PIA TRAINING CENTRE (PTC) Module 6 – MATERIALS & HARDWARE

Category – A/B1 Sub Module 6.10 – Control Cables

MODULE 6
Sub Module 6.10

CONTROL CABLES

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 PIA TRAINING CENTRE (PTC) Module 6 – MATERIALS & HARDWARE
Category – A/B1 Sub Module 6.10 – Control Cables

Contents

CONTROL CABLES .........................................................................1

TYPES OF CABLES .........................................................................2
END-FITTINGS...............................................................................4
TURNBUCKLES AND COMPENSATION DEVICES ...........................6
PULLEYS AND CABLE SYSTEM COMPONENTS ............................12
AIRCRAFT FLEXIBLE CONTROL SYSTEMS ..................................155

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Category – A/B1 Sub Module 6.10 – Control Cables

CONTROL CABLES Disadvantage of a cable system is only tension loads can be

transmitted and thus two cables always needed in a system to
A number of different systems are used to actuate flight and transmit signal in two directions. Other disadvantage of a cable
engine controls from the cockpit, flexible control cables are by system for control movement relates to thermal contraction. As
far the most commonly used method. an aircraft climb to a high altitude; its temperature drops and its
structure contracts.
Cables are used in pairs and are stretched taut, very little play is
present in system controls, and no lost motion exists between The basic element of a cable is wire, and number of wires are
the actuating device and the unit. Consequently, cable- braided together to form a strand and number of strands are
controlled units respond quickly and accurately to cockpit braided together to form a cable.
control movement. In some simple cable systems, only one
cable is used, and a spring provides the return action. The direction of the twist of strands and the twist of wire could
be either in the same direction or to the opposite direction. The
Cables have many advantages. They will not sever readily later one has the tendency of resisting uncoiling of wires and
under sudden strains. Cables are stronger than steel rods or strands together.
tubing of the same size. They flex without setting (permanent
deformation) and can be led easily around obstacles by using This opposite direction twist, which is most commonly adopted,
pulleys. Cables can be installed over long distances (such as in called a regular or an ordinary lay. Cables may have a right
large aircraft) without a great degree of sagging or bending. regular lay or a left regular lay. If the strands are twisted in the
Vibration will not cause them to harden, crystallize, or break, as direction of twist around the center strand or core, the lay is
may be the case with push-pull control rods. Because of the called a Lang lay. Most aircraft cables have a right regular lay.
great number of wires used in cables, cable failure is never
abrupt, but is progressive over periods of extended use. When
used for the manipulation of a unit in a control system, they are
usually worked in pairs-one cable to move the unit in one
direction, the other to move it in the opposite direction. Weight is
saved in spite of a second cable because the push-pull rod
needed to cause a similar movement in a unit would have to be
quite thick and heavy.

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 PIA TRAINING CENTRE (PTC) Module 6 – MATERIALS & HARDWARE
Category – A/B1 Sub Module 6.10 – Control Cables

All aircraft cables are internally lubricated during construction.

Aircraft control cables are fabricated either from flexible, EXTRA-FLEXIBLE CABLE
preformed carbon steel wire or from flexible, preformed,
corrosion-resistant steel wire. The most widely used cable, 7 x 19, (refer fig, 01) is available in
sizes from 1/8inch up. It is extra flexible and is made of 133
TYPES OF CABLES individual wires wound in seven strands, each strand having 19
wires. These cables are preformed and are available in both
Cables are designated according to the number of wires in a galvanized and stainless steel. Galvanized cable is more
cable and number of strands in a wire. Cables may be resistant to fatigue than stainless steel, but in applications
designated 7 x 7, 7 x 19, or 6 x 19 according to their where corrosion is a factor, stainless steel is used.
construction. A 6 x 19 cable consists of six strands of 19 wires
each, laid around an independent wire rope center. Flexibility
depends on the number of strands for cable with a given
diameter.

