PHILIPPINE STATE COLLEGE OF AERONAUTICS

INSTITUTE OF ENGINEERING AND TECHNOLOGY

AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

LEARNING
MODULE 02:
Fittings and Connections

AIRCRAFT STRUCTURE II

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

TABLE OF CONTENTS

Time
Title Page
Allotment
Economy in Fitting Design 4
Fitting Design Loads / Margin of Safety 5
Factor of Safety 6
Activity 5
Supplementary Readings 5
Aircraft Bolts and Bolt Fitting 6
General Rules in Using Bolts 7
Bolt Shear, Tension & Bending
7
Strengths
Supplementary Readings 9
Bolts in Combined Shear and Tension 10
Bolt and Lug Strength Analysis 12
Multiple Riveted or Bolted Joints
19
Subjected to Eccentric Loads
Sample Problems 21
Practice Problems 24

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 PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

This module explains major structural stresses occur in aircraft, shop processes and
operations, general rules in using aircraft bolts and nuts and the application of
Methods of Bolt & Lug Strength Analysis.

LEARNING OUTCOMES

Course Learning Outcomes [CLO]

CLO 2. Analyze loads and stresses acting Module Learning Outcomes [MLO]
on aircraft fittings, thin walled sections,
rings and frames by recognizing the
design concepts of structures required to MLO 1. Demonstrate familiarization of Topic Learning Outcomes [TLO]
resists such loads. Major Structural stresses occurring in an
aircraft, shop processes and operations
CLO 3. Demonstrate deep understanding by solving illustrative problems on TLO 3. Perform stress analysis of most
on the fundamental theory of elasticity structural stresses connection or fittings through problem
and stress concentration by applying their solving.
principles in analyzing strength and
stresses of aircraft structures and MLO 2. Demonstrate familiarization on
composite structures. general rules for bolts and nuts by solving TLO 4. Recall General rules in using aircraft
problems using Bolt & Lug Strength bolts and nuts by solving through solving
CLO 4Integrate the basic concepts of problems related to fittings and connections
stress analysis and its application to the Analysis
structures of an aircraft by solving
different aircraft design and structural TLO 5. Application and discussion of
problems. Methods of Bolt & Lug Strength Analysis by
CLO 5. Apply analytical skills and critical solving problems related to bolts and nuts.
thinking skills such as problem-solving in
computing different stresses, loads, and
forces that act on an aircraft.
CLO 6. Display professional commitment
by complying with the academic
requirements such as problem sets and
other modular activities.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Instead of using a single complete unit of the same material involving one
manufacturing operation which is ideal for an aircraft structure. Aircraft
structures today has a structure of several main units held to other units by main
or primary fittings or connections, with each unit incorporating many primary
and secondary connections involving fittings, bolts, rivets, welding, etc. The
primary fittings involve more weight and cost per unit volume than any other
part of the aerospace structure, and therefore fitting and joint design plays an
important part in aerospace structural design.

Economy in Fitting Design

The main goal of a structural design engineer is to use the least number of fitting in
the structure particularly those fittings connecting members that carry large loads.
The following are things to remember in designing the fitting layout:

• In a wing structure splicing the main beam flanges or introducing fittings near
the centerline of the airplane are far more costly than splices or fittings placed
farther outboard where member sizes and loads are considerably smaller.
• Avoid changes in direction of heavy members such as wing beams and
fuselage longerons as these involve heavy fittings.
• If joints are necessary in continuous beams place them near points of
inflection in order that the bending moments to be transferred through the
joint be kept of small magnitude.
• In column design with end fittings avoid introducing eccentricities on the
beam and on the other hand make use of the fitting to increase column end
fixity thus compensating some of the weight increase due to fitting weight by
saving in the weight of the beam.

• Poor layout of major fitting arrangement may require very expensive tools
and jigs for shop fabrication and assembly.
• Fittings likewise add considerably to the cost of inspection and rejections of
costly fittings because of faulty workmanship or materials are quite frequent,
thus adding greatly to the unit cost.

Fitting Design Loads – Minimum Margin of Safety

Limit loads - are the maximum loads, which a flight vehicle may be subjected to
during its lifetime, when carrying out the required ground and flight operations.

The limit loads must be carried by the structure without exceeding the yield stress of
the material used in the structure.

Ultimate or design loads - are the limit loads multiplied by a factor of safety
(usually 1.5 for aircraft).

