraft Engine Attachment and Vibration Control
J esse DePriest
Section Leader, FW Engine Installation Engineering
Lord Corporation

ABSTRACT
Controlling the vibration and internal cabin noise levels of fixed wing aircraft has long been a challenge
and never-ending trade off of system performance variables. A presentation of the fundamental aspects
of vibration and how it relates to fixed-wing aircraft engine attachment is made. Available technologies
related to engine vibration treatments are presented with a preferred design approach.

INTRODUCTION AND STATEMENT OF THE PROBLEM
The intent of this paper is to provide the reader with a fundamental background to the engine
vibration/noise problem in modern aircraft and present the available solutions that can be used to treat
the engine vibration problem. Additionally, a design approach that provides technology options to the
aircraft OEM throughout the design and flight test phases of the program is outlined.
All mounting systems need to accomplish two basic functions: 1) constrain motion, and 2) provide
vibration isolation and noise reduction. Constraining Motion refers to limiting the relative motion
between two structures created by thrust, g loads, weight, and torque. Providing isolation and
reducing noise involves minimizing the transmission of vibration from one structure to another so as to
reduce the transmitted noise into the cabin area.
To provide the first basic function, the mounting system must be stiff to minimize relative motions. In
order to minimize transmitted vibration (or noise), the mounting system must be dynamically soft
(Reference 1). This inherent problem sets up competing objectives that require compromise and flexibility
in the engine attachment design. This basic issue, along with the need for longer service lives and
reduced costs, is the reason for new technology development.
ENGINE VIBRATION SOURCE
In an aircraft engine installation, an imbalance in the rotating machinery creates oscillating forces applied
to the structure, thus generating structural vibration, as depicted in Figure 1. The consequence of the
rotating imbalances of the engines manifests itself through the structural vibration of the fuselage, which
induces noise in the cabin as shown.
structural
airborne

Figure 1. Generation of noise from rotating imbalance in wing mounted engines
1
At the engine and airframe interface, there are several paths that vibration can take to enter into the
cabin. The primary path is at the mounting structure point (point C1 in Figure 2 below) and is the focal
area or choke point, at which to treat the vibration. This paper focuses only on this path and source of
vibration input.

Figure 2. Primary and flanking paths of vibration for fuselage mounted engines
NOISE
The noise at frequencies related to engine vibrations is usually produced at levels much higher than noise
produced by sources such as external airflow, air conditioning, or accessories. These sources generally
create the broadband noise levels, whereas the engine rotating imbalance creates specific tones of their
fundamental frequencies and harmonics. Figure 3 below, shows a typical noise spectrum of the
measured data of the internal cabin noise spectrum. Clearly shown are the tonal penetrations of the
engine vibrations. This higher noise, produced by the engine vibration through the structure, presents the
most likely need for isolators in an attachment system.
0 50 100 150 200 250 300 350 400
30
40
50
60
70
80
90
100
Frequency (Hz)
N1 - Low Speed
Turbine
N2 - High Speed
Turbine
Back of Cabin
Front of Cabin

Figure 3. Typical internal cabin (measured data) noise spectrum of an aircraft with fuselage mounted engines
2
The noise generated in an aircraft cabin will have an uneven distribution of energy over the audible
frequency range (20 Hz to 20 kHz). By aggregating the energy over the audible frequency range a sound
pressure level (SPL) is attained. If each frequency is given the same relative importance, the result is an
overall SPL in dB (Lin) (as shown in Figure 3). When the frequency values are given weighting based on
their importance, the result is an overall SPL in dBX (where X represents the weighting curve used). A-
Weighted (dBA) apply to low noise levels as for an audibility test and C-Weighted (dBC) are adapted to
noisy environments (Reference 2), such as most aircraft cabins.
TRANSMISSIBILITY AND EFFECTIVENESS
Transmissibility is a common term used when discussing vibrating systems, but is more correctly used
with rigid masses and foundations that do not exist on aircraft.
Effectiveness is a comparison of an attachment systems performance with an isolator to that of a hard
mount, and is a more appropriate term to describe the vibration isolation (or noise reduction) realized.
Figure 4 is a representative curve of effectiveness. The figure plots the ratio of mount stiffness (Km) and
structure stiffness (Ks) to the amount of noise or vibration reduction realized. This shows that as the
mount stiffness decreases relative to the structure, greater isolation performance is realized. As the
figure shows, passive systems generally provide up to 10 dB reductions and active systems are effective
enough to produce 25 dB reductions.
Stiffness
10
60
50
40
30
20
10
0
.01 .1 1
Active
Passive
.001
Normalized Mount Stiffness, r = K
m
/K
s
d
B

