S.... FASTENER RECESS EVALUATIONJ' ENGEBER TAANNINK S] UERALD•eIVMAN MCED STR UCTUR -1S DE VEL OPMENT BRANCH Cw* STR UCTURA! L MECHANICS DIVISION . '1 / APRNPI 78 / " ".Ii.. TECHNICAL REPORT AFFDL-TR-78-22 Approved for public release; distribution unlimited. Best Available Copy AIR FORCE FLIGHT DYNAMICS LABORATORY AIR FORCE WRIGHT AERONAUTICAL LABORATORIES AIR FORCE SYSTEMS COMMAND C8 9 WRIGHT-PATTERSON AIR FORCE BAS 45 - i V8u 19
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S.... FASTENER RECESS EVALUATIONJ'
ENGEBER TAANNINKS] UERALD•eIVMAN
MCED STR UCTUR -1S DE VEL OPMENT BRANCH
Cw* STR UCTURA! L MECHANICS DIVISION
. '1 / APRNPI 78 / " ".Ii..
TECHNICAL REPORT AFFDL-TR-78-22
Approved for public release; distribution unlimited.
Best Available Copy
AIR FORCE FLIGHT DYNAMICS LABORATORYAIR FORCE WRIGHT AERONAUTICAL LABORATORIESAIR FORCE SYSTEMS COMMAND C8 9WRIGHT-PATTERSON AIR FORCE BAS 45 - i
V8u 19
NOTICE
When Gdvernment drawings, specifications, or other data are used for any pur-pose other than in connection with a definitely related Government procurementoperation, the United States Government thereby incurs no responsibility nor anyobligation whatsoever; and the fact that the government may have formulated,furnished, or in any way supplied the said drawings, specifications, or otherdata, is not to be regarded by implication or otherwise as in any manner licen-sing the holder or any other person or corporation, or conveying any rights orpermission to manufacture, use, or sell any patented invention that may in anyway be related thereto.
This report has been reviewed by the Information Office (01) and is releasableto the National Technical Information Service (NTIS). At NTIS, it will be avail-able to the general public, including foreign nations.
All of the items compared in this report were commiercial items that were Anot developed or manufactured to meet any Government specification, to with-stand tests to which they were subjected, or to operate as applied during :21this study. Any failure to meet the objectives of this study is no reflectionon any of the commercial items discussed herein or on any manufacturer.
This technical report has been reviewed and is approved for publication.
FORREST SANDOWProject Engineer A
A;
FOR THE COMMANDER
RALPH L. KUSTER, JR. Colonel, USAF
Chief, Structural Mechanics Divisio:i
"If your address has changed, if you wish to be removed from our mailing list,or if the addressee is no longer employed by your organization please notifyAFFDL/FBS ,W-PAFB, OH 45433 to help us maintain a current mailing list".
Copies of this report should not be returned unless rettirn is required bg so-curity cons ideratt-Hn., contracLuai obligations, or notice on a specific document.
AIR FORCi-56780/23 June 1978 -- 325
fr
BestAvai~lable
Copy
c c•lCJIlIY CI ASSIFICTATION OF TrtIs PAGE (I~-,I), F -lot. rot~d) 6.1. .
REPORT DOCUMENTATION PAGE l, -WAl) ICsOTurTNIONS
IGOV ACC CATALOG NUMA -7T7-
A. TITLL.r ( Su, h l(rIie) S, TYPE OF IPIri-RT & PERIO0 COVERED)
Final Report for PeriodFASTENER REESS EVALUATION June 1976 to Oct. 1977
P PERFORMING O-4G- REPORT INUMBOER
7. UTHOR(s•) a. CONTRACT OP• GRANT NUMOI2R(s)
Engebert Bannivk, Gerald Bowman, Forrest Sandow
< I;PTRFiOMINQG ORTGANIZATION NAME AND AliDRESS { I PROGRAM ELEMENT. PROJECT, TASKAREA & WORK UNITNUERAdvanced Structures Development Branch (FBS) WORc NIT NU0 R
Project No. 7500Air Force Flight Dynamics Laboratory Task No. 750001Wriqht-Patterson Air Force Base, Ohio I-
- i.-CONTROL.LING OFFICE NAME AND ADDRESS 12. REPORT DATE
April 1978Air Force Flight Dynamics Laboratory 1 NUIICE, OF PAGES
Wright-.Patterson Air Force Base, Ohio 45433 117IAGENCY NAME A ADDRESS(iI ,Iil IS SECURITY CLASS. (•i hbis repol)
.Approved for public release; distribution unlimited.
'7. DISTRI.UTION STATEMENT (of thl abstract et seri d i7llock 20, it dIiffet? h'o' HeporI)
1, SLIPPI EMIENTARY NOTES
I' ! -.Y *ORDS (Co,•ine on levels.e o?, if*• oui• Ide,,,llv by block rlunrI..e)
Recess Fasteners Hi-TorqueRecesses Torq-setPhillilps Flush Head ScrewsTorx Recessed Fasteners
STri-wing ScrewsA(351 RAC~T ((onti.tio on :*Vern. *#do If ire-s~eay mid Identif~y by block noi-bt)
lhis report presents the results of a series of tests performed to establishthe Strengths and weaknesses of various recesses used in fasteners. Effectsof torque, end load, paint, removal angle, hardness of bit, wear of bit, sizeof bit and damage to recess were studied. Data was taken both under idealconditions in the laboratory and at various Air Force. Bases around thecountry.
DD I¶ A., 1473 CDITION OF NOV S5IS •oso•r.",
SECURITY CLASSIFICAT!ON Or THIS PAGE (lIben DVf. E.nI.redI
AF I' )L-TR-- 78-22(.'
FOREWORD
T'his effort was part of a larger effort undertaken by the Aeronautical
Systems Division (ASD/EN) to identify and resolve rood causes of the
complaints received from the field on aircraft structural fasteners.
ASD enlisted the aid of the Air Force Flight Dynamics Laboratory (AFFDL)
and the Air Force Materials Laboratory (AFMI.) to perform certain experi-
mental and analytical tasks. The Productivity, Reliability, Availability,
and Maintainability (PRAM) Program Office (ASD/RA) provided most of the
equipment fundinq required for these tasks. ASD/EN retained the task of
reviewing the standards and specifications applicable to the procurement
and use of the panel fasteners and those pertaining to the mating tools.
This report explains the laboratory tests performed in the AFFDL
Advanced Structures Development Branch on the various types of recesses,
discusses ti, results, covers the field data collection task, and what
was learned from that effort. The work covered the time period of
SJune 1976 through October 1977 and was performed under Project No. 7500,
Task No. 750001, and Work Unit 75000191.
Many people from the laboratories and other organizations provided
assistance toward the successful completion of these tasks. Several
dozen people were contacted and provided assistance in the field; their
cooperation was enthusiastic, and their assistance is much appreciated.
