A SURVEY OF FASTENING
TECHNIQUES FOR SHIPBUILDING
This document has been approved
for public release and sale; its
distribution ¡s unlimited.
SHIP STRUCTURE COMMITTEE
SHIP STRUCTURE COMMITtEE
API INTERAGENCY ADVISORYCOMMITTEE DEDICATED TO IMPROVIP'IG THE STRUCTURE OF SHIPS
MEMBER AGENCIES ADDRESS CORRESPONDENCE TO
United States Coast Guard Secretary
Noval Sea Systems Command Ship Structure Comrmttee
Military Seolift Command U.S. Coast Guard Hradquorters
Maritime Administration Washington, D.C. 2C590
American Bureau of Shipping
SR207
The Ship Structure Coiuuiittee recognized, as a result of studies
sponscred
on the use of aluminum and fiberglass in ship
construction, that a variety
of joining techniques must be considered.
Many mechanical and adhesive
techniques have been employed in other industries.
Some of these methods
might have a marine application and provide an alternative to welding.
This report describes the study that was made of these alternative
fasten-ing techniques.
it is not an endorsement by the Ship Structure Committee
of any concept or process.
Many of these concepts would require a more
penetrating examination before they could be adopted.
However, much Cf
the material has not been readily available to the marine community.
In
some cases this information might prove useful especially in weight
critical applications.
This report is published to assist in developing cost effective and safe
fastening techniques.
Comments on this report and suggestions for areas
of critical need in ship structural research would be most welcome.
tji
W. M. BENKERT/
Rear Admiral, U. S. Coast Guard
SSC-260
Final Report
on
Project SR-207, Fastening Techniques Evaluation
A SURVEY OF FASTENING TECHNIQUES FOR SHIPBUILDING
by
N. Yutani, and
T. L. Reynolds
Boeing Commercial Airplane Company
under
Department of the Navy Naval Sea Systems Command Contract No. N00024-73-C-5077
This document has been approved for public release
and sale; its distribution is unlimited.
U. S. Coast Guard Headquarters
Washington, D.C. 1976
ABSTRACT
This report is aimed at defining fastening processes and techniques that are
not widely used in ship construction today in ternis of their applicability and
potential for improving cost, construction, reliability, and maintenance of hull structm-es and attachments. The study includes similar and dissimilar metal-to-metal and metal-to-nonmetal joints, a generic fastener matrix of typical fasteners,
fastener ìntallation equipment and processes, proposed applications of explosion-bonded materials, and cost comparisons of various fabrication techniques. Fusion welding, diffusion bonding, friction welding, and adhesive bondiñg are discussed.
Several fastener standards and vendor proprietary fasteners are included as figures. Extractions from Boeing Design Manual sections on mechanical fastening and adhesive bonding are included as reference attachments. Fastening systems and techniques that
merit further study or verification are identified.
-11-111
I. INTRODUCTION PAGE i Background 1 Scope 2II. INVESTIGATION AND ANALYSIS 14
Identification of Problem Areas for Study 14
General Fastener Matrix 14
Mechanical Fastening and Hole Preparation 9
Explosion Bonding 31
Adhesive Bonding 46
Welding 48
Mechanical Bonding 51
III. CONCLUSIONS AND RECOMMENDATIONS 51
IV. RECOIIVENDED AREAS FOR FURTHER STUDY 53
APPENDICES 54
A Piping Systems 55
B Water Systems 57
C Oil and Air Systems 59
D Bonding Facilities Equipment 61
E In-Place Tube Welding 63
F Electrical Systems and Their Attachments 67
G Optical Laser Applications 69
H Boeing Design Manual, Section 11, Fasteners 72
I Boeing Design Manual, Section 26, Adhesive Bonding 114
LIST OF REFERENCES 133
ADDITIONAL SOURCES OF INFORMATION
134
LIST OF FIGURES
FIGURE NO. PAGE
Example Machine Bolt Standard 10
Example Blind Rivet Standard 12
Example Taper Shank Bolt Standard 13
I. Omark-Winslow
HS-2
Spacematic Drill 14Squeeze Yoke Rivebolt Installation on
747
Spar 14Hi-Shear Bus Ei-Lok Fastener Standard 16
Hi-Shear Six-Wing Fastener Standard 18
Wing Splice Joint 22
Hand Riveting
727
Spar 22Riveting Stringers to
77
Upper Wing Panel on GeincorDrivernatic Riveting Machines 22
Omark-Winslow Track Drill 24
Boeing-Developed Electromagnetic Riveter 24
Boeing Electromagnetic Riveter and Omark-Winslow Track Drill 28
l4.
Boeing Cold Expansion Sleeve System 2Air/Hydraulic Puller for Cold Working Holes 28
Schematic of Explosion Bonding Process Illustrating Jetting
Phenomenon iThich Removes Oxides and Foreign Matter From
Surfaces Being Joined 32
Corrosion Test Results 36
Deckhouse Mockup--Aluminum/Steel Transition Joints 41
Proposed Bimetallic Applications 44
Typical Chemical Processing Line 60
Typical Spray Booth for Applying Adhesive Primer 60
Typical Oven For Precuring Adhesive Primer 60
Clean Room For Assembly of Parts to be Bonded 60
21f. Aluminum Honeycomb Core Machining Equipment 62
Ultrasonic Nondestructive Testing Equipment 62
Typical Commercial Inplace GTA Tube Welding Power Supply/
Programmer and Weld Head 64
Typical Commercial Inplace GTA Tube Welding Head With
Auxiliary Bridge Tool 64
Clearance Envelope for Typical GTA Pipe Welding Crawler Head 64
Auxiliary Bridge Tool 64
Tubing Weld Joint Configurations for GTA Tube Welder 65
Typical Commercial Miniature GTA Tube Welding Crawler Unit
With AVC, Torch Oscillation, and Wire Feeder 66
Typical GTA Tube Welding Head 66
Typical MCT Cable & Tube Assemblies 68
314. Installation of Multicable Transit Frame 68
Flat Cable Assembly Compared to Round Wire Bundle . . 70
Flat Cable to Round Wire Transition 70
Flat Cable/Round Wire Junction Box 70
ivV
-TABLE NO. PAGE
1. Alternate Applications Table 5
2. Generic Fastener and Applications Matrix 6
3. Blind Nut Selection Chart--Countersunk Head Type 19
4. Blind Nut Selection Chart--Protruding Head Type 20
5. Voi-Shan Visu-Lok Blind Fastener 21
6. Interference Profiles--Hand Driven--EMB 25
7. EMB Technical Information--Boeing 747 Production System 26
8. Deiron Selector Chart--Honeycomb and Santhdch Panel Fasteners . 30
9. Metals That Have Been Explosively Bonded to Themselves 32
10. Dissimilar Metal Combinations That Have Been Explosively Bonded .
. 33
11. Corrosion Testing of Explosion-Bonded Transition Joints 36
12. Mechanical Testing of Explosion Bonded Transition Joints 38
13. Fatigue Testing Explosion-Bonded Transition Joints
and Mechanical Connections 39
11. Comparative Maintenance and Repair Associated With Mechanical Fastening Versus Detastrip for Attachment of Aluminum Deck
Houses to Steel Decks 40
15. Aluminum Deck House Fabrication Cost Analysis 42
16. NAA Dissimilar-Metal Bonding Processes 50
17. Cost Comparison for Aluminum Alloy and Stainless Steel Valves . . 56
18. Material Costs--Bilge System in Ballast Tanks (u.s. Dollars) . . . . 56
The SHIP STRUCTURE COMMITTEE is constituted to prosecute a research program to imorove the hull structures of ships by an extension of knowledge pertaining to design, materials and methods of fabrication.
RADM W. M. Benkert, USCG
Chief, Office of Merchant Marine Safety U.S. Coast Guard Headquarters
Mr. P. M. Palermo Asst. for Structures
Naval Ship Engineering Center Naval Ship Systems Command
Mr. K. Morland Vice President
American Bureau of Shipping
SHIP STRUCTURE COMMITTEE
SHIP STRUCTURE SUBCOMMITTEE
The SHIP STRUCTURE SUBCOMMITTEE acts for the Ship Structure Committee on technical matters by providing technical coordination for the determination of goals and objectives of the program, and by evaluating and interpreting the results in terms of ship structural design, construction and operation.
NAVAL SEA SYSTEMS COMMAND AMERICAN BUREAU OF SHIPPING
Mr. C. Pohier - Member Mr. S. G. Stiansen - Chairman Mr. J. B. O'Brien - Contract Administrator Mr. I. L. Stern - Member Mr. G. Sorkin - Member Dr. H. Y. Jan - Member
U.S. COAST GUARD SOCIETY OF NAVAL ARCHITECTS & MARINE
ENGI NE ERS
LCDR E. A. Chazal - Secretary
CAPT C. B. Glass - Member Mr. A. B. Stavovy - Liaison LCDR S. H. Davis - Member
LCDR J. N. Naegle - Member WELDING RESEARCH COUNCIL
MARITIME ADMINISTRATION Mr. K. H. Koopman - Liaison
Mr. N. Hammer - Member INTERNATIONAL SHIP STRUCTURES CONGRESS
Mr. F. Dashnaw - Member
Mr. F. Seibold - Member Prof. J. H. Evans - Liaison
Mr. R. K. Kiss - Member
U.S. COAST GUARD ACADEMY iLITARY SEALIFT COMMAND
CAPT W. C. Nolan - Liaison
Mr. D. Stein - Member
Mr. T. W. Chapman - Member STATE UNIV. OF N.Y. MARITIME COLLEGE Mr. A. B. Stavovy - Member
CDR J. L. Siimions - Member Dr. W. R. Porter - Liaison
NATIONAL ACADEMY OF SCIENCES AMERICAN IRON & STEEL INSTITUTE SHIP RESEARCH COMMITTEE
Mr. R. H. Sterne - Liaison Mr. R. W. Rumke - Liaison
Prof. J. E. Goldberg - Liaison U.S. NAVAL ACADEMY
Dr. R. Bhattacharyya - Liaison
vi
Mr. M. Pitkin
Asst. Administrator for
Commercial Development Maritime Administration
Mr. C. J. Whitestone
Maintenance & Repair Officer
IA. BACKGROUND
There are many differences and similarities between conventional ship and air-frame assembly methods. These differences range from the obvious to the very subtle and are related to the particular fabrication techniques and the design philosophy
of the structures.
