MIL-STD-810H METHOD 514.

8, 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 514.8-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.
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• 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 519.8) 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.
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• 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 516.8 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).
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• 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 515.8 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.
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Operational Tailoring Guidance for Vibration Exposure Definition

• 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 514.8D-1 and Table 514.8D-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.
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• (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 514.8D-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 514.8D-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.
• (3) Functional testing (when required) is recommended to be split such that one-half is conducted prior
to endurance testing and one-half after endurance testing. The duration of each half of the functional
test should be sufficient to fully verify equipment functionality or one-half hour per axis, whichever is
greater.
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• 2.2 Category 13 - Propeller aircraft.

• The vibration environment for materiel installed in propeller aircraft (except engine-mounted, see
paragraph 2.11, and gunfire induced (see Method 519.8)) is primarily propeller induced. The vibration
frequency spectra consists of a broadband background with superimposed spikes (see paragraph 6.1,
references n through t). The spikes are more nearly sinusoidal than narrowband and are best
represented utilizing sine-on-random vibration. 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 fixed frequency spikes like those of Figures
514.8D-2 at the blade passing frequency and harmonics.
• b. Varying propeller speed. When propeller speed varies during operation, the frequency of the spikes
change. This can be represented by swept sine tests with the sweep bandwidths encompassing the
propeller speed variations of operation. Separate spectra may be required to describe individual mission
segments.
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Operational Tailoring Guidance for Vibration Exposure Definition

• 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.
When measured data are not available, endurance levels can be derived from Table 514.8D-II, and
Figures 514.8D-2 and 514.8D-3. Functional test levels can be derived by scaling the endurance ASD levels
(broadband and L0) by a factor of 0.35. Reliability test levels can be derived by scaling the endurance
levels by a factor of 0.22. Once scaled L0 can be converted to an equivalent sine tone (S0) using the
formula provided in Table 514.8D-II. Subsequent harmonics (S1, S2, and S3, corresponding to f1, f2, and
f3) are calculated from S0 dropping 3 dB in amplitude per octave. Tests should be conducted as sine-on-
random vibration, with sine levels calculated as defined in Table 514.8D-II and Figure 514.8D-2.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• e. Exposure durations. Take durations from the Life Cycle Environment Profile. If LCEP data are not
available for development of the test durations, endurance tests should be conducted for one hour per
axis which equivalent to 1000 hours of flight. Test durations associated with functional testing should be
kept to a minimum and it is generally not considered part of the endurance test duration. Test duration
for reliability testing should be set to the total flight hours required, divided equally among the three
test axes, and can be considered as part of the endurance test. For equipment that will be installed on
multiple fixed wing propeller aircraft the test can be divided equally between all aircraft types.
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• 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 519.8) is characterized by dominant peaks superimposed on a broadband
background, as depicted in Figure 514.8D-4. 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.
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Operational Tailoring Guidance for Vibration Exposure Definition

• 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 percent 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.
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Operational Tailoring Guidance for Vibration Exposure Definition

• 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 xx). When measured data are not available, levels can be derived from Table 514.8D-III,
and Figures 514.8D-4 and 514.8D-5.

• 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. Functional test levels can be derived as discussed below in paragraph 2.3e
(4).
• 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.
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Operational Tailoring Guidance for Vibration Exposure Definition