We would like to single out Mr. David Erskine, of the Structures
Test Facility (AFFOL/FBT), for his assistance in setting uo the instru-
mentation; Mr. Don McWhirter (AFFDL/FBSC), for fabricating the labor'atory
test equipment and Lt. Ken Bauman (ASD/ENF), for his assistance in
obtaining the field data and some of the test hardware. Messrs. Bob
Urz i (AFMS) and Richard Stewart (ASD/ENF) supplied the answers to our
many questions on fasteners and associated military and NAS standards
and specifications.
iii
FOREý17WORI) CONT I NU!_ )
Newould ailso Iike to thank the foillowin( ri (olflpanes i'or suIpplY iwn
stock sci-ews and bi ts to hel p ourY in itial in'vest i qatiOInS I
Gehneral Services Administrationi, National Tool Center
Apex Machine and Tool Co.
r~. Phillips International Co.]
Hi-Shear Corp.
General Dynamics Corp.
Defense Logistics Agency, Defense Indwstrial Supply Center
11, B. Fasteners
Deutsch Fastener Corp.
Special thanks must be given to the Boeing Commercial Aircraft
Company for the loan of their test machine to start off our program.
out suwg 1016 3
CII
i it
AIFFDL-TR- 78- 22
TABIE OF CONTENTS
SECTION PAGF
I NTRODUCT ION 1
II TEST EQU I PMENT 5
III TEST PARAMETER'S 13
1. Repeated Cam-Out 14
2. End Load 17
3. Paint 17
4. Off-Angle 18
5. Soft and Hard Bits 18
6. Undersized Bits 19
7. Worn Bits 19
IV LABORATORY TEST RESULTS 22
! Second Cam-Out 22
2. End Load 25
3. Painted Screw Test Results 27
4. Off-Angle 28
5. Soft Bits 29
6. Undersized Bits 30
7. Worn Bit Test 31
8. Stock Bit and Screw Comparison 32
9. Ribbed Bits 36
V FIELD DATA OBSERVATIONS 38
1. Torque Values 38
2. End Load 42
3. Offset Angle 43
V
All DI- I R- 18-11?
1 ABLEI OF CONIE-N I S (:ONrNI INF!))
S'FCIl ON
VI INSIAI.LATION TO REMOVAL TORQ0Ir RATIO UI ST 46
Vi I RECOMMENDATIONS AND CONCLUSIONS 4/
1. Gradual Recess Wear rest .1
2. Worn Bit Test 48
3. Conclusions ,
APPENDIX A RAW LAB DATA 51
APPENDIX B RAW FIELD DATA 73
APPENDIX C TYPICAl. FAILURE PHOTOGRAPHS 102
1I3BLIOGRAPHY 106
vi
AIT)L- IR- 78-22
LIST OF ILLOISTRAVIONS
F I GClR PAGE1 lyPi cal ROcessed Fastener and Head Types 2
2 B3ooing Test Machine 6
3 Generation of Sideload R
4 Phillips arid Hi-Torque Sideloads 9
5 T-Handle and Speed Handle 106 Fastener Test Machine 11
7 Final Test Machine 128 Repeated Cam-Out Test, Ideal Conditions 15
9 Repeated Cam-Out Test, Less Than Ideal Conditions 16
10 Worn Hi.-Torque 20
11 Worn Phillips 20
12 Speed Handle Appli;d to li-Torque Fastenier 2?
13 Bit Wear 33
14 Field I•nstrumentation Speed Handle 39
C-I Typical Failures, 20 Pound End Load 103
vii
AI
A F I IDl -I i R
I- I SI 01: A!IA S
'1A1H.IA. PAGL
I esi Matrix
2! Averoqe Second 'am-Out
3 Torque vs End Load
4 Second Cam-Out lorque Values 26
i Painted Screws 27
6 Off Anqile Data 29
Y Soft Bit Data 30
S Undersized Bit Data 31
9 l)Trq-Set Compari son A
10 HIi-Torque Compari son 3
1I Ribbed Bits, Cain-Out To rque (in-lbs) 3/
12 Removal and Installation Torques for #10 Screws 41
1 3 r-,-ie tjion vs I tlatio .4 o. an R oval ' An.l s e..
Ilt IyIpe vs Instal lation and Removal Angles 44
viii
('II W0SSAIY 01 11 K I NI IM0Iot
taut th ~ Ilt(' app I i kct t. j ()ti ol I ni tor~l Lo a v,, tfill I I oi ji ompiii(~i(~1(t'1(11 )CL~'~I)CLVIN'Oti fLhe b)it anud the t'(, rue I, if IS
aIpplIicatio tl usual Ily (daillif'ICS th1 rec es , tLtt b~it, or hot~h eit)peuI tidion 1-1110 Itypo of r(cosuS endI 1 oac~, e tc.
liI n(ILoad - The I orce w i Ii whiu h tite bit is ptessud I ilim the t'ect-,'. wh ii u
timmyald or install at ion torque is applied,
I nec.' inq -W1hen a fasthmer is i nst alled adt( cdnuutot heO remioved withIronvont ional tools and hit,;.
tlff-An(ile - I he a tiilan Offset. or tulsallui qteott between the axi! oft~hc "Crew and the a 10,; of' Lhe bit..
Sh~qar Ilecd - A fast ener with a smaller than "normal"' head which isuso'd whcre shteatr for'ces, are Iprodolnilnate . III (Isual pract.i ce the headks the same, (is the head of the ne xt. sitialen SIhMft d ikate t~er tens i o head
11tenor.
Tlon~ionl Head -The "normal I (i iens ioned head ,ize whicht i s used where'
i x
AFFDL-TR-78-22
SECTION I
INTRODUCTION
Over the years, many complaints have been received by Aeronautical
Systems Division (ASD) on the service failure of fastener internal
wrenchinr systems (or recesses as they will be referred to in this
report). A synopsis of the problem showed that the Hi-Torque recess was
singled out as receiving the majority of the complaints; the reported
failures concentrated on the smaller size fasteners (3/16 - 5/16 in.)
installed in frequently removed panels. The failures usually occurred
when removal of the screws was attempted with a speed wrench.
Personal experience of one of the authors, as an aircraft maintenance
officer, in general agrees with the above synopsis. The failures appeared
to be concentrated on the smaller screw sizes with the 3/16 in. shear
head screws being the most susceptible. The reason failures are reported
on removal is that it requires a machinist to take the screw out and
complete job order paperwork. Installation failures usually occur before
the screw is completely seated when it can still be removed and replaced
by the airplane mechanic. Failures were also experienced on other types
of recesses, but the Hi-Torque recess did appear to be very susceptible
to being rounded (or "cammed") out.
Various factors were initially identified as having an impact on
the problem, from the causes of high removal torque to low recess torque
capability and from tool quality and choice to human factors. However,
there is yet another and very basic problem; there is no standard test
method to realistically evaluate recess performance. This report
describes a series of tests that were performed on five recess designs;
Phillips, Hi-Torque, Torq-Set, Tri-Wing and Torx as shown in Figure 1.
The test was broken down into laboratory test and a field data survey.
The laboratory testing was broken down into three basic phases. In the
first phase, a series of preliminary tests were performed to establish
a test method and isolate important parameters. Only the more significant
results of this testing are referred to in this report. The second phase,
the main test program, which is analyzed in this report, is outlined in
Table 1 and the complete raw data is presented in Appendix A. In the
1 .