NONFLEXIBLE CABLE

In areas where a linkage does not pass over any pulleys,

nonflexible cable can be used. It is available in either a 1 x 7 or
1x 19 configuration (refer fig. 01). The 1 x 7 cable is made up of
one strand comprised of seven individual wires, whereas the 1 x
19 consists of one strand made up of 19 individual wires.
Nonflexible cable is available in both galvanized carbon steel
and stainless steel.

FLEXIBLE CABLE

Flexible steel cable made up of seven strands of seven wires

each is called 7 x 7 or flexible cable (refer fig. 01), and is
available in 1/16 and3/32-inch sizes in both galvanized carbon
steel and stainless-steel. Both types are performed.

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Category – A/B1 Sub Module 6.10 – Control Cables

LOCKCLAD CABLE

Lockclad cable is used on some large aircraft for all long,

straight runs. It consists of the conventional flexible cable with
aluminum tubing swaged to it to lock the cable inside tubing.
This construction has certain advantages. Changes in tension
due to temperatures are less than with conventional cable, also
the amount of stretch at a given load is less. The cable diameter
is that of the smallest circle that would enclose the entire cross
section of the cable. Aircraft control cables vary in diameters,
ranging from 1/16 of an inch to 3/8 of an inch.

CABLE SYSTEM COMPONENTS

There are many components associated with cable systems

and a selection is presented here merely for information. They
include:

 End-Fittings
 Turnbuckles
Fig. 01 Cables Designation  Tensioning Devices
 Fairleads
 Pulleys

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Category – A/B1 Sub Module 6.10 – Control Cables

END-FITTINGS

Cable ends may be equipped with several different types of

fittings such as terminals, thimbles, bushings, and shackles.
Terminal fittings are generally of the swaged type. Terminal
fittings are available with threaded ends, fork ends, eye ends,
and single-shank and double-shank ball ends.

Threaded-end, fork-end, and eye-end terminals are used to

connect the cable to turnbuckles, bell cranks, and other linkage
in the system.

The ball terminals are used for attaching cable to quadrants and
special connections where space is limited.
Fig. 02 (a)

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Category – A/B1 Sub Module 6.10 – Control Cables

Fig. 02 (b)

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Category – A/B1 Sub Module 6.10 – Control Cables
Turnbuckles are fitted in the cable assembly for the purpose of
TURNBUCKLES AND COMPENSATION DEVICES making minor adjustments in cable length and for adjusting
cable tension. This is done by rotating the barrel so that the two
A turnbuckle is a mechanical screw device consisting of two terminals either move towards each other or move apart,
threaded terminals and a threaded barrel. increasing or decreasing the cable tension.

Fig.03 (a) Turn Buckle

Fig.03 (b) Turn Buckle

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Category – A/B1 Sub Module 6.10 – Control Cables

One of the terminals has right-hand threads and the other has
left-hand threads, the barrel has matching right- and left-hand
threads internally. Barrels and terminals are available in both
long and short lengths. When you install a turnbuckle in a
control system, it is necessary to screw both of the terminals an
equal number of turns into the turnbuckle barrel.

After a turnbuckle is properly adjusted, it must be safetied. Prior

to locking, it should be ensured that the end fittings are in safety
(i.e. the internal fitting extends past the inspection hole in the
external fitting) by attempting to pass a hardened pin probe
through the inspection hole.

Fig.03 (C) Turn Buckle

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Category – A/B1 Sub Module 6.10 – Control Cables

