Control Cable Tension and Rigging for the A&P Practical
Use this A&P practical cable tension guide to organize your oral and practical (O&P) rehearsal around measuring, adjusting, and checking the system.
Rigging a flight control system requires the aircraft manufacturer’s maintenance instructions.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121
On this page
What the evaluator looks for on the O&P
The Airman Certification Standards (ACS) identify these relevant skill elements:
- AM.II.C.S5: “Inspect primary control cables.”
- AM.II.C.S6: “Adjust and secure a primary flight control cable.”
FAA-S-ACS-1 — printed 23; PDF 28
The related risk-management elements include AM.II.C.R1, “Use of and interpretation of a cable tension chart”; AM.II.C.R4, “Maintaining a calibration schedule for cable tension meters and other rigging equipment”; and AM.II.C.R5, “Use and interpretation of cable tensiometers.”
FAA-S-ACS-1 — printed 23; PDF 28
Under Order 8900.1, a practical project contains a skill element together with two practical questions. Passing the project requires a successful first-attempt skill demonstration and successful answers to both associated questions.
FAA Order 8900.1, Vol. 5, Ch. 5, Sec. 11, CHG 929 — printed 16; PDF 16; 5-5-11-7C3)c) and f)
The Mechanic Test Generator (MTG) FAQ says that, at a safe and appropriate time during your performance of the project, the Designated Mechanic Examiner (DME) must ask the two practical questions provided by the MTG.
FAA Mechanic Test Generator FAQs, updated May 22, 2023 — unnumbered page, PDF 4
The FAA practice sample shows a description, the given information, the performance standard, and the ACS code for a project. Use that format to understand the assignment rather than predict which cable task you will receive.
FAA sample oral and practical test — unnumbered page, PDF 6
Start with the aircraft and the measuring tool
In the handbook, cable tension and control surface travel are checked once the aircraft is symmetrical and structural alignment is within specifications.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121
For the cable inspection skill, the handbook notes that wire or strand breakage is easy to recognize visually, but other kinds of deterioration, such as wear, corrosion, and distortion, are not easily seen. Critical fatigue areas are anywhere the cable runs over, under, or around a pulley, sleeve, or through a fairlead, or any section where it is flexed, rubbed, or within 1 foot of a swaged-on fitting. Close inspection there can be performed by rubbing a rag along the cable; if there are any broken strands, the rag snags.
FAA-H-8083-31B, Airframe — printed 2-41; PDF 112
A cable tensiometer measures the force needed to offset the cable between two anvils. Each tensiometer type is designed for different kinds of cable, cable sizes, and cable tensions, and different numbered risers are used with different size cables.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121
When properly maintained, a tensiometer is 98 percent accurate, and tensiometers are calibrated to maintain accuracy. Our rehearsal suggestion: identify the tool, cable size, applicable calibration information, and conversion chart before touching an adjustment.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121
Measure tension, then use the correct chart
1. Take the reading
For the illustrated tensiometer, lower the trigger as the manufacturer directs. Place the cable under the two anvils, then close the trigger.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121
When the dial is difficult to see, the illustrated pointer lock holds the reading while the instrument is removed. Release the pointer lock after reading so the pointer returns to zero.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121
2. Convert the dial indication to pounds
The conversion chart supplied with the tensiometer changes the dial reading into pounds of tension.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121
Illustration only: in Figure 2-88, a 5/32-inch cable uses the No. 2 riser, and a dial reading of 30 corresponds to 70 pounds. Read the chart for the instrument in your hands; do not memorize 30 as a pounds value.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121
3. Find the target tension for the temperature
The ambient temperature of both the cable and aircraft must be considered when adjusting tension. A cable rigging chart compensates for temperature when establishing tension.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121
Illustration only: Figure 2-89’s 1/8-inch, 7 × 19 cable curve at 85 °F gives approximately 70 pounds. The conversion chart tells you what you measured; the cable rigging chart in the aircraft manufacturer’s data tells you what tension to establish.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121 · FAA-H-8083-31B, Airframe — printed 2-51, Figure 2-89; PDF 122
Adjust, secure, and check movement
The handbook’s three general steps are to lock the flight deck control, bellcranks, and control surfaces in the neutral position; adjust cable tension while keeping the surfaces neutral; then adjust the control stops to the travel dimensions given for the aircraft being rigged. For the stops, refer to the applicable maintenance manual for the sequence of steps.