• Data acquired from variants of the rotorcraft listed in Table 514.8D-IIIa, were used to develop the
random levels, source frequency relationships, and peak acceleration relationships reported in Table
514.8D-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 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 514.8D-5. Use the source
frequencies of the main rotor in determining the values of A1, A2, A3, and A4 (Table 514.8D-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 514.8D-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.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• (3) Plans for development of updated vibration schedules representative of the modern rotorcraft fleet
are in progress. As each aircraft’s vibration schedule updates are completed, they will be provided as
individual Annexes to TOP 01-2-603, Rotorcraft Laboratory Vibration Test Schedules, (paragraph 6.1,
reference xx) 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 514.8D-III. Currently there are only two rotorcraft in TOP
01-2-603, the UH-60 and the CH-47. These helicopters have therefore been removed from Table 514.8D-
III.
• (4) In the event that Functional Testing is to be considered it is permissible to reduce the test levels
derived from Table 514.8D-IIIb by an amount which will yield levels representative of the maximum
measured field levels. This is achieved by scaling the derived random levels (in g2/Hz) by a factor of 0.18
and the peak acceleration levels (Ax in g) by a factor of 0.34. Test durations associated with Functional
Testing should be kept to a minimum and it is generally not considered part of the Endurance Test
duration.
• (5) In the event that Reliability Testing is to be considered it is permissible to reduce the test levels
derived from Table 514.8D-IIIb by an amount which will yield a one-to-one equivalency in total test
hours and flight hours. This is achieved by scaling the derived random levels (in g2/Hz) by a factor of 0.24
and the peak acceleration levels (Ax in g) by a factor of 0.41. Test duration should be set to the total
flight hours required for Reliability Testing, divided equally among the three test axes and can considered
as part of the Endurance Test duration.
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Operational Tailoring Guidance for Vibration Exposure Definition

• f. Exposure durations. When measured data are used to establish exposure levels, take durations from
the LCEP.
• g. 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 514.8D-IIIa
and 514.8D-IIIb, and Figures 514.8D-4 and 514.8D-5. 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). Such
linear scaling of duration is acceptable to a minimum test duration of 0.5 Hrs. (which represents 312.5
Flight Hrs.). In the general case, it is acceptable to adjust the test durations and test levels per the
guidance provided in Section 9.2.1.2 of Annex F, provided the test duration is not less than 30 minutes
per axis, the test levels do not exceed the defaults derived from the tables, and the test levels are not
less than the Functional Test levels defined in paragraph 2.3e(4). Seek assistance from specialist with
expertise in vibration specification development as required.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• Example: Consider a situation in which the 50 flight hours are required and the default amplitude for f1 is
1.944 g-Pk. Applying linear scaling as described above yields a .08 hour test. Scale the default amplitude
to yield the default minimum duration of 0.5 hours per the guidance provided in Section 9.2.1.2 of Annex
F. In this example t1 = 0.08 hours, t2 = 0.5 hours and W(f)1 = 1.944 g-Pk. Using the default slope of 6 for a
sine tone yields a revised amplitude for f1 of 1.432 g-Pk for a 0.5 hour test. (Scale the remaining tones in
a similar manner). The broadband random portion of the spectrum should be scaled using a value of m =
7.5.
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Operational Tailoring Guidance for Vibration Exposure Definition
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Operational Tailoring Guidance for Vibration Exposure Definition