R
e
d
u
c
t
i
o
n

i
n

S
P
L

a
n
d

V
i
b
r
a
t
i
o
n
10
20 log (1+1/r)

m
k
Velocity
Source
Noise
Airframe
Structure
Stiffness
Mount
Engine
k
s
Figure 4. Effectiveness curve

3
Another representation of the attachment system performance is shown by the reduction in the
transmitted force through the structure. Figure 5 is a force versus frequency plot (aft location alone), of an
engine hard mounted to the strut (without an isolator). Note the magnitude of the forces in both the
vertical and lateral directions around the operating frequency range (60 to 70Hz).

100 90 80 70 60 50 40 30 20 10 0
0
1000
2000
3000
4000
Vertical
Force (y)
Lateral
Force (z)
Frequency (Hz.)
Force
(N)

Figure 5. Measured data of force Vs frequency at the aft mount location of a typical wing mounted engine on a commercial aircraft -
hard mounted
Figure 6 is a force versus frequency plot (aft location alone) of the same configuration as Figure 5, except
that the engine is attached to the strut with an elastomeric isolator. Note the substantial reduction in peak
forces coupled with separation from the operating frequency.

0 100 90 80 70 60 50 40 30 20 10
0
100
200
300
400
500
Vertical
Force (y)
Lateral
Force (z)
Frequency (Hz.)
Force
(N)

Figure 6. Measured data of force Vs frequency at the aft mount location of a typical wing mounted engine on a commercial aircraft -
with isolator
Figures 5 and 6 clearly show that force and frequency are drastically reduced by the use of an isolator in
the attachment system, and is indicative of the effectiveness relationship between the stiff structure and
the soft isolator.
AVAILABLE TECHNOLOGIES
Noise and vibration treatments can be separated into two categories, passive and active. Passive
treatments include resilient materials (rubber or wire mesh), Fluidlastic mounts, Tuned Vibration
Absorbers (TVA), and many different cabin wall and interior treatments. Active systems, which require
controller electronics, consist of three main types; Active Isolation Control (AIC), Active Noise Control
4
(ANC), Active Structural Control (ASC). Additionally, these various technologies can be combined in
several ways to create a very effective hybrid system (Reference 2).
The vibration and noise treatment systems can also be separated into three categories based on how
they are applied in the application. The available technologies are presented in the three categories
defined below.
1. Vibration isolation systems are those that are placed directly in the primary load/vibration
transmission path.
2. Structural Control systems are those that treat the structure (and are attached to it), attacking the
vibration along its primary path, but is not directly in the primary structure/load/vibration transmission
path itself.
3. Noise Control is a special active system, which does not treat vibration, but rather actively cancels
noise in the cabin space, locally near the passengers.

VIBRATION ISOLATION
Hard Mounted Structure
A structure used to attach an engine to an airframe has a certain level of flexibility. A hard mounted
system is not infinitely rigid and therefore can be somewhat effective in reducing vibration as it travels
through the structure. The attachment structure stiffness characteristics, whether hard mounted or using
an isolator, are key to the systems ability to isolate vibration.

Figure 7: Example of hard attachment structure
A direct, hard-mounted attachment structure offers the aircraft manufacturer a significant advantage in
that they carry the static loads in a very well defined and understood way and can last the life of the
aircraft. However, in the design of a hard mounted structure, it is difficult to include the necessary
flexibility (and damping) required to provide adequate vibration isolation. A hard mount can be designed
to be soft, but it is very difficult to change the spring rate if necessary for final tuning. Because an
entirely metal, hard attachment structure has little or no damping, it is best represented as a simple spring
in a mechanical model.
5
Resilient Materials
Stiffness and damping (as depicted as K and C respectively in Figure 8) are the basic properties of a
resilient material, which provide its effectiveness in a mount. The stiffness of a resilient material like
rubber is measured in terms of modulus.
Structure
Engine
K
C

