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A finite element stress analysis of aircraft bolted joints loaded in tension

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THE AERONAUTICAL JOURNAL JUNE 2010 VOLUME 114 NO 1156

A finite element stress analysis of aircraft

bolted joints loaded in tension
R.H. Oskouei
reza.oskouei@eng.monash.edu.au
Department of Mechanical and Aerospace Engineering
Monash University
Melbourne, Australia

M. Keikhosravy
m.keikhosravy@gmail.com
Department of Mechanical Engineering, Islamic Azad University
Firuzkooh Branch
Firuzkooh, Iran

C. Soutis
c.soutis@sheffield.ac.uk
Aerospace Engineering, The University of Sheffield
Sheffield, UK

ABSTRACT 1.0 INTRODUCTION

Accurate stress and strain analysis in bolted joints is of consid-
erable interest in order to design more efficient and safer
aerospace structural elements. In this paper, a finite element
modelling of aluminium alloy 7075-T6 bolted plates, which are
extensively used in aircraft structures, is discussed. The ANSYS
Finite Element (FE) package was used for modelling the joint and
estimating the stresses and strains created in the joint due to initial
clamping forces and subsequent longitudinal tensile loadings. A
double-lap bolted joint with a single bolt and nut was considered
in the study. A three-dimensional (3D) finite element model of the
joint was generated, and then subjected to three different
simulated clamping forces followed by different levels of longitu-
dinal tensile load. 3D surface-to-surface contact elements were
employed to model the contact between the various components of
the bolted joint. Friction effects were considered in the numerical
analysis; and moreover, the clearance between the bolt and the
plates was simulated in the model. FE results revealed beneficial
compressive stresses near the hole edge as a result of applying the
clamping. It was found that a higher clamping force can signifi-
cantly decrease the magnitude of the resultant tensile stress at the
hole edge and also bearing stress in the joint when subjected to the
longitudinal tensile load.
Mechanically fastened joints are the most common method of
connecting structural components in aerospace structures. The skin-
to-spar/rib connections in a wing structure and the wing-to-fuselage
connection are typical examples of bolted joints in aircraft primary
structures. It is well-recognised that bolt fasteners can clamp joint
parts together well and show a good load carrying capability. In this
respect, a number of authors(1-4) have detailed the design methods for
bolted joints mostly under static loading conditions. However,
drilling fastener holes in members inherently introduces a stress
concentration near the hole and reduces the load carrying cross
sectional area. A drilling process may also cause a rough surface
finish in the bore of the fastener hole which is prone to fatigue crack
initiations under cyclic loads.
Aircraft structures are primarily constructed from high strength
light alloys and composites as their low density provides optimum
strength-to-weight ratio aerospace materials. Since safety is of
paramount importance in aerospace vehicles, several investigations
have been conducted with the aim to optimise the design of struc-
tural bolted joints (metallic and composites) so that catastrophic
failure during the flight can be prevented(5-11).
A bolted joint is most commonly preloaded through an initial
torque. When the torque is applied to the nut, the bolt is axially

