Results are presented for the vibration response of a spacecraft shroud to a range of inflight fluctuation pressures. An Atlas-Agena 15 degree cone-cylinder shroud was analyzed during the present study, and three critical flight Mach numbers were considered. At transonic Mach numbers considered during this investigation ( M ∞ =0·7 and M ∞ =0·8), the aerodynamic flow over the shroud is complex, involving zones of regular attached flow, separated flow, shock wave oscillation and modified attached flows induced by local thickening of the boundary layer. The overall shroud vibration levels for a particular Mach number were determined by initially calculating the mean square acceleration levels induced by the fluctuating pressures distributed over an individual zone, and then summing mean square acceleration levels in one-third octave bands over all zones. Over most of the frequency range of interest, the vibration levels induced during transonic flight are considerably higher than the vibration levels induced during maximum dynamic pressure ( q max ) at M ∞ =2·0. At frequencies well above the ring frequency of the shroud, however, this situation is reversed, and vibration levels during q max are higher than those during transonic flight. This is shown to be due to hydrodynamic coincidence effects where matching between the flexural and pressure wavelengths results in a number of near-coincident modes contributing significantly to the vibration levels. A discussion is given of the relative effects of the various fluctuating pressure environments distributed over discrete zones on the shroud surface. For the shroud analyzed, the separated flow at transonic Mach numbers contributes little to the overall vibration response in the lower third octave bands, most of the vibration being induced by the thickened boundary layer aft of the re-attachment point. At frequencies well above the ring frequency of the shroud, however, the overall vibration response is induced almost exclusively by the separated flow. Shock wave oscillation was found to contribute very little to the vibration levels of the shroud analyzed during this study, primarily because of the mis-match between the low-frequency spectral content of this environment and the lower bound frequencies of the shroud modes. For certain spacecraft shrouds or space vehicle structures where the structural modes have much lower resonant frequencies than the present shroud, the shock wave oscillation may possibly be more severe in terms of induced vibration response.