Best "v~Cp
AVIFDL-TR-78-22
Phillips Hi-Torque Torx
4Torq-Set Tri-Wing
Fastener Side View
Figure 1. Typical Recessed Fastener and Head Types
AFF[-DL-TRZ- 18-22
'A >C 0 (1) C)
CA
C'4
'0 >< X N V) r LO>
C14
-4~~ Z>>)~ P -4
oV XCZ NCO t Z >
0', x<'~Zr C) En~ Z r
- i -0
("(I 'A z
Lj N0 tn ii)
C2 KZNN
"C) <> Cj C) w r' U
E-4 rn 'I
AFFDL-TR-778-22
final phase a small sample of stock screws, different materials, and
ribbed screws were tested. The results of zhe field data survey are-
analyzed in the report and all the raw data is given in Appendix B.
The data shows that performance differences can be detected in the
various recess designs and the results also confirmed the perferences
of mechanics in the field.
The title of the program is somewhat a misnomer since it was
really the combination (or system) of recesses and bits that was tested.
Bit failures are at least as frustrating in the field as recess failures
and when a batch of poor or marginal bits finds its way into the supply
system, and this does happen, they are used more quickly and shortages
develop. This forces mechanics to work around the problem (filing bits,
substituting the wrong size, using worn bits, etc.).
4
A HIIL- TR -7•8-
SECTION 11
TEST EQUIPMENT
rwo pieces of test equipment were used in the in-house testing phase
of the proqram; neither machine is commercially available. The first
machine applied pure torque through a shaft to the test bit and recess.
A helical gear mounted on the shaft v-. driven by a worm gear; the force
producing the torque was reacted through bearings in which the shaft was
mounted. The torque was reacted by a box pinned at all four corners
which allowed end load or thrust to be applied independent of the torque
being applied. The test screw was mounted in a chuck on top of the torque
box. The thrust initially was applied hydraulically; however, it was
found that this system applied a possibly significant damping force to
an incipient cam-out. A mechanical system was substituted which applied
the end load with a dead weight acting through a cable, pulley, bell
crank, and pushrod system. The actual end load was measured with a load
cell at the fastener head, prior to torque application.
The pure torque system as described above and pictured in Figure 2
was abandoned early in the program because the data obtained with it was
not comparable with the data being obtained through a hand held speed
handle instrumented for torque and end load. For example, the pure
torque system would consistently break new Phillips bits with new screws
at a ve ry low load (+ one pound). The bit would actually lock into the
recess after torque was applied and it was difficult to separate the bit
from the recess under this condition. In other words, metal to metal
starting friction (under localized, heavy load) would have to be overcome
for the bit to cam or slide out of the recess. Due to flexibility in the
speed handle and the slightest unsteadiness of the operator, this
condition is not encountered with a hand driven speed handle.
Another factor that may enter into the different torque capabilities
observed is that A speed handle does not just apply torque to the
recess. The torque is applied through a level by a force. The recess
must react the force (sideload) in addition to the torque.
5
4-4
IA
. . .. . . .. .
p -"ta.. -!: •'ah -" C: et:,S•" pLq¶.."--•, " " .r ,- .j.. 7 d... ~ q~~a.. - i- 4 I ~ f P U ~ l ~ .- ~ --. ~-t.~rm
AFFDI.-TR- 78-22
This sideload tends to force the bit out of any recess with a
sloping side. See Figures 3 and 4. The side load was reacted by the
shaft bearings in the first test equipment. This is not to say that a
sloping side recess is bad; other factors also enter into the picture
as described later in the report. No attempt was made to further define
this possible effect mathematically since no noticeable difference was
observed between the torque capability of a hand held speed handle versus
a hand held T-handle (Figure 5). It was assumed that the flexibility
of the speed handlr, and the unsteadiness of the operator was mostly "
responsible to the observed difference in the failure modes.
Therefore, in an attempt to match the results obtained with a hand
held speed handle more closely, a new test machine was designed and
built. This machine employed an off-the-shelf speed handle driven by a Vlead screw through a nut and connecting rod. The lead screw was turned "J
by a reversible 1/15 hp electric motor. End load was applied by the
same method as previously described. Torque was measured by a strain
gaged extension on the speed handle. An electronic control box allowed
torque limits to be set if clockwise and counterclockwise (C@-1) cycles
were desired; a cycle counter was also included. Torque was read out on
a digital voltmieter calibrated to read directly in inch-pounds; an
oscillograph was also included in the read out system. With the end or
butt of the speed handle mounted in a rubber block, considerable
flexibility was introduced in the test equipment which was npt present
in the previous, rigid system. A rotation point was built into the
base to permit off angle testing. The results obtained with the revised
test equipment were found to be comparable to those obtained with the
hand held speed handle but parameters such as end load, angle, and torque
could now be closelv controlled with the man taken out of the loop.
Figure 6 contains a block diagram of the final test system.
Figure 7 is a photograph of the system in the laboratory. Instead of a
fastener, the photo shows the system with the load cell in place to
I'he baselI ine valuites (no paint) are overallI avoiraqve o I d ata titke n atfour, end I oads (1I 3, 5, 10, and 20 1 bs ) and wi th no(w, har-d 1) i ts of t-h e
COVreel: Size. The change iii avai lable toiqiji' ( filSt! Cain-Odt) Vafled
fr~oml (I Sli( it gainl attin huted to data scatter, for- *rorx to a loss of 21for Tri-Wi Og and ?2% for Ph~jillips.
Wi th the exception of ro'q-Set , paint does not appear to have muchof' an effect on the second cam-out torques. Why the Tong-Set:- is di ffer~entfr~om the other~s in this case is riot entir~ely clear,. The initial reaction -
was that the paint acted as a lubricant; however,, this arglument immediatelyraises the question of why doesn't the paint affect the Phillips and
Tri-Wing recesses the same way. In addi tion, 1)ar(- imetal was usual ly
exposed after- the first cam-out leaving oniy paint at the bottom of the
recess and flakes on the side. For, the basel ine case, secondar~y caml-outvaluS for, the Torq-Set screws at 10 lbs end load were 35, 41, 11, and30 inch-pounds ; with paint , the values were 8, 9, 3, and 10 inch-pounds .At 60 lbs end loa(1 the values were 82, 86, 68, and 75 inch-pounds com-par~ed to 76, 52, 51 , and 62 inch-pounds r-espectively. This demonstrates -
that high end loads for damaged scr~ews are even mor~e desirable when)paint is pr~esent.
No valti es for- the second Tor-x carn-out ar-e given because the Torx hIlts
fa i lee on thc fitrst a ttempt.
4. o 11- AN GL h
As can be sooni trmi the values in Table 6, the seven degree offset
angle significantly degrades the torque capabi lity of the rocess and bit
combination in four of the five major, recesses tested. rue, Tor-x r-ecess
stands out in this static test but the trecommendati oil l'egarding dynamic
test inrg in Section VII , "Recomtmendatioens" should( be cons idered set-ions ly.
The Torqcl-Set recess was in a very sol id second p lace as far, as remla ini ng
tor-que capability is concerned.
