s fastener recess evaluationj' - dtic
TRANSCRIPT
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
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)
Unclassified1-50.. DECLASSIFICATION DOWNGRADINGSCHFOULF
• 4 DIS'RI3BUTION STATEMENT (o. fhi, IZk.pl)ogr
.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
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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
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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
calibrate end-load.
7
L•,. . . .,. .. . .. . .. . . : •, , • ,-•• . , ,•..
AFFDL- M-. 78?22
APPLIED FORCETO APPLY TORQUE
FASTENER HEAD
A'
SPEED HANDLE
RESULTING SIDELOAD
FORCE
Figure 3.3 Generation of Sideload
8
AFFM) 411-78-22
TORQUEAPPLICATION
ENDLOAD
T-HANDLE
ENDLOAD
/TORQUE' APPLICATION
SPEED HANDLE
Figure 5. 1-Handle and Speed Handle
10
A I F D L .- -I - 7 8 - ,.2 . 4
SIClION 1I I
'11.51 PARAMI rI:RS
The initial test phi losophy was based on the bel iefi that recesses
fa iled dtue to gradual wearr and it was p1 anned t o di sp 1ay t he resul ts in
a series of curves similar to S/N curves but usinll torque levels rather
than stresses vs. the number of cycles. Curves were to be run for,
various end loads, with and without painjt in the recesses, with and
without the bit at an off-set angle, with hard bits and soft bits, with .
undersized bits, and with worn bits. However, during 1preliminary tests
it was discovered that gradual wear was not the predominant failure mode,
at least riot for recesses with sloping sides, Attempts to induce a
gradual failure of the recess turned out to be much more severe on the
bit than on the recess. For example, a #.1(0 Phillips tensile head screw
and mating bit were run for 2,000 cycles without a recess failure. The
screw was painted, a seven degree bit offset angle was used, torque
1limi ts were set at 55 in-lbs and a 100 lb end load was used (i.e.,
rather severe conditions were applied). It took 30 bits to obtain the
?,000 cycles, and as a result. this approach was discarded for this,
program. rhe gradual wear failure mode is not discounted altogether.
As a matter of fact, it is thought to be especially important in
axisymmetric recesses such as the internal hex and Torx heads. A proposed
test for this failure mode is discussed in the Reconmiendations Section.
From personal experience and observation during t:he field tests,
the conclusion was drawn that many of the recess failures were not gradual
but occurred rather instantaneously during the installation or removal
atteml)t. Under some p)arameter or combination of paramet~ers, the torque
capal)ility of the recess would be exceeded, the bit would cam out and 4
the recess would be damaged to some extent. Parti(:ular care would have
to be taken after the initial damage was done to keep from damaging the
recess more; i.e., clean the paint out of the recess, line up the tool
carefully, and apply a good end load. A preliminary test was run to
duplicate this condition. The results, described below, were the basis
for the new test approach. A discussion of each of the ether test
conditions also follows.
13
j,'
I. REPFA] I'D CAM-0O01
IBeqinnino wi th a fixed set of condi'ions such a'; a new, utilpainted
screw, a hard bit of the correct size and the bit straight in the recess.
(. 11, no offsett angle) Nto. 2 Ph ill ips 1)i ts and screws wore re)eated] y
camnled-out at constant end loads. The r;sults are plotted in Figure 8.
A second test was run with two of the condiLitins less than ideal; the
recess was painted arid at the same tihue i-, seven degree offset angle was
used. The results are plotted ill Figure 9.
The results in these figures were consistent and thought to be
qui to enl ightening. Previously it was not suspected that the first: cam- l
out would be quite as damaging as it turned out to be in the laboratory 7z
test. For this particular type of recess (nonaxisymmetric) there was a
discernible correlation between torque and end load at the lower end
load vailues. The use of much higher end loads (up to 100 1bs) for the
first camn-out tended to cause bit failures without increasing the maxil- 4
MuM torque appreciably. However, as known from experience and also IconFirim.d I)y later laboratory data, the Use of higher end loads for-
dlamaled recesses is definitely advantageous . ndi loads ul) to 60 lbs
were used in this test: )rogram for secondary cam-outs and those results 4
confirmed that the torque-end load correlation becomes muchl stronger at
the higher end loads with damaged recesses. Since this damagle mode
occurs regularly in service, it was decided to obtain the torque for the '
second cam-out in addition to the initi al cam-au values. E-nd 1oat of
10, 20, 40, and 60 lbs were used in obtaining these sec)ndar'y cam-out
torques. [hese torque values are viewed as a damage tolerance indicator
and, in our opinion, should be given at least as much, if not, more,
inl)ortance as the Figure for the initial failure.