In both industry situations, customer/user performance criteria within the context of regulatory agency requirements influence the direction taken by the designer and builder in producing a vehicle to satisfy customer needs for a price.
The aerospace industry has been challenged to extend its capability in many areas. Premiums attached to weight of airframes resulted in the introduction of honeycomb construction and adhesive bonding. Several other joining processes
received impetus. These include plasma and electron beam welding, diffusion bonding,
and mechanical fastening.
Parallel with the above activity, the jet commercial transport caine of age.
This ovth in the commercial market provided the opportunity to develop new
pro-cesses offering cost-effective returns. The quest for increased customer acceptance emerged in one form as extended-life airframe warranties (fatigue-rated structure).
These factors contributed to the utilization of a full complement of material forms (sheet, plate, extrusions, castings, forgings, weldments); materials
(aluminum, steels, titanium, nickel magnesium, glass-reinforced plastics, etc.);
alloys within a basic metal family; and heat-treat tempers to their best advantage. As a result, a delivered aircraft represents a conglomeration of materials and material conditions, each of which may require a unique joining method. Outfitted
ships represent a similar conglomeration of materials and joining methods. The net result is a full complement of joining methods ranging from diffusion bonding,
fusion and resistance welding, adhesive bonding, and a wide variety of mechanical fasteners. This area of joining becomes extremely significant and is the basic
subject of this report.
The principal method of airframe structural joining is mechanical fastening. These fasteners range in size from 3/32-inch diameter, for riveting of floating nut
plates, to high-strength alloy steel and titanium bolts of 2-inch diameter. Struc-turally rated blind rivets, families of vendor proprietary interference fit
fastener systems, and several classes of riveting make up the process inventory. These include fastener types and installation processing criteria for fluid-tight fasteners classified for use in inte'al fuel tank structures. Another classifica-tion of fasteners is available for fatigue-rated fluid-tight applicaclassifica-tions. Some of the principal considerations for fastening of airframe include low fabrication cost and capit1. equipment requirements, proven reliability, repairability/panel
replaceability, fail-safe design philosophy, and fatigue considerations. End item inspectability is also a pertinent consideration.
-2-Portable tools and mechanized equipment (including inultiaxis numerically
controlled panel riveters) have been developed to install the various types of
fasteners.
Unlìke aircraft, the qùantities of ships constructed on a particular produc-tion run are relatively few in number. The extensive use of hard tooling and jigging is not warranted in the assembly stages due to the high costs involved.
However, production and modular assembly concepts developed in the shipbuilding industry have been adopted for widespread use in the airplane industry. These include the use of full-scale lofting, free-floating jigs (one degree of freedom) common to both industries and construction by compartments or sections.
The interest of the government and the civilian sector in fast-ship concepts,
such as the hydrofoil and surface-effect ships, has led to the need for new
fasten-ing or joinfasten-ing techniques. Some of the newer techniques already befasten-ing investigated in the shipbuilding industry (such as bimetallic joinings) are documented in this report, along with fastening systems that have in the past been used parimarily in
the aircraft industry.
IB. SCOPE
On the basis of prior screening, a selection was made of specific types of
attachments to 'be studied in greater detail. These include: Several aspects of
equipment and systems installation and joints between dissimilar materials (metals
and noninetals combinations). Both of these were studied for:
Fabrication cost and practicality
Maintenance requirements and savings
Corrosion and fracture characteristics Inspection requirements
Weight
Fatigue capabilities
Comparison with other methods
Reliability
The following joining problems were studied with respect to the above
criteria:
The use of bimetal strips or fillers produced by diffusion bonding, roll bonding, or explosive bonding for conventional welding o
dissimilar metals
Use of flanged, formed bead structure for dissimilar metals
Use of explosive or diffusion bonding to produce dissimilar metal sleeves for melt-through joining with portable, automatic tube welders
Use of explosive bonding to jacket foreign metal structures for pre-vention of underwater electrolysis
Use of special edge members and shock-absorbing sleeves for attachment
of nonmetals
Bulkhead penetrations
Mechanical fastening for structural and nonstructural joints
Adhesive bonding of similar and dissimilar metal joints
Hole preparation
Coldworking holes for increased fatigue strength
1) Fluid-tight flush fasteners for hydrodynamic environments.
As this study is conceptual in nature, no hardware has been fabricated. Individual applications of proposed techniques will require evaluation on their
-4-II. INVESTIGATION AND ANALYSIS
lIA. IDENTIFICATION OF PROBLEM AREAS FOP STUDY
This part of the program involved research of available data from several sources, including the Defense Documentation Center, local and company libraries, reports made available to Boeing from the Ship Structure Committee, and visits to vessels under construction and in service. These visits provided first-hand
information as to use-experience problems associated with ship structure, and, in addition, served to familiarize the authors in the language of the industry.
Based on initial discussions with the advisory group and subsequent consulta-tions and reviews, it was determined that connecconsulta-tions and attachments made below a ship's waterline would be internal connections only and that nothing should pene-trate the outer hull. However, above the waterline, where connections and attach-ments other than welding have been proven economical and safe, such information is
in the recommendations contained in this report.
Welding of conventional steel ship structure is discussed briefly in this study because it is based on well-established processing knowledge. Emphasis was placed on identifying fabrication problems in steel and aluminum structure, systems
attachments, and what is generally known as outfitting.
Based on service experience and history, it has been determined that one of the major problems encountered in the fabrication of aluminum structure is that of galvanic incompatibilities caused by the coupling of dissimilar metals in the
presence of a sea-water electrolyte. The galvanic-corrosion problem manifests itself in many areas during initial construction and while the vessel is in subsequent use. The areas where galvanic corrosion can be located and identified range from the attachment of the deckhouse to hull structure and of equipment foundations to structure. The major emphasis of this problem is to identify these areas and to suggest alternative fabrication or attachment methods. Table 1 identifies areas pertinent to the scope of this input and includes a brief summary of proposed alternatives. Discussion in the remarks column is sometimes brief because of space limitations. Additional discussion may be found in the sections of this report
referenced in the remarks column.
lIB. GENERIC FASTENER MATRIX
Mechanical fasteners are produced commercially in a wide variety of sizes, shapes, alloys, protective finishes, and heat treatments. Their respective instal-lation requirements vary from squeeze deformation to interference fits. The
current fastener inventory can satisfy a multitude of requirements, both structural
and nonstructura.l. These applications include fluid-tight and fatigue-rated
joints, riveted lap joints in thin structure, and attachment of systems and
equipment.
