Basic Maintenance Module 7 Maintenance Practices

Training Manual 7.13 Control Cables

7.13 Control Cables

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 1
PREPARED BY L.FESSAS
 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Installation of Swaged End Fittings Inserting the Cable into a Fitting

Control cables can be fitted with a wide range of end fittings. It is possible to install Choose a fitting matching to the cable and install it into the terminal until it bottoms.
The distance until the cable bottoms must be measured before the swaging proc-
those fittings inhouse if you have all the correct tools, the test equipment and of
ess.
course the approval to do a job like that. The following procedure explains how to
swage a fitting on to a cable. Figure 2: Cable and Fitting before inserting
• Cut the cable to the proper length using a cable cutter.
• Kink the end of cable so that it will not slid out during swaging.
• Install the cable into the terminal until it bottoms.
• Use the proper swaging tool to compress the terminal to the cable.
• Check the swaged terminal using a “Go/No Go” gauge. Swaging Methods
• Proof load the cable.
Cable Fittings can be swaged on using different tools. Keep in mind that some of
them are not allowed to use on commercial aircrafts as e.g. the hand- and hydrau-
Cutting the Cable lically operated squeezer.
Cables are normaly stored on a reel. You have to unwind the length of cable as The known tools are:
specified in the manual. The cable should be cut off with a cable cutter as shown
in the figure below. Remove any burrs on the cables end using a grinding • Hand operated squeezer (Figure 3)
maschine or any other suitable equipment. • Hydraulically, hand operated squeezer (not shown)
• Rotary swager (Figure 4)
Figure 1: Cable Cutter
For professional manufacturing of control cables, the rotary swaging method is
used. Therefore we’ll only discuss this method.
Figure 3: Swaging Terminals manualy

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 2
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Rotary Swager Figure 6: Fitting after swaging

Figure 4: Classical Rotary Swager

The principal of operation of a classical
rotary swager are dies, rotating around
the workpiece. While rotating, the dies
deliver blows to the workpiece. This oper-
ation continues several times and result
in a reduced round cross section of the
fitting.

Figure 7: Fittings before and after swaging

Dies are used to form the fitting by delivering blows to the fitting while rotating. The Checking the Swage
correct set of dies must be installed in the swager to reach a satisfactory result.
The figure below shows a set of dies installed in the swager. After the swaging process has been fin-
ished, the swage must be within given limits.
Figure 5: Changable Dies used in a Rotary Swager This can be done by using a Go/No-Go
Gauge as shown below, or by using a mi-
crometer.
A properly swaged fitting is shows in
Figure 8.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 3
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Figure 8: Sectional View of a swaged Fitting Figure 10: Hydraulical Test Rig

Proof Loading
After installation of the end fittings, the cable must be proof loaded to guarantee a
safe operation. The cable will be installed in a manual test rig as shown in Figure 9
or in a hydraulical operated test rig as in Figure 10. A certain load will then be ap-
plied to the cable.
A broken cable is shown in Figure 11. As you see, a properly swaged end fitting is
always stronger than the cable itself.
Figure 9: Manual Test Rig for Proof Loading
Movable Spring Cable Screw Figure 11: Broken Cable
Anchorage Balance Under Test Jack

Protection and Storage

Cables are often diped in a bath of warm conservation fluid to protect it from cor-
rosion. Cables should be stored laid down on a flat surface. When the cable is
rolled up, make shure that the radius is not to small.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 4
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Control Cable Installation

Cables ready to install must be clearly identified per specification prior to installa-
tion.
Terminal threads shall be protected to prevent thread damages during installation,
then threads shall be cleaned with specified (applicable) solvent and dry with a
clean cloth.
Before installation of cable assemblies, dirt moisture or other contaminations shall
be removed with a clean cloth.
A small kink in the cable can be worked out with finger manipulation.