Paper No. 3480. Manuscript received 10 July 2009, revised version received 27 January 2010, accepted 4 February 2010.
NUMBER THE AERONAUTICAL JOURNAL
stretched. As the bolt head and nut clamp the joint members
together, the bolt is left in tension (called a preload) and the
mechanical members are compressed together(1). Past research
confirmed that the bolt clamping effect can decrease the stress
concentration at the bolted hole region when the joint is subjected
to a longitudinal tensile load, and thus increases the fracture and
fatigue strengths of the joint(12-16). Based on FE Analysis (FEA)
results, it was found that a clamping force can introduce
favourable compressive stresses around the bolted hole of a
single clamped plate. The higher applied clamping force the
higher magnitude of the compressive stress at the hole region(12,13).
Such negative stresses can reduce the magnitude of the resultant
stress in the plate under the applied tensile loads. Although the
stress state was determined in the single clamped plate (in the
absence of other joint plates), obtained experimental results of
fatigue life and experimental observations of initial cracks
location verified the FEA results well(13). Furthermore, it was also
found that a great increase in the clamping force magnitude may
cause the phenomenon of fretting on the surfaces of mating
bolted plates under cyclic loading conditions(16,17).
The determination of the local stress distribution in a bolted
joint is generally a 3D problem due to the clamping of the
fastener(9). Some methods are available in order to estimate the
stiffness of the joint members based on the conventional assump-
tions of pressure distribution within the clamped zone(1,9,18,19).
Rötscher(18) proposed that the stresses are contained within two
conical frusta symmetric about the mid-plane of the joint, each
having a vertex angle of 2α. Then a half-apex angle of α = 45°
was selected to compute the stiffness. FE stress results of a
double-lap aluminium bolted joint discussed by the authors in
previous study(9) showed an overall crock-shaped pressure distrib-
ution at the clamped plates including a pair of frustum hollow
cones developed at the outer plates and a hollow cylinder shape at
the middle plate uniformly distributed along the thickness. It is
reported that the finite element method is a convenient and
efficient way to determine and analyse the stresses and strains in
bolted joints(9). However, a literature review confirmed that 3D
stress analysis of bolted joints due to both the clamping and
tensile loading is complex and has still not been thoroughly
investigated.
The main purpose of the present study is to determine the
stress and strain distributions in an aircraft aluminium double-lap
bolted joint loaded in tension with the aim to predict the ultimate
failure of such joints. Appropriate 3D finite element models were
generated and developed to simulate the bolt clamping force and
subsequent tensile load applied remotely at the plates end. Stress
and strain results developed in the hole region are reported and
discussed with the aim of improving the bolted joints design in
metallic and composite aircraft structures.
Figure 1. Joint geometry and dimensions (in mm).
JUNE 2010
2.0 FINITE ELEMENT MODELLING
PROCEDURE
A double-lap bolted joint was designed to model and analyse using the
ANSYS finite element package. The joint geometry and dimensions are
shown in Fig. 1. The joint includes three identical aluminium alloy
7075-T6 plates with a thickness of 3mm and a 5mm-diameter hole. An
appropriate standard aerospace bolt fastener (AN3-6A) with a diameter
of 3/16in was selected to clamp the plates. As the joint geometry and
loading conditions are completely symmetric with respect to two
Cartesian planes, only one-fourth of the full model should be numeri-
cally analysed (Fig. 2). Symmetric displacement boundary conditions
were defined for the nodes on these planes of symmetry.
For the bolt geometry, a circular shape was assumed for the bolt head
rather than its hexagonal shape. Because the bolt and its washer have
approximately the same elastic modulus and Poisson’s ratio, the washer
geometric model with an outside diameter of 10mm and a thickness of
1mm was merged with the bolt head in order to minimise the contact
element use (with ignoring the contact elements between the bolt head
and washer). It is well-known that the grip length of the bolt shank at
shear joints should be approximately equal to the total thickness of the
fastened members(20). For the bolt selected to be modelled, this grip
length is 3/8in, according to the aerospace AN bolt standard dimensions.
Therefore, there is no need to consider the bolt threads in this model. A
radial clearance of 0·1mm is assumed between the bolt shank and the
fastener hole, as shown in Fig. 3.
The 3D structural brick elements, as called SOLID45 in ANSYS,
were used for the 3D modelling of the bolt and plate sections. This
cubic-shaped element has eight nodes, and each having three degrees of
freedom (translations in the x, y, and z directions). The use of these
elements provides the same accuracy in plasticity (2 × 2 × 2 integration
points) as the higher-order elements (20-node element), but requires
much less computational power to converge the numerical solutions
especially in nonlinear problems such as a contact analysis(21). To
achieve an optimal mesh density, size of the dummy divisions of the
plates and bolt, and then the elements were modified several times in
order to achieve element-size-independent results. Figure 4 (next page)
shows the final meshed model of the joint.
Table 1
Data points of stress-strain curve for 7075-T6
Strain Stress (MPa)
0 0
0·007 497
0·0082 524
0·0094 538
0·012 552
0·016 565
0·10 647
Figure 2. Geometric modelling: full model
and model of one-fourth for FE analysis.
OSKOUEI EL AL A FINITE ELEMENT STRESS ANALYSIS OF AIRCRAFT BOLTED JOINTS LOADED IN TENSION NUMBER

