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)

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

4-4

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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

AFI 7DL-1 P- 781-22

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AFFM) 411-78-22

TORQUEAPPLICATION

ENDLOAD

T-HANDLE

ENDLOAD

/TORQUE' APPLICATION

SPEED HANDLE

Figure 5. 1-Handle and Speed Handle

10

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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

~ - -~--..

F-1

AFF1JL-TR- 78- ?

Figur~e 10. Worn Hi-Torque

Figlure 1 . Wornl Phill1ips

'20

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

WORN AREAS ATBIT TIP

Figure 13. Bit Wear

33

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

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

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

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69

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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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.?TI4C I 7 3 Y 0 N N C 20 107 RW e0 V

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71

AFFDL-TR- 78-22

UnS PAGE IS BEST QUAD l P2FAIACCAB.IA

IFIOM0cOYF r.iilS.~aTODDC G

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01THIT 2 T 3 W 0 N N C 10 79 RF AN Y 20 8 kW ON VO1THT 3 T 3 N 0 N N C 10 87 RF Otl V 6C Z3 RW ON Y01IHT I T 3 N 0 N N C 20 69 RF AN Y IU 8 RW ON y,3IITHT e T 3 N1 0 N N C 20. 91 RF dNY Z0 .6 Rw ON -uITHT 3 T 3 N 0 N N C 20 87 RF ON Y 60 26 RW ON VuSIS 'I S 3 N 0 N N C 16, eRF .i'ViC "li, 12 F'BN-VYulSTS ? . 3 N 0 N N C 1.3 67 RN 90 YeinTS 3 S 3 N 0 N N C 1.3 b5 RF ON Y 60 36 RF ON Y-17TS I S 3 N 0 N N.C 5 67 RF ON Y 10 4 RF 8N YODITS 2 S 3 N 0 N N C 5 7o RF i3N Y 20 It RF BN Y0Ii5S 3 S 3 N 0 P1 N C 5 70 RF ON Y 60 37 RF ON VdIT1 ist§ I 3r -M T ~ 10W k-F UN fd- V Y 10' 22 PP OM P VOI"TS 2 3 3 N 0 N N C 10 73 RF ON Y 20 13 RF ON Yi1isTS 3 S .4 m a N N C 10 72 RF eN Y66 44' RF ON VUISTS 1 S 3 N J1 N N C 20 73 RF ON Y 10 12 FF ON YI1STS 2 S 3 N 0 N N C 20 69 RF ON V 20 7 PF ON Y

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OiSTS 2 T 3N 0 N N-C 2) 126 RN 68 YO1STS 3 T 3 N 0 N N C 20 128 RF RN Y 60 95 RW ON Y"INISH .... ........ . .. . ..... ...

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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AFFDL-TR. 78-22

APPENDJIX C4i

TYPICAL FAILURE PHOTOGRAPHS

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13r BIBL 1 I OAI II Y

[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.

Geneal ynaicsCorp., F-16 Fastener' Recess Review, General Dynamics Corp.briefing FW 75-274, ~Juno 4, 1975.

Gowen, Edward, F. , Comparýiso of Results of Separate Reports on 'Torq-Set'and 'Hi-Torque' by U. S. bureau of Standards., SPS Laboratory ReportNo. 102, November 5, 1957.

Hills, J. F., Gomp arative Testing of Recessed Head Screws, LockheedAircraft Corporation Report No. ER-3095, February 28, 1958.

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)

Wall, E. L., Evaluation of Screw and Nut Reusability Life for AccessCover Applica'ions, Mc-onnell-Douglas Aircraft Corporation Report-No.

MDC 4272 Jul 9,1976.

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107

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