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Some Comments Concerning the Preparation of and Fatigue Testing of the Aircraft’s Cable-Control System

Józef Brzęczek
Józef Brzęczek
   | Apr 29, 2024
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Article Category: Research Article
Published Online: Apr 29, 2024
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DOI: https://doi.org/10.2478/fas-2023-0004
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© 2023 Józef Brzęczek, published by Sciendo
This work is licensed under the Creative Commons Attribution-NonCommercial-NoDerivatives 3.0 License.

Figure 1.

The results of the KSAN cable (aviation cable) tests with a diameter of 3.5 mm up to 100,000 ± 90° bends (Kubryn et al., 2018).
The results of the KSAN cable (aviation cable) tests with a diameter of 3.5 mm up to 100,000 ± 90° bends (Kubryn et al., 2018).

Figure 2.

Simplified system of forces and moments of the aircraft in the classical layout.
Simplified system of forces and moments of the aircraft in the classical layout.

Figure 3.

Simplified system of forces and moments ensuring the balance and longitudinal control of the classical layout of monoplane.
Simplified system of forces and moments ensuring the balance and longitudinal control of the classical layout of monoplane.

Figure 4.

Classical horizontal tail unit aircraft or glider.
Classical horizontal tail unit aircraft or glider.

Figure 5.

Typical flight mission (Brzęczek, 2020).
Typical flight mission (Brzęczek, 2020).

Figure 6.

Scheme of the elevator aircraft cable-control system.
Scheme of the elevator aircraft cable-control system.

Figure 7.

Probability density function of flight time distribution for the aircraft commuter category (Kubryn et al., 2018).
Probability density function of flight time distribution for the aircraft commuter category (Kubryn et al., 2018).

Figure 8.

Real deflection of the elevator during flight, sampling of 50 Hz. Elaborated based on tests data (Department of Avionics and Control Systems of Rzeszów University of Technology, 2019).
Real deflection of the elevator during flight, sampling of 50 Hz. Elaborated based on tests data (Department of Avionics and Control Systems of Rzeszów University of Technology, 2019).

Figure 9.

Spectrum of rudder deflection. Elaborated on (Department of Avionics and Control Systems of Rzeszów University of Technology, 2019) data. Aerodrome traffic circuit flight. The average value depends on mass and CG location.
Spectrum of rudder deflection. Elaborated on (Department of Avionics and Control Systems of Rzeszów University of Technology, 2019) data. Aerodrome traffic circuit flight. The average value depends on mass and CG location.

Figure 10.

An example of the Cmz = f (αH, βH, υ) for specific values of K = 0.25, Re = 1.49 106, Ma = 0.3 (Krzysiak, 1983).
An example of the Cmz = f (αH, βH, υ) for specific values of K = 0.25, Re = 1.49 106, Ma = 0.3 (Krzysiak, 1983).

Figure 11.

An example of b1 = f (Ma) for the value K = 0.25 (Krzysiak, 1983).
An example of b1 = f (Ma) for the value K = 0.25 (Krzysiak, 1983).

Figure 12.

An example of b2 = f (M) for the value K = 0.25 (Krzysiak, 1983).
An example of b2 = f (M) for the value K = 0.25 (Krzysiak, 1983).

Figure 13.

Idea of a cable test strand4. More than six points of cable testing and inspection. The strand enables the ongoing measurement of cable elongation. The markings in Figure 13 mean: 1 – spring or hydraulic system, simulation of nonlinear hinge change, 2 – cable lock, 3 – pulleys, 4 – cable A, 5 – wrap angle adjustment, 6 –turnbuckl, 7 – cable B, 8 – tensioner (pre-tension value of force), and 9 – stochastic angular displacement (βH simulation).
Idea of a cable test strand4. More than six points of cable testing and inspection. The strand enables the ongoing measurement of cable elongation. The markings in Figure 13 mean: 1 – spring or hydraulic system, simulation of nonlinear hinge change, 2 – cable lock, 3 – pulleys, 4 – cable A, 5 – wrap angle adjustment, 6 –turnbuckl, 7 – cable B, 8 – tensioner (pre-tension value of force), and 9 – stochastic angular displacement (βH simulation).
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