IARC - SU20 - Outline - Hardware and Cables

1
STUDY UNIT TWENTY

HARDWARE AND CONTROL CABLE INSPECTION
20.1 Rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
20.2 Screws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
20.3 Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
20.4 Turnbuckles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
20.5 Control Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Normal aircraft inspection and repair duties will cause the IA to come in contact with an
exceptionally broad spectrum of fasteners. It is necessary to evaluate the integrity and condition of
these fasteners, as well as the various cables that are used to affect flight controls and systems
installed on the aircraft. In aircraft maintenance and repair, even a slight deviation from design
specification or the substitution of inferior materials may result in the loss of both lives and equipment.
The IA will find it necessary to have an understanding of the materials these fasteners and cables
are made of, as well as knowledge of appropriate repair and replacement techniques. This study unit
will examine a range of fasteners that are commonly used in aircraft construction, various cables that
will be encountered, and the proper methods of safetying those components. The primary reference for
this study material is AC 43.13-1B, “Acceptable Methods, Techniques, and Practices – Aircraft Repair
and Inspection,” Chapter 7, and FAA 8083-30, “Aviation Maintenance Technician – General
Handbook,” Chapter 5. Although mechanics should be aware of the material made available in these
publications, they are by no means the only sources of information available or pertinent to the subject.
Aircraft and component manufacturers also may produce specific inspection and repair documentation
that supersedes the information presented here.
Always verify that you are using the most up-to-date approved or accepted maintenance reference
materials when undertaking repairs to any aircraft.
20.1 RIVETS
1. Aircraft rivets are manufactured to much higher standards and specifications than rivets
manufactured for general use.
2. When aircraft manufacturers started building all-metal aircraft in the 1930s, different
manufacturers produced a variety of rivet head designs. These included
a. Brazier heads,
b. Modified brazier heads,
c. Button heads,
d. Mushroom heads,
e. Flatheads, and
f. 78° countersunk heads.
3. Some of these rivets may be still in use in restoration shops, procured through special order.
a. For the most part, the rivet designs listed above are no longer in common use.
4. As aircraft standardized, four rivet head designs came to dominate the market.
5. Currently, rivets exposed to the airflow over the top of the structure are usually one of two
types. They are
a. Universal head rivets (MS20470)
b. 100° countersunk head rivet (MS20426)
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2 SU 20: Hardware and Control Cable Inspection
6. The rivets used in internal structures are most often

