THAKUR INSTITUTE OF AVIATION TECHNOLOGY

TRAINING NOTES
SEP 2022
FORWORD
UNCONTROLLED COPY

 ITISIMPORTANTTONOTE THAT THE INFORMATION IN THIS BOOK IS OF STUDY/ TRAINING PURPOSES ONLY
AND NO REVISION SERVICE WILL BE PROVIDED TO THE HOLDER.
 WHEN CARRYING OUT APROCEDURE/ WORK ONAIRCRAFT/ AIRCRAFT EQUIPMENT YOU MUSTALWAYS
REFER TOTHE RELEVANT AIRCRAFT MAINTENANCE MANUAL OREQUIPMENT MANUFACTURER'S
HANDBOOK.
 FOR HEALTH ANDSAFETY IN THE WORKPLACE YOU SHOULD FOLLOW THE REGULATIONS/ GUIDELINES AS
SPECIFIED BYTHE EQUIPMENT MANUFACTURER, YOUR COMPANY, NATIONAL SAFETY AUTHORITIES AND
NATIONAL GOVERNMENTS.

Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any
form by any other means whatsoever : i.e. photocopy, electronic, mechanical recording or otherwise without the prior written permission of
Thakur Institute of Aviation Technology.

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Knowledge Levels – Category A, B1, B2, B3 and C Aircraft Maintenance Licence

Basic knowledge for categories A, B1, B2 and B3 are indicated by the allocation of knowledge levels indicators (1, 2 or 3) against each
application subject. Category C applicants must meet either the category B1 or the category B2 basic knowledge levels.
The knowledge level indicators are defined as follows :
LEVEL 1
 A familiarization with the principal elements of the subject.
Objectives: The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and examples.
 The applicant should be able to use typical terms.
LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives: The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.
LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner.
Objectives: The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer’s instructions.
 The applicant should be able to interpret results from various sources and measurements and apply corrective action where
appropriate.

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Module 07.13: CONTROL CABLES

Certification Statement

These Study Notes comply with the syllabus of EASA Regulation (EC) No.2042/2003 Annex (Part-66) Appendix I, as amended by
Regulation (EC) No.1149/2011, and the associated Knowledge Levelsas specified below:

EASA 66 Level
Objective
Reference A B1 B2
CONTROL CABLES 7.13 1 2 ---
Swaging of end fittings;
Inspection and testing of control cables;
Bowden cables; aircraft flexible control systems.

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7.13 CONTROL CABLES
GENERAL
Metal cables (or wire ropes as some manufacturers refer to them)
are used as a method oftransferring movement from one place to
another, for instance from the control column to thecontrol
surface. A cable is constructed from a number of wires twisted
together to form a strand.Depending on configuration a number of
strands may then be twisted in the opposite directionto form the
cable.
Being flexible they can transfer this motion round corners and into
different planes via pulleys.However, being flexible, they can only
transfer a tension or pulling movement, so usually theyare used in
pairs as a circuit to enable travel in both directions.Occasionally a
single cable maybe used with a spring loadedreturn device to
maintain tension (like the brakes on a bicycle).
The cables used in aircraft control systems comply with a number
of British, American and/orEuropean Standards. They are usually
'preformed' during manufacture. Preforming is a processin which
each strand is formed into the shape that it will take up in
thecompleted cable. Thismakes the cable more flexible, less prone
to kinking and more fatigue resistant. Anotheradvantage
ofpreformed cables is that, in the event of a wire breaking, it will
lieflat within itsstrand, so that the cable is less likely to jam in its
pulleys and fairleads (but the damage is alsoless easy to see).
Preformed cables are manufactured from galvanized (zinc coated),
or tin over zinc coatedCarbon Steel, or uncoated Corrosion-
Resistant Steel (CRS or Stainless Steel), and areimpregnated with
friction reducing lubricant during manufacture. CRS cables
areslightly weakerthen the carbon steel equivalents but are less
prone to corrosion and may be used in harsherenvironments. Non-
preformed single strand cable may be found on some minor
aircraftsystems.

BRITISH CABLE

Minimum No. of Wires No. of Strands Cable

BreakingLoad PerStrand PerCables Diameter
5 cwt. 7 7 0.08 in.
10 cwt. 14 7 0.12 in.
15 cwt. 19 7 0.15 in.
20 cwt. 19 7 0.16in.
25 cwt. 19 7 0.18in.
30 cwt. 19 7 0.21 in.
British control cable specifications

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AMERICAN CABLE SAFETY FACTORS

Diameter No. of Wires No. of Strands Minimum The safety factor is the ratio of the strength of the cable to
(in) PerStrand PerCable Breaking Load theworking load. A cable with strength of 10,000 pounds and
1/16 7 7 480 lbs atotal working load of 2,000 pounds would be operating with
3/32 7 7 920 lbs asafety factor of five.
1/8 19 7 2000 lbs
5/32 19 7 2800 lbs The proper safety factor depends not only on the loads applied,
3/16 19 7 4200 lbs but also on the:
7/32 19 7 5600 lbs
American control cable specifications  speed of operation,shock load applied,
 type of fittings used for securing the cable ends,
British aircraft control cables are classified by their minimum  length of cable,
breaking load while American andEuropean cables, by their  number, size and location of dire ction changing pulleys and
nominal diameter in fractions of an inch and millimeters quadrants,corrosion environment,
respectively.  facilities for inspection.