Notice the combined effect of paint and o ff-.angleo. BoLh these
conditions occur regularly in the field either singularly or inl combi-
nation. lhe combination reduced the maximum torque produced by almost
50 percent as compared to the values obteined Under ideal conditions.
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AFFD)L-IR-78-22
2. END LOAD
The end loads used for the initial cam-out were 1.3 lbs, 5 lbs,
10 lbs, and 20 lbs. There was some interest in testing at zero end ioad
since some of the recesses to be tested were designed to be end load
independent. However, the 1.3 lbs end load was the lowest attainable
with the equipment (without modifications) so 1.3 lbs was used as the
lowest value.
A 20 lb end load was chosen as the maximum end load for the first
cam-out. Field data end load averages minus one standard deviation (using
runs of over 100 data points only) varied from 14 lbs up to 34 lbs; the
largest three runs (884, 449, and 231 data points) produced values of
16 lbs, 19 Ibs, and 14 lbs respectively. Preliminary laboratory tests
showed that for those recesses sensitive to end load the greatest rate
of change of torque capability vs. end load occurred in the low range
(less than 10 lbs). In addition, values of 3 to 5 lbs showed up more
frequently than expected in the field data; they usually occurred when
access was awkward, with small mechanics, or when little torque was
expected to be necessary to remove a screw (with a series of loose screws).
Preliminary tests were also run with higher end load (30-100 lbs).
I-or the initial can,-out the increase in torque capability with the higher,
end loads was not nearly as great as in the lower range. (Note: This
statement is not true for subsequent cam-outs of nonaxisynnetric recesses.)
The data scatter did become less and und-- certair conditions the high
end loads forced bit failures (fracture) Jr one recess/bit combination.
With the above findings in mind, the 5 and 10 lb end loads were chosen
to explore the low range more fully.
3. PAINT
This condition was included in an attempt to duplicate an actual.
field condition. From experience it was known that the average mechanic,
having ro remove painted screws, would first attempt to remove the screws
without clcaning out the recess. Most of the time this would work but
every now and then he would cam-out a recess (and do some damage). After
the damage was already done he might clean out the recess and try again.
17
ý4
AF FDL -TR- 78 - 22
Prior to painting, the test screws were cleaned with methyl ethyl
ketone (MEK) and dried. The screws were pressed into thick cardboard
,• (faces flush with cardboard) and the heads (and cardboard) spray painted
- with MIL-P-23377 primer. The primer thickness was measured by placing
pieces of precision steel foil at various places on the board and
measuring the primer build up with a micrometer. The primer thickness
varied from 0.7 to 0.9 mils. Two coats of polyurethane paint (MIL-C-83286)
were then applied which measured between 2 and 2.5 mils thickness for a -
total primer and paint thickness of 2.7-3.4 mils. I
4. OF1F-ANGLE
The "off-angle" or "offset angle" refers to the angular offset or
misalignment between the axis of the screw and the axis of the bit. This
also was an attempt to duplicate actual field conditions. Again fromr experience, it was known that perfect alignment was difficult to attain
or maintain in many cases and sometimes impossible to attain due to
space of geometry constraints. The field data confirmed these obser-
vations and quantified them. For available sets of data, of over 100
data points each, the average maximum offset angle plus one standard
deviation varied from a low of 4.8 degrees to a high of 9.1 degrees.
The maximum angles in the data sets varied from 9.5 degrees to 15.5
degrees. Zero and seven degrees were the chosen values for the test.
5. SOFT AND HARD BITS
Notwithstanding quality control requirements, the fact is that poor Iquality tools have found their way into the field and this includes soft
bits and hard (brittle) bits. (See also Subsection IV-8 for a discussion
on stock bits and screws for dimensional quality control). It was
recognized that the recesses could not be considered by themselves but *1that the recesses and the mating bits should be considered as an
inseparable system. The maximum torque and the number of cycles obtained
can either be a recess or a bit limitation. Bits were procured in two
distinctly different hardness ranges (45-48 Rockwell C scale and 60-62
Rockwell C scale) in order to assess the sensitivity of the max torque
obtained to the hardness of the bit. I
18
R"
AFFDL-TR-78-22
6. UNDERSIZED BITS
The use of undersized bits was another attempt to more nearly
duplicate field conditions in this program. One of the facts of life in
the field is that if a tool other than the matching tool "fits" into a
recess someone, sooner or later, w&'l use it. Judging from field obser-
vations this happens not infrequenuiy (and many times not accidentally).