28
AVIPI F- 1 8- 22
TABL[ L
Ol1-ANGLH PAI A
I'll I I'l I PIS IfI -.- 'rom !Ii.: TOR(,-. SET: *R 1-141NG I)NTO:RQUE; , OOiI TUORQI1 . . ORQIJ i:, IRt
0"An I o I s 9(,.'1 84.7 122.8 1 12. 3 1.03.0
2nd ')4. 7 8.0 11 0 8. ~
70 Anc,]o I st 68.3 66.0 82.3 09. 3 99.4
2nd 1 7.5 1.9.8 30 .4 1)2. 9 37.8
A [St CaM-Our1 -29% -22% -3 V. -38',-.'
A 211d C'Mi-Ou~t *-68% +-14 7. 5;. - 4 -7 +M3
There was no t rend its far as second cam--on L torquo capabl)iiity is
coiicertied. It decreased for Phillips and Iocci-Set but iticreased for Iii -
Tn)'qUO and Tr i-Wing- the increase probably resýultS froml less damvage
beinq done to tile recess during the first cam-out.t. Ini the case of the
Ili-Torque rocess , for examnpl e, the first Cam-out undo~r perfect conditilon"s
lust about tot~al ly dtestro~yed the recess-, oay nq 1little remainlinq Capa-
biliityV 1,r thle seconld attempt. It is intereŽ5t.inqH to lot(, that. the 7"
o1ffset, c hanqed the fai luLre mode for To rx from the ) t to the reces's.
5. SOFT BITS
11h0 test reLsult's COnlfitlfled the obsarvations madie in 'he f ield that
sOft hits are de~trimental to thle torque generat i n ability of the recess/
hi t. combinoat ion. The degradat.ion Was highily depenldent Onl thle Part i cular'
desi gn . One problem that was, niot duplicated inl tile 1 Thorator~y is- the
rapid wear that is SUffereWd by thle sof01t bitS. which inl t~ur resul t-s fin
For the first cam-out, the torque values obtained were basically the
same for the stainless steel screws but the titanium Hi-Torque and Torq-Set screws produced torque values of 11 and 13 percent less than the steelscrews. The secondary cam-out values for the steel Torq-Set screws are
again comparable but the titanium screws had a greatly reduced torque
capability (approximately 51 percent) in this case. The data for theHi-Torque recess didn't fall out quite as nicely with both the stainlesssteel and titanium off-the-shelf screws producing higher torque values
than the custom screws. The distinction between the two recess types
remained however, with the Torq-Set recess performing much better than V
the Hi-Torque recess.
3i5
35
AFFL.-TIR-78-22
The somewhat unexpected trend in the Hi-lorque test results may
be related to the discovery of interfering tolerances in the bits and
recesses and the realization that the Hi-Torque bit/recess combination -.4
is quite sensitive to this condition. Some #10 Hi-Torque screws were
found with the recesses too shallow and narrow (the custom made bits
did not fit into these recesses). One #3 bit was found (in a lot of 50)
that was so wide that it wouldn't even fit a 1/4 in. tensile head screw
(the blade measured 0.0985 in. vs required 0.0575 in. - 0.0600 in.).
Other blades were anywhere from 0.0002 to 0.0041 in. oversized; the
0.0002 in. did not present a problem but the 0.0041 in. did. The
findings clarify reports from the field which state that Hi-Torque bits A
sometimes have to be filed down to make them fit. In addition, the
mechanics dislike a close tolerance fit which requires the bit to be
rotated into the recess rather than inserted axially; with paint or dirt
in the recess this close fit becomes more frustrating.
Some 1110 Phillips screws were also found that were too shallow. I(0.083 in., 0.085 in., and 0.087 in. for example vs the required
U.093 in. - 0.116 in.); this did not prevent insertion of the bit -A
although it did reduce the torque capability of the recess by minre
than 20 percent. The findings also confirm that increased emphasis is
required on the manufacturers' quality control and government acceptance
procedures for bits and fasteners.
9. RIBBED BITS
One of the newer design ideas for bit and recess improvement is
the addition of a small rib. This rib is designed to lock the bit and
recess together when torque is applied and further prevent cam-out.
A fairly limited amount of cast and forged ribbed bits were tested so
these results are not conclusive. Although ribbed bits are available
in Phillips, Torq-Set, and Tri-Wing, only the Phillips and Torq-Set
were tested.
:1
36 -:1
r
AFFDL.-TR-78-22
The first major point noted was that under ideal conditions five of
nine Phillips bits reached higher torque levels and bit failures insteadof recess failures were encountered. With the exception of the 1.3 lbend load, the Torq-Set also showed fairly high torque levels and bit
instead of recess failures.
The first cam-out appears to damage the rib system resulting insecond cam-outs in the same range as unribbed data. The cast bits
W. showed slightly lower failure levels with a brittle failure for the ITorq-Set. The average values of these failures are given in Table 11
for compari son.
TABLE 11
RIBBED BIT CAM-OUT TORQUE (IN-LBS)
End Load (lbs.) 1.3 5 10 20
Non-Ribbed Phillips 94 94 99 100 .!
Ribbed Phillips Cast 87 89
Ribbed Phillips Forged 104 103 107 106
SNon-Ribbed Torq-set 122 123 1.21 125
L Ribbed Torq-set Cast 107
Ribbed Torq-set Forged 49 97 99 107
37
AFI-DL -TR- 78-22
SECTION V
FIELD DATA OBSERVATIONS
The second major task in the program was the measurement of actual
torques, end-loads, and angles that exist in actual aircraft. For this
purpose a calibrated speed handle was constructed which could be used at
mobile locations. The speed handle with its hardware is shown in
Figure 14. This equipment is attached to a recorder for real time vs
end load, torque, or angle. This equipment was taken to various
Air Force bases to acquire as large a possible cross-section of aircraft
type, environment, mechanics experience, mechanics size, and various
levels of actual wear. The complete list of all variables and measured
parameters is included in Appendix B.
Some of the observations from the field data collection effort have
already been mentioned in Subsections IV-2 and 4 on end load and angle
selection. A more detailed analysis is included in this section.
1. TORQUE VALUES
Two of the more important, if not the most important, items recordedwere the removal and installation torques. Taking the #10 tensile head Iscrews as an example (over 800 data points on Phillips, Ili-Torque, and
Torq-Set screws), the mean removal torque was 24.6 in-lbs (standard
deviation 14.0) and the mean installation torque was 38.8 in-lbs
(standard deviation 15.7). The respective highs were 85 and 90 in-lbs.
fhe significant difference between the mean installation and removal
torques was somewhat surprising at first but before we jump to any
conclusions about all our screws backing out in flight, there are two
observations that should be taken into consideration, At one base, a
screwdriver that converts up and down ratcheted motion into torque was
used extensively; this tool tends to limit the installation torques to
the prescribed value for this size screw A lot of data was also
obtained on aircraft recently received from the factory; unexpectedly,
these screws were found to be installed loosely (frequently at much
38
J
AFFDL-TR?-l:
44J
U) (f41
'39 (
""771
U-1,; AFFDL-TR-784-?2
less than the recommended torque value, down to five in-lbs). Never-
theless, the fact remains that the average field installation torque was
too high compared to the recommended torque Value of around 25 in-lbs.
Adding the standard deviation to the mean (54.5 in-lbs) places the torqueused on a good percentage of #10 screws into the range recolmnended for
1/4 in. screws (50-90 in-lbs). It should be kept in mind that all the
removals and installations in the field test were with a speed handle.