CABLE PROPERTIES It will be determined by the aircraft manufacturer and the

STRENGTH
Cables in service are subjected to several kinds of stress. The
stresses most frequentlyencountered are direct tension, stress due
to sudden or shock loads, stress due to bending, andstress
resulting from several forces acting at one time. For the most
part,these stresses can beconverted into terms of simple tension.
The tensile strength of a cable is determined by its size,material
and construction. The correct strength is selected by the
aircraftmanufacturer and theappropriate size and material is
specified in the Aircraft Maintenance Manual.
cablespecified accordingly.
BENDING AND FATIGUE
All cables, except stationary ones used as bracing, are subjected to
bending around pulleys.
The detrimental effects of bending may be classified as:
 Loss of strength due to bending.
 Fatigue effect of bending.
A cable may be considered a machine in which the individual
elements (wires and strands) slideupon each other when the cable
is bent. Loss of strength due to bending is caused by theinability

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of the individual strands and wires to adjust themselves to their
changed position whenthe cable is bent. Therefore, for the
satisfactory operation of a cable over pulleys, the cablemust be
internally lubricated. This lubricant is applied during
manufactureand care must betaken that it is not removed during
maintenance.
Repetitive flexing of the wires as the cable passes over a pulley,
and their straightening, as thecable leaves the pulley develops
bending loads which, even though well within the elastic limit
of the wires, set up points of stress concentration. Fatigue failure
of the wires in a cable is theresult of the propagation of small
cracks from these stress points. This results in broken wires
showing no apparent contraction of cross section (no wasting).
Both conditions occur when cables operate over comparatively
small pulleys or drums. The bestmeans of preventing
bothconditions is to use pulleys of adequate size. Also a cable of
more
flexible construction may be used.
ABRASIVE WEAR
The ability of a cable to withstand abrasion is determined by the
size and composition of theouter wires and the construction of the
cable. The larger outer wires of the less flexibleconstructions are
better able to withstand abrasion than the finer outer wires of the
more flexiblecables. Finer wires will also cause more abrasion to
the softer materials they come into contactwith (e.g. pulleys and
fairleads).
STRETCH OF CABLE
The stretch of a cable under load will result in uneven, delayed or
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reduced output movementand is the result of two components:
 structural stretch and
 elastic stretch.
Structural stretch is the lengthening of the cable caused by
compression of the core andadjustment of the wires and strands to
the load placed upon the cable. This can be minimized by
preforming the components of the cable.
The elastic stretch is caused by elongation of the wires. It is
directly proportional to the load aridthe length of cable under load,
and inversely proportional to the metallic area and modulus
ofelasticity. This applies only to loads that do not exceed the
elastic limit of a cable. The elasticlimit of stainless steel cable is
approximately 60% of its breaking strength and for galvanised
cables it is approximately 50%. The effects of stretch in aircraft
cable systems is minimised bytensioning the cable when installed
and correctly routed.
Repair cables are normally ordered from the manufacturer by part
number, identified throughthe aircraft's IPC. They are supplied
fully formed with the necessary end-fittings, tested to thecorrect
load factor. If a cable is fabricated by the operator, it is vital to
ensure that cable of thecorrect grade and material is used, the
proper end fittings are installed, and that the cable isproof tested
prior to installation. The cable fabrication workshop will normally
need to beapproved.
It may also be possible to repair damaged cables by splicing in the
repair piece with suitableend fittings swaged on in situ when
approved by the AMM.
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CABLE CONSTRUCTION

As we have seen, the thickness of the individual wires determines

the flexibility of the cable, soa cable composed of 19 wires will be
more flexible than a similar sized cable constructed from 7
thicker wires. Thicker wires may offer slightly greater strength in
larger diameter cables.

The designation of the cable is determined by the number of

strands it contains, and thenumber of wires in each strand. For
example a cable designated as 7x19, consists of 7 strands,
each containing 19 wires. A specific diameter of cable may be
available in two or moreconfigurations as shown on the
accompanying table, e.g. 1/8 inch cable as 1x19 or 7x19. The
most common configurations for commercial aircraft cables are
1x19 and 7x19. The aircraftmanufacturer will specify both
diameter and construction.

There is also a very specialized form of aircraft control cable

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known as Lockclad. Lockcladcontrol cable consists of standard

Weight Per 10

Stainless Steel
Carbon Steel
Construction

GFT (LBS)

Galvanized
aircraft cable over which is swaged an aluminum tube ofproper

Minimum
Diameter

Breaking

Strength
Nominal

(LBS)'
thickness and length.

This combination provides several advantages:

 It lowers the creep stretch

1/16 1 X 19 0.85 500 500
 The smooth cylindrical surface provides fo r closer
1/16 7X7 0.75 480 480
sealingthrough pressure walls.
1/16 7X19 0.75 480 480
 It dampens the vibration of the cable.
3/32 1 X 19 2.0 1200 1200
 It provides a higher coefficient of thermal expansion. 3/32 7X7 1.6 920 920
3/32 7X19 1.7.0 1000 920
The swaged tubing compact the cable which minimizes
1/8 1 X 19 3.5 2100 2100
undesirable stretch characteristicscaused by load application. This
1/8 7X7 2.8 1700 1700
combination also provides a coefficient of expansion of thecable
1/8 7X19 2.9 2000 1760
closer to that of the airframe and this may produce
animprovement in sensitivity ofcontrol. 5/32 1 X 19 5.5 3300 3300
5/32 7X7 4.3 2600 2400
The aluminium tubing is swaged only to straight runs of cable 5/32 7 X 19 4.5 2800 2400
assemblies, those sectionspassing around pulleys must be left 3/16 1 X 19 7.7 4700 4700
bare. For this reason, no increase in strength over the bare 3/16 7X7 6.2 3700 3700
cable is obtained by the use of Lockclad. The rigidity of the 3/16 7 X 19 6.5 4200 3700
cladding also makes the routing oflong cable runs impossible so it 7/32 1 X 19 10.2 6300 6300
is rarely used on large commercial aircraft. 7/32 7X7 8.3 N.A. 4800
7/32 7 X 19 8.6 5600 5000
It is possible that cables with a non-metallic core strand, or non- 1/4 1 X 19 13.5 8200 8200
metallic strands wrapped rounda metal core may be encountered. 1/4 7X7 10.6 6100 6100
A non-metallic sleeve or void filler which produces asmoother 1/4 7 X 19 11.0 7000 6400
surface may also be seen, but these are not common on current
commercial aircraft. 'NOTE: Some values for 1X19 cable are for non-aircraft
(Commercial) grade cable