Since the joint was intentionally considered to be subjected to

different levels of longitudinal load (low, moderate and high), an
elastic-plastic multilinear kinematic hardening material model was
used to represent the aluminium alloy 7075-T6 stress-strain
behaviour. This material model was selected to calculate stresses and
strains in the plastic region of the material particularly around the
hole of the middle plate. Thin aluminium sheets show an orthotropic
behaviour due to rolling process (different yield stress in the rolling
and transverse directions). In some cases, this difference can be up to
10%, but in this study, in the material modelling of the aluminium
plates, this orthotropic effect was neglected. A true stress-strain
diagram for the aluminium alloy 7075-T6 was obtained from a
simple tensile test in the rolling direction (Fig. 5), and then, seven
data points from this diagram were used as input data for the
material model, as given in Table 1. Furthermore, the elastic
modulus and Poisson’s ratio were measured to be E = 71·0GPa and
ν = 0·33, respectively. However, for the steel bolt and its steel
washer, a linear elastic material relationship was assumed with a
Young’s modulus of 210GPa and a Poisson’s ratio of 0·30. This is
based on the tested fact that the bolt material remained in the elastic
region (without any plastic deformation) when it was subjected to Figure. 3. Developed solid bolt model where clamping force is
the maximum selected wrenching torque (5·5Nm)(9). The friction represented by an axial displacement at bottom surface of bolt shank.
effect between all potential contacting surfaces was included in the
model using the elastic Coulomb friction model with a friction Table 2
coefficient of 0·33 between the steel bolt (head and shank) and the Contact pairs and their contact and target surfaces
aluminium plates(9), and 0·32 between the top and middle plates(16). Contact
A 3D 4-node surface-to-surface contact element CONTA173 was pair No Contact surface Target surface
used to represent the contact between contacting surfaces in the joint
model. This element was preferred to the 8-node element 1 Bottom surface of bolt head Top surface of top plate
CONTA174 (with midside nodes) because the use of structural 2 Bottom surface of top plate Top surface of middle plate
SOLID45 elements for the solid model of the joint which have no 3 Bolt shank surface Bore of the hole of top plate
midside nodes(9,22). Contact occurs when the contact element surface 4 Bolt shank surface Bore of the hole of middle plate
penetrates one of the target segment elements on a specified target
surface. A 3D target segment element TARGE170 was used to Two different load steps were defined for the joint model in order to
associate with CONTA173 via a shared real constant set to create apply a clamping force and a longitudinal tensile load subsequently. It
four different contact pairs between all contacting surfaces in the is reported that the solid bolt model is the most realistic finite element
model, as listed in Table 2. model in order to model the bolt fastener in the structures with the best
Table 3
Percent reduction (average) in maximum magnitude of tensile and bearing stresses due to the increase in clamping force
Tensile stress Bearing stress
Fcl (kN) from 1 to 3 from 1 to 6 from 3 to 6 from 1 to 3 from 1 to 6 from 3 to 6
Reduction(%) 28 44 23 34 55 26

Figure 4. Optimised FE meshed model.

NUMBER THE AERONAUTICAL JOURNAL JUNE 2010

700
Compressive stresses
600

500
Stress (MPa)

MX

400
MN
300

200
100
Fcl (kN) σx,min (MPa)
0
1 –3·55
0 0·02 0·04 0·06 0·08 0·10 3 –7·54
6 –8·64
Strain
Figure 5. True stress-strain curve for Al-alloy 7075-T6. Figure 6. Distribution of longitudinal stress (σx) in middle plate
with maximum magnitudes due to different clamping forces.

Bearing

Crack initiation

Bearing
Stresses Maximum tensile stress

Figure 7. Distribution of resultant longitudinal Figure 8. Fatigue failure in middle plate of a specimen
stress (σx) in MPa in middle plate due to 1kN clamping with clamping force of 1·15kN and applied
force and 150MPa applied longitudinal stress. maximum remote longitudinal stress of 144MPa(16).