The generic fastener matrix (Table 2) lists a number of different families of fasteners used in the aircraft industry that have potential for application in fabrication of ship structure. With few exceptions, these are government-approved standard parts. In fact, several of these fasteners are already being used in
TABLE i
ALTERNATE APPLICATIONS TABLE
Problem area or type
Present practice
Proposed alternatives
Aluminum deckhouse fabrication
Steel and aluminum structure
Weld stiffeners arid hatches to bulkheads Deckhouse-to-deck nsajor load- carrying joint
Prefabricate superstruct ure Rivet stiffeners to bulkhead Design framing tobe primary load carrying members
Con'4entional riveting
Cost-effective method of joining Less distortion arid warpage High rriairitainahility and repairability Rivet rig tooling-safe operations, low costs No welmfing ailorvaftles or gage limitations Applicable to nrher structure--joiner bulkheads, framing, etc. fReier to section II D)
Joining aluminum deckhouse tu steel deck (galvanic corrosion) Lap joint Apply primers and sealants Drill and install Huck bolts Apply sealants to joint uf lets Prime ansI paint Requires steel coamirig above deck
Prefabricate deckhouse/superstructure Use bimetallic strip as interface Weld strip to coaming Eliminate coaming, weld directly to deck (Litton Shipyard practice)
Explosnae bonded bimetallic strips afford
Molecular bond of dissimilar metals Excellent corrosion resistance Low maintenance requirement Formnafmility Cost-affective installation
(Refer to sectionhl DI
Ati-achnient of steel deck machinery to aluminum deck lialvanic corrosionl Apply primer and paint to laying surfaces Install gaskets, plastic chocking, or waster pieces Bolt through deck/framing Apply sealant to fillets Paint
fnstall bimetallic pads ar interface Weld steel to steel, aluminum to aluminum Add CRES bolts if necessary
Bimetallics
Allow similar metal-to metal joints Galvanic couple isofators Machinable Can be shimmed for critical alignments
(Refer to setionll h)and enclosures(
Compatibility of pump, pump connections, valves, and fittings
Conventionvl steel structure
Allow steel pipe/pump systems Allows bronze/steef valve Connections Requires heavy duty pipe (schedule 80)
Aluminum structure
Install waster washer Reci-wi es paints, primers, sealaets
Aluminum structure
Use himeta(lics for aluminum pipe to steel rump/valve Connections Use binnetaflics as isolation mounts Use bimetallics as bulkhead penetrations for watertight cumpartment
Bimetallics
Allow dissimilar metal pipe-to-pipe connections Lessen ship weight with aluminum pipe Save Costs of nonsteel pumps and valving Watertight bulkhead penetr-atioris Allow projection stud welds where necessary Eliminate waster pieces for pump mounts
(Refer to sectionll Dand enclosures)
Mechanical fastening
Steel structure attachments
Prolection stud welding Fusion welding Cost-effective processes
Aluminum structure
Isolation mounts CR ES fasteners Sacrificial bushings and washers
Steel sructure
Projection welding best cost-effective method Proprietary high-strength fasteners available for systems attachments
Aluminum structure
Families of commercial fasteners available in various alloys and configurations Bimetahic and trimetallic strip and sheet available in man
slloy combinations
TABLE 2
GENERIC FASTENER AND APPLICATIONS MATRIX
Generic name Identification Alloys
J
Characteristics and suggested applications Solid-shank structural rivet (see Appendix H 17.611)
Flush head Universal head Slug Index head MS20426 BACR1SDY MS20427M BACR1 5EE MS20470 BACR15DX MS20615M BACR15EW BACR15BD BACR15FH 5056 AR A-286 Monet Ti-6Al-4V 5056 AI A-286 Monel Titanium alloys 5056 A 2117 Al 2024-T351 Characteristics
Primarily shear rated
Available with protective coatings Fluid-tight processes available Fatigue rated
Applications
Below waterline applications Thin-gage applications Thin sheet lap and butt joints Structural shear and tension joints Fluid-tight assemblies and bulkheads Hand-driven installations
Machine or yoke squeeze installations Electromagnetic riveting
Structural blind fasteners (see fig. 2) Protruding head Flush head NASi 398C NASi 398NW NASi 3983 BB678 BB352 NASi 399B NASi 399C NASi 399Mw BB677 3B351 58449 A-286 Monet 5056 Al CRES CRES/6061 5056 Al A-286 Monet CRES CRES A-286 6061 Al Characteristics High strength
Available with protective coatings Labor saving installations
Shear and tensile rated
Locked stemhold filling and non-hole-filling Fluid tight with sealant
Applications
Limited-access areas
Thin sheet and sandwich construction Bracketry attachments
Temporary repairs
Closeout panel attachment Nonstructural blind fasteners (see Appendix H 17.613)
Protruding head Flush head MS20602 NAS1738 NAS1738 MS20603 MS20605 NAS1739 NAS1739 5056 Al 5056 Al Monet 5056 Al Monel 5056 Al Monet Characteristics Low strength
Locked stemhole filling and non-hole-filling
Hollow shank Applications
Nonstructural attachments Nutplates
Name plates
Blind nuts (see table 3) Protruding head Flush head Three-piece system BN540 BN549 BN360 BN555 BN562 BN158 BNB1 108 BNB11O9 BNB11 10 BNB1 ill CRES A-286 CRES A-286 Ti-6Al-6V-2Sn 5056 AI A-286 A-286 A-286 Ti-6A1-6V-2Sn Characteristics Structural rated Fluid tight
Flush and protruding head
Labor savings
Applications
High-temperature applications Fuel and fluid tanks
Structural and bracketry attachments Systems attachments
TABLE 2
CONCLUDED
Note: See text for general discussion and cited enclosures and figures for additional details. Structural threaded fasteners (see figs 6 and 7)
Protruding head Flush head Six wing BUS1 634 BUS1734 BUS1936 BUS1434 BUS1535 BUS1836 SW1O5O SW1055 SW2060 SW2262 SW2565 SW2855 Steel alloy CRES Steel alloy Steel alloy CRES Steel alloy 4140 A-286 H-11 270 ksi H-11 230 ksi Ti-6Al-4V Ti-6Al-6V-2Sn Characteristics High strength
Fluid tight (with seal nuts or sealant) Tensile and shear rated
Predetermined torque without torque wrench Various protective coatings and finishes Removable for repair and modification Applications
High-temperature applications Fit-up bolts for joining assemblies Above and below waterline applications
Deck machinery attachment
Structural lockbolts (see Appendix H 17.6341
Flush head Protruding head Stump type BACB3OGQ NAS1436-42 NAS1456-62 BACB3OGP NAS1446-52 NAS1465-72 BACB3ODX A NAS1414/1422 NAS1424/1434 NAS2O6OV/ 27 12V Aluminum alloy Steel alloy Titanium alloy, CRES Aluminum alloy Steel alloy Titanium alloy CRES 4037/8740 Optional Ti-6A1-4V Characteristics
Shear and tension rated Fatigue rated
Fluid-tightbolts and collars available Various protective coatings and finishes High-temperature and corrosion resistant
Weight savings Labor saving
Applications
Limited-access applications Panel lap or butt joints
Bracketry and equipment support attachments
Fluid-tight joints
Quick release fasteners (see Appendix H 17.634) Protruding head Flush head BACS21Y BACS21X Steel alloy CRES Steel alloy CRES Applications Equipment covers Access panels Tension loads to 1700 lb Shear loads to 3580 lb
-8-Before some of these fasteners can be used for broad applications by the designer or naval architect, it is essential that design parameters or engineering allowables be established for each fastener system. A wealth of data exists within
the shipbuilding arid aerospace industry on the various physical and chemical
properties of these fasteners. This information is usually a part of the individual
fastener standard and is usable at 'par" in any industry.
This degree of transferability does not always apply in the case of product
applications. These application criteria are often called design allowables, design parameters, or design standards. They are defined as the complex body of information that delineates the limits within which a structure can be dealgned. They often include the maximum safe stress levels for a desired environment for fasteners; allowances for structural mismatch at the time of joining; allowances
for fitup stresses; corrosion allowances; fatigue considerations; etc. In
sophisti-cated structural systems, such as large commercial ships and aircraft, they vary widely as a function of the intended performance envelope and useful life of the
particular vehicle.
Specifically, these involve:
a) A full range of fastener sizes, lengths, and materials
b) Various types of joints
i) Single lap
Double lap
Butt
Ii.) Fluid tight
5)
High load transferc) Various applied loads
i) Direction Magnitude Frequency d) Environment i) Thermal considerations Corrosion-prevention requirements Material compatibility ) Material properties
e) Structural life requirements
Fatigue limits
Stress concentration factor
f) Structural maintainability and repairability
i) Tooling required for installation
Tooling required for maintenance
Accessibility after assembly
g) Safety margin and fail-safe requirements
h) Hole tolerances
i) Fastener fit
Fastener installation
Fastener repair/replacement.
For nonstructural attachments and joints, not all of the above considerations
would come into play. These are included and referenced primarily to structural
joints as would be found in hull-plate-to-stiffener or bulkhead-to-framing joints.
This body of information has been developed in the aircraft industry over a
period of several years. It is in the form of design manuals, process specifica-tions, and manufacturing manuals. This information is subject to varying degrees of
transferability to the design of ship structure for reasons previously delineated.
The problem encountered in transferring design allowables from one industry
to another are typified by the following: Whereas the allowables for coidworking of fastener holes in 2000- and 7000-series aluminum alloys would be directly trans-ferrable, the allowables for coidworking holes in 270-300 ksi steel would not be
usable for the weldable alloys usually used for ship structure. It would be
neces-sary to conduct a series of fatigue and corrosion tests before coldworking of holes
in low-strength steel could be used. Obviously, in situations where the same
alloys, loading parameters, and service environments are involved, the allowables are
directly transferrable.
lIC. CHANICAL FASTENING AND HOLE PREPARATION
Mechanical fasteners have been with us since the earliest days of shipbuilding and can be expected to be with us in the foreseeable future. Most of the
implementa-tion of advanced joining techniques in the fabricaimplementa-tion of current airframe
structures has been in the category of detail part and subassembly manufacture.
These new processes offer significant advantages; however, they often require more
stringent in-process control, new equipment, and facilities and are more efficient for shop environments in contrast to field application.
As other subassembly fastening systems (such as bonding) gain wider
2 > ENGINEERING INFORNATION
THIS STANDARD WAS PREPARED BY NAVY BUREAU OF SHIPS AND SHOULD NOT BE USED ON CONTRACTS WITH OTHER AGENCIES WITHOUT APPROVAL OP THE PROCURINO AGENCY.
10-617
THIS COPY HAS BEEN SuPeLEMENTED BY THE ADDITION OF INFOCMATEON AS INPICATED
BY TI FLAG NOTE UI) AS OF 2 DEC66. BY THE BOEING COMPANY.
6
¿J .SF.FJ4aQ'.17
PAGE 80.iO.i.i09.i PAGE 80.10.1.109.1
FIGURE 1
EXAMPLE MACHINE BOLT STANDARD
-£PPROX
-(ProjeotF--C -j
'D 'D O F t" 0 TI o 5 I. -_---T5306-MD12sh) ØFor chaoges sos sheets i through
IS
MILITARY STANDARD
MS iccn
COLTS, MACHINE. HEXACON IIt.AI.), SEMI-F1N1SRE CORPOBOR REDSTTNÇ S'SEEL Mi L-13-857
IJNC-2A, NONUAGNETIC
'"
MS 16208 (SHIPS) BOLTS, MACHINE, HEXAGON HEAD,
SEMI-FINISHED, CORROSION RESISTING STEEL.