The previous installations could have been done with anythi-ng from a -
. screwdriver to a power' tool.
When the data points were sorted by recess, only one figure really
stood out. In Table 12 notice that the Torq-Set installation torque is
appreciably higher than the Phillips and Hi-Torque. The reason for this
is not clear; it may either reflect the confidence of the mechanics in
this recess or the data 'nay be biased by the unwitting selection of U
heavy-handed mechanics for this recess. Due to the nationwide locationof different aircraft, the same mechanics were not available to loosen and
tighten screws with each of the recess designs.
The difference between installation and removal torques for the
1/4 in. tensile head screw is almost significant. The mean torque for
removal was 51.5 in. lbs (standard deviation ?8.9) and for installation
the torque was 52.4 in-lbs (standard deviation 24.7). The maximum values
L were 134 and 128 in-lbs respectively on sample sizes of 179 and 154.
NOTE: The difference between the sample sizes for removal and installation
torque is an indication of removal attempt failures. Usually two
attempts were made to remove a screw; a difference of 25 in this case
would indicate rougmly 12 removal failures. A more exact count could
be made from Appendix I, columns 51 and 75 of the field data whereJV successful removals and installations are designated by a 1; unsuccessful
removals and installations are designated by a 2.
Much of the 1/4 in. tensile head data was on Phillips screws
(128 in-lbs removal, 103 in-lbs installation cases) and the removal mean
torques in that case was higher than the installation mean torque
40a.. !
Ic
AlFFPL-TR- 78-22
-4 ciý,--1 14 -T -q CAJ 0
-4 '- CDI c
V-1~
Co 4 c
04 cc 0'0
lu I--o4H0
cn
C.
~141
(50.0 in- lbs vs 51 .4 in-Ibs) . 'this may be due to the fact, that thle.
tleam hadc to (JO to in fr-eguenitl1y rel' -ved pa no I to obtLa in data onl 1 /4 in.scr-ews; many of these scr-ews pr~oved difficult t~o r-emnve.. The max removal
tOl-']LlEŽ WdS 1.34 1 fl-1) along with the 1.16 I1b endl load.
E.ND) LOAD)
The aver-age end load did not change appreciably with r-emoval and
instal lation. For, removal it was 36.3 lbs (standard deviation 20.5 1b s)and] for, intstal lation i t was 35. 9 lbs (standard deviation 16. 4 lbs) . The
r'ange was considerable as it went frovm 5-145 lbs for- reiioval anid fr~om
S.- 112 l bs for ins talIlIati on.
When the data was sor~ted by three weighft groups of mechanics, a
de f i i to ulpwa rd tte n d of end- l oad w ith we i qJiht a ppea red. For, weight group
135 lbs and less, thle average end load was 29.0 Ibs:, for, 136-165 lbs it
went. up to 37/.4 ibs, anid for, 166 lbs anid over- the aver~age end load wastip to 412.4 lbs. Fr-om this viewpoint the heavier- mechanic appears to
have mn advantage, especiall1y with rpb'evious ly djanaq,ýd scr~ews where
torqJue capabiliity does incr~ease appr~eciab lY with end load as determined
in the labor~atory tes ts. The r-emloval end.- Ioads folliowed a s imi lar
pa t.te rn
Wi th the data soreted by or ien tat ion ( tool po)0inted down, s idewaiys , and
uip), some differ~ences in end load were obser~ved but not ats much ais
exp1)ec t.edI. The highest aver'age of 40.4 lbs- wa~s, as, expected, inl thleJ
downward orientation; the lowest of 31 .3 1lbs was wi th the S idewaysor-ientation arnd an aver~age of 36.1 lbs was recorded in the ulpwar~ddirection. 'Thle hi ghest. end loads observed werc 'tenor~ated inl ei ther'
the : i i(Ioway S (it, upwa i'd diieec ti ons when the mioc hank wai able ~1) to br~acehimself against something (ground, stand(, pyioii, et .c .)
There was no singl~e trend obser~ved wi th exper'ience of' the Ilmechanlic -
but a logical explaniation can be offer-ed for the figI!ureS obser'ved.
Mechan ics witb less than one year- experience used an aver-age o" 32.1 lbs
for, installation end load. With experience of one to ninle year~s, thle
42
A FlFL .R78- 22
tdVe1a9O! end l oad was 39.9 1 bs cind t~he mec hanics: withi over 10 Yea rsexperience used an civerage of 34.0 I bs . The ma~Jori ty of paniel instal1 lation
and remIoval1 i s done by the mechanics with fromi z.ero Lo niine year
experieonce, the personnel with 10 years or over experience are nsual Iy insupervi soiry positions and do little wrench turni ni . CuriousFly, there
wasc consideraible di fference between removal 1and i nstall1ati on end 1 odds
for the supervisory personnel (40.1I vs 311.0 lbS.) whereas the other twogroups had removal and installation end loads within a few pounds of
eaich other.
3. OFFSET ANGLE
The offset (angle measurement, to our knowledge, was somewhat of aunique measurement. Previously the off'set Was Visually observed to be1
present but just how large the angles were and what the effect was on
torque Capabil1ity was not known. The maximum values were as high asexpected but the averages were slightly lower than expected. *T here was
no apparent correlation between peak torquo and maximum offset angle; the
m11AXimum1 C,110 111,011112l ly occurred somewhere el-;e in the installation or
removal cycle. For all the 1110 tensile head screws (886 cases) theaverage aIX i mium removal in Ie wos 3. 6' (standard dlevi ati on 2. 6' ) with
a range of 13.5".
When the data was sorted by experience of the mechanic, it (lid appear
that there was an improvement with experience up to a poinot. Themechanics with less than one year experience had an average maximumremoval angle of 4.6' (stanidard deviation 3.00) comnpared1 to 3.l'~
(standard deviation 2.50) for th(e mechanics with one to nine yearsexperi ence. The catch, of course. is that much of the panel removal isnormally done by the most inexperienced mechanics. No further improvementi
was noted with mechanics having over 10 years expe~rience.
SomeMwhat surprisingly, as shown in Table 1U, no really large
dlifferences were detected with orientation. It. was thought that tool
a] i 9n me nt miig ~ht be mo st d i f fi c ul1t to j udg(e i n thle u pwa rd d ir-c t ion1
43
AFFDL-TR-78-22
but there appears to be no difference between the downward and upward
orientations with the horizontal alignment being slightly easier to
judge and maintain. It is interesting to note that in each case the
removal angle was greater than the installation angle.
TABLE 13
ORIENTATION VS INSTALLATION AND REMOVAL ANGLES
S.....DOWN HORIZONTAL UP
STAND. STAND. STAND.MEAN DEV'N MEAN DEV'N MEAN DEV'N
REMOVAL 3.80 2.60 3.40 2.60 3.80 2.7°
INSTALLATION 3.60 2.70 3.00 2.60 3.50 2.60
The data was also sorted by recess type and is shown in Table 14.