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

The structure must have sufficient strength to carry the ultimate or design loads
without failure. The normal flight vehicle structure involves many parts which are
joined together by various types of connections. In general, an additional blanket
factor of safety is required for design of these connections. This blanket factor of
safety is normally 1.15 to 1.20.

The stress analysis of most connections or fittings is more complicated than for the
primary structural members due to such factors as combined stresses, stress
concentration, bolt-hole tightness, etc., thus an additional factor of safety is
necessary to give a similar degree of strength reliability for connections as provided
in the strength design of the members being connected.

Special or Higher Factors of Safety

A blanket factor of safety for all types of fittings or load conditions is not logical. The
manner in which a load is applied to a joint often involves a dynamic or shock load,
as for example joints or fittings in landing gear. Single pin connections often
undergo rotation or movement between adjacent parts, thus producing faster
wearing away of material in operation. Repeated loads often present a fatigue
problem. In an airplane there are certain main fittings which, if they failed, would
definitely cause the loss of the vehicle. Thus the design fitting requirements of the
military and civil aviation agencies involve many special or higher factors of safety.
This is so particularly in design involving castings.

Before we proceed with our discussion, let’s check how well you have
understood the discussion so far. Explain briefly the importance of using a
factor of safety in structural design.

Supplementary readings in chapter D1 of Analysis and Design of Flight

Vehicle Structures by E.F. Bruhn.
Link:
[Link]
aring

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Aircraft Bolts and Bolt Fitting

The aircraft bolt is used primarily to transfer relatively large shear or tension loads
from one structural member to another. The figures below shows three standard
aircraft bolts in common use.

The hexagon head bolt is an Army-Navy standard bolt made from SAE 2330-3.5
percent nickel steel, heat treated. The bolt head is of sufficient size as to develop
the full tensile strength of the bolt. Mostly used for general applications involving
tension or shear loads

The internal-wrenching bolt is a high strength steel bolt. The head of the internal
wrenching bolt is recessed to allow the insertion of an internal wrench when
installing or removing the bolt It is especially suitable for main splice fittings because
of its high strength and the relatively small space required for the bolt head.

The clevis bolt have slotted brazier type head and is referred to as a shear bolt
because its head is not designed to develop the full tensile strength of the bolt. The
clevis bolt is usually used when a group or cluster of bolts is required to transfer a
load by shear loads on the bolts. The smaller bolt heads thus save weight and also
provide greater bolt head clearances.

The three bolts are also made from aluminium alloy for diameters over 1/4 inch. In
many fitting designs weight can be saved by using aluminium alloy bolts.

Images from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

General Rules in Using Bolts

1. Bolt threads should not be placed in bearing or shear.

2. The length of the bolt shank should be such that not more than one thread
extends below fitting surface, which can be done by the use of washers.
3. Bolts less than 3/8 diameter should not be used in major fittings. For steel
bolts, 3/16inch diameter should be the smallest size to be used in any fitting.
4. Bolts connecting parts having relative motion or stress reversal should have
close tolerances to decrease shock loads.
5. For bolts connecting members having relative motion a lubricator should be
incorporated in the surrounding parts of the fitting; the fitting should not be
drilled to provide lubrication.
6. Bolts should be used in double or multiple shear if possible in order to
increase strength efficiency in bolt shear and to decrease bending tendency
on bolt.

Bolt Shear, Tension & Bending Strengths

Table 1 gives the section properties and the ultimate shear, tension and bending
strengths for AN Standard Steel bolts at room temperature.

Table 1

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Figure 1 shows the correction to be applied to the strength values in Table 1 when
bolts are subjected to elevated temperatures.

Figure 1

Table 2 gives the tensile and double shear strengths of Steel Internal Wrenching
bolts.

Table 2

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Table 3 gives ultimate shear, tension and bending strengths for aluminium alloy
bolts.

Table 3

Tables and Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-
State Offset Company

Supplementary readings in chapter 12 of Aircraft Structures by D.J. Peery.

Link:
[Link]
aring

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Bolts in Combined Shear and Tension

When bolts are subjected to both shear and tension loads, the resulting strength is given by the
following interaction equation:

𝒙 𝟑 𝒚𝟐
= =𝟏
𝒂𝟑 𝒃𝟐

Where: x = shear load

y = tension load
a = shear allowable load (From Table 1)
b = tension allowable load (From Table 1)

Methods of Failure of Single Bolt Fitting and the Allowable Failing Loads

As the load on a fitting is transferred

from one side of the fitting to the other, internal stresses are produced which tend
to cause the fitting to fail in several different ways.