Cable Clearances
To prevent cables from chafing/riding conditions certain clearances must be ob-
tained. In general, clearance to structural members such as pipes, ducts and elec-
trical conduit installations etc., shall not be less than the minimum specified in the
applicable manuals.
The permissible clearance of cables from other parts depends on type of cable and
part with categories 1, 2 or 3. (e.g. cat. 1: primary flight control cable)
Critical elements with regard to clearances are:
• Hydraulic lines
• Fuel and oil lines
• Bleed pneumatic ducts
• Electrical conduits and wires
• Instrument and oxygen lines
• High pressure lines
In certain cases engineering approves installation of nylon chafing strips. Limited
contact is acceptable. However, the degree of acceptable rubstrip contact is de-
fined by specification.
Cables routed through fairlead grommets may also have limited contact.
The degree of acceptable contact is defined by applicable specification.
Rubstrips are not acceptable for salvage without engineering approval.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 5
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Measuring Cable Tension Figure 12: Measuring Cable Tension

As discussed in Module 6.10 "Control Cables", tension regulators are installed in
long cable runs to maintain the cable tension. This is different in short cable runs
where no tension regulators are installed. Turnbarrels are there used to adjust the
tension and the rigging. In long runs, turnbarrels are only used to adjust the sys-
tems rigging on control valves as an example, and not to adjust the tension.
To determine the tension on a cable run, a tension meter is used. Cable tension is
determined by measuring the amount of force needed to make an offset in the ca-
ble between two steel blocks called anvils. A riser is pressed against the cable to
form the offset.
Several manufactures make a variety of tension meters. Each type is designed for
different kinds of cable size and cable tension.
In addition each tension meter has a calibration which is used to convert dial read-
ing to pounds. To use the chart determine the size for the cable that is to be ad-
justed and the ambient temperature; e.g. cable size 1/8 inch in diameter, a 7 x 19
cable and the temperature of 85° Fahrenheit.
Follow the 85° F line upwards to where it intersects the curve for the 1/8 inch cable
in Figure 13.
Extend the horizontal line from the point of intersection to the right edge of the
chart. The value at this point indicates the rigload in pounds to be established on
the cable.
Tension meters used on nylon coated cable shall be calibrated using a riser which
corresponds to the outside diameter of the nylon coating.
Tension meters shall bear the current calibration dates. Prior to use tension meters
verify the serviceability.
Example:
Inner steel cable without nylon coating: 3/32 inch
Nylon coated cable: 5/32 inch
• Use the riser size for a 5/32 cable
• Read the tensiometer
• Follow the temperature line until it intersects with the curve for the 3/32 cable

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 6
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Figure 13: Cable Tension Chart

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 7
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Table 1: Control Cable Tension Chart relating to a given Tensiometer Safety Methods of Tensioning Devices
1/16 3/32 1/8 5/32 3/16 Cable Diameter (inch) Safeting Turnbuckels(Turnbarrels) using Lock Clips
(see “Figure 14: Lock Clip Application” on page 9)
Tensiometer Indication Cable Tension in pounds These days, turnbuckels and also other tensioning devices are usually safetied by
lock clips rather than safety wires. The following procedure explains the installation
12 16 21 12 20 30 pds of lock clips:
19 23 29 17 26 40 pds • Check that the end fittings are not rotated to far out and enough thread is en-
gaged.
25 30 36 22 32 50 pds • Check the turnbarrel and the end fittings groove before assembly for possible
obstructions which may prevent proper installation of locking clip.
31 36 43 26 37 60 pds
• Align slot in barrel with slot in cable end fitting.
36 42 50 30 42 70 pds • Insert straight end of clip into aligned slots and slide into place until hook loop
is over the hole in centre of the turnbarrel.
41 48 57 34 47 80 pds Both lock clips may be inserted in the same barrel hole or may be inserted in
opposite hole!
46 54 63 38 52 90 pds • Verify proper engagement of hook lip in barrel by application of slight pressure
in disengaging direction.
51 60 69 42 56 100 pds
Lock clips are removed by pulling the hook loop out of the turnbarrel hole with a
46 60 110 pds pair of pliers and sliding the straight end out of the slot.
50 64 120 pds Do not reuse lock clips after removal!

