CONTROL CABLES

Control cables
• Cables are most widely used as linkage in primary
flight control systems.
• Cable type linkage is also used in engine controls,
emergency extension system of landing gears and
various other systems through out aircraft.

• Advantages:
• It is strong and light in weight
• It is flexible, so it is easy to route through the aircraft
• It has high mechanical efficiency and can be set up
without backlash, which is very important for precise
control
• Disadvantages:
• Tension has to adjusted frequently due to
stretching and temperature changes.
• Material:
• Aircraft control cables are fabricated from
stainless steel or carbon steel.
• Cable construction:
• The basic component of a cable is a wire.
• A number of wires are performed into a helical or
spiral shape and then formed into a strand.
• These strands are laid around a straight centre
strand to form a cable.
• Cable diameter:

• The diameter of the wire determines the total

diameter of the cable.

• Aircraft control cables vary in diameter ranging

from 1/16 to 3/8 inch.
• Cable designation:
• Cable designations are based on the
number of strands and the number of wires
in each strand.
• The most common aircraft cables are the
• 7 x 7 cable
• 7 x 19 cable.
• 7 x 7:
• The 7 x 7 cable consist of seven strands of seven wires each.
• Six strands are laid around the center strand.
• It is of medium flexibility
• It is used for trim tab controls, engine controls and indicator
controls.
• 7 x 19:
• It consist of seven strands of 19 wires each.
• Six of these strands are laid around the center strand.
• It is extra flexible.
• It is used in primary control systems and in other places where
operation over pulleys is frequent.
• British aircraft control cables are classified
by their minimum breaking load while
American and European cables, by their
nominal diameter in fractions of an inch
and millimetres respectively.
 Cable Properties
Strength
 Cables in service are subjected to several kinds of
stress.
 The stresses most frequently encountered are direct
tension, stress due to sudden or shock loads, stress due
to bending, and stress resulting from several forces
acting at one time.
 The tensile strength of a cable is determined by its size,
material and construction.
 The correct strength is selected by the aircraft
manufacturer and the appropriate size and material is
specified in the Aircraft Maintenance Manual.
Safety Factors
 The safety factor is the ratio of the strength of the cable
to the working load.

 A cable with a strength of 10,000 pounds and a total

working load of 2,000 pounds would be operating with a
safety factor of five.
Proper safety factor depends not only on the loads applied,
but also on the:
 speed of operation
 shock load applied,
 type of fittings used for securing the cable ends,
 length of cable,
 number, size and location of direction changing pulleys and
quadrants,
 corrosion environment,
 facilities for inspection.
It will be determined by the aircraft manufacturer and the cable
specified 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:

 structural stretch and

 elastic stretch.
• Structural stretch is the lengthening of the cable caused
by compression of the core and adjustment of the wires
and strands to the load placed upon the cable. This can
be minimised by preforming the components of the cable.
• The elastic stretch is caused by elongation of the wires. It
is directly proportional to the load and the length of cable
under load, and inversely proportional to the metallic area
and modulus of elasticity. This applies only to loads that
do not exceed the elastic limit of a cable.
• . The effects of stretch in aircraft cable systems is
minimised by tensioning the cable when installed and
correctly routed.
Cable construction
 There is also a very specialised form of aircraft control
cable known as Lockclad.
 Lockclad control cable consists of standard aircraft cable
over which is swaged an aluminium tube of proper
thickness and length.
This combination provides several advantages:
 It lowers the creep stretch.
 The smooth cylindrical surface provides for closer
sealing through pressure walls.
 It dampens the vibration of the cable.
 It provides a higher coefficient of thermal expansion.
 Lockclad cable

The aluminium tubing is swaged only to straight runs of

control assemblies. Those sections passing around
pulleys must be left bare. For this reason, no increase in
strength over the bare cable is obtained by the use of
Lockclad.
 End-Fittings
 The majority 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 end fittings
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 powered
tooling.
 Relatively low strength cables with the loop and thimble
type end fitting shown opposite are formed using a
Nicopress tool.
 The cable is passed through a Nicopress sleeve, around
the thimble and back through the sleeve.
 When satisfied that there is sufficient protrusion, the
sleeve is placed inside the tool and deformed by
compressing the handles.
 The finished sleeve is then inspected for cracks and
distortion and tested with a go/no-go gauge for adequate
deformation.
Cable fittings: Cables may be equipped
with several different types of fittings such
as.
1. Terminals
2. Thimbles
3. Bushings
4. Shackles
Terminals
This fittings are generally swaged type.
• They are available in
• Threaded end

• Fork end

•
• Eye end

• Single shank ball end

• Double shank ball end.