Failure by Bolt Shear

In Figure 2, the bushing is not continuous between the plates, but each of the three
plates have separate bushings. As the pull P is placed on the fitting it tends to shear
the bolt at sections (1-1) and (2-2), (Figure 2.a).
Figure 2.b illustrates the forces or pressures on the bolt and the failure which can
take place if the stresses are sufficient.

Figure 2

Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Let Pu represent the maximum or ultimate load on the fitting. This force Pu must be
resisted by the shear strength of the bolt at the two sections (1-1) and (2-2). Hence,

𝑃𝑢(𝑏𝑜𝑙𝑡 𝑠ℎ𝑒𝑎𝑟) = 𝐹𝑠𝑢 ∙ 𝐴 ∙ 2

Where: Fsu = ultimate shearing stress for bolt material.

A = cross-sectional area of bolt

Failure by Bolt Bending

The main concern regarding bolt bending is that under the limit loads any bending
deflection of the bolt be not permanent as such deformation would make removal of
the bolt difficult.

Failure of Lug Portion of Fitting.

The lug portion of the fitting refers to that portion of the fitting that involves the
hole for the single bolt that connects the male and female parts of the fitting unit.
The simplified assumptions regarding failing action and the resulting equations which
follow have been widely used for quick approximate check of the lug strength. The
procedure which follows will be referred to as Method 1.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Method 1 of Bolt and Lug Strength Analysis

Failure in Tension

Figure 3

Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

Figure 3 indicates how a fitting plate can pull apart due to tension stresses on a
section through the centreline of the bolt hole. Both the male and female parts of
the fitting must transfer the load past the centerline of the
hole, thus both parts must be considered in the design of a fitting. Equating the
allowable load Pu to the ultimate resisting tensile stresses at points (a) and (b)
Figure 3, we obtain

𝑃𝑢(𝑡𝑒𝑛𝑠𝑖𝑜𝑛) = 𝐹𝑡𝑢 (2𝑅 − 𝐷)𝑡 Equation

1

Where: Ftu = ultimate tensile strength of plate material.

A = cross-sectional area of bolt

Equation (1) assumes that the tensile stress on the cross-section is uniform. This is
not true as the flow of stress around the hole causes a stress concentration. To take
care of this stress concentration requires a margin of safety of 25 percent.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Failure by Shear Tear Out

Figure 4

Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Figure 4 illustrates the manner in which failure can occur by the shearing tear out of
a plate sector in front of the bolt. In Fig. a, the load P causes the bolt (not shown) to
press on the plate around the bolt hole edge. Stresses are produced which tend to
cause the portion (a) in Figure 5. (b) to tear out as shown.

Figure 5

Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

Equating the load Pu to the ultimate shear resistance of the material times the area
of the two shear out areas, we can write,

𝑃𝑢(𝑠ℎ𝑒𝑎𝑟 𝑜𝑢𝑡) = 𝐹𝑠𝑢 ∙ 𝐴𝑠

Where: Fsu = ultimate shearing stress for bolt material.

As = shear out area

It is very common practice to take the shear out area As equal to the edge distance
at the centerline of the hole times the thickness t of the plate times two since there
are two shear areas. This is slightly conservative because the actual shear area is
larger. Use the area along line 1-1 which is limited by the 40 degree line as shown in
Figure 5c.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Failure by Bearing of Bushing on Plate

Figure 6

Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

In Figure 6a, the pull P causes the bolt (not shown) to press against bushing wall
which in turn presses against the plate wall. If the pressure is high enough the plate
material adjacent to the hole will start to crush and flow
thus allowing the bolt and bushing to move which results in the elongated hole as
illustrated in Fig. b. Equating the load Pu to the ultimate bearing strength on the
bearing surfaces we can write,

𝑃𝑢 = 𝐹𝑏𝑟 ∙ 𝐷 ∙ 𝑡

Where: Fbr = allowable bearing stress

D = diameter of bushing
t = plate thickness

It is good practice to require a margin of safety of 50 percent.