7MS 16208 (SHIPS)
joining and attachment of equipment and systems. Mechanical fastening is cost effective, can usually be performed with low-cost assembly tools, and is forgiving of tolerance accumulation between sections to be joined.
At one time, spot welding of skins to stiffeners was widely used in the air-craft industry. As reliability, performance, repairability, and service life requirements become more stringent, it was determined to be more effective to
change to riveted and/or bolted structure. It appears that, some day in the future,
the airframe will be bonded.
Mechanical fasteners have undergone a continuous evolution to keep pace with changing requirements. In fact, there is such a wide assortment of fastener types and designs available that care must be exercised to avoid the proliferation that
comes from using a variety of fasteners for duplicate applications.
The Boeing Company is currently undergoing standards revisions to eliminate
imich of the fastener proliferation that has occurred. Fasteners that are no longer
recommended for future design or current maintenance are being removed from
inventory.
The Chrysler Corporation has recently reduced the number of different fasteners in its inventory from 3500 to the use of only 50 options. An internally generated fastener manual for designers consists of three main sections: general guidelines for fastener selection; a listing of preferred structural fasteners; and a listing of preferred nonstructural fasteners (Reference (l)). Metrification is another factor that should not be ignored in activities relating to the standardization of
fasteners.
Methods that could be employed to control proliferation are (1) design
standards, (2) central control of purchasing of fasteners, (3) controlled increments of ip length and diameter,
R)
use of standard sizes, (5) use of coarse threadsfor fasteners over l»4-inch diameter and fine threads for smaller diameters, and
(6)
standardize fasteners to one alloy for each application.Mechanical fastening systems, per se, have as many potential applications as
there are fastener types.
FASTENER STANDARDS
Standards describing fastener types and their properties include: Military
Spec-ifications (MS), Society of Automotive Engineers (SAE), National Aerospace Standards
(NAS), and Army/Navy Standards (AN). In addition to these standards, there are
indi-vidual company standards and specifications, such as the Boeing BAC standards and
proprietary fasteners of various manufacturers. Several examples of these standards
are shown in Figures 1, 2, and 3.
The
Assembly Directory wzd Handbook,
published yearly by Hitchcock Printing Co.,Wheaton, Ill., is a specifications guide and technical reference that is of invaluable
assistance to design and assembly personnel. It contains lists of standards and
pro-ducts available from absorbers to zippers. Complete sections on fastener standards and
THIS COPY HAS BEEN SUPPLEMENTED BY THE ADDITION OF INFORMATION AS INDICATED BY THE FLAG NOTE 6 > AS OF 10JUN70 BY THE BOEING COMPANY.
NATIONAL AEROSPACE STANDARD
ACROSPACE T000STPILS ASSOCIATION OW AMORICA INC PIA 0, lop! O RITTI 03N..00 io., . o jAe,o
0(00 RAMOLlO (TV ILCOMO OFALCIIOL JUMO lITO))
AMATOIIAI. COOL - O lOI p!011(I.C IDO A_ZIO
MO 1111(0 TOI ALUMINUM lITO 00000M 00110MAL MOI ALI 0*1011*15 0080VMCIOIOM S IOLMIIFTCAI 00M 0000810MO fOI 110(11 00(110(0 OPIO! JULO I1I FIlI L StIMATI OIS I! DOM TV O CI ICLO
X
PAIl IAL StARAI IONS IMD(II(O 001 00 COMO COlIC A II MO COAL IMPRAT MO. PART MII.
SPIM'lLL CUI! lOURAI TOO IDIOT 1(01100
LOCO MA! IO IM TelS MM(M
I
1I!:I
IO! TO L 2(0 LO lIAIT RIA. L MOI TO LIC000 11001 AIA. 5(0 OPI!OL( (CMII 10*81100 IOLATII ICAT IIICOAMI0000RO OF
511(00 SHAMA OPT L 0MAL HL. ALLOT .0101 HAM.
MOMOL ¡ 0.200 020M MAO.
IMT001IAAMGLAAILIT!: TIlO A' COOL lIMITS 11011 50000TIOMSI HAD TAD CODO AtOLlS IP001181 SL000IIOM04 ARO
PIITSICALOT 0MO 000CIIII0011! IM110(II001L001I LOCLPI FOR IMSIALLATION TOOLS (PULUlO 00*051.
- CAUTION - RIVETS WITH DIFFERENT SPINDLE CONFIGURATIONS CANNOT BE INSTALLED WITH THE SAME TOOL (PULLING HEAD); SEE PARAGRAPH
6.3 0F NASI400.
(o) .001 5010MO LIlA IMCR&ASL P(RTISSIMI( MITHIN .100 MCII OF MASO O! ALAD
rol HAOLRIAL. FINISH AMA COLTA SEO SITIO! 2 COITO S.
000 LOTTAI A AlItI AHSIC PAKT MACMOO 10 1001(010 SOSA ALUMINUM ALLOY 5101MO ADO LITIO! O 81101 MASIL FAIT MUPTAOR TO 10111*10 2011 8100102M ALLOY 0111MO ADO LEAlI! N MITAI bASIC PAPI! 001,000 TO IMOICATL *0ML 010101
AlIO 111110 C ATIlA bASIC PART IOUHAIR TO IHUI0010 M.206 10001510M 005151MO! STOOL 010(00
ALO 10111* 0 ATTI! MATLAIAL 1001 10111! IC 1*11(811 C000IUM P1*100 510001
ALU LOTTI! S AIlLA *011*1*1 CIAO LETTO! TO INDICATO SILVIA PLATLO SIOLMO
MITO LOTTO! A IM PIACI Of (-1 MOIA000 00*001(11 A GRIP IA OblIATO *1001 MITA POLI 010MAIIO ITO!
COAMPLO Of PARI MOOMOISI
000139004.4 MI000L-00000I.AILO9 (THOM(I) MIMO!. .120 OIl MITI lAM 10 .250 GRIP
0*01.1 OTTO 110 FINISH 00 001101. WIlli PARTIAL 5011*100 SILT *00
IMDOMTL0 0010110ML 000MTI!ICAIIOM.
0*SIIT810.l . 51150 ALONI000-ALIOT AToll. IZO DIA RITtI .180 TO .750 GRIP RANGO, WITH PARTIAL SIRAATOD 010M AMO 100111100 001 DI COMO IOLTIIIFICATIOI.
MASI)AMTFIR4A4 MTCIOL.COPPLR.AILOT (00001) RIAIT, .105 OlA WITH .10810200 CAlO
10000 CADMIUM PLATEO AlIT FULL SORAAILIT STEM AMO 10010100
(lIlLO IDLIIILFICATIO.
MASI3800404 . D011 AIOMI000.ALLO! MERIT. .100 DIA RITO TOO 10 .050 081f MOMIO. WITH FOIL 5101*100 STEM OMIT 100001(0 CIRCIO IOOATIFICAI TOM.
COMPLOTOLT 0001*00
LI.! of
SOLLT IS. ROM. AO.
I 2
O 2
CUSTODIAN 1*1(110MAL ALIOSPACO 51*4011005 10010111(0
510400KO PAKT NAS 1398 000.1 I IT Z
A
.0 1.40.0.0 ...0 d.W.ò..d IT T0N00 A.,dl... -W.*.. O C 10001-12-COIIYIIAPII, 191.0. AOTUSP000 lodoillie. AssOcs.I100 MI A.TPTTICO. Inc.
z o o CU, COO VS OI
'-o
'J-1 <Cl) 04 i ç) O 4¿7E1V
3 74 V17A 4417
PAGt 80.71.5.1.1 PAGE 80.71.5.1.1 FIGURE 2EXAMPLE BLIND RIVET STANDARD
MIMO! 01*0(101 00000M RIAIT SlOT COAbITO 01*0011! A .033 -.001 (OIAJ N (DIA.) O OTO -.000 L IlARI.) 4 .1)5 .125 .250 1.010 .254 Td A ISA iSA .3(2 1.010 .007 I0 O .190 .107 .370 0_OlA .040 R A .208 .200 .500 1,020 .10? H PROCUREMENT
SF0 CII CAT Oto RIVET-BL(ND, PROTRUDING HEAD,
RE
lOSAD MANDIlO),
DEPRESSED .010 MAX ARRANoF0ilrr OPTIONAL
aRDUE TAPER-1,00
MAlCRIAD ( V KAL_IIV TITANIUM)
SEaTED (21 - TIVOlI))
SIZE DASH 15101ER SUPPlIERS XThRE)L
011C
fl DE/NG
RESTRICTED USAGE : FOR REPAIR WORK ONLY , OVERSIZE SHANKSEE SHEET I FOR DIMENSIONS NOT SHOWN.
TAREN V
SITE P DAlA DEADENS TN .I"2 IN EPISIITI . TEE SHEETS I ERRI' i, FEIN IR E E RIEL NR'. Il U 34,; '10;
t:i "Aj*hllIER rE.ATF,P, *1.1.00 "TOPI,, 0115F FOL1' r'H FARED (PAlEE 33,] .1.111. 'IREIF TP. 10E lIIEZ AT NFPLA"EMEIrro POR
TITANIIII4 ITANSAI'i) BOLTS 'Ti Al 14111DM ,UTRE"T'UEE.I) NIRIHAI"F.