• The threaded end, fork end and eye end terminals are used to
connect the cable to a turn buckle, bell crank or other linkage in
the system.

• The ball end terminals are used for attaching cables to

quadrants and special connections where space is limited.
• The thimble, bushing and shackle fittings
may be used in place of some type of
terminal fittings when facilities and
supplies are limited and immediate
replacement of the cable is necessary.
THIMBLES
SHACKLES
 Turnbuckles
• It is a mechanical screw device consisting of
two threaded terminals and a threaded barrel.
• Turn buckles are fitted in cable assembly for
the purpose of making minor adjustments in
cable length and for adjusting cable tension.
• Its one terminal has right thread and the other
left hand thread.
• The barrel has matching right hand and left
hand internal threads.
• The end of the barrel with left hand thread can
be identified by a groove or knurl around that
end of the barrel.
 Turnbuckle locking
• Most turnbuckles currently are locked using spring clips
which are passed down grooves cut in the 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 in accordance with the
aircraft manufacturer’s requirements, usually to the FAA
or CAA standards as appropriate.
• Installing a turnbuckle: When installing a turn
buckle in a control system,
• 1. It is necessary to screw both of the terminals
an equal number of turns into the barrel.
• 2. All the turnbuckle terminals be screwed into
the barrel until not more than three threads are
exposed on either side of the turnbuckle barrel.
• 3. After the turnbuckle is properly adjusted, it
muse be safetied.
• Push – pull tube linkage:
• Push pull tubes are used as linkage in various
types of mechanically operated system.
• It eliminates the problem of varying tension and
transfers either the compression or tension
stress through a single tube.
• A push pull type assembly consists of a hollow
aluminum alloy or steel tube with an adjustable
end fitting and check nut at either end.
• The check nuts secure the end fittings after the
tube assembly has been adjusted to the its
correct length.
• The push pull tubes are made in short length, to
prevent vibration and bending under
compression loads.
• Bowden cable : is a type of flexible cable used to
transmit mechanical force or energy by the movement of
an inner cable (most commonly of steel or stainless
steel) relative to a hollow outer cable housing.
• The housing is generally of composite construction,
consisting of a helical steel wire, often lined with nylon,
and with a plastic outer sheath.
• The linear movement of the inner cable is most often
used to transmit a pulling force. Many light aircraft use a
push/pull Bowden cable for the throttle control, and here
it is normal for the inner element to be solid wire, rather
than a multi-strand cable.
• Usually provision is made for adjusting the cable tension
using an inline hollow bolt (often called a "barrel
adjuster"), which lengthens or shortens the cable
housing relative to a fixed anchor point.
•