END-FITTINGS

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GENERAL ball and ferrule button type fittings can be found in

Whilst cables were previously, 'spliced' and 'whipped' with waxed
cotton to form end-fittings, themajority of modern cables have a
'swaged' type end-fitting where a hollow shank or sleeve on
the fitting is physically distorted to grip the cable. Lightly loaded
aluminium and copper endfittings may be installed with simple
hand crimping pliers while the stronger steel fittings used on
most commercial aircraft cables are swaged on using specialised
manual or hydraulic poweredtooling.
variouslocations. The grip of a correctly fitted terminal will be
greater than the breaking strength of thecable.
Swaging machines may be hand portable or bench mounted,
manually or hydraulically poweredunits. Most small machines
work on the same principle in that rotating dies turn
andprogressively compress the sleeve or shank of the end fitting
causing it to grip the cable. Largehydraulic machines may apply
pressure to dies which form the swage in one action.

Relatively low strength cables with the loop and thimble type end
fitting shown opposite areformed using a Nicopress tool. Thecable
is passed through a Nicopress sleeve, around thethimble and back
through the sleeve. When satisfied that there is
sufficientprotrusion, thesleeve is placed inside the tool and
deformed by compressing the handles. The finished sleeveis then
inspected for cracks and distortion and tested with a go/no-go
gauge foradequatedeformation.

Most high strength end-fittings on control cables are special-to-

type and those such as fork,threaded (internal and external), and

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END FITTING SWAGING
Operation of a typical hand swaging tool is as follows:
It is essential that the cable and the terminal you have selected to
swage onto it are both of theproper size. Check the cable diameter
with a micrometer and, using the go-gauge included inthe kit
check the outside diameter of the terminal shank to be sure it
corresponds to the size ofthe cable.
From the kit, select the matched pair of roll dies suited for the size
cable onto which you arepreparing to swage a terminal. Each die
has the nominal cable size for which it is suitedstamped on the flat
sides. Install the dies on the machine in the correct orientation so
that theyare properly indexed with one another, and secure them.
Attach the correct size feed guideassembly. The machine is now
ready to receive and swage the cable-terminal assembly.
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The cable is a close fit in the bore of the terminal before swaging.
It is important that the end ofthe cable be cut cleanly and squarely
and that individual wires be prevented from splaying out.A
proprietary cable cutter must be used for this purpose. If
necessaryre-cut the cable to obtaina good end. It is also important
that the terminal and the cable be engaged over the full lengthof
the terminal bore so that the full strength of the swaged joint will
be realised. Probe the boreof the terminal with a stiff wire to make
sure that the depth of the bore is as specified in theSpecification
Sheet and that the bore is not plugged by dirt, chips or
otherforeign objects.
1. Push the cable into the fitting until the end of the cable reaches
the bottom of the bore.Mark the cable at point (A) as shown.
Place the cable beside the fitting shank and havemark (A)
placed flush with the bottom of the shank. Mark the shank at
point (B) using theend of the cable. Place the cable next to the
mark (B) and mark the shank at point (C) asshown.
2. Insert the cable to approximately half the depth of the boreand,
taking hold of the cableclose to the end of the terminal, bend it
sharply enough to set a kink into the cable. Thisis to ensure
that the terminal will not move on the cable while they are
being inserted inthe swaging machine.
3. Push the cable back into the fitting until mark (A) is flush with
the end of the shank again.You will start your swaging at mark
(C) on the shank.
4. Grasp the pins protruding from the lower die and rotate until
the cutaway portions of thetwo dies are centred opposite one
another, allowing you to insert the cable-terminalassembly
between the dies. Place the cable terminal assembly in the feed
guide with thefree end of the terminal resting against the feed
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guide adapter. Slide the feed guideassembly to the right as far

as it will go and then, by hand, rotate the lower
dieanticlockwise until the two rolls meet in contact with
theterminal at point (C).

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Ratchet the handles of the swager until the rolls have passed
completely over the terminalsleeve. When the first pass has been
completed a longitudinal fin or flash on the opposite sides
will be noticeable on the swaged portion of the shank, as
shown.To eliminate the flash rotatethe terminal 90° from the first
position and pass it through the rolls as outlined in the preceding
instructions. After the second pass, the terminal shank will
appearsmooth and round. Measurethe diameter of the terminal
shank with the gauge. The shank should now slide through the slot
from one end of the swaged portion to the other. The gauge is
made to pass a terminal whichhas been reduced to the proper
diameter as specified in applicable drawings. If the terminal has
not been sufficiently reduced, an additional pass may be necessary
to reduce it to the requireddiameter. Rotate the terminal 45° for
the 3rd pass to make the terminal more uniform.