TABLE 14
TYPE VS INSTALLATION AND REMOVAL ANGLES
PHILLIPS HI-TORQUE TORQ-SET
STAND. STAND. STAND.MEAN DEV'N MEAN DEV'N MEAN DEV'N
REMOVAL 4.0° 2.70 3.00 2.30 3.5" 2.6*
INSTALLATION 3.60 2.70 2.80 2.4* 3.4* 2.7*
Just what, if anything, the recorded differences mean is not clear; it
is possible that mechanics have learned to be more careful and obtainbetter tool alignment with one recess as compared to another.
44
AFFDL-TR-78-22
The highest offset angles were recorded with 1/4 in. shear head
screws (206 cases). The average maximum removal angle was 4.60 (standard
deviation 3.4') and the installation angle was 4.1' (standard deviation
3.01). The average torque values and end loads were also higher than
foi the #10 tensile head screws so it is conceivable that alignment is
more difficult to maintain as torques and end loads increase.
45
AFFDL-R- 78-22
SECTION VI 1
INSTALLATION TO REMOVAL TORQUE RATIO TEST-:,
Besides investigating what factors reduced the torque capability of
recesses, a test was also run to determine what factors were causing
some screws to require a removal torque greater than their respective
installation torques and what the magnitude of the differences were. IExperience tells us that in a small percentage of the attempted
removals, recess failures occur because the torque required to remove
the screw is greater than the torque the recess can withstand. Some of
these failures are probably due to less than ideal torque application
conditions (offset angle, paint, worn bit, etc.) but others are thought
to be caused by the screw "freezing" in the hole for some reason. Some -1
of the underlying causes for this freezing might oe (1) very high
installation torque (near ultimate for recess), (2) the introduction of
shear loads after installation, causing binding, (3) the threads galling Iin the nut, (4) poor nut material, (5) sealant or primer on the shank
and in the threads, and (6) corrosion. Several of these factors were
investigated in a separate task. Fasteners were installed in lap shear
specimens and the installation torque was closely controlled with anelectronic read-out torque wrench. Two different inaterials were used
for the screws, sealant was used with a number of specimens, two different
levels of corrosion (50 and 150 hours in the salt spray chamber) were
used in addition to the noncorroded baseline, and cyclic loading was
also applied to a number cf specimens.
rhe results of this task will be reported separately in detail.
Briefly, removal torque to installation torque ratios (R/I ) varied
from 0.73 to 1,96. As expected, exposure to a corrosive environment
did increase the R/I ratio and several recesses failed during the removal
attempt, most of them after the 150 hour exposure. In general, the R/I
ratio also increased after cycling but not as much as after corrosion.
46
i'?I
AFFOL = fR- /8-22
SECTION VII
RECOMMENDATIONS AND CONCLUSIONS
1. GRADUAL RECESS WEAR TEST
Initially, an attempt was made in this program to induce a gradual
wear type failure of the recesses; however, the method chosen was not
very effective in simulating the recess wear that has been observed in
the field. The equipment used in the test consisted of a seated screw
to which tightening or loosening torque was applied at various end loads
and angles; the screw was not permitted to turn. In addition to that,
the mechanism applying the torque was not capable of applying torque
through more than ± 1200. It was observed that little or no recess
damage occurred if tightening and removal torque was simply applied
for a number of cycles. Depending on the torque values selected this
was more a bit test than a recess test and this type of testing was
discontinued. What is essential is a test machine that can repeatedly
drive a screw into a block to a recommended torque, back the screw out
again for a certain number of turns and repeat the cycle over and over
again. Testing a bit and screw with perfect alignment (zero degree
offset) is not expected to show any drastic results; however, testing
at an offset angle should show some very interesting results for some
types of recesses, especially those with recess sides perpendicular to
the screw face such as the internal hex and Torx, referred to as
axisynnetric recesses in this report. It was observed in the field
that even with a very deep internal hex recess (such as on the 3/8 in.
Tridair panel fasteners) mechanics frequently exceeded the 7' offset
angle used in this program.
Many of these recesses were being rounded out and numerous bits were
also being broken. This indicates that some very high stresses were
being induced in the bits and recesses. A test as described above should
weed out the bit and recess combinations that are sensitive to offangle
torque application over the long term. In the interim, it may be
advantageous to use a universal joint between the speed handle and bit
with the removal and installation of (deep) internal hex panel fasteners.
47
4 7 ~I •
AFFDL -I*R- 78- 22
2. WORN BIT rFST
If worn biLs are to be used in future bit/recess tests, it is
recontiended that the bits be worn under control led laboratory conditions
and with realistic parameters. These parameters should include a fixed
end load (25 lbs for example), an offset angle (V. 7;), a specified
torque (at least double the reconlended "book" torque), a certain number
of turns (six or seven to stay within the normal threaded length) to get
the rubbing action between the bit and the recess (caused by the offset
angle), and a certain number of cycles determined initially by desired
wear but then fixed for all future tests. Screws could be actual or
simulated. If actual screws were used, they would probably have to be
changed every so many cycles due to wear; a simulated screw made from
a threaded rod of very hard material might last for the required number
of cycles. Hardening of available screws could also be investigated.
A possible flaw with the foregoing procedure is that a bit fatigue
failure could be experienced before sufficient wear was induced. This
would depend on the design of the bit.
3. CONCLUSIONS
The decision as to which recess is adopted should not be based solely
on the numbers that were obtained in the tests. Rather, the selection
should be based on the performance, as a whole, of the system of recesses
and bits that are meant to be, or might be, used together under conditions
that will be encountered in the field. From the field data and obser-
vations it can be stated that fasteners will be torqued to values greater
than recommended, mechanics will attempt to remove screws with paint in
the recesses, and tool alignment will seldom be perfect (with off angles
greater than 100 not being uncommon). From field surveys it is also
known that brittle and soft #)its will find their way into the tool boxes.
From the above and the laboratory test data, it can be concluded
that a recess should not be unnecessarily shallow, i.e., within the
tension and fatigue requirements, the recess should be as deep as possible
to keep the stresses at the edges of the recess as low as possible.
48
A1FD L-TR-78-22
Less than ideal conditions such as paint, off-angle, undersized bits,
or a combination of these can resulL in recess stresses that are at or
near the ultimate level for shallow recesses. For example, the average
torque capability of the Hi-Torque recess with all three of the above
conditions applied simultaneously was 38.7 in-lbs; the mean (installation)
torque applied to a sample of 886 No. 10 screws in the field was38.8 in-lbs with a standard deviation of 15.7 in-lbs.
rhe recess should not be small in diameter for several reasons: IA
a small recess will require a small bit and a soft bit for this recess
will yield and plastically deform, a very hard bit will break and paint
or dirt will drastically (percentage wice) reduce the bearing area for
torque application. Wear will also imepact a small bit sooner.
With some recess types, a piece of a broken bit may jam in the
recess and will be difficult to get out. The Torx recess had this
problem in this program with the painted screws being especially
vul nerable.
Consideration must also be given as to whether bits other than the
one intended for the recess could be used and how damaging this would be.
For example, a No. 1 Phillips bit in a No. 2 recess; a No. 2 Hi-Torque
bit in a No. 3 recess; a No. 8 Torq-Set bit in a No. 10 recess, or worse
than that a No. 2 Phillips in a No. I0 Torq-Set recess. With paint in
the recess a tendency may exist to go to the next smaller size bit if
the proper size didn't seem to fit.
