Mechta - I can't give you a specific answer to your question, but multi-strand wire rope has specific peculiarities that must be addressed in use and in application.
In positions where regular loading is applied, steel wire rope is prone to stretching, unlike solid struts.
Steel wire rope is prone to internal corrosion and fretting (wear of the strands) via constant movement.
Nearly all SWR has its wire strands lubricated or coated during manufacture with a product that ensures either lubrication of the wire strands or corrosion protection of the wire strands - or both.
In use, the lubricant or coating can be washed out under pressure, or it can be affected by salt or other aggressive contaminants that remove the lubricant or coating, thus leading to internal corrosion and therefore weakening of the tensile strength of the SWR.
To try and combat corrosion, wires are constructed from stainless steel or galvanised (or tin-coated) steel. However, S/S wire is of lower tensile strength than the higher grades of carbon steel (size-for-size), so the wire must be larger diameter if made from S/S, to have the same tensile strength as a smaller diameter carbon steel wire.
Galvanised or tinned coatings can be removed by abrasion and chemicals, thus initiating corrosion, so galvanising or tinning is not the total solution.
Many designs of SWR contain a hemp or cotton core which holds a reservoir of lubricant, which extends the life of SWR.
However, SWR with this style of core is banned from aviation use, as it is much weaker as regards tensile strength - and as you could imagine, replacing a specified steel-core rope with a hemp-core rope, would lead to disaster.
Steel core rope is used in all applications where high strength is required - in cranes, in elevators, in aviation applications. The common material in SWR used outside aviation use, is the high-strength carbon steel known as Plow Steel.
The other potential problem area with SWR is the various methods of securing the ends of the SWR. This can be done by a number of methods, but a common method is the SWR wrapped around an eye or thimble and secured by a ferrule.
Wire rope grips can be used to secure the ends of the SWR as well, instead of ferrules, but wire rope grips are banned from use in aviation.
There have been a wide range of methods of securing the ends of SWR rope used over the decades. Many are totally unsuitable for aviation use.
As regards the control cables, I would guess the problem was purely one of engineering miscalculation, in not allowing for practical problems, such as miscalculated wear rates, and inadequate provision for allowance of the real-world problems of dust, grit and accidental kinking - all of which pose serious shortening of planned life-expectancy of SWR and control cables, which utilise stranded wire rope in their construction.
The below article has a very good outline of designs, definitions, descriptions, uses, potential problems and solutions, associated with SWR and cables, as utilised in microlight aircraft. The information starts from section 5.5.
http://www.bmaa.org/files/044_2_sigm...al_01-2010.pdf