a. Round head (MS20430)
b. Flat head (MS20442)
7. These rivet designs are most commonly made from aluminum alloy.
a. The strength and temper conditions of the aluminum alloy used to make aluminum
rivets can often be identified by digits and letters similar to those used to identify
aluminum and aluminum stock.
b. The most common are
1) 1100
a) A very soft rivet typically used in non-structural parts.
b) 1100 rivets are 99.45% pure aluminum.
2) 2017-T
a) Sometimes referred to as an “ice box rivet.”
b) Possesses high strength.
c) Must be annealed, then refrigerated prior to use.
d) Should be driven within 1 hour of being removed from refrigeration.
3) 2024-T
a) Sometimes referred to as an “ice box rivet.”
b) Possesses high strength.
c) Must be annealed, then refrigerated prior to use.
d) Should be used within 20 minutes of being removed from refrigeration.
4) 2117-T
a) Sometimes referred to as a field rivet.
b) Possesses a high resistance to corrosion.
c) Can be used without additional heating or annealing.
5) 5056
a) Used to rivet magnesium alloy structures.
b) Corrosion-resistant qualities in combination with magnesium.
c. Firewalls, exhaust stack brackets, and other steel structures should be riveted with
corrosion-resistant steel rivets.
d. Monel rivets are used when riveting nickel-steel alloys together.
e. Infrequently used rivets include
1) Blind rivets, which can be substituted for solid rivets in some cases.
a)Blind rivets should not be used where the looseness or failure of a few
rivets will impair the airworthiness of the aircraft.
b) For sheet metal repairs to the airframe, the use of blind rivets must be
authorized by the airframe manufacturer or approved by a representative
of the FAA.
2) Copper rivets, which are used occasionally when riveting leather or other
nonmetallic materials.
SU 20: Hardware and Control Cable Inspection 3
Figure 1. Rivet Identification Chart.
20.2 SCREWS
1. Screws fall into three basic groups. They are
a. Structural screws
1) Made from materials with high tensile strength.
2) May be used in structural applications, much like a bolt or rivet.
b. Machine screws
1) Available in four separate head styles
a) Flat head machine screws are used in countersunk holes.
b) Round head machine screws are general purpose screws, not for
structural applications.
c) Fillister head machine screws are general purpose screws used as
capscrews and are often drilled for safety wire. Used in light mechanical
applications.
d) Socket head machine screws are often used where high-strength
fasteners are required to be driven below the surface. Internal wrenches,
such as an Allen wrench, are required to drive socket head machine
screws.
c. Self-tapping screws
1) Create their own mating thread when driven into untapped or punched holes that
are slightly smaller than the diameter of the screw itself.
NOTE: Self-tapping screws should never be used as a replacement for
standard screws, nuts, bolts, or rivets in any aircraft structure.
2. Screws generally have less strength than bolts of an equivalent size.
3. Screws acceptable for use in aircraft construction and maintenance are marked in one of
three ways:
a. (AN) Army Navy
b. (NAS) National Aerospace Standard
c. (MS) Military Standard
20.3 BOLTS
1. The majority of the bolts used in aircraft structures fall into one of three categories. They are:
a. General-purpose
b. Internal-wrenching
c. Close-tolerance
2. The same AN, NAS, and MS markings used for screws are used for bolts.
3. When engaged in aircraft maintenance, it is critical to ensure that replacement bolts are of
the same type as the bolts being replaced.
a. In some cases, fastener manufacturers produce bolts with different dimensions or
greater strength than are available from standard bolts.
1) Special-purpose bolts include high-strength, low-strength, and close-tolerance
types.
a) These bolts are designed and produced for use in specific applications.
b) These bolts are normally inspected by magnetic particle inspection.
i)
If magnetic particle inspection is required, the bolt will possess a
colored lacquer coating or a distinctive head marking.
2) Low strength bolts have no head markings.
3) AN and NAS close tolerance bolts are marked with a a triangle that may be
raised or recessed.
Figure 2. Bolt Head Marking Chart.