Figure 8. Mechanical analogy of a passive, resilient material mount
While we can measure modulus in compression, tension, or shear, the static modulus G is most often
used in isolator design. Modulus under dynamic conditions (like spring rate) is a complex quantity which
in shear is referred to as G* and can be broken down into two components; the elastic modulus (G') and
the loss modulus (G"). The measured modulus is temperature, strain, and frequency sensitive. Inherent
damping is measured by the ratio of G"/G', and this ratio is also called tan or loss factor. Long lasting
vibration isolation systems demand an elastomer with high resilience or low tan .
The primary life limiting aspect (in a non-hostile environment) of any resilient material used in an engine
attachment system is drift, creep, or set. These are the permanent deformations a resilient material
inherits while statically loaded over time. Drift or creep are generally caused by a shear load on the
mount and set is typically caused by a compressive load. A good resilient material will allow for isolator
drift or set, with the maximum clearance-to-snub, equal to two times the static (un-deflected) isolator
deflection (2g clearance from the un-deflected state).
Resilient material mounts offer a trade-off between static deflection and vibration isolation, in the sense
that improved vibration isolation results at the expense of greater static deflection.
The biggest advantages to elastomeric mounts are that they:
1. provide the spring and damping for good vibration isolation, and are much more efficient than metal
springs
2. have a proven application history, and are the lowest cost solution compared to other technologies
3. carry load in multiple directions (the rubber geometry is designed so that it can carry load in
compression and shear)
4. provide easily variable spring rates
5. provide impedance mismatch for high frequency noise attenuation
6. have a low dynamic to static spring rate ratio compared to a metal spring (rigid structure)

In some relatively rare cases, Rubber-To-Metal (RTM) or elastomeric mounts cannot be used. These
cases include extreme high and low temperature environments. The majority of elastomeric engine
6
mountings utilize organic elastomers for maximum service life, minimum size and best overall
performance characteristics. These elastomers are generally intended for use in a temperature
environment from -65 F to 250 F (up to 310 F for very short periods of time). Some synthetic
elastomers are also used in temperature environments from -65 F to 375 F and situations where the
rubber is susceptible to attack by aircraft engine fluids. Elastomeric isolators are designed for a maximum
life equal to a multiple of the engine overhaul interval. This approach has provided up to 20,000 hours of
flight time in some applications.

Figure 9: Example of RTM mount

Figure 10: Example of RTM attachment system
Wire-mesh mounting systems, much like RTM, are a passive approach to vibration isolation using curled,
formed, and compressed stainless steel wire. The advantage to using wire-mesh mounts is that they
provide the spring and damper for good isolation, can handle very broad range of temperatures, and are
not affected by any type of engine fluid. The disadvantage to wire mesh mounts is that they produce a
relatively high dynamic to static spring rate ratio, are susceptible to relatively high permanent set (drift)
deflections, and are usually unidirectional. Wire mesh isolators typically provide several engine overhaul
7
intervals of use, and have been successful in applications with service lives of over 8,000 flight hours.
These parts can be designed for a maximum life of well over 15,000 flight hours.

Figure 11: Example of wire mesh mount and attachment system
Fluidlastic Isolators
For the same static motion limits, fluid isolators can be designed to provide a dynamic stiffness value
approximately 25% that of the stiffness of traditional elastomeric isolators at a specific frequency. This is
achieved by using an inertial fluid mass, which acts like a tuned mass absorber.
The fluid mass is designed to respond to engine dynamic motion and to cause small internal mount
pressure differences that help the mount to be moved more easily when loaded by the engine. The
reduced force in the structure reduces the engine-generated noise in the cabin.
A mechanical analogy for a Fluidlastic isolator is shown below in Figure 12.

K
Structure
Engine
C
M

Figure 12. Mechanical analogy of a Fluidlastic isolator
8
The major advantages to Fluidlastic mounts are the same as RTM mounts. In addition, they provide a
notch in the transmissibility curve and can achieve higher static spring rates. Generally, a Fluidlastic
mounts static stiffness can be three times as high as the dynamic stiffness. The disadvantages to
Fluidlastic mounts are the same as RTM, plus they stiffen (dynamically) at frequencies higher than the
tuned, notch frequency (see Figure 23). This stiffening effect at higher frequencies is generally not
significant, as the frequencies at this level are not the primary or contributing disturbance.
Fluidlastic isolators have the same life limiting aspect as traditional rubber to metal mounts, and have
been successful in applications with service lives of nearly 8,000 hours. These parts have been designed
and are expected to last for 10,000 flight hours.