Cut-away Bowden cable view. From left to right: Protective plastic

coating, steel structure, inner sleeve to reduce friction, inner cable
Bowden cables controlling an throttle.
 Cable Tensioning Devices
• Although the cable tension can be correctly adjusted on
the ground, this tension may alter once the 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 the
tension. To overcome these problems a tension
regulator is installed in some control runs.
• The tension regulator shown here is typical. As the
tension in both the cables varies, due to expansion,
contraction or flexing, the Quadrants will rotate
independently about the central Pivot
• The Link Rods transfer this motion to the Locking
Crossbar Assembly.
• The Compensating Locking Sub-assembly Compression
Springs which push against the Locking Crossbar
Assembly, expand or contract to maintain uniform
tension.
 Broken Cable Compensator
• Some systems require protection against broken cables
producing false control inputs. This may be done using a
cable compensator.
• The typical cable compensator assembly has two
pulleys, each connected to a force link which meet at,
and share a pivot with, a roller.
• The roller sits in the detent of the cam plate which is
connected to the output shaft.
• Under normal operation, with tension on both cables,
the two pulleys act as one and the roller remains in the
cam transferring the drive to the output.
• In the event of a failed cable, the slackened pulley
rotates causing the roller to move moving out of its
detented position. This isolates the output and prevents
a false control selection.
 Cable Stops
• Some control systems have Cable Stops attached to turn
buckles or end fittings.
• These are designed to contact stop brackets on the
aircraft structure in the event of cable failure or
overtravel, to limit the movement of a control. They are
typically used on throttle cables.
• The stop is usually wirelocked into position at a specific
distance from a datum.
 Cable Fairleads
• The cables of a control run must be supported to reduce
the possibility of fouling, vibration and fluctuations. They
are supported by fairleads which are usually made from
plastic or fibre materials.
• These fairleads should not be lubricated as this will
collect dirt and dust, which will cause extra wear on the
cable and fairlead.
• fairleads are fitted to the aircraft structure where the
cables pass through, e.g. bulkheads and frames. They
are made of Tufnol, Micarta or Nylon, and are normally
of two halves bolted together. The cable runs through a
hole in the fairlead.
 Cable Pulleys
• Cables that run for long distances inside an aircraft, will
need to change direction to allow for the complicated
structure.
• The usual method is by means of a pulley, as this allows
the change of direction with little increase in friction.
• Aircraft pulley's are usually made from resin impregnated
fibre materials like Tufnol with a sealed bearing fitted in
the centre.
• A typical example would be a flying control system
opposite, which has pulleys that change the direction 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 low friction in
comparison with fairleads. Guards are fitted to pulleys
when the risk of the cable riding off the pulley is high.

• As previously mentioned pulley diameter is selected by

the airframe manufacturer to minimise stress and wear
on the cable.
 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. Code numbers commence from:
• 412 which is 4 BA
• 413 which is 2 BA
• The letter R or L added as a suffix indicates left
hand or right hand thread
• e.g. 420R.

• 420 = 7/16 in. B.S.F.

• R = Right hand thread
 Control Cable System Inspection
• Clean the airplane control cable with a dry, clean cloth.
• Do not use solvents or abrasive materials to clean the
control cable, solvents will remove the cables internal
lubricant, which will cause corrosion and rapid wear.
• If necessary, apply applicable grease to carbon steel
cable.
• Do not put grease or corrosion preventive agents on
corrosion resistant steel cables, because attraction of grit
increases wear rate on CRES cables.
• Check for broken wires. Rub a cloth along the length of
the cable in both directions, do not use bare hands as
serious laceration can occur. Broken wires are indicated
where the cloth gets caught on the cable. Broken wires
which lay flat can be difficult to detect.
• 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 outside the 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 assembly and does not go
over a pulley, through a pressure seal, or through a
fairlead.
• Check for wear on cables. For cables in the pressurised
area (fuselage cables), replace a cable if 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 wire strands on the
worn side.
• Replace all cable assemblies which have damage
caused by rust or corrosion. A whitish deposit on High
Tensile Steel galvanised cables indicates corrosion of
the zinc coating. Red rust indicates that the steel wires
are corroding.
• Examine for ‘bird-caging’. This is caused when the cable
is subjected to a sudden tensile load which, 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
stand out causing ‘bird-caging’. Affected cables must be
rejected.
• Check for kinking. If the cable has a permanent bend
when not under tension it must be rejected. 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 a shiny portion
adjacent to the end fitting. Check the hole in the end
fitting for elongation using a new bolt.
• Check for a broken heart strand, indicated by thinning of
the cable, or loss of tension in an installed cable.
• Examine the pulley brackets for cracks, and for other
damage to the structure.
• Repair or replace damaged brackets, if necessary.
 Control Cable Pulley Inspection
• Visually examine the pulleys for roughness, sharp
edges, and unwanted material in the grooves.
• Visually examine the pulley wear pattern for the
conditions shown below.
• Examine the pulley for wobble by pushing on the outer
edge of the pulley with a 2 pound force and making sure
that the movement of the outer edge is no more than:
• 0.10 inch for 8-inch diameter pulleys
• 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 correctly, can turn smoothly, and have no flat
spots.
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.

• Pulleys are fitted to change the direction of a cable run.

