Author Messages JH Newbie Posts:1 2:01 PM HELLO EVERYBODY I USE A CHADWICK VIBREX2000 FOR TRACK AN BALANCE OF A-109 HELICOPTERS. DOES ANYONE NOW WHERE I CAN FIND THE MANUALS FOR THIS DEVICE? (OPERATION-MAINTENANCE- CALIBRATION).
THANK YOU JH Member Posts:19 11:29 PM give them a call or email. Im sure they can help you out. Contact info: JH Newbie Posts:1 10:59 PM Send me an email to and i will send you the userguide and everything else. Is it a vibrex 2000 or 2000+?a href=mailto: /a JH Newbie Posts:1 11:16 PM I have an operations manual for my 2000+. If you like I can copy and send it to ya. Mike 501-269-9845 JH Newbie Posts:2 9:58 PM TENGO UN VIBREX 2000 Y ME FALTA EL MANUAL DE OPERACION MI EMAIL ES [email protected] MUCHAS GRACIAS JH Newbie Posts:2 9:58 PM TENGO UN VIBREX 2000 Y ME FALTA EL MANUAL DE OPERACION MI EMAIL ES [email protected] MUCHAS GRACIAS JH Newbie Posts:1 8:28 AM I want an operation manual of vibrex 2000,my email is, thank you very much!
JH Newbie Posts:1 5:08 AM can anyone help me with the vibrex 2000 manual:( JH Newbie Posts:1 4:16 PM I need information about manual of the vibrex 2000+,my email is hamed.linkeratgmail.com thanks alot! JH Newbie Posts:2 10:37 AM Please someone. Kindly help me with a copy of a vibrex 2000 user guide. Thanks email: [email protected], [email protected] JH Newbie Posts:1 4:37 AM Dear friends.Please help me with Vibrex 2000 user guide.
I maintain A 109E helicopter. Email: [email protected] JH Member Posts:15 7:46 PM are you looking for the manual or model specific info? JH Newbie Posts:1 9:50 AM hi everyone! I'm looking for a vibrex 2000 operations manual.
Email: [email protected] JH Newbie Posts:1 7:16 AM Please help me with Vibrex 2000 user guide,my email is [email protected], thank you very much! JH Newbie Posts:2 4:29 AM Like to go there? url=Burberry Shoes/url url=coogi clothing/url url=prada belts/url url=belts online/url url=YSL t-shirts/urlurl=louis vuitton clothing/urlurl=berberry shoes/urlurl=gucci clothing/url JH Newbie Posts:2 3:02 PM Can somebody kindly send me a vibrex2000 manual please. My email is [email protected] Tks osandyoo You are not authorized to post a reply.
I'm curious too. How many ways are there to add weight without drilling the spinner bulkhead? Are you referring to changing the prop's static weight slugs? The Dynavibe unit that I seen marketed for about $2000 was a simple unit that used a MEMS chip for an accelerometer for the vibration amplitude and a photocell for the phase angle.
No way did it provide further instructions of location and amount of weight to add for a trial run and solution. I know Dynavibe is working on a unit that will be show a vibration spectrum and assistance of direction test weigh placement, but it will certainly be more expensive. DSS Micvovibe, Chadwick Vibrex 2000 and the ACES system provide instructions but they cost $8000 and up.
Vibrex 2000 is a $20,000 unit I think. The Chadwick manaul 'The Smooth Propeller' is also approved data and is referenced in FAA Advisory circular AC 20-37E.
It can be downloaded from Mike Cabans website: CSOBeech.com Username Protected. I have an ancient Dynamic Solutions Micro Balancer. Our EAA chapter bought a DynaVibe $4500 or so which is what my balancer cost 20 years ago. The DynaVibe is easy to use, does the math for you, and provides a nice printout plus has an option for two transducers. The results are the same. The transducer/accelerometer must be mounted on the crankcase.