Figure 13: Example of business jet Fluidlastic mount

Figure 14: Example of regional jet Fluidlastic mount
9
Active Isolation Control (AIC)
Active Isolation Control systems (depicted in the mechanical analogy in Figure 15) introduce electro-
mechanical actuators (represented as F in the figure below) into the mounts.
K
Structure
Engine
C
F

Figure 15. Mechanical analogy of Active Isolation Control
The AIC system commands these actuators to minimize the vibration and noise signals from
accelerometers or microphones. These actuators create forces that directly oppose imbalance forces,
thereby reducing vibration. Therefore, engine vibration (and subsequent noise) is literally cancelled
(Reference 1).

Figure 16: Example of AIC actuator
These systems are very effective in minimizing the trade-off between constraining motion and providing
vibration isolation. Active isolation mounts can have virtually zero dynamic stiffness at the vibration
frequencies, and yet the static stiffness can be quite high.
Active isolation control is a full feedback system that can be used either with an isolator or with a hard
mount. In using actual cabin noise information, the actuator forces can compensate for flanking paths,
such as bleed-air lines, linkages, fuel lines, and hydraulic lines. Additionally, because AIC

has constant
monitoring and adjustment, the system adapts to changes in engine speeds, power settings, and flight
10
levels. When coupled with a passive RTM system, the failure mode is benign. If there is a complete
power failure, the system will behave similar to a passive mount. The same result will occur if there is a
complete software failure.
The drawback to these systems is their cost and weight relative to a passive system. The major
advantages to AIC are that it can be added to the aircraft after flight-testing (if the passive mount has
been designed so that it can be converted later) and it is highly adjustable. The passive part will be
somewhat heavier (larger) than if it was designed as a purely passive device. When coupled with a
rubber mount, AIC has the same life limiting characteristics as a RTM mount. When incorporated without
a rubber element, the isolation system can be designed to last for nearly the life of the aircraft.
Active Fluid Isolators (AFI)
Active Fluid Isolation, as shown in Figure 17, is a combination of a passive fluid mount and an integrated
electro-mechanical actuator with controller. With the addition of an actuator, the pressure inside the
elastomeric fluid chambers can be controlled, thereby controlling the dynamic stiffness of the mount
(Reference 2).

K
F
Structure
Engine
C
M

Figure 17. Mechanical analogy of an active Fluidlastic mount
The advantages of the active fluid mount are same as the passive fluid mount. However, the Active
Fluidlastic mount increases the level of isolation (by deepening the notch or reducing the dynamic
stiffness) and widens the frequency range that it treats (see Figure 23). The dynamic stiffness can be
controlled to nearly zero at the engine vibration frequencies through the use of the actuator and controller.
The disadvantage is their cost and weight relative to a passive system. Again, the life limiting
characteristic of an AFI system is the resilient material and can be designed to last for multiples of the
engine overhaul interval.
11
STRUCTURAL CONTROL
Tuned Vibration Absorbers (TVAs)
Tuned vibration absorbers (TVAs) are passive vibration absorbers that attach to the vibrating structure.
This is a simple mass on a spring system typically using elastomer as the spring. Various geometries and
material properties can provide a wide range of capabilities treating vibration problems up to about 600
Hz.

Figure 18: Example of elastomeric TVA
A TVA is tuned to a discrete frequency. This disturbance frequency will cause the TVA to enter
resonance. The resonating TVA will generate a force back into the structure that cancels out the
unwanted vibration or force. When correctly placed on the engine attachment structure, the TVA
effectively increases the impedance of the structure at that tuned frequency. Passive TVAs are capable of
4 to 6 dBA reductions in noise in the aircraft cabin.
Active Structural Control (ASC)
Active structural control, as shown in Figure 19, uses electro-mechanical actuators, that are attached to
the structure, as close as possible to the vibration source, which cancels the vibration before it reaches
the fuselage.
K
Structure
Engine
C
M
F

Figure 19. Mechanical analogy of active structural control
12

Figure 20: Example of ASC actuators
This system processes both cabin noise information and engine signals in a central computer that drives
the actuators in order to ensure optimal noise reduction throughout the flight cycle. The adaptive control
algorithm, allows the system to react almost instantaneously to engine throttle changes.