SAFETY METHODS TURNBUCKLE ASSEMBLY LOCK WIRING

LOCK-CLIP TURNBARREL ASSEMBLY Double Wrap Method

Lock clip is a bent metal pin. The straight end is installed into a Of the methods using safety wire for safetying turnbuckles, the
slot between the barrel and terminal and the hook loop inserted double wrap method is preferred. Run one end of the wire
into a hole in the barrel. The spring action of the hook loop through the hole in the barrel of the turnbuckle and bend the
prevents the dislodging of the clip. The contact between the ends of the wire towards opposite ends of the turnbuckle. Then
barrel, terminal and the straight end locks the terminal. A typical pass the second length of the wire into the hole in the barrel and
installation procedure is as below: bend the ends along the barrel on the side opposite the first.
Then pass the wires at the end of the turnbuckle in opposite
 Check turnbuckle and terminal grooves, before directions through the holes in the turnbuckle eyes or between
assembly, for possible obstructions, which may prevent the jaws of the turnbuckle fork, as applicable. Bend the laid
proper installation of locking clip. wires in place before cutting off the wrapped wire. Wrap the
remaining length of safety wire at least four turns around the
 Align slot in barrel with slot in cable terminal. shank and cut it off. Repeat the procedure at the opposite end
of the turnbuckle. When a swaged terminal is being safetied,
 Insert straight end of lock clip into aligned slots and slide passes the ends of both wires, if possible, through the hole
into place until hook loop is over hole in center of provided in the terminal for this purpose and wrap both ends
turnbuckle. around the shank as described above.

 Both lock-clip may be inserted in the same barrel hole or If the hole is not large enough to allow passage of both wires,
may be inserted in opposite hole. pass the wire through the hole and loop it over the free end of
the other wire, and then wrap both ends around the shank as
 Verify proper engagement of hook lip in barrel by described.
applications light pressure in disengaging direction.
Single-Wrap Method
Note: do not reuse lock clips after removal
The single-wrap safetying methods described in the following
 Lock-clips are removed by pulling the hook loop out of paragraphs are acceptable but are not the equal of the double
the turn barrel hole with a pair of pliers and sliding the wrap methods.
straightened out of the slot.

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Category – A/B1 Sub Module 6.10 – Control Cables

Pass a single length of wire through the cable eye or fork, or

through the hole in the swaged terminal at either end of the CABLE GUARDS
turnbuckle assembly. Spiral each of the wire ends in opposite
directions around the first half of the turnbuckle barrel so that Guard pins are installed in the flanges of pulley brackets to
the wires cross each other twice. Thread both wire ends - prevent the cable from jumping out of the pulley. The guard
through the hole in the middle of the barrel so that the third must be located so it does not interface with the rotation of the
crossing of the wire ends is in the hole. Again, spiral the two pulley. A guard pin can be either a bolt or a clevis pin.
wire ends in opposite directions around the remaining half of the
turnbuckle, crossing them twice. Then, pass one wire end
through the cable eye or fork, or through the hole in the swaged
terminal. In the manner described above, wrap both wire ends
around the shank for at least four turns each, cutting off the
excess wire. An alternate to the above method is to pass one
length of wire through the center hole of the turnbuckle and
bend the wire ends toward opposite ends of the turnbuckle.
Then pass each wire end through the cable eye or fork, or
through the hole in the swaged terminal and wrap each wire end
around the shank for at least four turns, cutting off the excess
wire. After safetying, no more than three threads of the
turnbuckle-threaded terminal should be exposed.

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 PIA TRAINING CENTRE (PTC) Module 6 – MATERIALS & HARDWARE
Category – A/B1 Sub Module 6.10 – Control Cables
PRESSURE SEALS
GUIDES
These are installed where cables route from a pressurized to a
Fairleads (rub strips), grommets, pressure seals, and pulleys non-pressurized area. They fit tightly enough to prevent air
are all types of cable guides. They are used to protect control pressure loss, but not so tightly as to hinder movement of the
cables by preventing the cables from rubbing against nearby unit. Pressure Seal normally do not need lubrication. Removal
metal parts. They are also used as supports to reduce cable and Installation are subject to maintenance manual directives.
vibration in long stretches (runs) of cable.
Typical Installation procedure
FAIRLEADS
Fill the seal with approved grease as stated in AMM.
Fairleads are used to guide cables in a straight line or change
indirection slightly. In no case should the fairlead be permitted  Lubricate the cable with graphite grease for the length of
to deflect a cable more than 3 degree and it is good practice to travel within the seal.
install fairleads so cable deflection is as small as possible,
however consult the applicable specification for proper  Insert the seal in the bulkhead so that the bulkhead web
alignment. is entirely within the retainer groove of the seal and the
small end of the seal is in the pressurized section.
Split fairleads are made for easy installation around single
cables to protect them from rubbing on the edges of holes.  Install two restraining rings on the seal on the
pressurized side and one restraining ring on the
GROMMETS unpressurized side of the bulkhead.
Grommets are made of rubber, and they are used on small
openings, where single cables pass through the walls of
unpressurized compartments.