The optical sensor can be on the cowling. The directions for all of them are virtually identical with one enhancing another including the C-H, Aces.
We are given guidance from the prop manufacturers, the FAA via AC, and the instrument manufacturers which are consistent concerning weight installation. Glue is not allowed. Username Protected. The post above by Mr.
Felkins is so full of misinformation I don't know where to start, but here we go. The Dynavibe is $1500, not $2000. If someone needs or wants to do a spectrum analysis in addition to balancing the rotational mass of their engine, Dynavibe has their model called a GX2 for 4K. For normal prop balancing the $1500 original model will serve you as well as it's served me, going on 8 years without trouble. That article called 'The Smooth Propeller' wasn't done by Chadwick but, if I'm not mistaken, put together by Jim Fackler. Later, Reading on his website just now I see that Jim was with Chadwick when he wrote it so in a way, it did come from Chadwick-Helmuth, however that article is really ancient and, to my mind, deliberately dense - overly technical. Something designed to make it appear that balancing a prop is a really tricky business that requires the expertise of a specialist using very exotic and expensive equipment - thus justifying an equivalent amount of money for the service.
Don't get me wrong - Jim Fackler is the best in the business. He's an A&P and balancing props is all he does and he's hugely experienced.
If you want somebody else to balance your prop and you are anywhere around SoCal, by all means call Jim Fackler. Notice in that article, if you can wade through it, that.2 IPS is given as an acceptable number.
Back in the day when Chadwick-Helmuth was about the only game in town,.2 IPS was the best you could do. Jim would in no way say, today, that.2 IPS is an acceptable number. That article really needs to be deleted or, at best, put somewhere back in the back of your reference materials. It's obsolete and outdated. 'Are you referring to changing the prop's static weight slugs?'
Of course not. I think I've said about all I want to say on this. Anyone wanting to learn more about the subject please go to Dynavibe's website or Jim Fackler's site I've noted above. Username Protected. Stirewalt, In 1990 Jim Fackler granted me a letter of permission from Chadwick- Helmuth to use their Finite Analysis and their 'Smooth Propeller Manual' as a basis of my process specification to submit to the Northeast Directorate of the FAA for approval. I was granted that approval in 1992 in conjunction and at the same time the C&H manual was blessed as being 'FAA Approved' data.
I offered 'Dynamic Propeller Balancing' under my FAA Repair Station certificate WNKR918K. Until 2005, when AC 20-37E was published and condoned the evolution as minor maintenance. I surrendered my CRS certificate a couple years later and now continue the service with only my A&P license.
So, who is full of what? Regards Username Protected. By the way, I am acquainted with Matthew Dock who is with Dynavibe and have assisted him and his company with some of their development.
They are based out of Stillwater Oklahoma. They are presently working on gaining approval to have their advanced kit to be eligible for the MORE STC program. I do not regard their products as inferior. Actually, I regard most of the marketed units for aviation to be good equipment. However there are differences.
But more importantly there are vast differences in the technicians who try to provide the service. Username Protected. As you know Mr. Felkin digital technology has changed everything since 1990. I'd suggest to anyone interested in the mechanics of balancing to reference the ACES document.
It's straightforward and clear. To address OP's original post I'm attaching some pictures of the mount I've ended up using for almost every balance job I've done. Initially I had and still have longer ones and slightly different ones but found by using this little short one in the pictures with holes drilled in various places it I can mount it on just about any engine I come across.
It's made of aluminum angle stock. Anyone can easily make one.
I have a friend who has mounted his sensors permanently and uses it for aerobatic flying to watch for variances during maneuvers, so even that can be done. If not for aerobatics, perhaps for finding that sweet spot in cruise where RPM, power and mixture all come together at the smoothest point. I'm just saying one could do that. Having your own tools makes anything possible. At the very least it frees one from dependency upon shops which may or may not do a decent balance job. I've found the latter to not be uncommon.
Please login or Register for a free account via the link in the red bar above to download files. Username Protected.