PDN FLRIIWVIIES, IANI'P.RTAL, FINISH, CIEIPR IPEIETIFIOBTTON AllEE FRCEMEMIS1T tlI1"IFMAlI)"N. SF13 SUFFi' i'.
APE SVORSITE TArER CHAUX FOIl' MRS ISNOFF "A", "13' DElIS 'F'" OTUSI)"Ell'PI'I AS PRUTTEVE l"'"51' tIFOS I,RlS'3M ORTETE ?"IRINVR.
TAR 'K' "II'" 1131F RIEL 1.F,EOr'R TIAFEEETERS ARE 111F. .'EAME FR 3"ERETRi" ESO 0513311E i3"T "E. FER "A" FrEIESTE T'AS, IEEE SlEET
FOR 'B", 'D'', 'II" AlIO 'K'' FTEMEPIUIOEIEI 11411 [CII C011'EROI, 1EAME'I'lIR TAPER TO E.7'.E TEICH FER t'DI) 1FF, IIPS.F-".
' 113A1113 AlITI Rprr,ECATION TIIFTREIATION
SN
7)
11110,13 OVEIESIZE, ROLES *813, 00 13E IJSF,T) AS RF.VLACF.MTSNTO PDN 1301.05 SPESEN OD THEFT I, WFF'J 'CIlE 171,13 FIllTill'. DIREI' 'RIlE 517F. NIl 'T
IS OVERTOOK, OR MUST BK MATIE OVEROUSP, T') CONI1F.CT T'AMATE TEIl !ATIRE,I01313FUT.
l'OFF,, P11351' OATh KURZER INDICATED NERE. 1'IINR,AD SIZE TN .11,2 TH»RhuEll'r'i. TEPIlIES DATI' 111541ER 1lE,',"AlO MAO. 'F ',SIE EIl'
IS .lD 1II"RFMI,Il'ITì.
EXAMPLE OP 50131RO STANDARD NIR4VE,RI NA"RIrhwE-IUS - Roll', I,NrI,ATFD, I.hlRrFh) 0010E lEND F11,0 I,hhI'RT"A'I'p.A, oHo'RsTor ORAAR iREIN
REI LACIM0131' 0E I1AIIIENTIIE3IR.l1.
TIEF NOFF. UNSER TARIE V APIIARTI IERI "AllM;'SE l.A 1KO "LO:;.
BOLT1 TAPER SHANK,
PROTRUDING SHEAR HEAD,6AL- 4V TITANIUM ALLOY
VD4.7
PAGE 80. 2. 6 9. 7 PAGE 80. 12 6. 9. 7
FIGURE 3
EXAMPLE TAPER SHANK BOLT STANDARD
NNO) Of PIN MARINO,
GRIP DATA NO DIPRISSED .010 MAX. hIlt N I NI; UI 17, B3OM W UJ1!j SH 7 RIM ¶1111011E 'Ero:
, Ul.- I T'PIO I'S 311,13'
I501'T,\E'TIrI, li
I'I.''"Rhi» ,l'F'l'Yl ITII'TATfliFI,Eu'DIIV ii)TI3iAl'FTIlEDITT V
'III 1*0011, I'IHI'I,I.I 1011 l'TIRI l,I'l'HI.'ArITr cr,rrrSrrAT 0,11101,
(511.10- 30) T,1l1AOl'AN'r .Ulli'V'OIN r MET -1,-017)
'Elli; .-hII'lI,IER l',;I'iEITT',tI IN'- t':'I:l';,;::Tl;,:3,
;IE'DIIIIEII.l) ISA1 ."A'S All'' i Ar l'i 1111*0!'
EIE'Eil'EII I4''lEE'PR '''111411 ':14' l'i II'!'! ,,': I'
RH' 'l'E 'MA I '.'.' L 'II 'I'-, I/ I. I 'A
I-'O
'I''
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Dli 7-05
34,. 'F'S .505
54,233-133 j- 'X -9-' '-F'O ' 505 (051-UM I '-'X -II)-' I -FE i "T'I
.3911_16 i:'- 'X .12-' 1. V'O
,II,'5-E_II1 i 11,05 ,]l;_. tIEP.05 11150
i,"" .',' II_05 _jE_R TlR'X 'S'O
1,1'..-;; 111-05 -18-' 1' X'S i S'O
I,EU.II.17 2)-05 _2l_' :' V'O S 505
i. 370-12 22.'A -22-' 1'- f'S TIER
I'.Nt'b"-]2 Dl_RS .711,' T '050
18,05 -'6-' . 0.3 El UX
-14
DRIII.INC FASIENER llOES THRJ RRA1U HONEYCOMB FOR ATTACIIINC YiINC PAN[S
0(4.555 S1NSLOW MODEL OS-2 ELF CLAASPING POWET FEED DREU. UNIT
OSI 10120 DRIU. COSINITIISINS
OST 0420-I FSOZZLO
ONE SOOT FASTONER HOLE DRILLINO PARAMETERS 901 10419-I 00 -2
P001ANI MIST COOLANT SUFOLY SYSTEM (TB-I COOLANT)
SPEED 4003/16 INCIR AND UNOORI (200 1/4 INCA TO 310 (NOI)
FEED 30 SECONDS PER INCH 13/Io INCA AND UNDEN 100 SECONDS PER INCA 1/4 INCH TO 310 INCA)
(lOLO TOLERANCE - WITHIN 0.003 INCH ((OLE ANOULAOITY - WITHIN /2 50001E COIJNT(OSINSI< DEPTH - WITHIN fLOES INCH DOIU. LIFE -001000 HOLES PER OSINO
FASTENER TYPE - SAC E)ORJ (HI-LOS INTERNAL WRANCHIIOG ROLl)
I
H:c. 4 - OMARKWIr'SLOw HS SPACEMATIC DRILL
Another magazine published biweekly by Fenton Publication, Cleveland, Ohio, is the Machine Design Magazine. This journal features periodic reference issues devoted to fastening and joining and several other specific fields and areas of application. The reference issue reviewed for this report contains articles and technical litera-ture on products ranging from screws, bolts, and studs to special-purpose fasteners
t such as spring clips and self-sealing fasteners.
FASTENERS: TYPES, APPLICATIONS, AND INSTALLATIONS
Fatigue-rated structural fasteners are available with straight and tapered shanks, flush and protruding heads, many alloys ranging from aluminum to titanium, and with several types of corrosion-preventive coatings or electrodepositions that
can be applied to provide a fluid-tight condition.
Installation conditions include: Interference fits, net fits, clearance fits, and taper hole/shank interference fits. Holes can be precision drilled and reamed or broached, then coldworked to increase fatigue resistance.
Fasteners can be installed by squeeze operation, pull or push operation, or slip-fitted into a hole. Fastener retention is maintained by a torqued nut, a
swaged collar, or by deforming the fastener.
Installation processes vary from fastener to fastener, depending on the appli-cation and stress limitation. Drilling equipment required to produce holes varies in price depending upon the size and quality of the hole required. For example, the
Omark-Winslow HS-2 drilling unit averages $1,500 per unit (Figure 1f). This drilling
unit has very close tolerance and depth stop capabilities, and its use is intended where less sophisticated units are not adequate. They also manufacture
large-cpacity hydraulic drill motors.
Fastener installations are normally one- or two-man operations. The
installa-tion of titanium RivBolts in the 7147 spar is shown in Figure 5. The C-yoke is
semiportable and requires a spring balance for handling; however, smaller units are
available. Equipment costs are generally low. Maintenance and repair are also low.
A matrix of typical fasteners is included with this report (Table 2). It is intended to serve as a guide in selecting fasteners for application in various
structural and nonstructural assemblies. A few examples are discussed in the follow-ing paragraphs.
BUS Fasteners. The Hi-Shear Corporation began marketing a proprietary family
of marine fasteners during the
1960s.
The BUS Hi-Lok fastener (Figure6) is
atwo-piece, high-strength, torque-controlled, threaded structural fastener designed specifically for naval and commercial ship construction. The BUS Hi-Lok consists of a high-strength marine-type bolt; a high-clamping nut with a wrenching hex torque-off feature for torque control; and matching lightweight, air-driven, installation tooling with Hi-Lok adapters designed for minimal clearances. This system is
designed to provide hole-sealing capability. The manufacturer claims the BUS Hi-Lok system exceeds the vibration requirement of Mil-Std-167 and the strength requirement
of Mil-B-231470. The Hi-Shear Corporation offers a marine fastener system booklet that contains this information.
-16-,1o.a-..
FIGURE 6
HI-SHEAR BUS HI-LOK FASTENER STANDARD
F.AxoaLP"111)117MAL OR LI4TM 'rolL III,.)
:.°
A44
$uÍh
j
i
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i
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-.. flOflflQflI!!UuihhI
î
?