Fig.05 (a) Split Fairlead

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Category – A/B1 Sub Module 6.10 – Control Cables

Fig.05 (b) Solid Fairlead Fig.07 Grommet

Fig.06 Grommet

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Category – A/B1 Sub Module 6.10 – Control Cables
Besides holding the pulley in the correct position and at the
PULLEYS AND CABLE SYSTEM COMPONENTS correct angle, the brackets prevent the cable from slipping out
of the groove on the pulley wheel.
Pulleys (or sheaves) are grooved wheels used to change cable
direction and to allow the cable to move with a minimum of BELL CRANKS
friction. Metallic and non-metallic pulleys are in use. Depending
on areas with high temperature and other environmental A bell crank is used to transmit force and permit a change in the
conditions, metallic pulleys be installed. For high-tension cable direction of the force and also use as the interface between
system most frequently metal pulleys are installed. Most pulleys cable system and rigid control systems.
used on aircraft are made from layers of cloth impregnated with
phenolic resin and fused together under high temperatures and SECTORS AND QUADRANTS
pressures. Aircraft pulleys are extremely strong and durable,
and cause minimum wear on the cable passing over them. These units are generally constructed in the form of an arc or in
Pulleys are provided with grease-sealed bearings, and usually a complete circular form. They are grooved around the outer
do not require further lubrication. However, pulley bearings may circumference to receive the cable. The names sector and
be pressed out, cleaned, and re-lubricated with special quadrant are used interchangeable.
equipment.

Fig.08 Simple Pulley

Fig.09 (a) Sector

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Category – A/B1 Sub Module 6.10 – Control Cables

A quadrant serves the same purpose as a wheel; however, the

quadrant moves through a relatively small arc.

Fig.09 (b) Quadrant

A quadrant, shown above is often employed at the base of a

control column or control stick to impart force and motion to
cable system.

CABLE TENSION REGULATORS

The cable tension regulator is used in control systems to

mechanically compensate for effect of relative length change Fig. 10 (a) Tension Regulator
resulting from temperature variations, pressurization, and
structural deflections. The regulator maintains the cable tension The cable tension regulator consists of a spring
within preselected limits throughout all operating limits. loaded(preloaded) pulley. The slackness caused by relative
length change is absorbed by the movement of the pulley. As
the tension of any spring tends to deteriorate with time cable
tension should be check and adjust as required from time to
time. For this reason, a scale and a index is provided.

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Category – A/B1 Sub Module 6.10 – Control Cables

Fig.10 (b) Tension Regulator

MEASURING CABLE TENSION

Fig.11 Tensiometer
To determine the amount / load of tension on a cable, a
tensiometer is used. Cable tension is determined by measuring
the amount of force needed to make an offset in the cable
between two steel blocks, called "anvils". A "riser" is pressed
against the cable to form the offset. Several manufacturers
make a variety of tensiometer, each type designed for different
kinds of cable, cable sizes and cable tension. To check the
tension of aircraft control cables a tensiometer is used. To use a
tensiometer a cable is placed between the two blocks on the
frame and the riser. The trigger is then pulled to apply pressure
to the cable and indicate the cable tension. In addition, each
tensiometer has a calibration chart, which is used to convert dial
reading to pound. To use the chart, determine the size of the
cable that is to be adjusted and the ambient temperature.