FAA-H-8083-31B, Airframe — printed 2-51; PDF 122 · FAA-H-8083-31B, Airframe — printed 2-52; PDF 123
When installing a turnbuckle, screw both terminals into the barrel an equal number of turns. The handbook requires no more than three exposed threads at either end of the barrel. Safety the turnbuckle after proper adjustment, using the applicable method for that hardware and aircraft.
FAA-H-8083-31B, Airframe — printed 2-44; PDF 115
Correct alignment and adjustment should allow the rigging pins to be withdrawn easily. Unusually tight pins indicate incorrect tensioning or misalignment.
FAA-H-8083-31B, Airframe — printed 2-52; PDF 123
Check the full, synchronized movement after adjustment by operating the controls from the flight deck, rather than pushing the surfaces. At the control stops, ensure chains and cables have not reached their own travel limits.
FAA-H-8083-31B, Airframe — printed 2-52; PDF 123
Where dual controls are installed, both positions must be synchronized and operate satisfactorily. Finally, thoroughly inspect for correct assembly and free operation throughout the specified travel.
FAA-H-8083-31B, Airframe — printed 2-52; PDF 123
Whenever rigging is performed, the handbook calls it good practice to have a second set of eyes inspect the control system to make certain that all turnbuckles, rod ends, and attaching nuts and bolts are correctly safetied.
FAA-H-8083-31B, Airframe — printed 2-52; PDF 123
Common mistakes to watch for
- Our study check: rehearse the two chart lookups as separate operations, and say which chart gives the measurement and which gives the target.
- Our study check: do not stop your rehearsal at a satisfactory tension reading; include neutral alignment, safetying, and the movement checks described above.
- Our study check: practice the turnbuckle safetying itself with the safety wire and cotter pin guides listed under Related guides.
Frequently asked questions
Is a memorized tension enough for the O&P cable task?
No. The handbook says the ambient temperature of the cable and the aircraft must be taken into account when adjusting cable tension, and cable rigging charts are used to compensate.
FAA-H-8083-31B, Airframe — printed 2-50; PDF 121
Is checking control travel in one direction enough?
No. The handbook says the range of movement of the controls and control surfaces should be checked in both directions from neutral.
FAA-H-8083-31B, Airframe — printed 2-51; PDF 122
Does a tight rig pin mean the system is securely rigged?
No. Undue tightness of a rig pin indicates incorrect tensioning or misalignment of the system.
FAA-H-8083-31B, Airframe — printed 2-52; PDF 123
Can I check surface travel by moving the surface itself?
No. When checking the range of movement, the controls must be operated from the flight deck, not by moving the control surfaces.
FAA-H-8083-31B, Airframe — printed 2-52; PDF 123
Rehearse the explanation as well
Our suggestion: explain your source, chart choice, reading, adjustment, and final checks out loud during study. DMEReady provides an AI voice examiner for oral rehearsal in your phone or computer browser. The first drill is free and requires no sign-up. DMEReady rehearses the oral portion; it does not train hands-on practical skills. DMEReady is independent and is not affiliated with or endorsed by the FAA.
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Related guides
- Flight controls and rigging oral questions
- Cotter pins and safety methods
- Safety wire practical guide
- How practical projects are evaluated
- FAA A&P Practical Test Changes 2026: What's New
- Exam cost guide
Sources
- FAA-S-ACS-1
- FAA-H-8083-31B, Airframe
- FAA Mechanic Test Generator FAQs, May 22, 2023
- Order 8900.1, Vol. 5, Ch. 5, Sec. 11, CHG 929
- FAA sample oral and practical test
About this guide: drafted with AI from the FAA sources listed on this page and checked claim by claim against them. Not reviewed by an A&P mechanic or DME. How we make our guides
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