• All cables, used in aircraft controls runs, have some

form of end fittings attached to each end of the cables.

These end fittings are usually ‘swaged’ on to the cable,
meaning that the end fitting is slid over the cable
before being squeezed, to reduce its diameter, and
cause it to grip the cable very tightly.
• During production of these cables, the completed end
fitting will be carefully checked, using a Go/No-Go
gauge, to ensure that the cable has been gripped
satisfactorily.
• The finished cable assembly will also be proof tested to
confirm its suitability for use as an aircraft control
cable.
• Once in service, the cables will be inspected
regularly for a variety of possible faults, whilst
the swaged end fittings will require minimal
inspection.
• In some installations, red paint is applied at the
junction of the end fitting where the cable
emerges, leading to a gap showing if the cable
has slipped within the swaged end fitting during
normal service.
• Some individual ferrules, fitted to non-critical
cables, may be inspected for signs of cracking
whilst in service.
• It is rare for cables to be removed from
service to have a scheduled proof load test.
• If there is any doubt to the possibility of the
cables lasting a long time in service, they will
be either checked for stretch by measuring
their length under load, or they will be given a
finite life and replaced when that life is
reached
• Cable systems have to receive regular
inspections due to their being subject to a
wide variety of environmental conditions and
wear.
• Their degradation, due to wear, can take the
form of wire/strand breakage (which is fairly
easy to detect), or may exist as less visible
(internal) wear, or as corrosion and distortion
• Critical areas for strand breakage are where the
cable passes over pulleys or through fairleads.
• A cloth is passed along the length of a cable to
detect broken strands and clean cable also.
• There will be limits, published by the
manufacturer, which say how many strands per
unit length can be broken.
• Removed cables can be bent through a gentle
radius, which may show up broken internal
strands that would not be visible when installed
and tensioned.
• Internal wear occurs in similar places in the wire to external
wear, around pulleys and fairleads and is much more
difficult to detect.
• Separating the strands, after removing the cable, is the only
way to detect internal wear and this only permits limited
inspection.
• Generally any signs of internal wear within a cable will
mean its replacement.
• Broken strands on a cable at a location not adjacent to a
pulley or fairlead, could be an indication that the breakage
was due to corrosion.
• The inspection of a cable for internal corrosion should be
done off aircraft, and will involve rejection of the cable if
corrosion is found.
• A typical Bowden cable control might be a brake
lever on the control column operating a remote
brake control valve.
• Maintenance of Bowden cable systems is usually
restricted to cleaning and lubrication of the inner
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 low temperatures.