• 515.8). Any hole, cavity, opening, inlet, etc., that allows airflow to enter the store or a cavity in the store
can produce high intensity acoustic resonance responses.
• 2.4.2 Captive flight – internal carriage.
• There are two distinct vibration environments for stores carried in a closed, internal, aircraft bay. These
environments occur when the bay is closed to the aircraft external environment and when the bay is
open to this environment. Aircraft capable of high angle of attack maneuvers may be susceptible to
buffet. Since buffet vibration is mechanically transmitted to the store, the bay will provide no protection.
Thus the buffet vibration method discussed above applies.
• a. The general vibration environment of a store in a closed bay is very mild. The store is protected from
the jet engine noise and aerodynamic turbulence environments and isolated from aircraft vibration. If a
store is qualified for external carriage on any jet aircraft, this should more than adequately account for
this case. There is no known method to predict this environment for the general case. Measured data
may be available for specific aircraft, but generally measurements will be necessary if this environment
must be defined.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• b. When the bay is opened in flight, a dramatic event occurs. This event is referred to as cavity resonance
(paragraph 6.1, references l and m) and results in high levels of turbulence inside the bay. This is wide
band turbulence with very high spikes across the spectrum, unless suppression devices are installed in
the bay. The low frequency portions of the disturbance are not likely to drive the store because
disturbance wavelengths greatly differ from store dimensions. The high frequency part of the spectrum
will significantly affect the store. Store vibration resulting from this turbulence cannot be adequately
predicted. Acoustic characterizations of the turbulence exist for most active aircraft and the resulting
vibration is best represented by the acoustic noise exposures of Method 515.8. (1) Generally, store flight
surfaces (control surfaces, wings, stabilizers, etc.) are small enough (small surface area) and/or stiff
enough (lowest resonant frequency above 100 Hz) that they are not significantly excited by this
environment. However, in cases in which the control surfaces of the store are relatively large or soft,
they may be excited by the open-bay environment. In these cases the store response can result in flight
surface failure, high levels of store vibration, or both.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• (2) In some instances, a store is carried in one configuration or position until use. Just prior to use, the
configuration or position may change. For example, a weapon carried on a rotary launcher inside a
weapons bay of a large bomber. The weapon moves from clock position to clock position as other
weapons on the launcher are launched. The weapon is exposed to the open bay environment either
each time another weapon is launched, or for a relatively long period while several are launched.
Another example is a weapon that is extended out of the bay on the launch mechanism prior to launch.
Here the environment will change considerably with position. A third example is an optical sensor pod.
This type of store can be carried internally, extended into the air stream, configuration changed (e.g.,
covers over optical windows retract), operated, configuration changed back, and retracted into the
closed bay many times in a lifetime. Account for such variations in environment and configuration.

• Note: Door opening, position changes, configuration changes, door closing, etc., should be expected to
happen rapidly. Each of these events and, possibly, a whole sequence of events can happen rapidly
enough, so that they should be treated as transient (see Annex A, paragraph 2.3.4, and Method 516.8)
rather than steady state vibration.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• 2.4.3 Free flight.

• Vibration will be experienced by stores that are deployed from aircraft, ground vehicles, or surface ships.
The sources of vibration for the free flight environment are engine exhaust noise, vibration, and noise
produced by internal equipment and boundary layer turbulence.
• a. Generally, engine exhaust noise levels will be too low to excite significant vibration in the store. This is
because the engine only operates when the ratio of the exhaust velocity to the ambient air speed is low
and (except in unusual cases) the exhaust plume is behind the store.
• b. Vibration produced by onboard materiel can be severe in specific cases. Examples are ram air
turbines, engines, and propellers. There is no general basis for predicting store vibrations from such
sources. Each case must be evaluated indivudually, and it is likely that measurement will be required.
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• 2.7 Category 18 - Aircraft stores - assembled/materiel, helicopter.