Figure 21: System diagram of ASC or AIC
The technological principle to ASC is the same as ANC or AIC. The difference is that the actuators in
ASC are not directly in the vibration path, but are instead, attached to the primary structure/vibration path
inputting a force to the system that inherently cancels the unwanted vibration. All components of an
active system are designed to be replaced on condition, and can last for the majority of the aircraft
lifetime.
ACTIVE NOISE CONTROL (ANC)
Active Noise Control systems utilize loudspeakers inside the cabin to create a secondary noise field,
which cancels the primary field due to the engines or propellers. For an ANC system to create global
reductions, one of two criteria must be met.
13
First, the acoustic response must be lightly damped and possess low modal density in the frequency
range where the noise must be reduced. When this occurs, a few actuators can be used to reduce noise
at all points throughout he cabin. Secondly, speakers should be placed within a quarter wavelength of
discrete sources.
Unfortunately, neither of these criteria can generally be met in aircraft. Depending on the size of the
cabin, the transition from sparse to dense modal response typically occurs at a frequency less than 50Hz.
Since most aircraft sources such as turbofan engines or propellers produce noise at frequencies above
50 Hz, global noise reductions are not possible using the first criteria. Further, since the sources are
distributed rather than discrete, the second criteria can rarely be used. (Reference 3).
If global noise control cannot be achieved, then local control can be utilized. Local control involves
creating zones of quiet around the control microphones. The size of the zone of quiet is related to the
frequency being controlled. In general, the radius of the sphere of quiet, will be roughly one-tenth the
wavelength of the sound. At 200 Hz, the radius of the sphere of quiet is 6 inches. It is possible to enlarge
the zone of quiet by a number of techniques including using multiple microphones. However, if the
frequency were 2,000 Hz, the zone of quiet would be too small to be practical.
Cabin
Cockpit
Microphones
Speakers
Controller
Reference Signals

Figure 22: System diagram of ANC
Although ANC has its limitations, it can be very effective for controlling low-frequency noise typical of
turboprop aircraft. An ANC system for the Beech King Air provides up to 12 dB spatially averaged
reduction in the propeller-induced noise, producing dramatic subjective improvements in passenger and
crew comfort (Reference 3).
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COMPARING TECHNOLOGIES
Figure 23 below, is a representative chart of the available technologies, and their relative performance
characteristics, based on the relationship of the dynamic stiffness. The passive RTM stiffens slightly with
increased frequency, whereas there are significant softening effects with each of the other technologies.
Frequency
K
Fluidlastic
Active Isolation
Control
Active Fluidlastic
Passive RTM