Figure 9. Maximum magnitude of: (a) tensile stress; and (b) bearing stress, at hole edge of
middle plate due to different magnitudes of clamping force and applied longitudinal stress.

simulation approach for accuracy in which tensile, bending and thermal
loads can be transferred through the bolt(9,23). In the previous work(9), the
solid bolt modelling approach was developed for simulating the
clamping force in the joint by directly applying an axial displacement
at the bottom surface of the bolt shank in the solid bolt model. To
conduct the first load step, which is applying the only clamping force,
the problem was numerically solved by applying an initial negative
displacement at the bottom surface of the bolt shank in the Y direction
(Fig. 3). Then the corresponding clamping force due to the axial
displacement was quantified by obtaining the total reaction force in the
solid bolt model. This approach was repeated several times to
accurately achieve three previously selected clamping forces of
1,000N, 3,000N and 6,000N. Afterwards, for each solved model with
its particular clamping force, a longitudinal remote tensile load of
11·25kN was applied to the joint. Therefore, a corresponding remote
stress of 150MPa was statically applied in the X direction to the far end
of the middle plate (i.e. away from the hole) in the second load step.
This stress was incrementally increased in 15 sub-steps with the aim of
obtaining numerical results for all 10, 20, 30, …, 150MPa applied
stress magnitudes. In addition to the symmetric displacement boundary
conditions, the end of the top plate was constrained against all degrees
of freedom as well.
OSKOUEI EL AL A FINITE ELEMENT STRESS ANALYSIS OF AIRCRAFT BOLTED JOINTS LOADED IN TENSION NUMBER