4. Bolts should not be tightened to feel; they should be torqued to proper values.
a. Take care to torque bolts to a value appropriate to the bolt’s shank size, not the
wrench size used on the head.
b. Undertorqued bolts can result in excessive wear of the bolt and the associated nut.
c. Overtorqued bolts can overstress the thread area and cause failure of the bolt or nut.
1) Whenever possible, apply torque to the nut, not the bolt.
a) This practice will limit wear on the bolt caused by rotation in the hole.
2) Before torquing, ensure the bolt and threads are clean and dry, unless otherwise
specified by the manufacturer.
5. Torque wrenches must be calibrated at least once each year (every 12 months).
a. Any torque wrench that has been dropped or otherwise abused should be calibrated
before being used to tighten fasteners on an aircraft.
6. If an adapter is used in conjunction with a torque wrench that changes the effective length of
the torque wrench, verify the correct adjusted torque value by referencing the chart on the
next page.
Figure 3. Torque Wrench Adapter Chart.
7. Nuts used in conjunction with bolts in aircraft construction and maintenance have specific
uses and should be replaced with nuts of the same type.
a. Before replacing any nut with a nut of a different type, mechanics should refer to the
aircraft manufacturer’s structural repair manual, the manufacturer’s engineering
department, or the FAA.
8. A wide variety of nut types is available for use in aircraft, including
a. Castle nuts
b. Wing nuts
c. Shear nuts
d. Plain nuts
e. Light hex nuts
f. Sheet spring nuts
9. Most nuts are available in either self-locking or non-self-locking style.
a. Self-locking nuts should not be used on
1) Parts that are subject to rotation.
2) Turbine engine aircraft in a place where a loose nut, bolt, or washer could fall
into the engine air intake.
3) Fasteners used to assemble access panels that are routinely disassembled
before or after each flight.
10. It is often necessary to safety bolts, nuts, and turnbuckles to prevent them from loosening
during normal operation.
a. Cotter pins are used in applications where turning or mechanical actuation occurs.
1) Cotter pins are typically used to secure fasteners used on engine controls,
landing gear, and tailwheel assemblies.
2) The diameter of the cotter pin should be the largest size that will fit into the hole
or slots associated with the fastener being safetied.
a) Cotter pins should not be reused on aircraft.
b. Self-locking nuts are used in applications where they will not be removed often.
1) Self-locking nuts should be replaced when they are no longer capable of
maintaining the minimum torque value specified.
c. Safety wire can be applied in one of two ways.
1) The double twist method is the most common use of safety wire, with 6-8 twists
per inch.
a) When safetying a fastener with a hole diameter of .045 to .062 inch and a
distance of 2 inches or less, .020-inch-diameter safety wire may be used.
b) Use .032-inch-diameter safety wire on parts with a safety hole of .045 inch
or larger.
c) Care should be taken not to safety emergency mechanisms, such as
switch handles, guards covering handles used on exits, fire extinguishers,
or other emergency equipment.
i)
Where successful emergency operation of this equipment is desired,
use copper or brass safety wire of .020-inch diameter to allow
shearing or breaking of the safety wire when necessary.
2) The single wire method is used on screws, bolts, and nuts in close proximity and
arranged in a closed-geometric pattern, such as a triangle, square, rectangle, or
circle.
a) The single wire method is also used on electrical system parts and in
places that are difficult to reach.
b) When performing the single wire method, use the largest diameter wire
that the hole will accommodate.
Figure 4. Safety Wire Illustrations.
20.4 TURNBUCKLES
1. Turnbuckles can be safety wired using either the single-wrap method or the double-wrap
method.
a. Either method is acceptable, but the double-wrap method is preferred.
b. A minimum of four turns around the turnbuckle’s shank should be employed to
complete a turnbuckle safety wire installation, regardless of whether the single-wrap
or double-wrap method is used.
Figure 5. Safetying Turnbuckles.
2. Safety wire used on turnbuckles should be carbon steel, corrosion-resistant steel,