Figure 23. Performance (dynamic stiffness vs Frequency) comparison of the available technologies.
APPLICATIONS PERSPECTIVE TO ISOLATION SYSTEMS
PROPELLER DRIVEN AIRCRAFT
Piston Engines
Propeller driven aircraft produce a high level of vibration due to propeller unbalance. Piston engine
aircraft also have firing pulses creating unique vibration environments coincident with the number of firing
pistons. Typical piston engine speeds are on the order of 40 Hz with one half order at 20 Hz, and system
natural frequencies of about 10 to 14 Hz.
Typically, piston aircraft are lower cost aircraft, and therefore do not incorporate higher performing (and
higher cost) isolation/mount systems such as Fluidlastic or NVX. Therefore, the design goal for a
piston aircraft using rubber-to-metal (RTM) mounts is to isolate the first order vibration. The one-half order
vibration is normally not isolated, because the necessary static deflections in a passive RTM mount would
be too high in order to attain the dynamic stiffness necessary to affect the half order disturbance.
Turbo Props
By far, the largest source of noise in turboprop aircraft is the extremely large acoustic pressures that
originate from the propeller blades and strike the fuselage. Engine attachment solutions will not be able
to control this noise that occurs at the blade pass frequency and its harmonics. However, TVAs and
active structural control (ASC) attached to the cabin wall and active noise control (ANC) can reduce this
noise (References 1 and 3). A less dominant, but still significant source of vibration is mass and
aerodynamic imbalance forces that occur at the once-per-revolution frequency (Reference 4). Engine
mounting technology can effectively reduce this source of vibration.
The relative light weight and slow speed of the engine/propeller system results in relatively large
deflections that need to be incorporated into the isolator design. Typical turboprop applications have
propeller speeds from 10 to 30 Hz and system natural frequencies of about 6 30 Hz (Reference 4)
which make mount designs difficult for traditional RTM technology.
15
TURBO FANS
Most turbofan engines have two rotating spools (N1 and N2). Together, they create a composite vibration
at the frequencies related to the spools rotating frequencies, N1 and N2.
Business jet applications typically have fan speeds of 175 Hz and a high-pressure compressor speed of
433 Hz. At these speeds, any eccentricity or tolerance differential in the shafts or bearings, as well as
mass imbalance, will result in unbalance forces in the engine and engine casing vibrations. Larger
aircraft applications have slower fan speeds (i.e.: Boeing 737~ 85Hz, 757~ 60Hz, and 767~ 50Hz).
Through controls in the manufacture of the engine this unbalance can be minimized, but not eliminated.
Balancing of the engine low-speed-shaft (N1) after engine assembly is possible to correct and minimize
vibration due to unbalance of the shaft, however, this is not possible for the high-speed shaft (N2)
(Reference 1).
Fuselage Mounted Turbofan Engines
Mounting of turbofan engines to the aft fuselage of aircraft is typically done on smaller aircraft, including
business and some regional/commercial aircraft. This position is particularly challenging from a cabin
noise standpoint due to the close proximity of the engine to the passenger cabin. A very efficient isolation
system is needed to reduce the transmission of engine induced vibratory forces into the aircraft structure.
Since the forward structure of the engine attachment scheme is very close to the pressure bulkhead at
the rear of the aircraft, any vibratory forces due to engine unbalance are readily converted to cabin tonal
noise. In the case of the aft engine attachment point, the increased distance from the cabin generally
results in a less efficient transfer of vibratory forces to cabin noise. Also to be considered, are the load
directions that need to be reacted at each mounting plane. Since the forward mount plane typically reacts
the engine torque, axial, lateral, and vertical loads, the loads driven into the structure at the front
attachment point are often larger. Generally, higher performing Fluidlastic mounts are successful at the
forward attachment point and RTM mounts are employed at the aft point.
Wing Mounted Turbofan Engines
On wing mounted engine installations, the aft mounting point becomes a more prominent noise source,
since it is closest to the main structure elements that transmit the noise to the cabin. The aft mount
typically attaches to the structure that is very stiff and is very close to the wing beam. This stiff primary
structure of the wing then acts as a very efficient transmission path for vibration and noise into the cabin.
The front mounting structure, however, is farther away from the main transmission path and is usually
less efficient in transmission of vibration and noise to the aircraft. Couple this with the softer structure
stiffness due to the cantilevered pylon and it becomes clear that the aft isolator design needs to be very
efficient.
APPROACH TO DESIGN OF AN ISOLATION SYSTEM
Weight, cost, and acceptable vibration/noise levels are all primary considerations during the development
of a new aircraft. The design of an engine attachment system must include these, but currently, there is
no way to predict noise levels inside of the aircraft accurately enough to determine what technology to
include. Because this critical design information is not available, it is very common that the aircraft OEM
may want to defer the decision to include isolators until after flight test (to confirm the actual need for an
isolation system). In cases where the aircraft OEM knows that they want to incorporate an
isolation/attachment system, the analytical information is usually not adequate, or the required noise level
of the cabin is vague. In any event, the decision to include isolation systems can be difficult. Because of
this, the isolation system/engine attachment provider must be very flexible in the design process and the
solutions that are offered.
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The preferred approach to the design of an engine isolation/attachment system calls for a continuous
interchange of ideas and information between the structure/isolator provider, the aircraft OEM, the engine
manufacturer, and the nacelle provider. The engineering extension and integration of these different
companies is essential to designing an optimum isolation system.
Through this preferred approach, data correlation between forces at the mounting point and noise in the
cabin can be established. In order for this correlation to work, data on the force generated by the engine,
data on the airframe structure characteristics (stiffness), and data on the optimal nacelle layout must be
shared.
Defining and Understanding the Requirement
Basic information that is required to begin an isolation system design are engine system weight and
inertia data, performance characteristics (thrust, turbine/propeller speed, number of pistons, fan speed)
for various flight conditions, environmental conditions, the space available, and allowable static motions.
A basic understanding of the engine attachment scheme is required with detailed attachment locations
defined.
However, the critical aspect in the early design/definition phase of any new project is to clearly establish
the goals. In order to best serve or meet these goals (considering many potential unknowns) it is very
helpful to build in flexibility to the design concept.
Proceeding from the OEM Requirements and Selecting the Appropriate Technology
Most new aircraft can incorporate a yoke/attachment structure that is adaptable to all available
technologies. In this way, the customer (aircraft OEM) can select the appropriate solution to the vibration
and noise problem after the problem is adequately defined or confirmed. For example, an aircraft can be
designed, built, and flight tested. Then, upon conclusion of the flight tests, decide what vibration and
noise treatment is the best for the application, without lengthy or expensive redesign efforts.
The best approach incorporates a single attachment structure (for the particular aircraft) that can
accommodate several of the available technologies. For example, a very statically stiff Fluidlastic
isolator might be offered as the baseline system. Then after flight test, this isolation system can be
modified as necessary. The possible modifications include:
removal of the fluid (remains an elastomeric only mount)
removal of the fluid and adding AIC actuators into the mount (converting it to an active isolation
control system)
reverting back to a hard mount
reverting back to a hard mount and incorporate active structural control on the attachment structure
including hybrid (combinations of technologies) solutions such as adding TVAs