CAUTION

Over-swaging will only cause work hardening, or may lead to

embrittlement whichmay induce terminal cracking. For this reason
you must never use more than four passes. Ifafter the fourth pass
the diameter on the sleeve has not been reduced to the proper
size,examine the equipment and recheck instructions in order to
determine what is causing theproblem.

Irrespective of which method was used for installing the end

fitting, the cable assembly must beinspected and proof tested. A
visual inspection for cracks and distortion is performed and then
the cable is proof loaded to 50% of the minimum breaking loadfor
British spec cables and 60%for American spec. This proof load is
about 10 times the static tension applied to the cable in
normal operation and tests the integrity of the cable assembly
whilst also pre-stretching it.

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Turnbuckles
Turnbuckles are the usual device for tensioning a cable system. A
turnbuckle assembly consistsof a left hand threaded fitting swaged
on to one cable end, and a right hand threaded fittingswaged to the
other cable end, and a barrel, tapped left and right hand between
them.
Turnbuckles are in safety when:
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BRITISH TYPES
A hardened steel pin will not pass through thesafety inspection
hole.
AMERICAN TYPES
All of the fitting thread is engaged in the barrel.
It is common practice for the left hand threaded end of the barrel
to be identified with a groovedmachined on the outer surface.
TURNBUCKLE LOCKING
Most turnbuckles currently are locked using spring clips which are
passed down grooves cut inthe threads of the fittings and the
barrel. The clip is positively located when the locking tongue is
located under the lip of the barrel centre hole.
When use of a clip is not possible, or wire locking is specified,this
should be done inaccordance with the aircraft manufacturer’s
requirements, usually to the FAA or CAA standardsas
appropriate.
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A turnbuckle locked with a clip
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Turnbuckle wire locking procedure
CABLE TENSIONING DEVICES
GENERAL
Although the cable tension can be correctly adjusted on the
ground, this tension may alter oncethe aircraft is in flight. This can
be due to the large temperature differentials involved and the
consequent expansion and contraction. Flexing of the airframe in
flight will also affect thetension. To overcome these problems a
tension regulator is installed in some control runs.
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The tension regulator shown here is typical. As the tension in

both the cables varies, due toexpansion, contraction or flexing, TENSION REGULATOR
the Quadrants will rotate independently about the centralPivot.
The Link Rods transfer this motion to the Locking If, however, a control input is made, the tension in the cables will
CrossbarAssembly. The CompensatingLocking Sub- differ. This causes the LockingCrossbar Assembly to cock over,
assemblyCompression Springs which push against the Locking locking it against the Lock Bar, so that both quadrants willrotate
CrossbarAssembly, expand or contract to maintain uniform together around the central Pivot. The Output Rod and its arm are
tension. attached to the pivotshaft and so move with the Quadrants
totransfer the control input to the control surface orpower
package.

Cable Tension Regulators can be very dangerous when

disconnecting cable runs, so it isimportant to ensure that they are
locked or 'snubbed1, in accordance with the AMM, before any
work is done on the controls. Some tension regulators have a scale
on one quadrant and adatum on the other. This gives an indication
of cable tension and is also used to ensure that theregulator is
correctly adjusted when rigging the system.

BROKEN CABLE COMPENSATOR

Some systems require protection against broken cables producing

false control inputs. Thismay be done using a cable compensator.

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The typical cable compensator assembly has two pulleys, each aircraft structure in the event of cable failure or over-travel, to
connected to a force link whichmeet at, and share a pivot with, a limit the movement of a control. They are typically used onthrottle
roller. The roller sits in the detent of the cam plate which cables.
isconnected to the output shaft. Under normal operation, with
tension on both cables, the twopulleys act as one and the roller The stop is usually wirelocked into position at a specific
remains in the cam transferring the drive to the output. In the distancefrom a datum.
event of a failed cable, the slackened pulley rotates causing the
roller to move moving out of itsdetented position. This isolates the
output and prevents a false control selection.

CABLE FAIRLEADS

The cables of a control run must be supported to reduce the

possibility of fouling, vibration andfluctuations. They
aresupported by fairleads which are usually made from plastic or
fibrematerials. These fairleads should not be lubricated as this will
collect dirt and dust, which willcause extra wear on the cable and
fairlead.

To prevent chafing of the cables, fairleads are fitted to the aircraft

CABLE STOPS
structure where the cablespass through, e.g. bulkheads and frames.
They are made of Tufnol, Micarta or Nylon, and are
Some control systems have Cable Stops attached to turn buckles
normally of two halves bolted together. The cable runs through a
or end fittings. These aredesigned to contact stop brackets on the

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hole in the fairlead. A sealed fairlead assembly

Fairleads must not be lubricated as they will collect dust and dirt.

A typical fairlead
CABLE PULLEYS

Cables that run for long distances inside an aircraft, will need to
change direction to allow for thecomplicated structure. The usual
method is by means of a pulley, as this allows the change
ofdirection with little increase in friction.

Aircraft pulley's are usually made from resin impregnated fibre

materials like Tufnol with asealed bearing fitted in the centre.