Use Riser No. 1 with 1/16, 3/32 and 1/8 inch cable

Use Riser No. 2 with 5/32 and 3/16 inch cable

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 8
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Figure 14: Lock Clip Application threads visible provided enough room is left on the shank for wrapping lock-
wire.
Straight End • Cut enough lockwire using the correct material and diameter as specified in
Hook Shoulder End Loop the maintenance manual.
• Follow the procedure as shown in the following figure.
• Cut away excessive wire.
Figure 15: Lockwiring Turnbuckles

Hook Loop
Hook Lip

Groove

Turnbuckle Body
Locking Pin

Safeting Turnbuckels using the Lockwiring Method

Lcokwiring can be used on different fittings. These are:
• Cable eye or fork end fitting turnbuckle
• Swaged or soldered end fitting
• Turnbuckles (those which are not safetied with lock clips)
• ect.
In general aviation, turnbuckels are often safetied using lockwire. When safeting
in flight control systems, always use one of the double wrap methods. Anyway, re-
fer to the procedure given in the maintenance manual.
• Check that no more than three threads of the turnbuckle end fitting are ex-
posed. End fitting shank may be threaded in to the barrel to any depth with no

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 9
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Cable Inspections Corrosion, Wear and Damage Inspection

Cables are constantly exposed to negative influences such as: If the surface of a control cable is corroded, a more detailed inspection must be
carried out. It is often necessary to release the cable tension to achieve a more
• Repeated bending stress loads accurate scene of damage. A further way to inspect the interior strand is to care-
• Internal friction fully force the cable to open by reverse twisting and then visually inspect the inte-
• Corrosion rior for corrosion. Helpful tools such as a magnifing glass and a britght light should
• etc. always be used.
This factors will lead sooner or later to cable wire and breakage of wires. Breakage Corrosion on the interior strand of the cable indicates a failure of the cable and re-
of wires occurs most frequently where cables pass over pulleys and through fair- quires replacement of the cable. If there is a minor corrosion and no signs of inter-
leads. Further cable damage occurs due to chafing over structural parts, or one nal damage, remove the external corrosion with a fibre brush or lint free cloth.
cable over an other. Corrosion is one of the most critical damage to control cable For inspecting the cable for broken wires, it is a helpful and known method to run
because of its effect on the cable strength is hard to determined. Therefore corro- a cloth along the cable in both directions. The cloth will snag if there are broken
sion should be prevented by proper application of protective coating. wires present.
To inspect a cable properly, the following steps should be followed as they are de- The cable should be moved in the full length of travel as damaged spots could be
scribed later: hidden in a pulley groove as an example.
• Cleaning
• Cable Corrosion Inspection Figure 16: Stressed Areas and hidden Damages
• Inspection of Installation Area with the highest Area with the highest
• Surface Protection Bending Stress Bending Stress

Cleaning
Occasionally, surface protective coating has to be removed from the cable to per- Cable Pulley
form a thorough check. Cable Segment
Remember the following points:
• Do not saturate control cables with cleaning solvent. Solvent penetration to
cable core destroys cable lubrication permitting corrosion and rapid wear.
• Always use an approved cleaning agent as specified in the manual to remove
the protective surface coating. Still, do not saturate the cables core.
• Unfavourable results can occur with misuse of cleaning solvents, Glycol de- Visual inspection should also be preformed to check for wires that may be frac-
tergents and high water pressure during maintenance of aircraft. tured but remain in lay of the cable and are not snagged sponged by the cloth.
• Never use metallic wool or solvent to clean cables. Metallic wools embed dis- A side effect is that cloth are also used to prevent injury to hands while running
similar metal particles which cause further corrosion. along the cable.
Any cable damage shall be individually evaluated!

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 10
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Figure 17: Damaged Control Cable Note:

Cross section wear half way through 12 wires per inch is equivalent to 6 broken
wires in 7 x 19 cable and half way through 6 wires is equivalent to three broken
wires in 7 x 7 cable.
Any 1 x 19 non flexible cable that has more than one broken wire within a length
of ten feet or having a broken wire in an area that goes through a fairlead should
be replaced. Single wire worn more than 60 percent of diameter is classes as a
broken wire.
Figure 18: Wear Indication