All of these options could be incorporated without changing any yoke or attachment structure design. The
engine attachment structure is critical to the system effectiveness (Figure 4). This includes any
attachment links, forward yoke, and hardware. For best optimization of the isolation effectiveness of the
system, the isolator and the attachment structure should be designed concurrently (Reference 5).
Generally, a preliminary design concept will be developed with the airframer, engine manufacturer, and
the nacelle provider. It is preferable to design a yoke or attachment structure that can incorporate all
available technologies if a change in performance is required later.
An acceptable engine attachment system design includes the following:
1. reduction in cabin noise and vibration to established goals
2. long life of all components in the system (typically equal to engine TBO or multiples thereof)
17
3. acceptability to the engine manufacturer
4. reasonable size (space limitations) and weight
5. proper selection of materials for the given environment
6. metal parts designed for life of the airframe or infinite life (including limit/ultimate loads and damage
tolerance)
7. costs at an acceptable level


CONCLUSION
Vibration and noise levels can be controlled in a variety of ways, from passive elastomeric mounts to
active vibration control systems, each with varying levels of complexity, performance, and cost. The
primary benefit of an engine attachment and isolation system (beside the obvious primary purpose
attaching the engine to the airframe) is the reduction in vibration and noise in the aircraft cabin by
reducing the dynamic forces in the structure.
As in any equipment design, compromise and communication are a key activities. The optimal solution is
the one that best meets the total system requirements for static/structure needs, dynamic needs, and
installation/maintainability needs without too much compromise in any one area. The best approach to
the system design is one that provides flexibility in the choice of technology without compromising the
certification or development schedule of the aircraft program. A common yoke or attachment structure
design that can incorporate any vibration isolation treatment is optimal.

ACKNOWLEDGMENTS
This paper is a team effort from many individuals at Lord Corporation. Those that specifically contributed
to this paper are Tom Law, Paul Herbst, Charlie Schroeck, Lane Miller, J im Potter, Becky Weih, J erry
Whiteford, Guy Billoud, Scott Miller, and Mark Norris.

REFERENCES
1. Miller, L.R., M Ahmadian. 1992. Active Mounts A Discussion of Future Technological Trends, Inter-noise,
Toronto, Canada
2. Miller, L.R., D.J . Rossetti, M.A. Norris, 1995. Passive, Active, and Hybrid Solutions for Aircraft Interior Noise
Problems, Lord Library of Technical Articles, Erie, PA

3. Rossetti, D.J ., M.A. Norris, S.C. Southward, J .Q. Sun. 1993. A Comparison of Speakers and Structural-based
Actuators for Aircraft Noise Control Second Conference on Recent Advances in Active Control of Sound and
Vibration, Blacksburg, VA

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8. Ahmadian M., L.R. Miller, S.C. Southward, M. J . Roemer. 1993. Performance and Analysis of Active Mounts for
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