An Aircraft Bolts - Bolts, Nuts and Washers: They Hold Your Ride Together. But how are they doing their job? Hopefully, you've read Part 1, in which engine and driveline fasteners are primarily subjected to tension loads: forces acting primarily along the longitudinal axis of the fastener. With the help of the fine folks at ERP Bolts, we explained why special bolts are needed and how metallurgy, heat treatment, and proper hardening methods are critical to the survival of a tension fastener. We also explained that typical commercial hardware just doesn't cut it when used in critical stress applications. Most of us feel the need for specialized hardware as it applies to the drivetrain's power-making and power-sustaining components, which is the forte of ARP's bulletproof fastener bolts and studs. But what about the suspension and chassis of a hot rod or race car? That's where aircraft fasteners have a role to play because things that fly in the sky—not hanging there at 20,000 feet—also make excellent chassis and suspension bolts for a high-performance ground vehicle.
Like most loads on an airframe, suspension bolts and nuts are primarily subjected to lateral or bending forces. Engineers term these bending forces, which are applied perpendicular to the axis of the bolt, "shear loads". Examples of ground vehicles include mostly suspension bolts and nuts, but also fasteners such as pulleys, balancers, flywheels, timing sprockets, road wheels, anti-sway bar ends, rod ends, and so on. In this article, we'll give you a basic overview of shear applications, covering proper application and selection of high-quality aircraft fasteners that are particularly suited to many automotive shear applications. In this context, we will also touch on some of the troubleshooting options available from ARP Bolts.
An Aircraft Bolts
Need to keep your suspension parts from falling off? Use the shear bolts, nuts and washers that have held airframes together for over 70 years.
Aircraft Drilled Bolts An6 37 Set Of 5 Each New
"The single-share mount is a crime against nature and an evil of bad engineering." - Carl Smith
If a bolt loaded in shear is supported on one side of the load, it is said to be installed in "single shear". If the bolt is supported on both sides of the load, it is in "double shear" and the installation is much stronger than the equivalent single shear mount because it spreads the load over a larger area while better resisting bending loads. All deformations and induced loads are now in the same plane, at least in turns. Rod-ends, panhard bars, Watts linkage, steering knuckles, control arms, and engine mount through-bolts in a four-link suspension should ideally be in double shear. In fact, if designing from scratch, virtually any suspension component must be supported in double shear.
Most suspension bolts and rotating parts are subjected to bending or "shear" loads. If the bolt is subjected to bending forces supported on both sides, it is called "double shear". A properly engineered double shear mounting lug and fastener is 70% stronger than a single shear joint for the same application.
Unlike tension applications, the most stressed part of a fastener loaded in shear is its thickness - so it must fit the hole as tightly as possible, just without an interference fit. The thicker part of the shear bolt should not be loaded into the shear. Not only does this reduce the cross-sectional area of the loaded portion of the bolt, it allows the threads to act like a low-speed saw and slowly "egg" the hole, thereby improving the integrity of the joint. .
An74a16 Engine Bolt
Shear bolts should also be designed to bend rather than break when overloaded. This means that the ultimate tensile strength is less important than the structure for shear applications, the ability to roll with the punch. If a suspension bolt is bent, it will rarely get you home in one piece, where the bolt can be replaced. For bolts made of the same material, which are heated to a high tensile strength, they are generally better in tension, but because they are more brittle, they are less demanding in cutting.
So a "shear bolt" is a very different beast than a "tension" bolt. As discussed in Part 1, the most critical application of tension bolts is reduced shanks, which spread the longitudinal load on the bolt more evenly, reducing the chance of failure if the thread interface in front of the shank. Finally the tangents to the material surfaces need to be added. (which is never a good practice). Many tension bolts are used in blind (internally threaded) applications, and in the automotive world, they are usually coarse threads because they are installed in relatively low-strength steel or aluminum. Similarly, the threads are longer, typically 1-1/2 to twice the nominal diameter of the bolt.