They are made from Tufnol or Micarta. An integral
sealed ball bearing is provided. Cable guards are
provided to prevent the cable coming off the pulley.
• When inspecting cables for the previously mentioned
wear and breakages, the complete cable runs must be
examined for incorrect routing, fraying, twisting or wear
at fairleads, pulleys and guards.
• Pulleys must be inspected for wear, to detect indications
of flat spots, embedded foreign material and excessive
tension.
• Any signs of contact with adjacent structure, pipe-work,
wiring and other controls must also be thoroughly
investigated.
Control Cable Run and Travel Inspection

• Examine the cable guides and fairleads for worn areas,

broken parts, correct alignment, clean parts, and
correctly attached parts.
• Make sure the cable deflection angle at the fairleads is
not more than 3 degrees.
• 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 Tension
• correct cable tension is important to ensure safe and
proper system operation and continued serviceability of
the components.
• The correct tension for a control cable is specified in the
AMM. It is checked by the use of a Tensiometer and
adjusted on the turnbuckles.
• Before using the cable Tensiometer ensure the
standards room recalibration date has not been
exceeded and the serial No on the chart (see diagram),
is the same as the serial No on the Tensiometer.
• Cable tension is temperature dependant so it is
important to determine the temperature conditions in the
area where the work is to be done. From the AMM
ascertain the cable diameter and required tension using
the graph or table provided.
• A typical modern tensiometer is the Pacific T5
tensiometer.
• It has a set of risers. The tensiometer chart indentifies
which riser is to be used with each cable size. Fit the
correct riser to the tensiometer.
• Open the lever to retract the riser and check the gauge is
zeroed.
• Place the sectors over the cable and close the lever to
take a reading.
• If the dial cannot be observed a small brake lever will
lock the needle so that the reading may be taken with
the gauge removed.
• Observe any AMM instructions about reading position
and proximity to end fittings.
• For increased accuracy take several readings in
different points along the cable and average them.
• Compare the gauge reading with the tensiometer chart
and read across the determine actual tension in pounds.
• The cable tension can now be adjusted on the turnbuckles if it is out
of to limits. A spring loaded tool may be used to hold the end fittings
while the barrel is turned to tighten or loosen the cable.
 Cable Removal and Installation

The following is a typical procedure for replacing a control

cable.
• Use masking tape to make index marks on the 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 seal.
• Release turnbuckles and/or cable end attachments
• Install control cable clamps on the cable(s) do not need
to remove to keep light tension on them. If you can
isolate the cable between rigging pin locations, install the
rigging 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 the cables do not move out of the pulley guides.
• Install the new cable at the same time you remove the old
cable. Use the old cable to pull the new cable into
position. Alternatively, attach a piece of cord to the old
cable and pull this into position, then use the cord to pull
the new cable into position.
• Lubricate the cable if required. Only lubricate carbon
steel cables. It is not necessary to lubricate CRES
cables. CRES cables can be wiped with a clean cloth.
Apply a light thin layer of grease, to the cable. Wipe the
cable with a clean rag to leave a thin film of grease
between the strands on the cable.
• Engage the turnbuckles with the turnbuckle barrel
installed an equal distance on the two threaded
terminals.
• Tighten the cable in accordance with the temperature -
tension chart in the AMM.
• Use a 10 - 200 lb cable tensiometer to do a check on the
cable tension. Apply the tensiometer 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 one hour at constant ambient temperature
(±5°F) for aeroplane and cable temperatures to become
stable.
• If a new cable is installed, operate the system for a
number of test cycles, with cables tightened to two times
the working tension ('Double Tensioned').
See the applicable chapter for tension specifications.
Reduce to normal tension.
• Ensure no more than three threads show out of the
barrel of the turnbuckle when at correct tension.
• Make sure the air seals are correctly adjusted after
installation, correctly adjusted seals do not deflect the
cable and allow free movement.
• Check the minimum clearance from the adjacent structure
are as follows (the clearances that follow are general
guidelines only, refer to the applicable chapter to find
any special conditions for a specific system) : o Between
different cable systems - 0.50 in. (12.70 mm) min, (a
clearance of 2.00 in. (50.80 mm) is recommended).
• Between structure, wiring, tubing and fixed equipment:
i. At a fairlead - 0.50 in. (12.70 mm).
ii. At a rubstrip - 0.10 in. (2.54 mm).
iii. (a clearance of 1.50 in. (38.10 mm) is recommended
below the cable, and 1.00 in. (25.40 mm) is
recommended in the other directions).
• Between doors, landing gear, and components that
move - 2.00 in. (50.80 mm), (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 too much force is not necessary.
• Perform Duplicate Inspections and function checks as
required and certify task.
 Cable Rigging
• A control system will require rigging after a cable change,
system maintenance or when a control problem is found
or suspected.
• Rigging is the means to ensure that all the parts of the
system 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 when they are installed
(dispatch of an aircraft with rig pins still installed could
have catastrophic consequences!).
Note: When working on flying controls and particularly
hydraulic powered systems, surfaces can move with
great speed and force. Ensure all staff are briefed and all
safety precautions taken.
• 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 selector lever in the
neutral position. This may require 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 drive etc.) if applicable.
• Insert rig pin in control cable drum. Rig pin to be a push fit
into drum and alignment hole. If pin does not fit, adjust
drum position in accordance with the AMM.
• 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 actuator quadrant if applicable.
Adjust actuator output rod as required.
• For manual controls: Check position of control surface –
trailing edge faired with aerofoil trailing edge.
• For powered controls: Check rig pin/dimension at power
control unit input, adjust accordingly. Provide hydraulic
power, check position of control surface - trailing edge
faired with aerofoil trailing edge, adjust actuator output
accordingly.
 Flexible Control Systems
The two most common types of flexible control system are:
• Bowden Cables and
• Teleflex Control Systems.
Bowden Cables systems
• 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.
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 conduit to take up the
slackness in cable) Check for adequate locking.
• Lubricate, on assembly, with recommended grease.
Teleflex Cable Systems
• The Teleflex cable system is more complex than the
Bowden cable system in that the operating cable, 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 pull force, doing away with the need for any form of return
spring.
• A typical use of a Teleflex system might be a throttle lever
to engine fuel control system connection.
• The Teleflex cable system is a snug fit within the conduit
and, because there might be the chance of it becoming
seized, due to foreign objects, dirt or freezing, it is vital that
the inner cables are regularly removed, cleaned and
lubricated with low temperature grease.
• It is also important that the conduits are thoroughly
cleaned using a form of ‘pull-through’, prior to the inner
cable being installed.
• At longer intervals, it might become necessary to inspect
the outer conduit for signs of damage or kinking; which
can cause the control to become tight or ‘notchy’.
CABLE