A recess design that is axisymmetric initially looks good because
one would think this forces proper tool alignment. However, when one
looks at the bearing loads that are generated on the recess when leverage
is applied one realizes why such a recess could be worn out rather
rapidly. That these offset angles actually existed was shown by recording
field data on deep internal hex recesses; angles up to ten degrees wererecorded. The use of speed handle aggravates the problem. Since torque
:49 j
AFFDL-TR-78--?22
is applied to the recess by a force acting through a moment arm this
force also has to be reacted by the recess. A small off-set angle (± 70)
will produce a point-load at the edge of the recess, adding to the wear
prob) 1 em.
Only one axisymmetric recess was tested in the laboratory and that
was the Torx recess. This recess was possibly designed not to cam-out.
Again, this probably would be a good philosophy if field conditions
were always ideal. As stated previously, they are not and no amount of
training, supervision, and quality control appears to be able to insure
ideal conditions in the field. Therefore, it is the designer's
responsibility to design against as many of the nonideal conditions as
possible. A problem peculiar to the axisymmetric is that once the recess
is camined out, no amount of additional end load will help to generate
the torque required to remove the screw. As can be seen from the data,
available torque after the first cam-out for the other recesses tested
is strongly dependent on the end load applied. The loss of this feature
is thought to be very disadvantageous.
No final recommendation is given explicitly in this report as to
which recess the engineer should select for his particular application.
The authors feel that the engineer should look at the test methods used,
the results obtained, and the arguments presented and make his own
selection. However, the authors are encouraged by the results of the
tests in that they do fall in line with personal experience and the
preferences of the majority of the mechanics interviewed in the field.
50
AF-FDL-TR-78-22
APPENDIX A
RAW LAB DATA
The following list contains the raw data from laboratory yield
test-Ing. It is coded as follows-
Cao umnn
1-2 Matrix number of test
3-5 Screw Recess Type: PH=Phillips, HT=High Torque, TS=Torq-set,TX=TORX, TW=TRI-Wing, PRC=Ribbed Phillips with cast bit,PRF=Ribbed Phillips with forged bit, TRC'-Ribbed Torq-set withcast bit, TRF=Ribbed Torq-set with forged bit, SHT=Stock Hi-Torque steel, THT=Stock Hi-Torque titanium, STS=Torg-setstock steel, TTS=Titanium Torq-set stock i
34-36 Bit Condition; BN=New, BF=Fair, BW=Worn, BB=Broken
37-38 Was Test Run to Failure; Y=Yes, N=No
39-41 End load second test
42-46 Maximum Torque
47-54 Same code 31-38
AFFDL-TR-78-22 mIS PAGE IS BlEST QUALITY PRACflC•JI4 -6MrUD--TTOIDDC
tiPHZ 10 N UR C 14.' 1 RI ... .". .. .6 RHNa PH 2 r A NO N H C. 1.3 94 F ON V Z0 64 PW OIN Y01 PH I T 3 N 0 N H C 1.3 96 RF tbN Ya PH (3 N 0 N H C 1.3 93J KV F6NYj. PH I j N u N H G .7 4?PV IN V 10 40 FH NIN i
Ph" i s r N o N H c 4 4! PF ON V .4 _ .H ON Y
:1 PHl J.r f N H C 5 92 PP ON±PH1Fn0N C PSI V 4?I I,i Ph I T I N 0 N H C 10 .uol RF dN Y 10 3? KW iN Y-
1PH 2 T 3 N; wj F H C IC 140 kF VN V 24 50 PH OIN V0' iI PHI 3 T 3 !" 6 N N C IQ] 4•6 Pv" V-N y 40 F$ PWN ON Y ... :
' PH. 4, 3 N 6 h H C IQ ';O RF 'IN V 60 6 q k N VN Y, ; IH 1 3 N o N H c 2.u Wi RF ON Y !l 35 KW ON V
F " H 2 r I N TN H Z 21 bb KFr ON y • ? . Fyw OHN y6' L j F 1 I" , 1 7W N " C 00 . O Kr' Ph V 40 55 k 1 SN Yw. I' " 4 T . N ii N H C 193 AFi IN Y DCL, t.o ,w ON Yu ? PH 1 1 3 N 7 N H C 1 "31 PF UN V L 2 5w (IN MY
..? V ? T Al N 00 H Cs 7p" " N V 2 ?• F t SRN Y
1? IPH 31 6 w N H C 1.'3 iii' k 55 V I. ii r12 F N V-
•. ••'iH 4, 1 3 tN flP H C j , L 6 r r: R' N ' V • 6 0 2 • u S pN Y
.J PH I r ; N N H C S 11. KF 'SN V t6 5 RI.ho N V2 Y:2 Po i' T 3 p 7 N H C 5 63 (.F iN . ' y 2 ,Sw ON Vv?" F,- l' rl m 7 N m c' v 6••' 3 Rf I,'N Y W, I t K1,W R•N v
-, .H 2 1 3 N T M H C IO 72 kF ON VY Z1 19 1W7 N YVF'PH J I J N ? N II H 10 R' AN Y 1 ., NY . ........
iE- eZ PI" 4 1 1 N 7 N H C 10 71 W' aN V 61 21 I F IN UN Y3? PH I T 3 N f N H C 20 76 HF tN V 10 16 F. W AN Y .1.o ;' r q.s r I N I N H C 00 K6 R.r ON Y 20 9 RH, Bh v '.
rJO I5 I 3 N 7 N II C 20 6 iAp 3N, y b 0.23 L'N 6N V
.j5I'l71 N4 ui- N H UI 1..i 56, 1F Fm V 20 3? Uf SN~SS>II$u H t.THIsI ~SN. cI , t .A N H UIt a Sol U5F 3 N V 2n P?1 'fN v ;\21 N i0 , N N OU 1 ..3 66 F Q Y %' u 3 .4 SIh Y V4i
3: .+' PH( 4 f 3( N 0 N H4 U 1.) 1 55 O.F dNr Y 6C• 46 A" d N "yIi ri V I +' ." ,' "N ,"U - S .... . Z6 -'" N Y -10 il R 14 ON Y... .. ..-.
N F T A N 0 N H U 5 62 RF•ON .0 , kho nN Y ...a A 1 3 N u N "I UI 5 69 RF ON v 40 ,7 RW ON Yo3 ,PH If 3 N U N H U 5 63 RF ON Y 66 37•V'W N Y
0•, PH1 1 1 A H 0 N H U 10 61 RF iN V 1V 39 FlN BN V0A PH I T ,1 N U N H U 10 '58 Rf IN V 20 19 RW ON Y
-' I A 11 -14- U 63 Re'NY 4v- 41 RM ON VP. u sPH r 3 N 0 N 14 U iO 57 NF OVN V 60 30 RW ON Y
j. P1H I r 3 N 0 N H U 20 5 KF a.N Y 10 2 ? K W I...V4 u3 .R" 2 T 3 N I) N H U 20 5 r F .IN v ?0 1o K ,w R Y .