T
'mIAD PIS M4-fl42SUS W-1100 SURIS lI.LOR SOLI
, RI'S NI-Lit RUT
lUIR NOM__ THREAD * C' o
i
W 905 (LT FIRS'? NO) NOM I z I w
S/SI" S/Ii_ISUHO'_2fl .444 ' .127 1/I" -i S/IS' S/1t-IILNC-23 ST? .2.1 .Sfl I/I'
-4 1/5' 3iR_llIiHt_SA 457
323 1/32"
-& 3,." /I_IsU30c-3S .455 42S Ill 8/li"
-4 I '7 I .2_Uts) .8*
:
7 '10" 3 ¡ 'V' I '2-UI/NO' Ml _ .43. 34» .14 5/i" i/H-li '$134 - .113 . ' 4/4" -II S/I" SII_IIUIIC-2l 1.114 715 1.111 7/2'
'II S/I" 3,'I-lItPII'.lA .712) .45, 2/I" 3.'4_IOU$0'.2ll 1.110 456 1.812 1.1/I"
-II 7.'i" 7/1-OU-Nt-lA 2*2 43'' SII" -lO 7/H" 7.'4-IIJNC_3R 1.441 Mi 4.444 44,4"
-44 a" a-OU ICC-IA ... -- -
r
t I IM lIS?I-I/t-n. .1-La 41117 ROCa Il-Lit NUT n_4434 Nl Lit AIRKMSLY
R44 I. 1.44 051 l III 11ì lU.* la.6. RoT ERIAL cIls. lIai .Q5431S CORE; n.a 45k 16.r S.41 Il54
1' SIIL.N.0191 421' H I/laid. 500454.31
S. MllfllÑ, .,tl.,1 lI,.lfl.¡.dp1,'tlU, l44 TRI_4 S_44-1 I - ('.17) Il.lOI04 45 S5r 110lit.. aSSI 514, lfl
1 lOTI),.64. «Il - Il .n,,S.... P" 311 Is l.'liRI.
.55 7ll.'l55,. lp.o24. 56,34.. I 15514fl-1 I - ClimI.,., 01111 , Qlj.P411
Ty. Il, II...3, pIll O11yI HXANfl,L' $100 434-42-14
SarouaL c..t.,. .tl 1RS4441. 11,01.1.45 - Ola.., ¡ Tt44/5 001" N51
11.0.115
[ GOLI/I"RSi
G ?P ILSl5-1 l'iI - ulPO '1451, 42/lIlt UIIIfl.l I-1I - t'ltito., pSll p.c -P- ORIM: 24545
-
' I 0t.am.,III, Typ. u, nsa S. I/laid.
11111e 1/4
L___ m.SS
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514114Vn445 , Ik'flll 511145 44sl1 (SAMPLE- RI_44-II
I. 00c.ld 0141 ,%.mòl 45k_I .lI,.IllI II. S/4,4H.
..
.
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li
It*MPIS fl544.4).3 pl ,,,wl lili .a It'Ll. P0l,I'ARATI,N DATA
604,
02)4
I'S ¡.0251 II 54 1,0100 1 lIOSO)
1/4 3,4 I797) 19 44 .y I:r'Ir'Tilco ,'. 1/0 ,.47..lS7P4l.PO0l I-3 3 11,7711
I" 0,000, II II 1,01)1 IT'IO TFo,
US 1.11,.) 1125,81,. I20,MIUI 6.
hi-shear / I*0,I
1fb,ThSIOR STEAL
tOS f 11.1. Cit 1,2775 III)' 1146110 II" C1II'I(1l62t'$( C'tAL 05,00
lAI') Rl ¡l-SI rUllii ShANk
IOSAW7I UATIJAI'I'lIllSLD DATE(RIVISII* DÁIL Iusawi,ic
Six-Wing Fasteners. The six-wing fastener system is also available for
high-i tensile strength applications (Figure 7). These fasteners have a unique protruding
torque head and are available for tensile or shear applications as well as high temperatures. The six-wing series is available in several alloys with tensile strengths from i6o,000 to 2b0,000 psi. This fastener is designed for joints requiring high clamp forces, high tensile strength, and fatigue resistance. The attachment of machinery to the deck or the engine to the engine support mounts are
examples of potential uses. The unique wrenching feature facilitates bolt removal when replacement or repairs are necessary.
Blind Fasteners. Several proprietary systems of blind fasteners and blind
nuts are available from several sources (Tables 3, 4, and
5).
These are available in flush and protruding heads as well as various alloys and heat treatments (see matrix). The distinguishing features of each fastener vary and depend on design orintended application.
Tables 3, I, and 5 indicate representative fasteners and are not included as single sources or types. As an example, the Voi-Shan Visu-Lok is available in cor-rosion-resistant steel, a flush-head configuration, and can be used for panel
closeout.
Lockbolts. In addition to the fastener systems mentioned, there are several
lockbolt systems available for consideration. Lockbolts come in various configura-tions, such as flush and protruding heads, several alloys ranging from aluminum to titanium, various protective finishes, and are used for structural joints in
ten-sion and shear applications. Past naval applications have included use of steel protruding-head lockbolts for attachment of the deckhouse to the deck via a lap
joint formed by the deckhouse and steel deck coaming. The manufacture of aircraft requires the installation of lockbolts in many areas. Structural applications include attachment of window and hatch reinforcing doublers and stiffeners in the
body sections. Primary structural applications include installation of the wedgehead lockbolt on the aerodynamic surfaces of the wing to make the wing skin/stringer
joint and for high-shear load-transfer joints or skin splices.
Rivets. Rivets are available in a variety of alloys, heat treats, coatings,
and head configurations, a few of which are shown in Appendix H. Those listed in the matrix are fatigue rated and fluid-tight rated for structural applications. Rivets can be installed in thin sheets (less than 1/8 inch) and thick lap or splice joints; do not require tight hole tolerances; and are easily installed by hand-driving, machine-riveting, electromagnetic-riveting, and portable squeeze-riveting processes.
Rivets can be installed in plain holes for interior structural applications or into countersunk holes for exterior, below-the-waterline, structural applications.
Squeeze operations are generally throat limited, depending on application. Riveting the longitudinal framing on modular units and hull plates would minimize distortion of the structure caused by continuous seam welding. Splice-butt joints, similar to those in aircraft wing structure, could be applied to primary hull structure
(Figure
8).
An example of hand riveting is shown in Figure 9 and of numericallycontrolled (N/C) machine riveting in Figure 10.
Ì4odularized or "jumboized" structure could be mechanically fastened with
fatigue-rated fasteners in press sembled units. Attachment of internal structure and
ribbing could be facilitated by portable rivet-squeeze units, thus eliminating the
hi-shear /.
(0) I, RAPtAI. oura 1, L00a00 cloy"A" Io 't'di odoro .ItkIo,'lI0. Io; 'X" III 'U' Io podi 0100.000». AlIOLI olla, I*t "X TIR.
I,
06.00 60,, Or $1161fb .1100
loO OLP por lows t boll Ont IboØ*
3.
l3c.dg .,.rI.e. .rr... MUll. .001 TIP of ¡boA 21.0.0.0;. 0110111010*0 IO b. .101.1,0; 01.01.1
I
5.,plo_-rllorp per 15001 046 I,
MATE40AL
Albo ¡lIAI
MIL-0-5626 14.40101 pOr MIL-1-0640 ff40. or p.r MIL-0-0604 4)40..
&AT niÂt
100.1100-l0O 6.70 ç.I 10.60. pOr MIL-4-077,,
1*100W
C.lrrlo.. -. p.r MM-P-Ill, TypO II. II...).
PIIIX'LIRUIRPIT 6610.
0l-S0.or C,oporoOlo. 1000600 OpOc, 1%.
CItZ
F,roi 2000 .*n,b.r LSl.0In flor,l.0I 4107,000CM I/1 borO .00.6 ,.o,0110r lrdl,n., ,00.,,ron, g, Ii. 00 1 IlMO. told
II' 0*0., IIr.I 0.0* nbrobor Lo d,IAfl.I. drILLS ROS.
OWAMPI. 00.0.4111 - ¡/4-20 71.-04004 broil. Il/Il or 3,'4 oo1.,o)I pOo$., 1000.4.046.5, 06404.02 ¡/430 110_WI44 Lcli. 12/1* or 1/4 .3040t rip. .111115 -FIGURE 7
HI-SHEAR SIX-WING FASTENER
STANDARD
TOTAL L03041W0 OIS
1-MOLI
-/
TIllES!) 0011031 PEO MIL-l-6310 1X1101 Tuoi 510X101 M MAJOR D1AOIETEO 0/lolL PL Aol LE lIlAO D 1420LTER® STANDARDS
MANUAL
0.6 .p$IcM.46 - SO40 qr lop 4511 30600.10...
PI 103,411 0M.. 11,1 OS POS,. P06do 69,1.011011 THE SIX-WING eOtT *1,50)5 l'TE EI. I0Ol0 10311.0.01
ORTI, 00-SO... C.rpoo.r.I...