• 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, whilst the first wire
wrap B transmit the push.
• A and B are wound in different directions to prevent the
cable from twisting under load.
• A wire of heavier gauge C, interspaced by three turns of
wire D, forms the helix which acts as a bearing surface
when working in the conduit and by which the end of the
cable is gripped in the control unit.
Box Unit
• Tuck the cable into the slot in the pinion and ensure that
the cable helix engages with the pinion teeth to give a
wrap of at least 40 degrees ("single entry" units).
• On double entry units the cable should engage with the
pinion to give a wrap of 180 degrees, the cable
projecting through the lead-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 with recommended
grease.
End Fittings
• Sliding end fittings (fork end type).
• Unscrew the threaded hexagon plug from the body,
screw the 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 screw the 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).
• Tighten the 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).
• This ensures that the lock spring is tightly compressed.
• Control end units vary in detail.
• In the "box" (or wheel) unit at the control end the large
wire of the 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.
• In some 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.
• These boxes permit much greater movement of cable.
• Alternatively, the control may consist of a simple push-
pull unit.
• This is sometimes fitted with a spring-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 attached to such a fitting by clamping a short
coil of wire, which is screwed to the cable end, between
two parts of the control knob.
• At the operating (or terminal) end the fitting may be box
type (with gear wheel) or a simple sliding end fitting to
which the cable is attached in a similar manner to that for
a push-pull type of control.
• This final attachment to the component operated could
vary, being either fork end or ball and socket
• In assembling, the body of the end fitting must not be
screwed on to the hexagon plug.
• The plug should be screwed into the fork, not fork into
plug.
• Failure to apply this rule will result in the lock spring
unscrewing.
• The same method should be used when removing the
fork, and care should be taken not to jam the spring and
foul up the wire wrap.
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 the control 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 the
receiving end of the run, another wheel unit or sliding
end-fitting is used to actuate the mechanism.
 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.
• The tension and compression loads are transmitted by a
flexible Centre Load Rail.
• This is supported by a set of Balls either side, which are
kept at regular intervals by two flexible Ball Cage Strips.
Each set of balls runs in an Outer Guide Rail and the
whole assembly is retained in a 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.