Failure by Bearing of Bolt Bushing

A bushing is pressed into the plate hole and thus it is considered as a tight fit. A
fitting bolt is usually considered as removable therefore a certain tolerance between
the bolt and bushing inside diameters is necessary in order to insert and remove
bolt. If fitting is subjected to reversible loads the small slop in
the fitting tends to cause shock on the fitting. Also the fitting may be such that slight
rotation takes place on the bolt, which tends to cause wear between bolt and

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

bushing. It is therefore customary to check the bearing

pressure between the bolt and the bushing since failure of the bushing could take
place in a manner explained in the previous article dealing with bearing of bushing
on plate. Then as before,

𝑃𝑢 = 𝐹𝑏𝑟 ∙ 𝐷 ∙ 𝑡

Where: Fbr = allowable bearing stress

D = bolt diameter
t = plate thickness

A margin of safety of 50 percent should be maintained. If the fitting is subjected

to infrequent rotation under load but with load involving no shock or vibration,
require a margin of safety of 100 percent. If shock or vibration with infrequent
rotation is present, require a margin of safety of 150 percent. Shock is
considered to occur in such structures as landing gears, gun mounts, hoisting,
mooring and towing connections.

In general it is good design practice to design lugs conservatively as the weight of

lugs is small relative to their importance in insuring the safety of the flight
vehicle. Inaccuracies in manufacture are difficult to control. It is good design
practice to provide sufficient material to permit drilling for a bushing if bushing is not
used in original design. If castings are used as fittings, much higher factors of safety
on the limit loads are specified because of the low ductibility of the material in
castings.

Method 2 Lug Strength Analysis Under Axial Loading

The important difference between Method 1 and Method 2 is that curves derived
from test results give the stress concentration factor to use for tension on the net
section and the shear out failure as assumed in Method 1 has been replaced by a
combined shear-out bearing failure. Figure 7 shows the lug-pin combinations and
types of failure

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Figure 7

Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

The methods of failure and the methods of lug strength analysis are as
follows

Tension Across the Net Section

Because of stress concentration, the stress on the net cross-section cannot be
taken as uniform. The ultimate allowable tension load Pu for lug equals

𝑃𝑢 = 𝐾𝑡 ∙ 𝐹𝑡𝑢 ∙ 𝐴𝑡

Where: Kt = stress concentration factor

Ftu = ultimate tensile strength of the material
At = net tension area

Bolt Bending Strength

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

In general static tests of single bolt fittings will not show a failure due to bolt
bending failure. However, it is important that sufficient bending strength be provided
to prevent permanent bending deformation of the
fitting bolt under the limit loads so that bolts can be readily removed in maintenance
operations. Furthermore, bolt bending weakness can cause peaking up a non-
uniform bearing pressure on the fitting lugs thus influencing the lug tension and
shear strength. The unknown factor in bolt bending is the true value of the bending
moment on the bolt because the moment arm to the resultant bearing forces is
unknown.

An approximate method for determining the arm (b) to use in calculating the
bending moment on bolt is given in Figure 8, which gives

𝑡1 𝑡2
𝑏= + +𝑔
2 4

Where: g = clearance or gap between lugs

Figure 8

Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Multiple Riveted or Bolted Joints Subjected to Eccentric Loads

Figure 10
Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

Figure 10 shows a plate fitting attached to another member by means of four bolts
or rivets. (The circles represent the bolts). The fitting plate is subjected to the loads
PH and Pv acting as shown. Let it be required to find the resultant loads on the bolt
group due to the given loads
The centroid of resistance for the bolt group will then correspond to the centroid of
the bolt areas. Figure 11 shows the fitting unit with the force PH and PV replaced by
an equivalent force system at the bolt group centroid point (0). This equivalent force
system will be:-
PV = -200 lb ; PH = 1000 lb
MO = -200*1.75 – 1000*0.25 = -600 in. lb

Figure 11

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Since PV and PH act through the bolt centroid they will be reacted equally by each
bolt, hence V load on each bolt due to Pv =-200/4 = -50 lb.; H load on each bolt
due to PH = 1000/4 = 250 lb.
The load produced on each bolt due to the moment load MO = -600 in. lb. will vary
directly as the distance of the bolt from the center of resistance which coincides with
the bolt group centroid.
Let ra equal the distance from the bolt group centroid to bolt (a). Then the resisting
moment developed by bolt (a) equals Fara , where Fa equals the load on bolt (a).
Since the bolt loads are proportional to their distance from 0, the resisting moment
Mb developed by bolt (b) will equal
𝑟 𝑟2
𝐹a ( 𝑟𝑏) 𝑜𝑟 𝐹a ( 𝑟𝑏 ) and similarly for bolt (c)
a a