»11101 811010*1 PLAME roo 11H16.01 A REf II DIA 0 ,0il' 1 t OA1IFrII R i' mo . 001 AUX O'IIY5II'AL PIOP111TII6 00* IIllI,T *91181650517001410u115 -. Il' X Z LOSS MIII 1*11011 OW IAldO'T'GIi LIrAI, d 0,11 Il'301171J1.30 .040 .404 LOO 0,30' 1460 .041 404e .647 3,626 ¡45 ¡.410 -4 III ¡'4-OUI NJ,-). , III SAI
''
.000 I 33" 0 1S .005 0045 .001 4.470 III 1.000 .5 5,6* 1,10-lOt NJl''OA .300 .440 200 3,04' 6 45 'J .00 .0111 .085 00.000 404 0,040 .0 S/U 0/0-240 031-JA .601 .4)7''
.300 0 04' 0 4I ' - 000 .00145 050 15.200 004 6.000 7 7 ¡0 7114_001N,IF.00 .740 .703 250) 3.6.4005" .406 .006 015 06,600 ROI 4.300 .0 I/O I/2-200l110E-3A .120 4)4 , Ißt 3,04' 0 15' .007 OIl .006 .0111 07,5110 1,000 11,300 .4 MIII 6/Il-I 1150F -3* .633 .604':
400 0,10" 05° .011 .006 010 .070 04,000 0.100 ' 01,060 'b 0/I OIU_100'SJF_'J0 0.040 oIL 0011 1/1*005° .002 000 42,27* 0,550 11,600 .64 3/4 3;4-IOCILJF.OA 0.220 1.040 ° 600 bfI6"040° .003 .000 .602 63.200 0.050 02.500 ''U 1/6.141 *21-30 0.613 I. 700 1,64" 0 f' .114 .004 .000 40,050 1.008 1.100 00,006 30,00* .01 I I.I2111J6_0.N L 0211 0.537 ».00 lOO 5(50450 OIs 000 010 00,440 V DIA. 010(1 GRIP OLI MAIL , DRILL 4 PLACES - .00.0160 0,0 So WOILPI RI 6401110 MAO O -....DO PIllo ICT 1000ES 100
'AMaLlO 410*
TABLE 3
BLIND NUT SELECTION CHARTCOUNTERSUNK HEAD TypEa
aReprint&j from Hi-Shear Blind Nuts and Blind Bolts catalog
IPIC*1L coo
Li
YFir6
I_
flIAALLOWH
66 0 10H
'_11A-105 jì1MAUOUJL_.ioo7o j1AALL0* o 0(6 UOS L06Th *00 C32 CAO viocz :
303 I I C*CSlOS$31 II $30' 663*1 6651$ 6636$ 303 II CADSI¡1-4P* lt PLAT' $00 66366 56535 303 l_l :1.LA1I $50 $6524 AECOMMNE FOR OEStRAL pu*poso uso ISMT 431 IIr
663*1 223$ 30011 161105.3*7 43261 0IU PLATO -30311 CA05 PLATI *3261 CAO66UU PtA06 460' 563*566 66*1106 lIAIT A-211 ALLOY 5652* 66130 303 II. 1*1105_MT *2*0 lILOY *1_III 65*51 700 5213*0* 663250* 30001 1*005_AIT 566 YLCO 33.23 CITYL ALCO60L A-2M *LIOY 06AI2IATI 563720 0.26$ LUCY 1*11011*0' All il16.00$ PO_ATO 5.3450 663550 ' 2M ALLOY W10IL*IT A-2M ALLOW lOLO PLO O AlS ALLOY W105_$ST it-mps tt16.003 PLATO A_XII ALLOY 1*605_AIT A_260 ALLOY LISSOAJIT 116513 61633100 A-26$ SLOTI*66S1.*IT £200 ALLOY660*065*10 I206 66066
f CETYT. ALCO60I. A-204 J L011ICANT
ALLOY C3016IUO POAT1.
0$ IA_ALl PLATO 3° 0$ 1200' IThI 6' INIPI 22065
.
16605_AiT A-lISA_LOO 0610 FILM lOO' 6613$ *65*0 2$-ILS II IAIOIL.UI 430 10 cooitu PO_Aol 450' 52144 - o-7022 106$ 00. rAT, 6610166057 -*600 0-26$ ALLOY lOLO FILM LAS_CAO, 250' 6603$ 11000400020
-TABLE 4
BLIND NUT SELECTfON CHARTPROTRUDING HEAD -rypEa
aReprinted from Hi-Shear Blind Nuts and Blind Bolts catalog.
STANDARD PR 01 R U 0-ING HEAD STANDARD ING HEAD WITH THIN ING HEAD "C" TOOLING VERY THIN rPRUT R U D-ING HEAD WIIH KNURLED SHANK TOOLING KNURLED SHANK MATERIALS AND FINISHES SUGGESTED
MAXIM UM IIIIIIIIIIRIII TOOLING TOOLING SLEEVE EXPANDER TE MP E RATU RE FOR USE - F. C' "C" "C" 3055.5, 431 S.S.CADMIUM PLATE 450Q BN540 1N533 305 5,5, CADMIUM PLATE 431 S.s. CADMIUM PLATE 4500 BN356P8 BNS4OPB 305 SS. SANDBLAST 431 S.S. CADMIUM PLATE 4500 BN356 8N5ISLH 5N530 305 SS. 41 SS. SILVER PLATE 4500 BN533G 305 S.S, SANDBLAST 431 s.s.
SILVER PLATE BN3566 BNS3OG
305 SS. SANDBLAST A-286 ALLOY SOLIO FILM LUBRICANT 5(J)0 8N542 347 SS, SANO B LAST A-206 ALLOY SOLIO FILM LUBRICANT So BN53 A-288 ALLOY SANDBLAST A-28G ALLOY SILVER PLATE 123° BN549
TABLE 5
VOl-SHAN VSU-LOK BLIND FASTENER
VDI-SHAN
A 09379101 - VII Cote
CALIPORILA OlVINION 10$ ASKLII. CALIFOØNIA 10040 _______
L DISTOITIOI'I OP t1 DIA ISIMISS4ILS IN 50(111.10 AA
"SL INDICATOS " G C 6IOJAL M0(KANI(AL
' ClIP 0051-LOCK IIIOCI'IANICAI. S LOCK 1''
/
tT f
J
A TCNIW FPNNNIN 1451 ALLOY 109NO SLEIVI M'I
PTION.AL)OINDKATES A-21e ALLOY . k
I
IN 140*0 Cl
KW
MAN6JFAC 100(0 'S 441.... SIIAKOP! LIMITS
IDINTIFICATION
AMIT ON SKIN 54,1016Cl-
144*551580 110M #1*0 016
DII TASSI I)
TYPICAL INSTALLATION
TABLE I
PAIS '213M A A C 0 1 11 3 1. 60 0 S W NIAI-OIT POIVAILI3JC 001.190 TENSILE 94514861 DIA DIA DIA MA4 DIA OlIVINO SEP DIA MAX 04.08 SAD MAX GAGE LIMITS 10(0.18 SII AN ST1INÇT6
110(0 MIN PLAIS MAX PlOT DIA IN IlS. STSI1'LOTII LIS. MIN
MIN LIS. MIN
PLTI7O.3..T1 .633 .298 .268 - .1645 6 .089 .244 .271 .1912 - 1.0 2730 820 P(T120+4'l .1990 .342 .303 ' .077 .300 .309 .015 I,5 4530 I,4 0I.TI39F,-T'I .2530 .469 ' 197 .394 .350 OIT -: 2.3 7,130 2.100 PLII2O.Io.r .3505 .577 .423 .134 .427 .406
r :gg
.020 Si 10,230 3,e PLI 120.12-TI .3735 7112 8311 549 .140 .516 .0469 .040 c'ss .653: 4,5 15,730 5 651 10k TASLI II 00 DICONO 06584 1'IUMMNS ANO APPIOVID CALLOI.IT.
TABLE II
DICONO G 13049 lANCE '.0 5
DASH
NIJMSII ClIP
A
MIN MAO 33000-5.41 P0120-6-Il 0T704-41 PITI2O-I0.4'l PET I50_I20l-2 .156 .094 ISa .73' VIÒ -3 .119 .211 137 .220 .249 .201 .048 920 .973 I XII 1.009303 .154 1.231 .304 -5 .341 292 34.4 903 1.103 I III 1,293 I .367 4 .406 .345 .406 043 lIla lic. I .348 .429 -7 .469 407 469 I IDI 1.239 1.206 .401 I.4447 4 .531 .470 .531 470
lIli
4.319 1.171 1.351 -, .594 .532 .504 I 733 I .333 I 311 I .333 I .617 -IO .636 595 834 1.295 1,416 2.44 1.106 .079 - II -li .139 c'SI .437 720 .749 754 339 .230 I .478 1.511 1.5(6 1.389 1.038 i7J1 .504122 -'3 .644 .782 .044 183 I .803 I All I 793 1.867 -14 ,04 .5.45 .906 3.45 I .666 I .691 I 946 .839-IS .069 .907 9644 I.8 I.7?9 .756 1.01 .992
-IA I.03I 970 1.031 670 1.701 I01V 1.971 2_051
-IT 1.094 .032 .084 .893 I 48' 2.1.11 ',''7
-II 1.156 .095 1.159 1,814 .844 2.091. 2,179
-PH lilO IlS? 1.218 990 2.236 2.158 2.242
-I'S 1,211 220
lilI
2,94I 2.009 2.22! 2,JO1-24 .344 1.282 .344 2.103 2.101 1.790 0.360 -23 406 315 1.409 2.186 2.194 7,346 2.426 -23 .489 1,4.07 I .489 0.224 2.258 2.101 2.432 -14 1.531 1.470 .53! 11639 AVAILAILO 2,291 2,310 2,171 2.354 -25 .994 .537 I.SVI IN -5 DIAMOTES 2.35, 2.101 2.112 2.817 -26 .656 .385 636 2.416 2,444 ?,SX 2.478 -27 1,719 657 749 2,475 2,506 2.654 2.142 -21 1.781 1,720 1.701 1.14! 2.569 2.77' 30(14 -29 444 1.700 .844 2.603 2.631 3.783 2.867 -30 306 1.041 006 2.864. 2,664. 2,848 '418 -31 1.899 19X7 1.960 2.128 2,734 2.801 2.997 '52 2,021 1.1.70 2.031 2.791 2.319 2.071 3.354 4 A I I C II «IO 040 DIO
loor lONT .