Only the most obvious case of tool misuse was duplicated in this program,
the case where an undersized bit is used for one type of recess, i.e., a
#1 Phillips instead of a #2 or a #8 Torq-Set in place of a #10, etc.
Cross utilization (a Phillips bit in a Torq-Set recess, etc.) was not
duplicated even though this also occurs in this field.
7. WORN BITS 7r
It was suspected at the start of this program that the use of worn
bits had to have a significant impact or, the maximum obtainable torque.
Some examples of laboratory tests run with worn bits collected in the
field are discussed below:
Two heavily worn #3 Hi-Torque bits tested with a new #10 tensile
head screw and a 20 lb end-load produced removal torques from 22 to 47
in-lbs and installation torques from 59 to 79 in-lbs. A new bit would
havc produced an average of 93 in-lbs under the same conditions. A
slightly worn #8 Torq-Set bit produced 82 in-lbs removal torque compared
to 93 in-lbs for a new bit used on a #10 domed, shear head screw.
A heavily worn #2 Phillips bit used with a new #10 tensile head screw
produced unly 47 in-lbs of torque compared to values up to 100 in-lbs
for new bits. See Figures 10 and 11 for photographs of two of these
worn bits with a side by side comparison of a new bit. These tests
confirmed our suspicion that bit wear is an important parameter in the L.
ability of the recess and bit to generate torque. These test results
should be a message to the designer to specify a bit material that can
be brought up to a high hardness without becoming subject to early
brittle fracture. The results should also be a message to the user to
change bits when wear becomes obvious.
19
~ - -~--..
AFFDL-TR-78-22
As the reader has observed by now, terms such as "heavy wear",
"sl ight wear" and "obvious wear" are not very descriptive or concrete.
Classifying or simulating wear did prove to be a problem in this program
and was not solved to the satisfaction of the authors. When worn bits
obtained in the field were examined, it was decided that it would be next
to impossible to obtain uniformly worn bits from the field for the test
proqram. The bits were not readily available in sufficient quantities,
were of different designs, different manufacturers, and different mate-
rials. Even if it would be possible to grade worn bits of the same type,
it would be extremely difficult to relate that wear to the wear on another 4
type of bit. Also, if the worn bit test was ever to become part of a
standard it would be very difficult and time consuming to obtain worn bits
for future tests.
It was decided to attempt to wear the bits artificially instead.
A 12 pound capacity rock tumbler was used. The tumbler was loaded with
fifty 7/8 inch, Six-point Tumbling Stars (obtained from Keener Sand and 6
Clay, Columbus, Ohio) along with the test bits; this load was tumbled M
(dry) for 150 hours. The results were only partially successful and are
discussed further in Section IV.
InI
0,
AFFL.-R-78-22
SECTION IV
LABORATORY TEST RESULTS
The results of the test program do allow the engineer to differ-
entiatp between the available recess designs by analyzing the resulting
numbers. Hlowever, the numbers do not tell the whole story and care must
be taken when performing any statistical analysis. First of all, even
though the results of the worn bit tests are reported, these numbers
should be excluded from any statistical analysis. T-he reasons for this
caution are stated in Subsection IV-7 on worn bit test results. Another
item to be considered is that many bits failed on the initial cam-out A
and a new bit was used for the second attempt as noted on the graphs of
the results. If a systems approach is taken (the recess and bit together)
the second attempt should be assigned a value of zero torque. The Torx
recess had a peculiar problem with broken bits in that the piece of
broken bit would jam in the recess and was very difficult to remove,
especially with the painted screws.
Due to the difference in test methods initially conceived and the
one that actual ly evolved, the test matrix was not balanced and an
attempt to do a full blown statistical analvgia will reveal a lot of
missing data. Care must be taken when obtaining averages of averages
since the basic data may have unequal numbers of repeats. A full matrix
Swas run on the Phillips recess. The initial approach foresaw a reduction
of the numher of test parameters to be used with the other recesses.
Comments on the results of the tests follow under test condition
headinjgs. Additional conitents on recess selection can he found in -.7
Subsection VII-l. aýZ
1. S['COND CAM-OUT ]It was concluded early in the program that most of the recesses
did not fail by fatigue or gradual wear but by repeated cam-outs. The
results obtained in the laboratory fell in line with this observation.