𝑟2 𝑟2
𝑀𝐶 = 𝐹a ( 𝑟𝐶 ) and for bolt d = 𝐹a ( 𝑟𝑑 )
a a

The total moment resistance of the bolt group therefore equals,

𝐹a 𝑟a2 +𝐹a 𝑟b2 +𝐹a 𝑟c2 +𝐹a 𝑟d2 𝑀 𝑀ra

𝑀=( ) hence, 𝐹a = (𝑟 2 +𝑟2 +𝑟
ra
2 +𝑟 2 ) = ( )
𝑟a a b c d 𝐼

where 𝐼 = ∑ 𝑟 2 of bolt group

Therefore for the loads on other bolts

𝑀𝑟𝑏 𝑀𝑟𝑐 𝑀𝑟𝑑

𝐹𝑏 = ; 𝐹𝑐 = ; 𝐹𝑑 =
𝐼 𝐼 𝐼

For the bolt group of Figure 11 ra=rb=rc=rd=1.25 in. Hence, 𝐼 = ∑ 𝑟 2 = 4 ∗ 1.25 =

6.25 𝑖𝑛

𝑀r −600∗1.25
Therefore the moment load Fm on each bolt will equal 𝐹𝑚 = = = 120 𝑙𝑏
𝐼 6.25

The resultant bolt loads can likewise be determined analytically. For example
consider bolt (c)

1
∑H = 250 + 120 ∗ + 0 = 346 𝑙𝑏
1.25

0.75
∑V = −50 − 120 ∗ + 0 = −122 𝑙𝑏
1.25

Hence

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

𝑅 = √∑H 2 + ∑V 2 = √3462 + 1222 = 367 𝑙𝑏

SAMPLE PROBLEM
1. Figure 9 shows a single pin fitting. The lug material is AISI Steel, heat treated to
Ftu= 125000 psi. The bolt is AN steel, Ftu = 125000. The bushing is steel with
Ftu =125000. The fitting is subjected to an ultimate tension load of 15650 lb. The
fitting will be strength checked for the design load. The check will be made by both
Methods 1 and 2. Kt=98,Kbru=.8, Fcy = 113000 for steel with Ftu = 125000

Figure 9

Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

Solution by Method 1:

A fitting factor of safety of 1.15 will be used which is standard practice for military
airplanes.

Design Fitting Load = 1.15 x 15650 = 18000 lb

Check of Bolt Shear Strength

Bolt is in double shear. From Table 1, single shear strength of 1/2 inch diameter AN
steel bolt is 14700 lb.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

𝑃𝑢 = 2 ∗ 14700 = 29400 𝑙𝑏
𝑙𝑏
𝑀. 𝑆. = (29400 ) − 1 = 0.62
1800

Check Bending of Bolt

Referring to Figure 8, the moment arm for calculating bending moment on bolt is

𝑡1 𝑡2
𝑏= + +𝑔
2 4

0.218 0.375
𝑏= + + .0156 = 0.218 𝑖𝑛
2 4

𝐵𝑒𝑛𝑑𝑖𝑛𝑔 𝑚𝑜𝑚𝑒𝑛𝑡 𝑜𝑛 𝑏𝑜𝑙𝑡 = .5𝑃𝑏 = .5(18000)(. 218) = 1965 𝑖𝑛. 𝑙𝑏

𝑀𝑟 1965∗.25
𝑓𝑏 = = =160000 psi (See Table 1)
𝐼 .003069

M.S. = (180000/160000) – 1 = .12

Check of Lug A
This lug is more critical than lug B since thickness of lug B is more than one-half of
lug A.
Check of Tension Through Bolt Hole.
𝑃𝑢 = 𝐹𝑡𝑢 ∙ 𝐴𝑡

𝑃𝑢 = 125000 ∗ (1.1875 − .625). 375 = 26400 𝑙𝑏

26400
𝑀. 𝑆. = ( ) − 1 = .46
1800

To take care of stress concentration, Method 1 says maintain a M.S. of .25, thus lug
tensile strength is O.K

Check of Shear Out Strength of Lug

𝑃𝑢 = 𝐹𝑠𝑢 ∙ 𝐴𝑠 , Fsu=82000

𝑃𝑢 = 82000 ∗ (. 5937 − .3125)2 ∗ .375 = 17300 𝑙𝑏

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

This value is under the design fitting load of 18000 lb. It is permissible to take a
slightly greater shear out distance than the edge distance. The additional distance to
the 40 degree line would add enough shear out area to give a positive margin of
safety. This method of calculating shear out strength is conservative as will be
brought out by the result in Method 2 solution.