nickel-chromium iron alloy (inconel), nickel-copper alloy (monel), or aluminum alloy.
Figure 6. Turnbuckle Safetying Guide.
3. During assembly, the two turnbuckle terminals should be screwed into the barrel an equal
distance.
a. Cable tension should be adjusted using cables that allow no more than three cable
threads to be exposed on either side of the turnbuckle barrel.
b. Terminals should not be screwed into the turnbuckle barrel more than four threads
deep.
1) This provides a total tolerance of seven threads on each end of the turnbuckle
for adjustment.
4. Some turnbuckles include a witness hole that allows the mechanic to verify that the threaded
cable terminals are screwed far enough into the barrel.
a. Witness holes can be checked visually or by inserting a short piece of safety wire.
b. In a properly assembled turnbuckle, the cable terminal should be visible or the
presence of the cable terminal should prevent the safety wire from being inserted fully
into the turnbuckle.
5. Turnbuckles that show signs of thread distortion should be replaced.
a. Turnbuckles that are bent also should be replaced.
6. Several turnbuckle locking devices are available for securing turnbuckle barrels.
a. Prior to using a locking device, it is essential that the mechanic verify that the
turnbuckle assembly was designed to accommodate the device.
b. If a special locking device is not available, the use of safety wire is acceptable to
safety the turnbuckle.
20.5 CONTROL CABLES