Table 2 contains an average of all the test valUies measured on certain
22
- ~. - . . . . . . .., ."-4 .. }.'' .
AFFDL-TR-78-22?
~ii
TABLE 2
P -• AVERAGE SECOND CAM-OUT
,BASELINE' -- OFT-SETt ----UN-RSIED SOFT I PAINTEDVALUES TORQUE, BITS BITS SCREWS
-- IN-LBS IN-LBS TORQUE, IN-LBS TORQUE, TN-LBS TORQUE, IN-LBS
PHILLI PS 54.7 -17.5 30.1 0 53.3
HI-TORQUE 8.0 19.8 13.8 9.8 8.2
TORQ-SET 49.5 30.4 39.7 27.0 27.3 -
"TRI-WING 18.5 22.9 25.3 12.5 22.4 k I
_TORX 0 37.8 8.8 0 0 j4
second cam-out conditions. The baseline values are the torque values Iobtained under ideal conditions; no paint, no offset angle, and new,
hard bits of the correct size.
The Phillips recess/bit conditions performed well under the ideal
condition and under two of the four unfavorable conditions tested. Itturned ouL to be quite sensitive to the 70 off-set conditibn and the
soft bits broke or plastically deformed severely in the first cam-out,
resulting in a zero value for the second cam-out. From field experience
it is also known that overly hard bits will break quite readily due to
the geometry of the bit.
The Hi-Torque recess turned out to be very sensitive to the first
cam-out as low secondary cam-out values were obtained under the ideal and
all four unf-vorable conditions. In addition, due to its shallowness
and rounded bottom, this recess requires great care in the torque
application to prevent the tool from slipping out and damaging the recess
and surrounding panel area. This is especially true if a speed handle is
used and the handle happens to be aligned as shown in Figure 12. In this Acase the force applied to generate torque tends to pull the bit right
out of the recess. I i
23
AFFD[ -TR- 7/8-22
FORCE APPLIEDTO SPEED HANDLE
HI-TORQUE SCREW
i SPEED HAN1DLEBIT SLIDES OUT
Figure 12. Speed Handle Applied to Hi-TorquLe Fastener
24
AFFDL-TI- 78- 22?
Overal , the Torq-Set recess performed very well . The recess
attained either the highest or second highest torque values under the
five conditions tested. A high end load is very desirable for this
recess after the first cam-out. For example, with painted screws the
torque value averages at 10, 20, and 60 lbs end load were 7.5, 14.0,
and 60.3 in-lbs respectively.
The Tri-Wing recess performed reasonably well across the board;
none of the conditions had to be zeroed out and it performed better than
the Hi-Torque recess under all test conditions. A high end load also
favors this recess on the second cam-out. For example, average torque
values for the ideal case at 10, 20, and 60 lbs end loads were 5.3,
11.8, and 38.5 in-lbs respectively.
The Torx recess suffered most under the test methods adopted (as
would any similar recess such as the internal hex). Zero values were
obtained in three of the five test conditions due to bit failures on the
first torque application. As stated in the Introduction and discussed
elsewhere, the title of the program is somewhat of a misnomer since it
was really the combination of recesses and bits that was tested.
Additional comments on this subject can be found in Section VII,
"Recommendations and Conclusions". From experience with internal hex
recesses it is suspected that a dynamic offset test as described in the
Recommendations Section would be a severe test for the Torx recess.
In addition, soft bits and overly hard bits would be expected to fail
with much greater frequency than Hi-Torque, Torq-Set, or Tri-Wing bits.
2. END LOAD
End load, of course, wound up being the prime independent variable
against which torque was plotted with each of the other variables being
held constant. The dependence of torque on end load was confirmed where
it was anticipated although not to the degree that it was expected in some
cases. Table 3 lists the torque values attained at the various end
loads for the first cam-out.