Bearing Strength

The bushing and lug have the same ultimate strength (Ftu), thus bearing will be
critical for bolt on bushing since bearing area is less.

𝑃𝑢 = 𝐹𝑏𝑟 ∙ 𝐴𝑏𝑟

An extra 50 percent margin of safety is required or the allowable bearing stress Fbr
should be divided by 1.5

194000
𝑃𝑢 = ( − .3125) . 5 ∗ .375 = 24300 𝑙𝑏
1.50

24300
𝑀. 𝑆. = ( ) − 1 = .35
18000

Solution by Method 2:

Bolt Shear Strength and Bolt Bending Strength are calculated in the same manner as
in Method 1 and thus the calculations will not be repeated
Tension Net Section
𝑃𝑢 = 𝐾𝑡 ∙ 𝐹𝑡𝑢 ∙ 𝐴𝑡

Kt is the tension efficiency factor to take care of stress concentration due to the
hole.
𝑃𝑢 = .98 ∗ 125000 ∗ (1.1875 − .625) .375 = 25800 𝑙𝑏

25800
𝑀. 𝑆. = ( ) − 1 = .43
18000

Shear Bearing Strength

𝑃𝑏𝑟𝑢 = 𝐾𝑏𝑟𝑢 ∙ 𝐹𝑡𝑢 ∙ 𝐴𝑏𝑟

𝑃𝑏𝑟𝑢 = .8 ∙ 125000 ∙ .625 ∙ .375 = 23400 𝑙𝑏

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections
23400
𝑀. 𝑆. = ( ) − 1 = .3
18000

Bushing Yield

𝑃𝑏𝑟𝑦 = 1.85 ∙ 𝐹𝑐𝑦 ∙ 𝐴𝑏𝑟 , Fcy = 113000 for steel with Ftu = 125000

𝑃𝑏𝑟𝑦 = 1.85 ∗ 113000 ∗ .500 ∗ .375 = 39000 𝑙𝑏

39000
𝑀. 𝑆. = ( ) − 1 = 1.7
18000

General Conclusion

Since all margins of safety are positive, the strength of fitting unit is satisfactory. It
could be redesigned to save weight. Moving the hole slightly back of the center of
the lug radius would help shear out strength. This change would permit decreasing
the thickness of lug slightly. Decreasing the lug thickness would decrease the bolt
bending moment and possibly permit use of 7/16 diameter bolt. The student should
redesign the lug.

HONESTY CLAUSE

As an institution of higher learning, students are expected to display highest degree

of honesty and professionalism in their class work, requirements, and activities; thus,
in no case that cheating—or any form of it, may it be plagiarism, copying other
students' works, and fabrication of materials—shall be tolerated. The college assumes
as a simple and minimal preferred of habits in academic matters that students be
truthful and that they publish for deposit solely the merchandise of their personal
efforts.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

Practice Problems: Solve the following problems using Methods 1 and 2.

Show your complete solution in a single pdf file. Submit your work on
Google Classroom on the dates designated by the instructor.

1. A lug identical to lug A in Problem 2 is subjected to a transverse load, Ptu, which

is the failing load. Find the load Ptu.

Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

2. Figure 9 shows a single pin fitting. The lug material is AISI Steel, heat treated to
Ftu= 125000 psi. The bolt is AN steel, Ftu = 125000. The bushing is steel with
Ftu =125000. The fitting is subjected to an ultimate tension load of 15650 lb. The
fitting will be strength checked for the design load. The check will be made by both
Methods 1 and 2. Kt=98,Kbru=.8, Fcy = 113000 for steel with Ftu = 125000

Figure from: Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-State Offset
Company

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 02: Fittings and Connections

TABLE OF REFERENCES
References No.
Bruhn, E. F, (1973). Analysis and Design of Flight Vehicle Structures. Tri-
1
State Offset Company
Peery D. J. (1950). Aircraft Structures. McGraw-Hill Book Company, Inc. 2
Anderson J. D. (1999). Aircraft Performance and Design. McGraw-Hill Book
3
Company, Inc.

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