Wear Tolerances
The following cable wear tolerances can be used as a guide for allowable wear tol-
erance on aircraft in service and at overhaul. There are different limits at mainte-
nance line check and at over haul inspection to use. However limits are given by
the applicable specification and regard to aircraft types in the Maintenance Manual
Chapter 20.
E.g. 7 x 19 cable that has three broken wires or less per inch per strand provided
that not more than six broken wires exist in one inch running length shall be con-
sidered serviceable.
7 x 7 cable that has two broken wires or less per strand per inch provided that no
more that three broken wires exist in one inch running length shall be considered
serviceable. Maximum number of broken wires shall not occur in any consecutive
inch of cable. If maximum number of wires in one inch of cable as noted above are
broken none would be allowed in next consecutive inch.
Critical fatigue area is working length of cable, therefore when broken wire ap-
pears in this area tension should be released and cable checked for defects.
Replace cable which is worn to point that material reduction at any cross section
is in excess of Area of six wires for 7 x 19 cable per inch or three wires for 7 x 7
cable per inch.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 11
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Lockclad Cable Damage Protection shall be applied using a clean brush or with a spray as specified in the
applicable manual.
Locklad cables should be replaced when the covering is worn through exposing
wire strands, is broken, or show worn spots which cause the cable to pump when Avoid excessive build up of coating at fairleads grommets pressure seals etc. as
passing over fairlead rollers. this increases cable friction force.
For installed cables the portion of cable to be re coated shall be wiped clean.
Inspection of Installation Check the surface of control cable for lack of protective coating. Clean such areas
Several components are installed along a cable run. Cables should be inspected with a clean cloth moistened with specified cleaning agent.
for broken wires, cable wear and corrosion especially in those sections where they
For nylon coated cables protect compound shall be applied to the area where the
are in contact with pulleys, fairleads, pressure seals or where they are close to toi-
nylon has been stripped.
lets, galleys and areas with water condensation build ups.
To thoroughly inspect the cable move it in full length of travel to expose damaged
areas. The following points should be considered:
• Check security and condition of all pulley brackets.
• Check that all pulley guard pins are in place.
• Check for broken or cracked pulleys and pulley flanges when ever tension is
relieved, check pulley for free rotation.
• Check that all cotter pins are securely installed.
• Examine fairlead grommets and rubstrips replace any that are damaged or
worn.
• Examine all firewall fairlead grommets and check for proper alignment and se-
curity to prevent cable ware.
• Grommet should be rigidly clamped in retainer after some cable tension has
been applied and should not be allowed to swivel or rotate.
• Check that all turnbuckles are properly safetied.
• Check that cable terminal threads meet the visual inspection requirement.
• Check the gap between guard pin/bushing and flange of any pulley,sector or
drum is within the applicable limits.
• Check that cable coated with corrosion preventive compound meet the char-
acteristic stated in the applicable specification.
• Check that cable clearance are in accordance to applicable specifications.
• Check cable for proper alignment (no pull offs).
• Check cable clearances in general. See Title "Cable Clearances" on page 5.

Surface Protection
After cleaning and inspection is completed, corrosion preventive surface coating
must be applied to the cable as specified.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 12
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Pulley Discrepancies
Due to different negative influences coming from cable or pulley misalignment,
bearing fault, excessive tension in the cable system, wrong sized pulley can lead
to abnormal cable or pulley wear.
Visually inspect the condition with regards to following discrepancies:
• Evidence of abnormal wear in bottom of grove
• Cracked hub
• Blisters
• Excessive play in bearing or loose bearings
Several pulley faults are shown in the following figure. For limitation and tolerances
consult the applicable manual.
Figure 19: Pulley Wear Indications

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 13
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 Basic Maintenance Module 7 Maintenance Practices
Training Manual 7.13 Control Cables

Bowden Controls Figure 20: Bowden Control

Bowden controls consist of a stainless steel wire housed in a flexible sleeve or

conduit. The control is intended for pull operation only, the cable being returned on
release of the control lever by a spring.
Do not confuse the bowden control with the push-pull cable. Push-pull cables
are able to transmit force in both directions.

The flexible cable is made up of several strands of stainless steel wire. On the
ends are brass nipples which are soldered or swaged on.
The conduit consists of a close coiled wire, covered with a black waterproof coat-
ing. Metal caps are fitted on each end. On long runs metal tubing may be used.
At the transmitting end a hand lever couldm be fitted which engages with the nipple
on the end of the cable. At the receiving end, the cable passes through an adjust-
able stop and the nipple engages the component operating lever.

Inspection and Servicing

• Inspect the cable ends for fraying and corrosion.
• Inspect the conduit for kinks and signs of wear (especially at the ends where
the cable tends to wear the casing bell mouth, unless the cable and the casing
exactly line up).
• Adjust the cable for slackness using adjuster. (Screw out i.e. increase length
of conduit to take up slackness in cable). Check for adequate locking.
• Lubricate, an assembly, with recommended grease.

Corresponding with EASA Part-66

For training purposes only Cat: B1 7.13 - 14
PREPARED BY L.FESSAS