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A typical example would be a flying control system opposite,
which has pulleys that change thedirection of the cable through
various of angles.
Where a change in direction of the cable is required, a pulley is
normally used, due to its lowfriction in comparison with fairleads.
Guards are fitted to pulleys when the risk of the cableridingoff the
pulley is high.
As previously mentioned pulley diameter is selected by the
airframe manufacturer to minimize stress and wear on the cable.
Input & output from cable system made , quadrant used
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QUADRANTS AND DRUMS
Quadrants and Drums are used where an input to, or output from
the cable system is made.The cables always terminate at these
components, the swaged ferrule or ball type end fittingbeing
anchored to a cut-out in the track.
Quadrants and drums often have rig pin holes or other rigging
facilities. These will be discussedlater in this section.
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FORK JOINTS

These are used in conjunction with bracing wires, tie rods, tension
rod turnbuckles, etc.Identification is as follows:

1. Low Tensile Steel - Plain Collar

2. Stainless Steel - No Collar or Groove
3. High Tensile Steel - Groove Around Collar
4. H.T. Stainless Steel - Groove Around Shank

Size and nominal thread diameter is determined by a code marked

on the shank. Codenumbers commence from:

412 which is 4 BA
413 which is 2 BA

For numbers starting from 414, subtract 406 the size being in
1/32in. The letter R or L added asa suffix indicates left hand or
right hand thread e.g. 420R.

420 = 7/16 in.B.S.F.

R = Right hand thread

PLAIN PLAIN GROOVED GROOVED

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Text
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SHACKLE PINS
These are used with fork joints, fork ends and other applications
where they take shear loads.They are secured in place with split
pins. While non-standard end fittings are used, a collar may
be placed over the small end and the split pin passed through the
collar and shackle pin.
Shackle pins are made from High Tensile Steel and High Tensile
Stainless Steel. H.T.S.S.shackle pins have a dimple at the shank
end and/or the letter ‘Z’ marked on the head.
The diameter is denoted by a letter starting from A which is 5/32
in and rising by 1/32 in fromeach letter up to T.
Length is indicated by a number starting with 1 which is 0.25
inand rising 0.050 in per number,and is measured from
theunderside of the head to the nearer side of the split pin hole.
EXAMPLE: D9 is 1/4 in diameter, 0.65 in long.
LOCKCLAD CABLES
Lockclad is a standard twisted steel wire cable with an aluminium
tube swaged around it. Thistype of cable has two advantages. One
is that the cable’s coefficient of expansion is nearer that
of the aircraft s fuselage than the standard steel wire cable. With
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temperature changes, theyexpand or contract by almost the same
amount.
This combination provides several other advantages.
 It lowers the creep stretch.
 The smooth cylindrical surface provides for closer sealing
throughpressure walls.
 It dampens the vibration of the cable.
 It provides a higher coefficient of thermal expansion.
The swaged tubing compacts the cable, resulting in an increase in
the AE value whichminimizes undesirable stretch characteristics
caused by load application. This combination alsoprovides a
coefficient of expansion that more nearly synchronizes thermal
expansion andcontraction of control cables to the airframe of the
plane, and this effects a noticeableimprovement in sensitivity of
control.
The aluminium tubing is swaged only to straight runs of control
assemblies. Those sectionspassing around pulleys must be
leftbare. For this reason, no increase in strength over the bare
cable is obtained by the use of Lockclad.
CONTROL CABLE SYSTEM INSPECTION
GENERAL
This section gives the typical inspections for control cable
systems. Always check the AMM forspecific information.
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Tests show that flexible cables can have broken wires without an
important decrease instrength. A 7x7 cable, for example, can have
two broken wires in a one-foot length and continueto hold its
specified load. However, it is good practice to replace a cable
whenever broken orcorroded wires are found.
CONTROL CABLES INSPECTION
Clean the airplane control cable with a dry, clean cloth. Do not
use solvents or abrasivematerials to clean the control cable,
solvents will remove the cables internal lubricant, which willcause
corrosion and rapid wear.
If necessary, apply applicable grease to carbon steel cable. Do not
put grease or corrosionpreventive agents on corrosion resistant
steel cables, because attraction of grit increases wearrate on CRES
cables.
Check for broken wires. Rub a cloth along the length of the cable
in both directions, do not usebare hands as serious laceration can
occur. Broken wires are indicated where the cloth getscaught on
the cable. Broken wires which lay flat can be difficult to detect.
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Move the control cable to full travel in each direction to inspect
where it passes through seals,pulleys, drums, quadrants and
fairleads, wires usually break where cables pass over or through
these components. Examine these areas carefully paying special
attention to cable runs outsidethe pressurised areas. Use a torch
and mirror to aid inspection in hard to see places.
Replace a 7 x 7 control cable when one of the following
conditions is found.
 Two wires are broken in a 12-inch length of cable.
 More than three wires are broken in the total cable length
between the two terminals.
 One wire is broken caused by rust or corrosion.
Replace a 7 x 19 control cable when one of these conditions are
found.
 Four wires are broken in a 12-inch length of cable.
 More than six wires are broken in a total cable length
between the two cable terminals.
 One wire is broken caused by rust or corrosion.
Broken wire is only permitted in a cable assembly if it is in a
straight part of the cable assemblyand does not go over a pulley,
through a pressure seal, or through a fairlead.
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Check for wear on cables. For cables in the pressurised area
(fuselage cables), replace a cableif one strand has worn wires
where one wire cross section is decreased by 40 percent or more.
Flex the cable at the shiny portion to see if any wires break.
For cables in the unpressurised areas, replace a worn cable where
you cannot identify the wirestrands on the worn side.
Replace all cable assemblies which have damage caused by rust or
corrosion. A whitish depositon High Tensile Steel galvanised
cables indicates corrosion of the zinc coating. Red rustindicates
that the steel wires are corroding.
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Examine for ‘bird-caging’. This is caused when the cable is
subjected to a sudden tensile loadwhich, although insufficient to
break the cable causes the pre-formed strands to straighten out
at the point of maximum stress. When the load is removed from
the cable these strands standout causing ‘bird-caging’.
Affectedcables must be rejected.
Check for kinking. If the cable has a permanent bend when not
under tension it must berejected. If the heart strand protrudes from
between the pre-formed strands it must be rejected.
Check swaged end fittings for cracks, corrosion and signs of
pulling off the cable, indicated by ashiny portion adjacent to the
end fitting. Check the hole in the end fitting for elongation using a
new bolt.
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Check for a broken heart strand, indicated by thinning of thecable, correctly, can turn smoothly, andhave no flat spots.
or loss of tension in aninstalled cable.
Examine the pulley bolts for worn areas.