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Category – A/B1 Sub Module 6.10 – Control Cables

AIRCRAFT FLEXIBLE CONTROL SYSTEMS

BOWDEN CONTROL FITTINGS
Normal aircraft cables are only capable of performing a pulling
action, due to their lack of rigidity. Where a two-directional These are the items, which transform a simple length of cable
movement (push/pull) is required it would be necessary either to and conduit into a practical control run. Although they may be
varying design to suit the particular installation, the following are
employ the use of rods, with the attendant weight penalty, or to
basic components of a Bowden control system.
use flexible control systems. The two most common are:
HAND LEVER
 Bowden cables
 Teleflex Control Systems Normally, the transmitting end of a control is fitted with a hand
lever, which engages with a nipple on one end of the cable. If it
becomes necessary to dismantle a control or to fit a new length
BOWDEN CABLES of cable, the existing cable can be detached from the hand lever
by removing the central screw, taking off the cover plate and
The Bowden-type control consists of a stainless-steel wire after slackening, sliding the cable from its groove in the base of
housed in a flexible sleeve, or conduit. The control is intended the lever.
for `pull' operation only, the cable being returned, on release of
the control lever, by a spring. At the transmitting end of a
Bowden control run, the fitting takes the form of a hand lever,
whilst at the receiving end, the cable is connected by an end
fitting to the component to be operated. The flexible cable is
made up of several strands of stainless steel wire. When a
control run is constructed, the ends of the cable are threaded
through brass nipples, which are then soldered or swaged on to
the cable. The surrounding conduit consists of a close-coiled
wire covered with cotton braiding, and finished with a black
waterproof coating. When conduit is cut to length metal caps
are fitted on each end to prevent the braiding from un-raveling
and to reinforce the end of the conduit. On the lengthier control
runs rigid metal tubing is used over the long straight sections,
while the flexible conduit is used where the bends occur.

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ADJUSTABLE STOP

At the remote, receiving end of the control run, the cable passes
through an adjustable stop and is connected to the component
operating lever by the cable nipple. The purpose of the stop is
to provide a means of adjusting the length of the conduit, thus
altering the tension of the control cable. The stop is simply a
screw engaging with a nut, which is anchored to part of the
component or aircraft structure. The screw is drilled to allow the
cable to pass through and its hexagon-shaped head is counter
bored to provide seating for the protective metal cap fitted over
the end of the conduit. Where it is inconvenient, due to the in
accessibility of the component, to fit the adjustable stop at the
end of the conduit a double-ended stop may be fitted at an
accessible point in the control run.

A safety feature of this type of adjustable stop is the witness

hole drilled in the stop body; the position of the hole indicates
the minimum index thread engagement between the movable Fig.12 (a) Bowden cable
and fixed parts of the stop and is to be checked whenever an
adjustment is made. The screw thread of the adjusting screw
should always be visible or detectable in the hole.

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Category – A/B1 Sub Module 6.10 – Control Cables

TELEFLEX CONTROLS

This is a system, which is installed in many modern aircraft and

is used to operate from the cockpit, such components as engine
and propeller controls, trimming controls, and fuel valves. The
advantage of this is it is capable of transmitting both push and
pull motion through a single cable.

Like the Bowden system already described, the Teleflex system

of remote control consists, basically of a flexible transmitting
cable operating inside a rigid or flexible metal conduit. Its main
advantages over the Bowden system are that it provides a more
accurate and positive control throughout the range of movement
and furthermore, that the controlled component can be
temporarily locked in any desired position.

The basic components of the Teleflex system are its unique

cable, which is wound with a left hand, or right hand helix wire,
a protective conduit and a wide range of connectors and end
fittings.

Fig.12 (b) Bowden type control

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Category – A/B1 Sub Module 6.10 – Control Cables

THE TELEFLEX CABLE

The cable consists of a high tensile steel core around which is

wound either a left-hand or right-hand helix wire. The pitch of
the helix wire is designed to engage with gear teeth of the
control units and with the internal attachment points of the
various cable end fittings. There are two types of Teleflex cable
in current use, the DS23/2 (or No 2) and the DS 380, one being
much stronger than the other.

Fig.13 (a) Teleflex control cable

Fig.13 (b) Teleflex control cable run

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SCREWJACK

A cable-operated trimming tab control system usually operates

a screw jack at the receiving end of the system. The screw jack
(see figure 14) is attached by means of an adjustable rod to the
trimming tab. The cable movement rotates the sprocket of the
screw jack to reposition the trimming tab. This unit acts as a
lock, retaining the trimming tab in the desired position until the
cockpit control is next moved.

Fig.14 Screw Jack

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