• Complex periodic waveforms characterize the service environment encountered by assembled stores
externally carried on helicopters. Unlike stores carried on fixed-wing aircraft, externally mounted
helicopter stores receive little aerodynamic excitation, particularly when compared with the rotor-
induced vibration. Thus, most of the vibratory energy reaches the store and materiel through the
attachment points between the aircraft and the store. Some excitation, however, is added along the
entire store structure due to periodic rotor-induced pressure fluctuations. The result is a complex
response, unique to the particular aircraft-store configuration. Therefore, realistic definition of the
environment depends almost totally upon the use of in-flight vibration measurements. For stores
exposed to gunfire, refer to Method 519.8.
• a. Exposure levels. Derive exposure levels for helicopter-carried store materiel from field measurements
(paragraph 6.1, reference f contains criteria for specific helicopters). When measured data are not
available, initial estimates can be derived from Table 514.8D-III, and Figures 514.8D-4 and 514.8D-5,
prior to acquisition of field data. These levels are intended as worst-case environments and represent
environments for which it may be difficult to develop vibration sensitive materiel. Materiel costs are
often strongly influenced by the performance required in a vibration environment. Consequently, field
measurement based vibration criteria are very important. To determine levels, locate the store relative
to the helicopter zones as shown in Figure 514.8D-5. Most stores will be inside a vertical projection of
the main rotor disc and should use the source frequencies of the main rotor in determining the values of
A1, A2, A3, and A4 (see Table 514.8D-III). Also in Table 514.8D-III are the fundamental main rotor source
frequencies of several helicopters.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• b. Exposure durations. When measured data are used to establish exposure levels, take durations from
the LCEP. When levels are derived from Table 514.8D-III, and Figures 514.8D-4 and 514.8D-5, use a
duration of four (4) hours in each of three (3) orthogonal axes for a total time of twelve (12) hours. This
represents a 2500-hour operational life. Use the fatigue relationship of Annex A, paragraph 2.2 to trade
test time for exposure level. Perform the calculation separately for each sinusoid and each segment of
the broadband background.
• 2.8 Category 19 - Missiles - Tactical missiles (free flight).
• There is no known source of general guidance or measured data for tactical missile carriage or launch
vibration environments. Environments for jet aircraft, propeller aircraft, and helicopter carried missiles
(stores) are discussed in paragraphs 2.4 through 2.7. Tactical carriage ground environments are discussed
in paragraph 2.9. Free flight environments are covered in paragraphs 2.4.3 and 2.5 in regard to aircraft
carried missiles. These environments should be generally applicable to tactical missiles during free flight
mission segments.
• a. Exposure levels. There is no known source of data. For accurate definition of tactical missile free flight
vibration, measurement of the actual environment is essential. The aircraft store criteria of Table
514.8D-IV and Figures 514.8D-6 and 514.8D-9 may be used to develop preliminary estimates of free
flight vibration.
• b. Exposure durations. Take durations from the Life Cycle Environment Profile.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• 2.9 Category 20 - Ground vehicles - ground mobile. (See paragraph 6.1, references pp to vv.)
• The ground mobile environment consists of broadband random vibration with peaks and notches. These
peaks and notches are considerably higher and lower than the mean level. (See paragraph 6.1, reference
d.) Terrain, road, and surface discontinuities, vehicle speed, loading, structural characteristics, and
suspension system all affect this vibration. Gunfire criteria (Method 519.8) are not applicable since it is
based on the response of aircraft-type structures that are significantly different than ground vehicle
structures.
• a. Wheeled vehicles. There is presently no analytical model of these environments suitable for
generalized application. A smooth spectrum similar to Annex C, Figure 514.8C-2 will be overly
conservative at notches in the frequency spectrum. The spectra of Annex C, Figures 514.8C-4 through
514.8C-7 are typical of cargo bed responses in two-wheeled trailers and tactical wheeled vehicles
(including four-wheeled trailers), respectively. This may be unrealistic for installed materiel since it does
not consider vehicle structural response beyond the heavily supported cargo bed. The large assembly
cargo test of Annex C, paragraph 2.3 can be adapted to provide highly accurate tests for this materiel.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition
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Operational Tailoring Guidance for Vibration Exposure Definition
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Operational Tailoring Guidance for Vibration Exposure Definition
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Operational Tailoring Guidance for Vibration Exposure Definition
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Operational Tailoring Guidance for Vibration Exposure Definition
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Operational Tailoring Guidance for Vibration Exposure Definition
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Operational Tailoring Guidance for Vibration Exposure Definition
 MIL-STD-810H METHOD 514.8, ANNEX E
Supplemental Tailoring Guidance for Vibration Exposure Definition

• NOTE: Unless specifically noted, all document references refer to paragraph 6.1 in 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
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 514.8-I in the front part of this Method contains an outline of the following paragraph with
references to the paragraph numbers.
• 1.3 Limitations.
• See paragraph 1.3 in the front part of this Method, as well as paragraph 2.1.1a(1) below.
 MIL-STD-810H METHOD 514.8, ANNEX E
Supplemental Tailoring Guidance for Vibration Exposure Definition
• 2. SUPPLEMENTAL TESTS.
• 2.1 Supplemental Considerations.
• 2.1.1 Category 24 : All materiel - minimum integrity tests.
• Minimum Integrity Test (MIT) methods are generally relatively unsophisticated tests that can be adopted
when a precise simulation is not necessary to establish suitability for service. These are normally coupled
to generalized or fallback test severities that may be used in the earlier phases of a materiel
development program when adequate information may not be available to allow use of project specific
severities.