3.0 FE STRESS RESULTS AND

DISCUSSION
The finite element results of transverse normal stresses within the
clamped zone showed an overall crock-shaped pressure distribution
at the joint considering all the plates. These results were discussed in
previous work by the authors(9). It was observed that the magnitude
of the clamping has an effect on the tensile strength of the joint, and
is represented by the longitudinal normal stress (σx) component
developed in the middle plate. The contours of stress σx in the middle
plate with maximum magnitudes (at the hole edge) due to different
clamping forces are shown in Fig. 6. Although the magnitude of the (a)
compressive stresses even for the highest clamping force is not
considerable, this stress component can potentially play a key role to
control the resultant stress when the joint is subjected to a remotely
applied longitudinal tensile load.
Resultant stresses and strains as a function of the combined
clamping and longitudinal loading were numerically estimated at the
joint after applying a longitudinal tensile stress of 150MPa in 15
sub-steps to each differently clamped model. Figure 7 shows the
distribution of the resultant longitudinal stress (σx) in the middle
plate for the case with a clamping force of 1kN under a longitudinal
stress of 150MPa. As the stress contours indicate, maximum tensile
stresses are located at the critical edge of the hole particularly at the
middle of the plate thickness where there is a localised stress (b)
concentration due to the notch presence. This obviously clarifies
Figure 10. Reduction in plastic zone around hole of
why failure occurs at the net section of the middle plate in a metallic
middle plate by increasing clamping force from
double-lap bolted joint. In addition, the most compressive stresses 1 to 6kN under longitudinal stress.of 150MPa.
exist at the bearing region where the bolt shank and the plate hole
touch each other in order to transfer the applied load in the joint
(bearing load transfer). In orthotropic composite plates, the stress
results are influenced also by the fibre orientation and laminate
stacking sequence of the middle plate(5,10).
It was reported by Shankar and Dhamari(16) that the final fracture
in similar double-lap bolted plates (with the same geometry and
materials as the FE model) subjected to longitudinal cyclic loadings
occurs in the middle plate at or in the vicinity of the net section at
the fastener hole. Figure 8 shows a fatigue failure in the middle plate
of a specimen clamped with 1·15kN failed under a cyclic load with a
maximum stress of 144MPa and a load ratio of 0·1. Fractography of
the failed specimen indicated that the fatigue initiates at the bore of Figure 11. Distribution of resultant longitudinal stress (σx) in MPa in
the hole where there is a localised magnification of stress and the middle plate and location of maximum tensile stress due to 6kN
fracture line passes through the centre line of the fastener hole(16). clamping and 20MPa applied longitudinal stress.
The comparison between the experiments and the obtained finite
element simulation results shows a good agreement and validates the
FE modelling of the joint reasonably well. As previously mentioned, the joint was intentionally subjected to
Comparing the obtained σx stress results for all 45 models high level longitudinal loads as well as low and moderate levels with
revealed how a higher clamping force can considerably decrease the the aim of investigating the clamping effects for a locally yielded
stress concentration and bearing stress at the hole edge. These 7075-T6 plate of the joint. The contours of resultant von Mises
beneficial effects can be clearly seen in Figs 9(a) and 9(b), respec-
plastic strain for the models with 1 and 6kN clamping force
tively. For example, for the clamped model with 1kN when the joint
subjected to 150MPa longitudinal stress are shown in Figs 10(a) and
is subjected to a 100MPa longitudinal stress, maximum tensile stress
10(b), respectively. The strain contours show that by applying a high
(σx,max) at the hole edge is 530MPa; however, this stress was signifi-
clamping force, the material around the hole is less stressed, and thus
cantly reduced to 288MPa when the clamping force was increased to
6kN. For these cases, the maximum bearing stress (σx,min) at the hole less plastically deformed even when the longitudinal tensile load
edge decreased from –693 to –375MPa. It should be noted that in applied remotely to the joint is relatively high. It reduced the
some loading cases, the stress magnitude in the aluminium plate maximum magnitude of von Mises plastic strain from 27·1 × 10–3 to
exceeded the ultimate value in the stress-strain relation of the 2·2 x 10–3 which is a twelve-fold reduction.
material model; however, ANSYS simply extrapolates the curve to Furthermore, for the models with the highest clamping force
analyse these large stresses and strains accordingly. (6kN) under low longitudinal stresses, less than 30MPa, the
In order to numerically find out by how much an increase in the maximum tensile stress (σx,max) occurred further away from the hole
amount of clamping force may reduce the resultant local stress, edge, as shown in Fig. 11. However, the difference between the
percent reductions in the maximum magnitude of the both tensile and stress magnitude at the hole edge (18MPa) and the maximum
bearing stresses were averaged and presented in Table 3 for two (27MPa) is not significant. In these cases, it is believed that the
differently clamped models subjected to different levels of an applied compressive stresses created by a high clamping force can success-
longitudinal stress. One can see that increasing the clamping force fully overcome the small local stress due to the low level applied
from 1 to 6kN would generally decrease the maximum tensile and loads. Consequently, the maximum tensile stress may not necessarily
bearing stresses in the middle plate by 44% and 55%, respectively. occur at the hole edge. In fact, tightening the joint by a high torque
 NUMBER THE AERONAUTICAL JOURNAL
provides a high normal force to compress the joint plates, and thus a
high friction between the mating surfaces. Since the applied longitu-
dinal load is low, the plates are kept very firmly particularly in the
hole region. Therefore, a significant portion of the load is transferred
by friction rather than the bearing between the bolt shank and
material at the hole edge.
4.0 CONCLUSIONS
In this paper, a three-dimensional stress and strain analysis was
performed for a typical aircraft structural double-lap bolted joint
using the commercially available ANSYS FE package. A solid bolt
model was developed as a finite element modelling technique to
simulate the applied clamping force in bolted joints. The clamping
simulation method had been successfully validated against the
experimental results in earlier studies. The effects of the fastener
clamping force were examined and the concluding remarks are
summarised as following:
● A bolt clamping force can introduce beneficial longitudinal
compressive stresses around the fastener hole with localised
maximum magnitudes at the critical edge of the hole. These
stresses are more compressive in firm bolted joints and can
considerably reduce damage when a longitudinal tensile load is
remotely applied in the joint.
● The numerical results indicated the beneficial effect of a high
clamping force to decrease the stress concentration at the edge
of the fastener hole up to 44% (average value) for the bolted
plates longitudinally loaded in a wide range of applied loads. In
general, these reductions can improve the tensile strength and
fatigue life of the joint considerably.
● This work has confirmed that tightening the fasteners to hold
(clamp) the joint firmly with a high preload (not more than
maximum allowable value) can advantageously reduce
damaging effects of the bearing stress at the fastener hole by
altering the load transfer mechanism from Bearing to Friction
even under high level longitudinal tensile loads. This may
successfully prevent the bearing failure in highly loaded struc-
tural bolted joints, especially in composite structures where the
critical failure mechanism is that of fibre microbuckling. It will
be of interest to perform the above analysis to laminated
composite plates where through-the-thickness stresses are also
expected to play a significant role in damage evolution(24) and
hence ultimate strength.
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