Remove and replace a pulley when you find:

 There is an unusual pulley wear pattern.

 There is too much pulley wobble.
 The pulley does not turn freely and smoothly.

Examine the pulley brackets for cracks, and for other damage to
the structure.

Repair or replace damaged brackets, if necessary. Pulleys are

CONTROL CABLE PULLEY INSPECTION fitted to change the direction of acable run. They are made from
Tufnol or Micarta. An integral sealed ball bearing is provided.
Visually examine the pulleys for roughness, sharp edges, and Cable guards are provided to prevent the cable coming off the
unwanted material in thegrooves. pulley.

Visually examine the pulley wear pattern for the conditions shown When inspecting cables for the previously mentioned wear and
below. breakages, the complete cableruns must be examined forincorrect
routing, fraying, twisting or wear at fairleads, pulleys andguards.
Examine the pulley for wobble by pushing on the outer edge of
the pulley with a 2 pound forceand making sure that the Pulleys must be inspected for wear, to detect indications of
movement of the outer edge is no more than: seizure, flat spots, embeddedforeign material and excessive
tension. Any signs of contact with adjacent structure, pipe-work,
 0.10 inch for 8-inch diameter pulleys wiring and other controls must also be thoroughly investigated.
 0.09 inch for 6-inch diameter pulleys
 0.08 inch for 5-inch diameter pulleys
 0.07 inch for 4-inch diameter pulleys
 0.06 inch for 3-inch diameter pulleys.

Examine the pulley bearings to make sure they are lubricated

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Examine the cables to the make sure they go along the correct
routing, and do not have twists.Check the minimum clearance
from the adjacent structure.

Make sure the cable is free to move through its full travel.

CABLE REMOVAL AND INSTALLATION

CONTROL CABLE RUN AND TRAVEL INSPECTION
Prior to removing a control cable familiarise yourself with the
AMM procedure and in particular,any cautions and warnings.
Examine the cable guides and fairleads for worn areas, broken
Ensure you have a serviceable replacement cable, all the tools
parts, correct alignment, cleanparts, and correctly attached parts.
required and any assistance you may need. The following is a
typical procedure for replacing acontrol cable.
Make sure the cable deflection angle at the fairleads is not
morethan three degrees.
Use masking tape to make index marks on t he cable, fittings and
adjacent structure.The masking tape lets you refer to the initial
position when you install the new cable.Loosen the turnbuckles to
reduce the tension.

Remove all fairleads. If applicable, remove the control cable air

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seal.
Install control cable clamps on the cable( s) you do not need to
remove to keep lighttension on them. If you can isolate the cable
between rigging pin locations, install therigging pins through the
applicable drum or quadrant. Light tension on the cables that
are not removed will prevent wind off on the cable drums and will
also make sure thecables do not move out of the pulley guides.
Release turnbuckles and/or cable end attachments
Install the new cable at the same time you remove the old cable.
Use the old cable topull the new cable into position. Alternatively,
attach a piece of cord to the old cableand pull this into position,
then use the cord to pull the new cable into position.
NOTE: If you do not attach the new cable or cord to the old cable
before you remove theold cable, you will have a problem routing
the new cable.
It may be necessary to remove certain pulleys or pulley guides
when pulling throughold and new cables. Keep light tension on
cable and investigate any snags.
When new cable is in position, install re moved pulleys, pulley
guides, fairleads andpressure seals. Check correct routing while
installing these components.
If necessary, remove unwanted corrosion preventive compound,
from the surface ofthe control cable with a dry, lint-free cloth.
Clean the full length of travel through thefairleads, air seals, over
the pulleys, quadrants, and drums.
Lubricate the cable if required. Only lubricate carbon steel cables.
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It is not necessaryto lubricate CRES cables. CRES cables can be
wiped with a clean cloth. Apply a lightthin layer of grease, to the
cable. Wipe the cable with a clean rag to leave a thin filmof grease
between the strands on the cable.
Engage the turnbuckles with the turnbuckle barrel installed an
equal distance on thetwo threaded terminals.
Remove the control cable clamps and riggi ng pins from the
control cable and drumsas applicable.
Tighten the cable in accordance with the temperature - tension
chart in the AMM. Usea 10 - 200 lb cable tensiometer to do a
check on the cable tension. Apply thetensiometer to the cable at
least 6 in. (152 mm) from the turnbuckle terminal or other
fittings. To make sure you have the correct cable tension, permit a
minimum of onehour at constant ambient temperature (±5°F) for
aeroplane and cable temperatures tobecome stable.
If a new cable is installed, operate the system for a number of test
cycles, with cablestightened to two times the working tension
('Double Tensioned'). See the applicablechapter for tension
specifications. Reduce to normal tension.
Make the last rigging adjustments, refer to the applicable chapter
for rigging load andtest cycle tables. Ensure no more than three
threads show out of the barrel of theturnbuckle when at correct
tension.
Make sure the air seals are correctly adjusted after installation,
correctly adjustedseals do not deflect the cable and allow free
movement.
Check the minimum clearance from the adjacent structure are as
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follows (theclearances that follow are general guidelines only,

refer to the applicable chapter tofind any special conditions for a
specific system) :