• Note: Tailored test methods are preferred over MIT and should be employed whenever possible. MIT
cannot be used for qualification.
• The MIT test category is still employed and, therefore, continues to be included within the MIL-STD-810
guidelines; however, it is placed under the category “supplemental” due primarily to the unorthodox
non-tailored nature of the test category with advice to implement with care.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• The minimum integrity test is intended to provide reasonable assurance that materiel can withstand
transportation and handling including field installation, removal, and repair. This is particularly important
for materiel that was designed and tested to requirements based only on operational service
environments in which the item is mounted on vibration isolators. The same hardware is often subjected
to handling, transportation, etc., without isolators, and should be tested in such configurations.
Subsequent to introduction of MIT in MIL-STD-810D, Environmental Stress Screening (ESS) has become a
common practice in many production facilities. Generally, ESS testing is conducted at lower levels than
those proposed in Figures 514.8E-1 and 514.8E-2, and spectral shaping based on structural
characteristics of the materiel may be employed. Additionally, ESS testing is generally conducted in a
hard mount configuration that may address the transportation test shortcomings addressed earlier in
this paragraph pertaining to otherwise shock mounted equipment.
• Many agencies use some form of MIT based on historical knowledge of their particular service
environments, and their spectra may vary from those provided within this document.
• a. Basis for levels. Vibration levels and durations of Figures 514.8E-1 and 514.8E-2 are not based on
application environments. Rather, experience has shown that materiel that withstands these exposures
functions satisfactorily in the field (unfortunately, much of the original documentation leading to the MIT
levels was not carefully preserved). Since the MIT levels may be severe relative to most environments,
failure to pass an MIT does not imply that the materiel will fail in its service environment. Failure to
function subsequent to exposure to an MIT test should serve as grounds to make an attempt to define
the test environment and make an effort at developing a tailored test.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• (1) Limitations. Do not apply minimum integrity tests to materiel that has been designed and tested to
all environments of its life cycle, or to materiel that is otherwise tested to levels and durations that are
equivalent to the minimum integrity test by the vibratory fatigue relationships of Annex A, paragraph
2.2. MIT cannot be used for qualification tests.
• (2) Delicate materiel. Use care with delicate materiel. Do not apply this test when the levels are felt to be
too high for the materiel. Rather, evaluate the full environmental life cycle and make provisions to
ensure the materiel is adequately protected from vibration and shock during all phases of the
environmental life cycle - to include the transportation phase.
• (3) Exposure levels. Test levels are shown in Figure 514.8E-1 for general use, and in Figure 514.8E-2 for
helicopter materiel. These exposures are to be applied directly to the materiel (hard mounted) and not
through vibration isolation devices. These exposures are based on typical electronic boxes. When
materiel is too large, unnecessarily high loads are induced in mounting and chassis structures, while
higher frequency vibrations at subassemblies are too low. In these cases, apply the minimum integrity
test to subassemblies. The maximum test weight of a materiel or subassembly should be approximately
36 kg (80 lb).
• (4) Exposure durations. Test durations are shown in Figure 514.8E-1 for general use, and in Figure
514.8E-2 for helicopter materiel
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• In many cases, materiel is designed and tested to requirements based only on operational service
environments. Other phases of the environmental life cycle are assumed to be less stringent or not
considered. The minimum integrity test is intended to provide reasonable assurance that materiel can
withstand transportation and handling including field installation, removal, and repair. This is particularly
important for materiel mounted on vibration isolators in service and subjected to handling,
transportation, etc., without isolators.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition
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 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• (a) A simple form is known as stall or stop sign flutter. Stop sign flutter can be seen when a plate (sign)
mounted on a single central metal post flaps violently in the wind. This happens when the wind blows
roughly parallel, but at a small angle to the vertical plane of the plate. A pressure distribution forms over
the plate as with a "wing." These pressures combine as a lifting force located upstream (1/4 mean chord)
of the post. This off center force causes the plate to twist the post, increasing the angle between the
plate and the wind (angle of attack). Increased angle of attack causes increased lift, more twist of the
post, and larger angle of attack. This continues until either the post torsional stiffness is sufficient to stop
further twisting, or until the airflow over the plate stalls. When stall occurs, the center of lift shifts to the
plate center (1/2 mean chord) and the twisting moment disappears. The post (torsional spring) returns
the sign to the original angle, the flow reestablishes and the plate twists again, repeating the cycle. The
cycle then repeats at the frequency of the plate/post torsion mode. With road signs this cycling can go
on for long periods of time without failing the simple steel post. However, when a similar oscillation
occurs with more sophisticated structures, failure usually occurs rapidly.
• (b) Classical flutter is a mechanism that involves two (or more) modes. Typically these are the first
bending and first torsion modes. As flow speed increases the fluid interacts with the modal masses and
stiffnesses, changing modal frequencies. Flutter occurs when modal frequencies converge and the
motions of the two modes couple in a mechanism that extracts energy from the fluid flow. For additional
information see paragraph 6.1, reference z, paragraph 7.10 or paragraph 3.6.
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Operational Tailoring Guidance for Vibration Exposure Definition