A
IOLZIAI'ICIS POS -5 ¿-4 SIZES -alo' 0054 5.-1004211 -oiT PCI -12 SIll -:98524 PATSNT PkI.40194G 92215
Applovto OAT(
lIT LE5
S T A N D A R D
I) 9'lOVEl'oltl 879 194T11'IALLY TIIIAO. IOTEINAL SLIk'9ILINO
1Y. LET TER ¿NO ß*Tt osco, T!IAeSIATUDI 3-204 ALLOY)
PWSII 1*60, SItF-LOCKINC.
- gs4(ET.t.OTL.
flI
CUITOOlAN IflItimIs iTANOANO COSIUTTIE FO. St1 NOtTIFIG. 8 -. WING SPLICE JOINT
BACB3OPT Bolt or W.rivhr.d lothbolt
kln
Nitinol.
The Navy-developed Nitinol alloy offers promise as
a riveting
mate-rial. Composed of nickel, titanium, iron, and cobalt in various percentages,
Nitinol
can be formed to a configuration, chilled, and reformed to allow easy installation.
Upon warming, the Nitinol assumes its original formed configuration. Nitinol is
currently being used conercia1ly in tubing fittings and blind fasteners. Grumman
Aircraft is conducting an evaluation program on Nitinol fasteners (Reference (3)).
Drilling Equipment.
Rivet installation in large panel areas, such as hull
plates, can be placed on a production basis with the implementation of equipment
similar to the Omark-Winslow track drill and the Boeing electromagnetic riveter
(EME). Several sources are available for various sizes of portable air
and
hydrau-lic power driven feed drill units that are equipped for speeds and feed
rates for
steel, aluminum, or titanium.
The track drill (Figure 11) is designed to repeatedly produce close-tolerance
plain and countersunk holes. This unit travels in a vertical
or horizontal motion,
is self-indexing, and has a clamp force adjustable up to 1,500 pounds. The drill
unit requires the attachment of a removable and reusable track and
one hole initially
for starting. This unit is compatible with a number of fastener syste
such as
pre-cision interference pins, conventional rivets, or lockbolts. The approximate cost of
the track drill is between $8,000 and $30,000, depending on the quantity and special
features. A prototype unit has been tested and found practical. Plans defining the
performance requirements for a production unit are being made.
Electromagnetic Riveting.
Electromagnetic riveting (EME) is a high-velocity,
single-impact riveting process that converts electromagnetic energy into rivet
form-ing energy. The EME equipment (Figure 12) consists of a power pack and two,
semi-portable, hand-held rivet guns with special power transmission cables, interconnecting
air systems, and power pack. As compared to large automatic hydraulic riveting machines,
the EME equipment is substantially lower in initial procurement cost and,
furthermore,
features quieter operation and reduced floor space requirements. As
compared to
con-ventional hand gun driving, EME is far superior in quality and repeatability
while
the noise level is reduced by several magnitudes (see Table
6).
Standard available
alimrinum and titanium as well as steel rivets can be used with the EME process, and
rivet installations are uniform and repeatable with an extremely low rejection
rate.
The lower equipment cost (approximately $100,000 for a complete system plus spares)
allows more flexibility in manufacturing rate.
Because of the applied dynamic impact principle in the
process, rather than
the static force application in hydraulic machines, the EME
guns can be handheld or
incorporated in a lightweight truss-frame type of structure with practically
unlimited throat depths.
The EME process was initially developed by The Boeing Company for riveting
por-tions of the large Boeing
74Twing panels, which could not be reached by automatic
riveting machines. The
fflprocess, however, is generally applicable to any structural
design where fluid-tight, fatigue-critical, and/or large-diameter fastener
installa-tions are a requirement. EME should not be confused with electromagnetic forming.
Both use electromagnetic energy to accomplish work. EM forming
uses a single coil
and rigid backing plate, whereas EME uses two series coils that deform
or upset the
rivet placed between them.
The EME system is composed of a capacitor bank and two coils,
each abutting
against a copper-faced driving rain. The coils are contained in two
separate
I.
ISIS.
I
e es-: s-:
'
2:2:
''I'
nu. 11
-OMARK-WINSLOW TRACK DRILL
rrr
aReprintj from EMA brochure.
O .00i
TABLE 6
INTERFERENCE PROFILESHAND DRIVEN_EMRa
RANCE
.00$' .0tO'
EQUIPMENT/PROCESS COMPARISONS Large Automatic
Riveting Machines
Manual Riveting
EMR
Fatigue Rated Ccpabiflty
Noise
Maximum Practical Aluminum Rivet Capability
Panel Size Capability Cosmetic Quality Relect Probability
Structural Distortion/Dimage Probability...
System Maintenance
Maximum Rivet to Rivet Rate ( 3/8"dia.)..
Direct Labor Ratio
Procurement Cost Operator Fatigue Excellent High
1/2"dia.
Limited Excellent Low Law High 7/minute 0.85 Very High Law Good Very High3/8"dia.
Unlimited Poor Hgh High Vety Low 4/minute 2.1 Minimal Very High ¡ Excellent Low5/8"-3/4"dia.
Unlimited Excellent Very Low Low Law 20/minute 1.0 Relatively Law Low 0O2 .020aReprinted from EMR brochure.
-26-TABLE 7
EMR TECHNICAL IN FORMATIONBOEING 747 PRODUCTION SYSTEM
aPower Pack
Maximum Stored Energy Rating
Energy Requirement (3/8"
Maximum Charge Voltage
Maximum Cycling Rate
Input Requirements
Electrical
Air
Dimensions
We ¡g h t
Gun Power Cables
Type
Minimum Bend Radius
Protection
Length
Coils
Dimensions
6500 Joules
dio.Alum.Rivet) ... 2600 Joules (3800 Volts)
6000 Volts
20 per Minute
440 Volt - 3 phase
90 psi
36" wide x 48" high x 60" long
2200 pounds
Multiple Low Inductance Coaxial
10"
Individual coaxial insulation with armored
sheathing plus neoprene sheathing.
Cables are custom designed for speciflc
applications as part of a " tuned " circuit.
5" dia.x 3/4" thick
Ufe ( Driving 3/8' dia. Alum. Rivets)
Over 10,000 shots
s.Maximum Proven System Capability ( Fatigue Rated Interference Profile )
Aluminum Rivets
3/8" diameter x 1" grip
Titanium Rivets ( Beta Ill )
1/411 diameterx 1/2" grip
Stainless Steel Rivets ( A-286 )
1/4 diameter x 1/2" grip
Deformation Time
5 x 10
Secoid
Deformation Energy
400 Ft.- lbs. (Equivalent to 30,000 lbs.
static force.)
Hand Guns
Body Size
6_1/21 dia.
x 15-1/2" long
Overall Length
23-1/2"
Junction Box Protrusion
6"
Recoil Mass (Internal)
45 poundsvoltage level, followed by a rapid discharge through the series-connected coils.
Synchronized by the current, the guns produce electromagnetic forces on the drivers,
rapidly forming a rivet with equal and opposite forces (see Table
7).
The processcan be used with several commercial rivet configurations and is not dependent upon
high-cost proprietary fasteners. The cost of producing holes for the EMR is lower
than with other fasteners such as lockbolts and requires a less expensive fastener.
EMR, when used in conjunction with the track drill, affords a cost-effective
production capability for structural fastener installation (Figure 13) but is capable
of functioning independently. Advantages of EMR are:
Proven performance in production of Boeing 717 wing panels A high-rate installation capability (up to 20 rivets per minute) Built-in repeatability and quality assurance
a) Interference profiles in thick material stacks not achievable with
other riveting processes
Rivet head uniformity Low-noise operation Minimum operator fatigue Low operator-skill requirement
Rapid change, conventional rivet dies Relatively low capital acquisition cost Minimum floor space requirement
i) Balanced impact forming of rivet to minimize structural distortion
Growth potential for larger rivet installation and bolt replacements Manufacturing rate flexibility.
Cold Expansion Sleeve System. Under applied load conditions, each hole has
associated with it a region of stress concentration where the applied stresses are
magnified from two to three times their normal value. Hole expansion by coidworking
successfully reduces the effect of this stress concentration by causing compressive
radial stresses to remain around each hole. These residual compressive stress fields
effectively prevent part failures from originating at the holes.
The cold expansion sleeve system (Figure
i4)
is a Boeing-developed process usedfor increasing the fatigue life of metal structures (aluminum, titanium, and steel)
by causing compressive residual stresses around the fastener hole. The system consists
of the radial expansion and sizing of fastener holes to achieve eatly improved
fatigue performance while simultaneously reducing installed-fastener costthrough the
flexibility provided in fastener selection. Low-cost fasteners can be used in
cold-worked holes without reducing the fatigue rating. Rivets or lockbolts can be used
FIG. 13 - BOEING ELECTROMAGNETIC RIVETER AND
OMARK-WINSLOW TRACK DRILL
FIG. 14 - BOEING COLD EXPANSION SLEEVE SYSTEM
IG.15 - AIR/HYDRAULIC PULLER FOR COLD