Jeez fellas,another thread that has turned sour a bit between people. One question I saw that was real was about where to drill it. We always did the weight on the spinner mount. Yes you had to drill a hole, but it's covered by the spinner so no big deal. I think I've seen people mount to the flywheel. Have no idea if that's a valid way to do it or not.
It's a pretty interesting process to participate in. Our twin was great afterwards. Please don't shoot. Every moment in business only happens once. Username Protected.
Kent (and others), I just re-read this thread and really don't see what Mike posted that got your back up. I do see that asking nicely how he mounts the weights without drilling would probably have elicited a couple of responses and we all could have learned something, instead of the accusatory manner in which it was presented. So, In the words of Rodney Dangerfield 'keep it fair, keep it fair'.
Mike, I like your idea of sharing a unit with a couple others and also like your 'universal' mounting bracket. Now if I could only figure out how to mount those weights. Ray Bishop '65 Deb KCRQ, Carlsbad, CA Username Protected. It is now clear in my mind why Mr. Stirewalt won't / can't answer the questions he raised. Rarely do I get irritated by mis-information on BT, usually the learning curve ends up educating others, but Mr.
Vibrex 2000 Manual
Stirewalt was attained a new level of disingenuous pompousness in not supporting his statements. There are 2 accepted documents by the FAA for prop balancing. Please inform us all of the manner in which you attach weights to a Continental engine in a Bonanza that adheres to the guidance!
Username Protected. Well, if anybody thought I got my back up.it was this statement: 'The post above by Mr.
Felkins is so full of misinformation I don't know where to start, but here we go. ' - I thought when replying I was answering a few strong statements and then I got bashed.
Now looking at the posted photos, that changes this thread a bit. Notice how the cable is intregal with the MEM's sensor. What happens when one get burned against a exhaust pipe? Fix it yourself or send it back to the Mfg? I surmise this started as some guy who got a new toy and wanted to broad cast how great it was and how he could do a lot of things with it. Seen it before. Experimental props can be worked on with a number of ways.
Drilling a hole in a blade might make an improvement. Never mind the whistle.
Just like industrial balancing. Whatever methods available to accomplish the result one desires. I can show you a Hamilton-Standard prop bolt with an extended head. About an inch taller than one you will commonly see, taller with hollow head that one can pack with a number of lead slugs. It was used on DC-3's.
I thought about getting a variation approved for general use on similar props. It was a matter of economics versus bragging rights. For certified aircraft, it best to adhere to approved solutions. The task of Drilling the bulkhead has sound engineering and experience behind it.
I have records for over 1500 prop balance jobs. If anyone doubts my bonofides, I attached the cover page of my workbook. Sorry guys., but I don't think I will bother with this thread much further. Please login or Register for a free account via the link in the red bar above to download files. Last edited on 15 Mar 2016, 22:11, edited 2 times in total.
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Vibrex™ 2000 and Vibrex™ 2000 Plus Whether you have a fixed-wing aircraft, helicopter, turbine or reciprocating engine, there’s a Vibrex 2000(+) to meet your needs. The Vibrex 2000(+) is a vibration analysis and balancing tool that rapidly and accurately acquires and analyzes aircraft.The “Smart Balance Chart” calculates balance weights for Propellers and rotors for Propellers of any size and type with weight splitting and automatic sensitivity. Vibrex 2000(+) uses Stroboscope for visual rotor tracking & Lead/Lag Check. The balancer/analyzer for fixed-wing or rotorcraft The balancer/analyzer acquires accurate propeller and helicopter vibration readings. The Vibrex™ 2000(+) will balance propellers without the need of a chart or use the available Chadwick paper charts or factory charts, to balance your helicopter.