25
- ~ ~ -. -
AF FIL-TR- 78-22
FrABLA: 3
TORQUE VS END LOAD -,
i• .......................... F fi i 3ti 7 .. HITf-i QU"E' T i- '"o0RQ-SF'F T rI.- ING; 'rORx
FIRST CAM-OUT TORQUE, TORQUE, IOQJ, IO~u. r"QEEND) LOAD, LBS IN-LBS IN-LBS IN-LBS IN-LBS IN-IBS
1.3 93.5 75.3 [22.0 L06.0 10 2.7
5.0 94.0 81.7 123.3 1.1.2.3 103. 710.0 98.5 88.3 121.3 113.0 102.7
20.0 100 93.3 124. 7 117.71103.7
The table values are again the baseline torque values obtained
under the most favorable conditions (no paint, no offset, and new, hard
bits of the correct size). The values are averages of four repeats with 711
the exception of three instances with three repeats.
_AVTable 4 lists the torque values attained for the second cam-out.
The Drocedure for obtaining the second cam-out torques was as follows:
one screw each, tested initially at 1.3, 5.0, 10.0, and 20.0 lbs end
load, was next tested at 10 Ibs; one screw each, initially tested at
1.3, 5.0, 10.0, and 20.0 lbs was next tested at 20 ibs, etc.; with the
last four screws tested at 60 lbs end load for the second cam-out. Due
to lack of samples, only Phillips screws were tested with the 40 lbs
second end load.
TABLE 4 .
SECOND CAM-OUT TORQUE VALUES
PHILLIPS HI-TORQUE TORQ-SET TRI-WING TORXSECOND CAM-OUT TORQUE, TORQUE TORQUE, TORQUE, TORQUE,END 0AD,_ LBS IN-LBS IN-LBS IN-LBS IN-LBS IN-LBS -
10 40 3 29 5 0
20 51. 5 42 12 0
40 68 - 0
60 72 17 78 39 0
26
AH [)L.-'!P-78-22
ItL can be seen fromi a comparison of the initial cam-out. torque value.s'
(Table 13) that- some correlation exists between torque and end load for
three of the five recesses tested. As expecLed, Torx did not exhibhit ths is
dependence. Surpisingly, the dependence was the strongest for the Hi-
Torque recess which, due to the shape of the recess, Was expected to le iess
dependent upon end load as compared to some of the other recesses. The
reason more dependency was expected for Phillips and Torq-Set recesses
probably is because most of the field experience is with screws that are at
least slightly worn. As can be seen from the second cam-out torque values,
the correlation of torque and end load definitely increases with worn
screws. With Phillips the torque capability almost doubled when the end
load was increased from 10 to 60 lbs and with Torq-Set it more than doubled.
It can be observed from the various plots of torque vs. end load that,
with few exceptions, the end load dependency remains when the bit is off-
set or undersized, with the screws painted, etc. It was also observed
that the greatest data scatter occurred at the 1.3 lb end load again con-
firming the end load sensitivity.
3. PAINTED SCREW TEST RESULTS
As expected, paint in the recess did have a measnrable effect on the
obtainable torque for four of the five major recesses tested. Baseline
torque values of the first and second cam-outs are compared with the
valuesý for painted screws in Table 5 below:
TABLE 5
PAINTED SCREWS
PHILLIPS HI-TORQUE 'IORQ-SET TRI-WINC TORXSTORQU-E, TORQUE, IORQUE, TORQUE, TORQUE,
IN-LBS IN-LBS IN- 1,1) IN-LBS IN-LBS
No Paint 1st 96.5 84.7 122.8 R 1 3 .103.0
.2nd 54.7 8.0 i 49.5 18. 5.
Witb Paint h st 75.3 68.3 108.8 88.7 104.8
2d , 5 53. 5 8.2 27.3 22.4 0
Ist CZam--Out -22% -19% -- 1% --21- +2%
,", ?2.rd Cam-Out -2.5% +2.5% { --45% +10% -
27
'2.:..
.~~ ~ ~ ~ ~~~~~~ . . .........
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
r-edUCed torque capabiliity. (See SGubsection ll 1-7 on) worn bits. )
Thle Philblips anid Torx bits, which hove rel ati vely F'ine points,
Compared to tile other bits tested, failed by pl1astLic deformati on or
fractuore and therefore p~roduced nio t orque 1"or the second cain-out attempt .
Irewas some Plastic deforna ti on but no seriois' (1elII1a(]O (suich as
AFI IL - I R- 1•-22
bre,ikdtje) of the Ili-Torque, Torq-Set, and Tri-Wing bits. The TrI-Wing in
this case had the hiqhest torque capability for the first cam-out but the
lorq-Se' recess/bit combination had the highest remaining (second casn-
out) torque capability. Table 7 contains a comparison of the soft bits
,mnd the baseline bits for the ideal condition test.