• (2) When air flows over a blunt cross section (depth ≈ height), vortices are shed alternately from one
side, and then the other side, producing an oscillating force. These vortices are parallel to the length of
the cantilever and propagate downstream as individual elements, dissipating rapidly. A blunt cross
section cantilever attached to a platform moving through a fluid is subject to this force. When the
excitation frequency is close to a cantilever resonant frequency, vibration will occur. When the vibrating
mode is low, damped vibration can be substantial. This is another self-excited rather than an
environment driven vibration. However, in this case, unlike flutter, the vibration engineer is usually
expected to handle the problem.
• (a) Vibration due to vortex shedding can often be seen in the radio antennae commonly used on
automobiles (the single piece non-telescoping type). When moving at speeds of roughly 80 to 97
kilometers per hour (50 to 60 miles per hour) and when there is water on the antenna, the antenna
often vibrates at easily visible amplitudes. It would appear that the antennae are not failing because the
vibration is in the second bending mode (2 node points). The strain distribution (mode shape) is such
(again clearly visible) that dynamic bending stresses are not very high at the root of the cantilever. (It is
also suspected that the antennae are made of a low-strength steel that fortuitously has good fatigue
properties.)
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Operational Tailoring Guidance for Vibration Exposure Definition

• (b) Shed frequency and force generated are approximately equal to:
f = 0.22 V/D
F = (1/2ρV 2 DL)sin(2π ft)
• f = frequency
• V = velocity
• D = cantilever cross section diameter
• F = force
• ρ = density
• t = time
• L = the exposed length (perpendicular to the cross section)
• (For non-circular cross sections, D becomes the dimension perpendicular to the flow in the frequency
equation and the dimension parallel to the flow in the force equation. See paragraph 6.1, reference y,
paragraph 7.6 for more information.)
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Operational Tailoring Guidance for Vibration Exposure Definition

• (3) Forced vibration of external cantilevers by fluctuations in a fluid flow is the same response to
aerodynamic turbulence that is a primary source of vibration in aircraft. The factors that make this a
special case for cantilevers are the dynamic characteristics of the cantilevers. First, a cantilever exposes a
large surface area to the excitation relative to the cross section of the support structure. Second, a
cantilever tends to respond with high amplitude motion and large root stresses in the supporting base.
Third, when the cantilever has the form of a "wing," aerodynamic lift and drag forces can be produced
that add to the fluctuating pressure loads. These aerodynamic forces are produced because the
turbulence is a tumbling of the fluid with variations in flow direction and flow velocity. These variations
affect the "wing" as variations in angle of attack and flow velocity.
• (a) There are two types of excitation that are important. One is the broadband random turbulence
behind any relatively blunt flow obstruction or behind a stalled airfoil. The other is vortices. A vortex
forms when the pressures on two sides of a "wing" are different. The flow from the high pressure side
wraps around the tip to the low pressure side. This results in a rotating flow trailing downstream of the
tip. This rotating flow or vortex is left in the wake of the "wing," is highly stable, and persists for long
distances downstream. Such a vortex is highly structured with a sharply peaked frequency distribution.
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Operational Tailoring Guidance for Vibration Exposure Definition