Also capable of balancing shafts and blowers, the Vibrex™ 2000(+) is a complete balancing tool. As a spectrum analyzer, it provides the operator with an overview of rotor and drivetrain vibration. 2 models to fit your needs Vibrex™ 2000 The basic Vibrex™ 2000 is applicable to aircraft and engines with component frequencies of 20,000 rpm or less and balance speeds below 10,000 rpm. For recipe powered aircraft, the Vibrex™ 2000 basic model is a sure fit. Vibrex™ 2000 Plus For applications where there is a need to perform higher frequency spectrum analysis, such as a turbine engine, the Vibrex™ 2000 Plus measures to 600,000 rpm. The Vibrex™ 2000 Plus model also adds a spectrum viewer for on-screen graphical display of spectral data.
Both models provide easy-to-use features that assist the maintainer in decreasing maintenance time, lowering maintenance costs and increasing aircraft availability. 4 easy steps to FAA-approved prop balance Easy to understand menus allow the user to initiate and complete up to 4 different balancing jobs at one time. The instrument will automatically correct for the propeller response to weight changes and this correction can be saved for future balancing exercises. A “first round hit” solution means less vibration, even on the first adjustment. Two channels allow the user to measure the propeller and rear of the engine during balancing. All measurements, sensitivities, solutions, and annotations are stored in memory and can be reviewed on the instrument, printed on the optional portable thermal printer, or downloaded to a personal computer. Customized Kits Available The Vibrex™ 2000 product line comes as a complete kit, with all the software, accessories, and instructions for your particular application in a rugged, portable carrying case.
With over 45 years of experience on more that 300 different applications, Honeywell-Chadwick systems are proven and reliable. Pinpoint problem components Spectrum Analysis Use the Vibrex™ 2000 spectrum feature to pinpoint problem components with ease.
Chadwick Vibrex 2000 Manual Instructions
The “List Peaks” spectrum printout identifies the highest peaks quickly. Use the harmonic and order features to identify misalignment, mechanical looseness, or imbalance to guide your maintenance action. An added feature of the Vibrex 2000 Plus model is a simple yet sophisticated spectrum viewer.
Vibrex 2000 / 2000+ Specifications Physical Dimensions 7.38″H x 7.25″W x 1.81″D (18.75 cm x 18.42 cm x 4.6 cm) Weight 3.5 lbs. (w/o batteries) (nominal) Power requirement 3-6.4 VDC 250mA Interfaces Vibration sensor 2 ea. Velocimeter (19 mV/IPS sensitivity) Mag pickup / tach. Pulse input, magnetic pickup or logic type Accessory Power 4 ea. D-Cell batteries.
Chadwick Vibrex 2000 Manual Download![]()
This portable printer is used for V2K(+), Carry-On VXP VMS II and On-Board VXP to make printouts of rotor settings, measured data and rotor adjustments as well as predictions for the calculated adjustments. This line printer makes it comfortable for the user, to get printouts at the aircraft, without the need of a PC Printer in an office. Its rechargeable battery allows printing even without supply power from the aircraft.
The rechargeable battery is charged via the Acquisition Unit of the Carry-On VXP. Application Accessory typically consists of Brackets for the installation of Magnetic Pickup with Interrupters, Brackets for the installation of the Photocell/Photo Probe, Azimuth Reflectors, Adapter Cables for DC-Power, Breakout Cables for hardwired aircrafts, aircraft specific Application Software and aircraft specific Application/User Guides, describing the proper equipment installation. The required Application Accessory is quoted specifically for the various “Portable Systems” and aircraft/engine type. For Carry-On VXP “Advanced Smart Charts” are provided on a Compact Flash, available for many helicopter and turboprop aircraft types as well as for some turbofan engines. The “Advanced Smart Charts” of the Carry-On VXP allow simple/quick data collection of Track & Balance of one or multiple regimes and calculate rotor adjustments for Track and/or Balance respecting current settings and rotor limits. For 8500C(+) Chart Sets are provided in form of a 3.5” Floppy Disk, containing “Smart Charts” available for almost any helicopter and turboprop aircraft type as well as for some turbofan engines.
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