TABLE 7
SOFT BIT DATA
PHILLIPS HI-TORQUE TORQ-SET TRI WING I VRXTORQUE, TORQUE, TORQUE, TORQUE, TORQUE,
_.. ........... IN-LBS. IN-LBS. IN-LBS. IN-LBS. IN-LBS.
Hard Bits 1st 96.5 84.7 122.8 112.3 103.0
2nd 54.7 8.0 49.5 18.5 0
Soft Bits ist 61.9 78.5 76.2 90.5 67.3
1 2nd 0 9.8 27.0 12.5 0
A 1st Cam-Out -36% -7% -38% -19% -35%
A 2nd Cam-Out -100% +22.5% -46% -33% -
6. UNDERSIZED BITS
As expected, this turned out to be a severe test and will probably
be labeled unrealistic by some. However, the author's personal experience
and also the observation of the field team was that undersized bits are
being used by inexperienced mechanics because the numbering system of the
bits and recesses is confusing to them. Even experienced mechanics used
them when the proper size was not handy. (NOTE: Not only is the
numbering system confusing, the names of the recesses were being con-
fused and worse yet, some recesses were thought to require higher torque
than others.)
As can be seen from Table 8, torque capability was reduced from 45
to 22% with the undersized bits. The Torx was the worst and the Torq-Set
gave the best results in this case. A zero reading in this test would
have been perfectly acceptable for this condition for obvious reasons.
30
AF-FDL-I'R- 78-22...
Apain there is no common trend for the second cam-out torque values.
The low value for Torx indicates a basic deficiency of the axisymmetric
recesses, once the recess is rounded out, no amount of end load is going
to he lp t a ke the s c rew o u t . T-B E
TABLE 8
UNDERSIZED BIT DATA
PHILLIPS 11I-TORQUE TORQ-SET TRI-WING TORXTORQUE, TORQUE, TORQUE, TORQUE. TOROUE,
IN-LBS IN-LBS IN-I.S IN-LBS IN-LBS -,
Correct Bit 1.'3t 96.5 84.7 122.8 112.3 103.0 ,
2nd 54.7 8.0 49.5 18.5 0
Undersized 1st 58.8 55.9 95.4 72.9 56.7Bit
___J2nd 30.1 13.8 39.7 25.3 8.8
I 1st Cam-Out -39% -34% -22% -35% -45%
L 2nd Cam-Out -44% +72% -20% +37% -
7. WORN BIT TEST
The data obtained with the worn bits has limited usefulness and must
not be included in any statistical analysis that may be made of the rest
of the data. A'.
The wear obtained with the tumbling procedure was, as expected, very
uniform. However, distinct differences were noted between this wear and
actual field wear. First of all there was no plastic deformation in the
artificiaily worn bits. Certain types of bits are subject to yielding
and plastic deformation and this appears to be a very significant mechanism.
in reducing the torque capability of the bit/recess combination. The Iflush contact between the recess wall and the bit faces or flutes is lost
and a force component is generated that counteracts the applied end load
and may even allow the bit to slip out of the recess. The edge of the
recess would also be expected to yield or plastically deform. As stated -1
previously, yielding or plastic deformation is more likely to occur withone type of bit than with another and is a factor that must be considered
in the recess bit selection process (see also Subsection VII-l).
31
.. . . .. . . ...
AFFDL-.P-R- /8--22
A damage mode that produces results s ii i ar to yielding is shown in
Fir ure 13 where the dashed portions of the bit flutes have either been
worn away or the flutes have been plastically deformed to that shape
(see also photographs of worn Phillips bit, Figure I1). [he tumbling
action does riot simulate this damage; it does simul ate the rounding of
the outward facing edges but in this case with a qreater radius than
field wear. (!'his radius probably depends on the size of the tumbling
media which in this case was relatively large.) The rounding of these
outward facing edges in the field appears to be caused more by plastic
deformation of the flute faces rather than by wear.
The best simulation obtained was with the Hi-Torque bit where theedges that were worn in the field were also worn in the tumbler. The test
results did show a drop in torque capability with these worn bits as did
the worn bits collected from the field. lhe Torx bits also showed a Isignificant torque capability reduction but no field worn bits were
available for comparison with the artificially worn bits to see if the
two damage modes were comparable. The reason the Phillips and Torq-Set
hits showel no torque capability reduction is thought to be that the flutes
protected each other and prevented the faces from being worn as described
aoove. The flute faces of the Tri-Wing bit are less protected and a
torque capability reduction was observed in this case.