Airframe fasteners in use on Ron Rawlings' 1957 Chevrolet rear suspension: note the weight-saving half-height Nyloc on the double shear mount for these CalTracs bars. The AN bolt retains the shock absorber, but (like most shock mounts) it's still only in one section. We added full-height nylons to retain the spring-perch U-bolts.
Hi-tech engine tension bolts are great for engines. But not in cutting. And forget about those common grade-anything commercial bolts that don't have full-diameter, close-tolerance shanks or short threads; They are usually made of low carbon steel and are often heat treated. And there is uncertain quality control. For typical critical shear applications, we need to look to the aircraft industry, which has developed critical "airframe" bolts to hold things together. Almost all aircraft fasteners have fine threads, which are more vibration-resistant and have slightly greater load-carrying capacity than coarse threads of the same size. The threads on aircraft fasteners are Class 3, tighter and more precise fit than the loose, commercial Class 2 threads. In addition to the original AN bolt series, most current production aircraft fasteners also have a J-form thread profile with a larger root radius and modified crest to reduce stress concentration.
Different Types Of Bolts (buying Guide)
Do not use Grade 5 or 8 commercial bolts (silver in this photo) in critical shear applications. Compare the long, weakly machined Class 2 threads with the full close-tolerance shake and short Class 3 threads on Gold Plain AN and NAS fasteners. Long and full-diameter shanks fit tightly into the hole; The short threads ensure that no thread gets stuck in the hole.
Manufactured under carefully controlled conditions and strictly inspected, most airframe bolts have long lengths and small, fine threads, with only a plain washer, nut, and at least two threads extending above the nut. Tanks fit tight-drive inside the hole, usually to within 0.005-inch or less of the nominal hole diameter. You may need to tap them into the hole using a punch and mallet.
Because the threads are short, they come in (depending on the specific series) 1/8- or 1/16-inch "grip increments," which is the total coarse length from the bottom of the head to the beginning of the first. Thread lead.. -In other words, you buy a plain bolt with the grip length you want, not its overall length. (A few exceptions are some NAS flat head countersunk bolts, where you measure the grip length from the top of the head to the start of the first thread lead, because the head is flush with the material being joined.)
The overall length of the aircraft bolt "takes care of itself." To the basic grip length, the overall length of the bolt adds the standard amount of threads for the bolt chain and locknut (or special series of locknuts on some NAS fasteners) and undernut washer, plus several additional threads. . To ensure that the nut and its locking element are fully engaged.
Aircraft Undrilled Bolt An5 54a New Last Ones Industrial Screws & Bolts Fasteners & Hardware Business & Industrial Strong.rs
Bolt grip length equals the thickness of any washers under the bolt head plus (if used). Transition from the fully cylindrical portion of the cone to the first bolt thread with an undernut washer. The design basis for that transition is usually 0.063 inches (the thickness of a standard AN washer unless you go to really large bolt diameters). If the thickness of the material is "in between" the available grip length, use the next longest grip length and add an extra undernut washer to make up the difference.
The oldest basic aircraft is the Bolt AN (Air Force-Navy) series, which dates back to World War II (and is constantly improved). Relatively inexpensive, they have "only" 125,000-psi tensile strength but great flexibility and are suitable for most general shearing applications. If your AN bolts are bending, switch to a variety of NAS (National Aerospace Standard) 160,000-psi hex-head bolts or internal-wrenching, bevel-conical, socket-head MS (Military Standard) bolts. The higher end variety is MS or NAS 180,000-psi, 12-point or spline drive bolts. Most of these series are optionally available with drilled heads for safety wire, drilled tanks for cotter-pins, both large and head drills, or completely undrilled.
There are already existing aerospace bolts above 300,000 psi, but none above 180,000-220,000 psi are readily available in the real world at affordable prices, and it is questionable if they should fit any ground vehicle. Maybe Indy or Formula 1. These exotics are made of a special "anobatanium" alloy, so they retain strength even at high power levels.
Identify the bolt by the markings on the head or by the part number.
How Henk Sorts 7,500 Bolts Perfectly For Klm
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