 Between different cable systems - 0.50 in. (12.70 mm) min, (a

clearance of2.00 in. (50.80 mm) is recommended),

 Between structure, wiring, tubing and fixed equipment:

1. At a fairlead - 0.50 in. (12.70 mm).

2. At a rubstrip - 0.10 in. (2.54 mm).
3. (a clearance of 1.50 in. (38.10 mm) is recommended
belowthe cable, and 1.00 in. (25.40 mm) is recommended
in theother directions).

 Between doors, landing gear, and components that move -

2.00 in. (50.80mm), (a clearance of 4.00 in. (101.60 mm) is
recommended).

Replace turnbuckle Locking Clips.

Operate controls through full travel to make sure that they move
freely and that toomuch force is not necessary.
Perform Duplicate Inspections and function checks as required
and certify task.
CABLE TENSION
As mentioned, the correct cable tension is important to ensure safe
and proper systemoperation and continued serviceability of the
components. The correct tension for a controlcable is specified in
the AMM. It is checked by the use of a Tensiometer and adjusted
on theturnbuckles.
Before using the cable Tensiometer ensure the standards room
recalibration date has not beenexceeded and the serial No on the
chart (see diagram), is the same as the serial No on
theTensiometer.
Cable tension is temperature dependant so it is important to
determine the temperatureconditions in the area where the work is
to be done. From the AMM ascertain the cablediameter and
required tension using the graph or table provided.
A typical modern tensiometer is the Pacific T5 tensiometer.

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It has a set of risers. The tensiometer chart indentifies which riser
is to be used with each cablesize. Fit the correct riser to the
tensiometer.
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Open the lever to retract the riser and check the gauge is zeroed.
Place the sectors over thecable and close the lever to take a
reading. If the dial cannot be observed a small brake leverwill
lock the needle so that the reading may be taken with the gauge
removed. Observe anyAMM instructions about reading position
and proximity to end fittings. For increased accuracytake several
readings in different points along the cable and average them.
Compare the gauge reading with the tensiometer chart and read
across the determine actualtension in pounds.
The cable tension can now be adjusted on the turnbuckles if it is
out of to limits. A spring loadedtool may be used to hold the end
fittings while the barrel is turned to tighten or loosen the cable.
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CABLE RIGGING position in accordance with the AMM.

A control system will require rigging after a cable change, system
maintenance or when acontrol problem is found or suspected.
Rigging is the means to ensure that all the parts of thesystem are
in the correct position to allow full travel in the correct sense.
Rig pins are part numbered tools of specific length which have a
red flag attached to show whenthey are installed (dispatch of an
aircraft with rig pins still installed could have catastrophic
consequences!). They are inserted into holes in quadrants, drums
and other components atcertain points in the system which align
with holes in brackets or the adjacent structure when in
the correct position. If they do not align the cable must be
adjustedby loosening and tighteningthe turnbuckles until correct
alignment is achieved.
 Insert rig pins in system quadrants progressively along system.
If pin does not fit,adjust cable circuit in accordance with the
AMM and check cable tension.
 Insert rig pin into trim ac tuator quadrant if applicable. Adjust
actuator output rod asrequired.
 For manual controls: Check position of control surface -
trailing edge faired withaerofoil trailing edge.
 For powered controls: Check rig pin/dimens ion at power
control unit input, adjustaccordingly. Provide hydraulic power,
check position of control surface - trailing edgefaired with
aerofoil trailing edge, adjust actuator output accordingly.

NOTE: When working on flying controls and particularly

hydraulic powered systems, surfacescan move with great speed
and force. Ensure all staff are briefed and all safety
precautionstaken.

Specific details of the rigging procedure vary with aircraft type so

it is vital to refer to the AMM.The following is a description of a
typical rigging procedure:

 Set the control columns, wheels or select or lever in the

neutral position. This mayrequire the use of a protractor, spirit
level or a special tool.
 Set Trim mechanism to neutral if applicable.
 Remove hydraulic power and isolate associated electrical
systems (alternate driveetc.) if applicable.
 Insert rig pin in control cable drum. Rig pin to be a push fit
into drum and alignmenthole. If pin does not fit, adjust drum

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FLEXIBLE CONTROL SYSTEMS

Normal aircraft cables are only capable of performing a pulling
action, due to their lack of rigidityand so are used in a
circuit.Where a two directional movement of push and pull is
required in
areas of limited space it would be necessary either to use control
rods, with the increasedweight penalty, or to use flexible control
systems. The two most common types of flexiblecontrol system
are Bowden Cables and Teleflex Control Systems.
SERVICING
 Inspect the cable ends for fraying and corrosion
 Inspect the conduit for kinks and signs of wear
 Adjust the cable for slackness by adjuster (screw out, i.e.
increase the length of conduitto take up the slackness in cable)
Check for adequate locking.
 Lubricate, on assembly, with recommended grease.

BOWDEN CABLE SYSTEMS

A typical Bowden cable control might be a brake lever on the

control column operating a remotebrake control valve.