r3 .5 A V - N ' N H U 20 u 1 A F A N V 60C ,4 k.W 5% Y
. P "i 1 .N f N H U ,. KF.N V 1 196/ £15N VL, PH 2 T 3 N 7 N H U 1.3 49 RF O N V 2C; 1, FF AN Y
•'n: U'- P'l' " T I N 7 N H U 1*3 5,3 Fr F N Y 4,O tJ 9 N 9N, v
. . -;.. r 3 .t 1 N H u to gs R± c.N Y to 41( rw 9 N YF r 1 s . N IN H U 5 57 k F RIN Y 10 d .. W 'IN V
- H. 0I f 3 No 7 N H U 5 1 RIF IN Y Z40 11 RH wt'N y14 • 1 , 4N 1 5 PF 0 1. 1 .W ON V
•{ +.,PH• G T F , N H Ul q 5b RF" AN yh o I I, kw O, N ,1• Y
.il: Ii 1. N H U I0 b• W ONV Y AO ;W HN YIAI , N 7 • 1 H U 11 .1 OF PF AlN y V u b ;W •N Y
52
C':
i#I
AFFDL-TR-78-22 TMIS PAGE IS BEST qUAITY PRACTICA•..FOM C'}PY FU1ISIL.USD) IV DDC
04. PH 3 T3" rMw''Ni U-1,4 '60 RF I"Y 40 Y RW t .....J4 PH 4 T 3 N 7 N H U 10 £37 kF tIN Y 60 . N' K IW ON Yd 4 PH I 1 V S N N H I] 20 - 64 RF? BIN Y 1. 0 1 RW ON v04 PH I T 3 N r N H U 2U 56 R.F O.N Y 20 6 RN ON v0}. PH 3 T 3 1 f N H U ZUU 6. kF tiN V 43 S RN ON 4 --'14 PIt 4 T 3 N I N H U 0 b63 R F IN y 61U 47 KNW ON V00 Psi t T'S' 0 N s'C "1.3"CL R1 -3-q Y 20 C5 P N .w (VydJ PHI 2! 1 A N U N S C 1.3 6O0 RN s!Ot Y 6 1; 6 k RN 0 IS vUS - PH L t 3 If U N S C 5; 2 k RN 00 y 2-0 58 RN 0B Y.15 PH ? T 3 N 3 N S C 5 F7 RN 138 V 60 62 PN 30 V05 P1 i It A N 0 N S C t0. 62 RN 013 Y 20 d8 RHN fig YuGr Pi'2 ;r A N 0 N S C 1'] (;4 RN O0 Y 60 6? PN fin Y35 Pil i T 3 M 0 N S C 20 6 . RN "D Y 20 5) RN 98 Y.0U 1:4 2 T 3 N 0 N S C 2J b5 RN t! Y 60 C U'N 1H 0 yU(6 P t. T .1 N 7 N S C 1.3 .#4 RN 0 0 V 20 41 P1N Oi3 YUt, PH 2 T 3 N 7 N S C 1.3 '.0 R N PGB Y 60 4.7 KN a113 Y
P R I T 3 N 7 N S'C 4 2 RN fill V06 PH 2 ? TA N 7 N S C 5 42 RN 14 16 6 , 43,; RN 8A V06 r, 2 T1- 1 N 7 4 S C 10 '.9 RI 0 0 V -
Ps ri4 r 3 N 7 N S C 10 #.4 (kN 011I Y 60 46 V.N 00 YCt PH I T I N 7 N S C 20 46 RN 0G Y 20 39 RN n0 Y .Uot PH T 1 S N 1 N S C 20 -1 R0K #0 V 60 G .9 H.N 0B V07 PHi r s N a N u u t.3 3i RN .3 y 10 12 FN OW Y -....
0/ PH2 ? T 3 N N S v 1.3 34 RN IF Y 2 V ;N OW Y017 PH 3 T 3 N 0 N SU 13Y0 2. 'FN1'3 -Y ..................,.7 PH 1. 1 1 N 0 N S 1) 1.3 J3 PhN tIF Y (.0U 3? FN CNW Yq7 Pq t r t N 0 N . U 5 39 R:4 !w Y V i, 7 F M filN yU I Il 2 T3 N 0 N S U 5 3J RN 0 W N 2O 10 FI N tN W Yii7 PH 3 T 3 W 0 N S U 5 38 RN GH VY 40 16 1N O W Y -
uV 11 4 T 3 N 1 N S U 5 4.1 RN OW Y 60 19 kN OW Y07 P14 I T 5SN 0 N U S U 1.0.. "39 RIi "3W Yr 5 RN IWNY.1.7 FP1 I 1 3 N Is N S 1 10 1 .1 .%14 ,)W Y U_ P? RN sw Yu"? PH .3 i N % N ,; L4 ill 40 kh 05W Y ol) i, KN 0W y0? Psi I T S N 0 N S U .0 43 RN ,3W Y 10 7 KN OW Y
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[3aunigartner, Thomras, Mechanical H'op~er-ties of H1ig o!)rquiiin__Hush HeadBo] s in Va rio oi Des ijns and Ilea t T reatmients. SI'S Labora tory Report No. 53,July 1956.
Br'11e)ne, H1drry S. ,ResulIts of ycle Li fe Tests of 'Toro-Set' and'iTh:12e/Spee Drve' Recess Flush Head Alloy Steel Ai;r-c~ra-f-t-BoltsSubmiitted b~y thei Ei neerinqi Standards Comjmi ttee ror Hi -Torque Pro ducts,
Dreihlaupt, K. M., Recess Torme Evalua tion: Torq-Set/Torx/Socket HeadScrews, Lockheed Missiles and Space Co. Report No. 81-33/75/11-l,Aug9USt 15, 1975.
Evans, Larry, L. , -ResulIts of-'pe Tri alI' Ins tall1ation and Removal1 Tes tse/Sogupeed Drive', .3nd 'Tri-Win9q eesFuhHaAircraft -Screws Submitted b l ndrs -- ite o___j an ths Commietree ftr
Tfi-Torq Products, Almay Report No. C9083, March 19, 1973.
Finkeiston, Robert, J., "Results of Tensile and Recess Drive Testipn-RfNAS158OC3-12 and NAS 158103-12 TyeFLsh Head Bolts. ompleted UnderContract Number F33657-76-0640 from Wrigjht-Patter-son. FB," SPG Laboratory
SRe~p o rt f584 7, Oc to b er 25F), 19 76 a n d- Rke-vi s-e-d -J-a-n'u ary 3, 19P77
Fusco, F. L. , COMMASWING PAC Fastener Recess MaintainabilityEvaluationTest _RepprU .Nv,1Jn 1976.
Grady, John, I1., R~ibbed Philiips- Screws and Ribbed Bits, PhillipsInternational Co. Report No. 20,89, January 15, 1976.
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Naval Air Rework Facility (NARF), RelatjypMaintainabiljty of Fastener!LesLp.ýype5, NARF Alamneda Engineering Report No. 1382, June 28, 1976.
Niederegger, R. J., Tni-WingFastener Recess Verification, BoeingAirplane Co. Documen No. D6-24;58, January 9, 1970.
Sauser, D. J. , Evaluation of Torque-Carry~in nAbi lity of New Highý-TorqueRecess Driver Combinations, Boeing Airplane Co. Test No. T29605,December 9, 1955.
106
Al FDL-T R-78-22
BIBLIOGRAPHY (Concluded)
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