• (b) Vortex generators (small "wings") are often seen on airplane wings. The vortices generated help to
hold the flow in the desired locations over the wing. This phenomenon can be clearly seen during
takeoff of Boeing 737 aircraft equipped with CFM 56 (large diameter) engines when the air is humid.
There is a vortex generator (small "wing") roughly 20 centimeters by 20 centimeters (8 inches by 8
inches) on the inboard side of each engine cowling. When the aircraft rotates to takeoff attitude, a
vortex is formed that moves up over the wing and extends back parallel to the fuselage. Moisture
condenses in the vortex, making it clearly visible to passengers seated at windows beside the engine and
over the wing.
• b. Platform environments.
• (1) Fixed wing aircraft and external stores.
• (a) Any "wing" can flutter. However, this is not likely with blade antennas or the wings, control surfaces,
and fins on stores. This is because first bending and first torsion mode frequencies are typically well
separated. Any "wing" that has closely spaced bending and torsion mode frequencies should be
evaluated by flutter engineers.
• (b) Fixed wing aircraft usually do not have blunt cross section external cantilevers. Anything outside the
mold lines is generally streamlined (i.e., airfoil shaped) to reduce drag. However, if blunt cross sections
are used, care should be exercised to ensure that shed frequencies and cantilever frequencies are well
separated.
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Operational Tailoring Guidance for Vibration Exposure Definition

• (c) Many fixed wing aircraft have problems due to turbulence forced vibration. Typical problems are
failed blade antennae, failed fins on external stores, and failed wings and control surfaces on missiles.
Blade antenna problems are usually caused by locating the antenna downstream of a flow disturbance
such as a cockpit canopy, a radome that projects into the air stream, or a cavity in the aircraft skin.
Severe broadband flow turbulence carries downstream behind the disturbing element for a distance of
three to five times the maximum cross sectional dimension of the disturbing element.
• (d) Fins on external stores are typically exposed to turbulence behind the carrying pylon, rack, or leading
store. There is a case where a vortex forms in a corner of an engine inlet during high speed throttle
chops. This vortex drops down and moves toward the airplane centerline as it extends aft. There is a
single fuselage external store station that is wiped by this vortex. A specific missile carried at this station
experienced high vibration levels of wings and control surfaces leading to rapid failure. The missile had
to be redesigned to allow carriage on that one station.
• (2) Helicopters and external stores.
• (a) Flutter of "wings" on a helicopter is not likely due to the relatively low air speeds. However, if
otherwise unexplainable failures occur in "wing" like elements, a flutter engineer should be consulted.
• (b) Flight speeds of helicopters are lower than fixed wing aircraft and streamlining is not as important.
Thus, blunt cross section cantilevers are more likely to be used. When blunt cross sections are used, care
should be exercised to ensure that vortex shed frequencies and cantilever frequencies are well
separated.
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Operational Tailoring Guidance for Vibration Exposure Definition