8. STOCK BIT AND SCREW COMPARISON
Since the fasteners and bits for the test wer(-e procured as a special
order i.e., were made from the same batch of material and received closer
quality control, the question naturally came up as to how the performance
of the custom made fasteners compared to the performance of fasteners
obtained off-.the-shelf.
Several tests were run to compare the torque values obtained with
off-the-.shelf bits and screws to the values obtained in the test program.
Besides stainless steel screws, titanium screws were also tested in this
follow-on test. The values are tabulated in Tables 9 and 10. -_
32 -.:I
AFFDL-TR-78-22
TABLE 9
TORQ- SET COMPARI SON
FIRST CAM-OUT -A
CUSTOM SCREWS OFF-THE-SSHELF SCREWS
END LOAD A286 A286 TITANIUMLBS TORQUE, IN-LBS TORQUE, IN-LBS TORQUE, IN-LBS
1.3 122.0 122.3 103.0
5.0 1.23.3 122.7 107.7
10.0 121.3 124.7 109.0
20.0 124.7 125.3 112.0
SECOND CAM-OUT
10 29.3 32.2 11.0
20 41.5 33.0 * 21.3
60 77.3 88.0 42.3
NOTE: First cam-out values are averages of three tests; second cam-out
values are a~eragcs of four tests with the exception of * which is an
average of only two values. The comparisons were made between tests
under ideal conditions only (no angle, no paint, correct bit, etc.).
34
AFFDL-TR-78-22
TABLE 1 0 ::
HI-TORQUE COMPARISON
1FIRST CAM-OUT
CUSTOM SCREWS OFF-THE-SHELF SCREWS _-_
END LOAD A286 A286 TITANIUM -.-LBS TORQUE, IN-LBS TORQUE, IN-LBS TORQUE, IN-LBS
1.3 75.3 78.0 66.7
5.0 81.7 86.7 74.3
10.0 88.3 89.3 85.0
20.0 93.3 91.3 82.3
SECOND CAM-OUT
10 2.5 9.5 6.5
20 4.8 17.5 7.3
60 1-6.8 27 22.5
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
""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
(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
6-7 Test number in set
8-9 Head Type; T=Tension, S=Shear
10-1l Screw; 2=1/8" diameter, 3=3/16" diameter, 4=1/4" diameter
12-13 Paint; Y=Yes, N=No
14-15 Angle; 0=0', 7=70
16-1.7 Bit Condition; N=New, W=Worn
18-19 Bit Hardness; H=Hard, S=Sof)t, N=Stock
20-21 Bit Size; C=Correct, U=ndersize
2?-27 End load First Test
28-30 Maximum Torque
31-33 Recess Condition; RF=Fair, RN=New, RW=Worn
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 -
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70 Bst Availl le COPY
AFFDL-TR-78-22 THIS PAGE IS BEST QUALITY PRACTJCA.BLS.FOM COPY FUFRdsILWM aoD)DC
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71
AFFDL-TR- 78-22
UnS PAGE IS BEST QUAD l P2FAIACCAB.IA
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7'2
AFIFDL-T'R-718- 22
APPENDIX B3
RAW FIELD DATA
2 Scew tpeýS~sharT=tens ion
-l iterrial Hex
8-11 Mchnc weight
12-16 Mechanics experience yearsj
17-18 Hours on duty
19-20 Blit choice; C=correct, T=wrong type, U~undersizeI
21-22 Bit condition; Nmnew, W=wk.orn, F=fair
213-24 Aircraft type; l=C-135, 2=F-16, 3=17-15, 4=13-1, 5:1-4, 641-5,7A-10, 8=F-106, 9=A-7/
25-26 Recess conidi tion; 1 mew, 2-fair, 3:2wuviii
27-30 Max removal torque
31-34 End load at max torquej
'5-38 Maximum end 'load
39-43 Angle at maximum torque
44-18 Maximum angle
49-0 ]x~(yjremo~ved, 2:t re- it. r iw)vý
51-54 Maxiiium install! fiJ: :
Ut- LnTI(Ii *td 11U11lic1 torque -
F)9 -56? maxil 111 I.-d loadý
-Al 5/ e 4 0 t maxiiuu ! Ir _1)N; .!
/4 - o t-out. 2=CavI--ou t1-/6 Lnvironment.. Icoast, iird (ii 1-inland Id in
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