1. Aircraft control cables are generally fabricated from carbon steel or corrosion-resistant steel
wire.
a. Control cables may be constructed to be flexible or non-flexible.
2. Bare steel cable is susceptible to wear and breakage for a variety of reasons. Among these
are:
a. Dirt and grit can work their way into the cables, increasing friction between wires that
can damage the cable.
b. Lubricant working out of the cable leaves dry, dirty wires rubbing against each other.
c. Vibration can harden long, straight cable runs, leading to brittle wires and eventual
failure of the cable.
3. Nylon coated cables have a much longer service life than bare steel cables.
a. The nylon coating keeps lubricants from working to the surface and evaporating.
b. The nylon coating protects the wires inside from dirt and grit.
c. The nylon coating dampens vibrations that can ultimately damage the wires that make
up the cable.
1) Nylon-jacketed cable must be replaced if it shows evidence of cracks or necking
down in the diameter of the jacket. This indicates the cable has reached the
end of its service life.
4. Control cables must be inspected at each annual or 100-hour inspection.
a. All control cables must be inspected for broken strands.
b. Any cable assembly that has one broken wire strand located in a critical fatigue area
must be replaced.
1) A critical fatigue area is defined as the working length of a cable where the cable
runs over, under, or around a pulley, sleeve, or through a fair-lead; or any
section where the cable is flexed, rubbed, or worked in any manner; or a point
within 1 foot of a swaged fitting.
a)
The pressures exerted on fittings during swaging sometimes pinches the
small wires in the cable, causing premature failure of the pinched wires.
c. Passing a cloth over the cable will serve two purposes.
1) It cleans the cable for a more accurate visual inspection.
2) The cloth will snag on raised broken wires.
a)
Never use metallic wool or solvents to clean installed control cables.
b)
Metallic wool can embed dissimilar metal particles in the cables, creating
corrosion problems.
c) Solvents will remove internal cable lubricants, which will allow strands to
abrade and corrode more quickly.
d. Close visual inspection of cables is necessary because not all broken wires will stick
up or protrude from the cable.
1) A magnifying glass with a power of 7 or greater is recommended for visual
inspection of control cables.
2) Battery compartments, lavatories, and wheel wells are areas especially
conducive to cable corrosion because a concentration of corrosive fumes,
vapors, and liquids can accumulate.
5. To verify condition, it may be necessary to remove control cables periodically.
6. When replacing cables, terminals and splices should be tested for proper strength before
installation.
a. Gradually apply a test load equal to 60% of the cable-breaking strength given in the
tables below for 3 minutes.
b. Take care to place a suitable guard over the cable during testing to prevent injury in
the event of a failure of the cable, a terminal, or a splice.
Figure 7. Flexible Cable Construction and Physical Properties.
Figure 8. Non-Flexible Cable Construction and Physical Properties.
7. Control cables should be replaced when they become worn, distorted, corroded, or
otherwise damaged.
a. If spare cables are not available, a mechanic may prepare exact duplicates using
materials of the same size and quality as the original cable.
b. A mechanic may substitute swaged cable terminals for the original terminals.
1) Standard swaged terminals develop full cable strength.
c. When swaging tools are used, it is important that all manufacturer’s instructions,
including go and no-go dimensions, be followed in detail.
1) Departing from the manufacturer’s instructions could lead to defective or inferior
swaging.
NOTE: Never solder cable ends to prevent fraying. The presence of solder
greatly increases the cable’s tendency to pull out of the terminal.
a)If facilities and supplies are limited and immediate corrective action is
necessary, repairs may be made by using cable bushings, eye splices,
and the proper combination of turnbuckles in place of the original
installation.
d. Locate splices so that no portion of the splice comes closer than 2 inches to any
fair-lead or pulley.
e. Locate connections at points where jamming cannot occur during any portion of the
travel of either the loaded cable or the slack cable in the deflected position.
8. Cut cables to length mechanically.
a. Do not use a torch in any manner.
b. Soldering the bonding braid to the control cable is not permitted.
9. Do not use ball-and-socket type terminals or other types for general replacement that do not
positively prevent cable untwisting, except where they were used on the original installation
by the aircraft manufacturer.
10. Unless specifically approved by a representative of the FAA, substitution of cables for hard
or streamlined wires is not acceptable.
11. Completely severed cables or those that are badly damaged in a localized area may be
repaired by the use of an eye terminal bolted to a clevis terminal.
a. This type of splice can only be used in free lengths of cable that do not pass over
pulleys or through fair-leads.
12. When looped around a thimble, a Nicopress splice can be used in place of a five-tuck splice
on cables up to and including 3/8 inch diameter.
a. The tool used must be in good working condition and properly adjusted to ensure a
satisfactory splice.
b. Engineering approval by application to the FAA is required for sleeves that are
fabricated from material other than copper.
13. When making a thimble-eye splice using a sleeve that requires three compressions, be sure
to make the center compression first, the one closest to the thimble second, and the
compression furthest from the thimble last.
a. Be sure to position the cable end slightly beyond the end of the sleeve, as the sleeve
will elongate due to the compressions.
b. If the cable end is inside the sleeve upon completion of the splice, it may not hold the
full strength of the cable.
14. During inspections of control cables, be alert for damage that may result from fraying,
twisting, or wear occurring at fair-leads, pulleys, anti-abrasion strips, or guards.
a. Look carefully for interference with adjacent structures, equipment, wiring, plumbing,
and other controls.
b. Ensure that deflection angles at fair-leads are no more than 3° maximum.
15. Inspect pulleys for roughness, sharp edges, and the presence of foreign material embedded
in the grooves.
a. Examine pulley bearings to ensure proper lubrication, smooth rotation, and freedom
from flat spots.
b. Rotate pulleys (because they normally move through a small arc) to provide a new
bearing surface for the cable.
c. Maintain pulley alignment and check them for security.
16. Various cable system malfunctions may be detected by analyzing the condition of
associated pulleys.
a. These discrepancies include
1) Excessive tension.
2) Misalignment.
3) Pulley bearing problems.
4) Size mismatches between pulleys and cables.
Figure 9. Pulley Wear Patterns.
17. Inspect cable systems for binding, full travel, and securing of the attaching hardware.
a. When performing inspections or after replacing control cables, examine the cable run
for incorrect routing.
b. If control movement is stiff after maintenance on control surfaces or replacement of
cables, check for parallel cables twisted together or cables being connected in
reverse.
18. To ensure a satisfactory service life for aircraft control cables, use a cable lubricant to
reduce internal friction and prevent corrosion.
19. Always adjust cable tension with care, using the airframe manufacturer’s recommendations.
a. When using a tension meter on large aircraft, take the temperature into account.
b. If necessary, compensate for extreme surface temperature variations that may be
encountered if the aircraft is operated primarily in unusual geographic or climatic
conditions, such as arctic, arid, or tropical locations.

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1

STUDY UNIT TWENTY

6. The rivets used in internal structures are most often

Figure 1. Rivet Identification Chart.

Figure 2. Bolt Head Marking Chart.

Figure 3. Torque Wrench Adapter Chart.

Figure 4. Safety Wire Illustrations.

Figure 5. Safetying Turnbuckles.

2. Safety wire used on turnbuckles should be carbon steel, corrosion-resistant steel,

Figure 6. Turnbuckle Safetying Guide.

20.5 CONTROL CABLES

Figure 7. Flexible Cable Construction and Physical Properties.

Figure 8. Non-Flexible Cable Construction and Physical Properties.

Figure 9. Pulley Wear Patterns.

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