Maintenance of Bowden cable systems is usually restricted to

cleaning and lubrication of theinner cable at regular intervals and
adjustment of the outer conduit (e.g. if the brakes needed
adjustment). The lubrication would keep moisture out of the cable
to prevent it freezing at lowtemperatures.

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Bowden cable connections

TELEFLEX CABLE SYSTEMS

The Teleflex cable system is more complex than the Bowden

cable system in that the operatingcable, within the conduit, is
actually a number of spirally wound cables which surround a core
tension cable, giving it support. This allows the cable to transmit a
push force as easily as a pullforce, doing away with the need for
any form of return spring.
CABLE
A typical use of a Teleflex system might be a throttle lever to
engine fuel control systemconnection. The cable is made of high tensile steel wires, which enable it to
transmit both push and pull.The strand core A transmits the pull,
The Teleflex cable system is a snug fit within the conduit and, whilst the first wire wrap B transmit the push. A and B arewound
because there might be thechance of it becoming seized, due to in different directions to prevent the cable from twisting under
foreign objects, dirt or freezing, it is vital that the innercables are load. A wire of heaviergauge C, interspaced by three turns of wire
regularly removed, cleaned and lubricated with low temperature D, forms the helix which acts as a bearing surfacewhen working
grease. It is alsoimportant that the conduits are thoroughly cleaned in the conduit and by which the end of the cable is gripped in the
using a form of ‘pull-through’, prior to theinner cable being control unit.
installed.

At longer intervals, it might become necessary to inspect the outer

conduit for signs of damageor kinking; which can cause thecontrol
to become tight or ‘notchy’.

BOX UNIT

Tuck the cable into the slot in the pinion and ensure that the cable
helix engages with the pinionteeth to give a wrap of at least 40
degrees ("single entry" units). On double entry units the cable

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should engage with the pinion to give a wrap of 180 degrees, the
cable projecting through thelead-out hole throughout the travel of
the control. Ensure that the cable end does not foul the
blanked end of the conduit when fully extended. All box units
should be packed withrecommended grease.
END FITTINGS
Sliding end fittings (fork end type). Unscrew the threaded
hexagon plug from the body, screwthe lock nut right back, and
pass the cable through the plug. Screw the lock spring on to the
end of the cable so that 3/16-in. of cable projects.
Insert the cable end, with its lock spring, into the bore of the body
of the end fitting, and screwthe hexagon plug tight down,
preventing the body from rotating. Check that the free end of the
cable is beyond the inspection hole, but not beyond the fork gap
(for a fork end fitting). Tightenthe lock nut and turn up the tat
washer. Check that the distance from the face of the body to the
end of the sliding tube does not exceed 0.45 in. (0.35-in. old type,
without tab washer). Thisensures that the lock spring is tightly
compressed.
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Control end units vary in detail. In the "box" (or wheel) unit at the
control end the large wire ofthe cable C is engaged between the
teeth of the gear wheel and the body of the unit. The gear
lever is turned by a hand lever or hand wheel, thus moving the
cable into or out of the box. Insome boxes (double entry) the cable
engages the pinion for 180 degrees and an outlet it
provided for the free end of the cable, which is protected by a
short length of conduit. Theseboxes permit much greater
movement of cable.
Alternatively, the control may consist of a simple push-pull unit.
This is sometimes fitted with aspring-loaded stop to retain the
control in any position; or sometimes fitted with a spring which
returns the control to its original position when released from
operation. The cable is attachedto such a fitting by clamping a
short coil of wire, which is screwed to the cable end, between two
parts of the control knob,
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In assembling, the body of the end fitting must not be screwed on

to the hexagon plug. Theplug should be screwed into the fork, not
fork into plug. Failure to apply this rule will result inthe lock
spring unscrewing. The same method should be used when
removing the fork, andcare should be taken not to jam the spring
and foul up the wire wrap.

At the operating (or terminal) end the fitting may be box type
(with gear wheel) or a simplesliding end fitting to which the cable
is attached in a similar manner to that for a push-pull typeof
control. This final attachment to the component operated
couldvary, being either fork end orball and socket - examples of
which are shown.

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SWIVELLING COUPLINGS
A swivelling coupling is sometimes used to allow the sliding end
fitting an angular movement;this is used when the lever on the
component scribes an arc.
To operate the system, the cable and conduit are connected to
control units at each end of thecontrol run and, in between, to
other units and fittings, which are used to direct the run. In many
locations, the cables are attached to lever-operated wheel units or
to push-pull handles. At thereceiving end of the run, another
wheel unit or sliding end-fitting is used to actuate themechanism.
BOWDENFLEX CABLES
Bowdenflex cables are another form of push-pull cable which may
be encountered. However,due to their method of construction,
they are flexible in only one plane.
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The tension and compression loads are transmitted by a flexible
Centre Load Rail. This issupported by a set of Balls either side,
which are kept at regular intervals by two flexible BallCage
Strips. Each set of balls runs in an Outer Guide Rail and the whole
assembly is retained ina flexible casing. Orientation flats are
formed on the outer casing parallel to the flat face of the
Centre Load Rail to ensure that the correct plane of flex is evident
on installation.
End fittings are attached to the Centre Load Rail to allow input
and output loads to be applied.
The cable requires no lubrication in service and will operate at
temperatures of between -40°and +250°C. Minimum bend radius
is around 3 inches while stroke range is normally 1-4 inches.
Bending in the wrong plane will result in high friction and
excessive wear.
Applications are similar to those of the Teleflex cable although
they are far less common.
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