• (c) Helicopters are also subject to turbulence. However, turbulence produced vibratory loads are
proportional to flow speed and helicopter speeds make problems due to turbulence relatively unlikely. It
is still prudent to locate cantilevered materiel away from known turbulence.
• (3) Ground vehicles.
• (a) The flapping of the fabric cover of an open truck is a form of flutter. Structures of this type will
"flutter" and must be strong enough and tied down well enough to prevent carrying away. However, to
replace a fabric cover with a stiffened structure is not reasonable. Flutter problems at ground vehicle
speeds should be limited to cases of this type.
• (b) Streamlining is usually not a significant factor in ground vehicle design. Thus, blunt cross-section
cantilevers and vortex shedding are relatively likely. Exercise care to ensure vortex shed frequencies and
cantilever frequencies are separated.
• (c) Forced vibration problems should be extremely rare due to low flow speeds. However, turbulence
does exist at any flow speed and could possibly affect large, low frequency structures. The low frequency
turbulence produced by large trucks affects the handling of smaller vehicles in close proximity. Vortices
in the wakes of large trucks can often be seen in disturbances of roadside dust.
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition
• (4) Watercraft.
• (a) For the portion of the platform above water, the discussion for ground vehicles applies. Portions of the
platform below water are in a higher density fluid, even though flow speeds are low, the pressures are high. Wake
turbulence of watercraft is clearly visible at the water surface. "Wing" materiel is subject to flutter and blunt
cantilevers including "wing" elements with blunt trailing edges are subject to vortex shedding. Much of the original
work in this technology dealt with watercraft problems.
• (b) Hulls and externally mounted underwater materiel are generally designed for smooth flow at the bow and
along the sides but with squared off "boat tail" sterns. Turbulence driven forced vibration should not be a problem
in smooth flow areas. However, anything located downstream of a "boat tail" will be subjected to high levels of
flow turbulence.
• c. Exposure levels.
• (1) Exposure levels are not pertinent to flutter or other instabilities. These mechanisms, if they occur, will either
drive the system to rapid, complete failure or will persist at high levels resulting in rapid fatigue or wear failure.
The correct procedure is to design the materiel such that these mechanisms do not occur. When instabilities are
discovered, the correct procedure is to understand and then eliminate the mechanism. This is accomplished by
determining the mode shapes and frequencies of those resonances participating in the instability and, if possible,
the characteristics of the flow field. Eliminating the mechanism is done by changing modal frequencies, mode
shapes, modal damping, and/or flow characteristics. This is accomplished by changing modal mass, stiffness, or
damping and/or by changing aerodynamic shapes. (See paragraph 6.1, reference z, paragraph 6.1.) Dynamic
absorbers are often useful in changing modal properties (see paragraph 6.1, reference y, paragraphs 3.2 and 3.3).
 MIL-STD-810H METHOD 514.8, ANNEX D
Operational Tailoring Guidance for Vibration Exposure Definition

• (2) Vortex shedding driven vibration also generally leads to rapid fatigue or wear failure. This problem
typically involves a single mode of vibration of the materiel. If possible, the problem should be
eliminated by separating the shed frequency and the resonant frequency (ideally by a factor of 2). If this
is not practical, it may be possible to survive this mechanism for useful periods of time with good design.
Good design consists of using materials with good fatigue properties, elimination of high stress points,
and adding damping. In order to define exposure levels, it is necessary to measure the motions of the
cantilever on the platform in the operating environment. These measurements are used to define modal
responses. When laboratory tests are required, response control is necessary. This is because the
primary energy input is directly from the fluid flow. Response of the cantilever to this input is greater
than the response to the vibration environment at the mount.
• (3) Local turbulence is not predictable except in a very general sense. Problems of this type should be
avoided whenever possible by locating materiel away from known turbulence areas. Beyond this, it is
necessary to operate the platform through its operational envelope and evaluate problems as they
occur. When problems are discovered, the first approach should be to determine the source of the
turbulent wake that is causing the problem and to move the materiel out of this wake. If this is not
possible, proceed as discussed for vortex shedding problems.
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• d. Exposure durations. As discussed above, problems should be solved by eliminating instability

mechanisms or by moving materiel away from turbulence. If it is necessary to define exposure durations,
take them from the LCEP. These problems may occur in very specific regions of an operating envelope. It
may be necessary to break missions down to a very detailed level in order to define realistic durations.
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