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Failure Analysis of Engineering Structures: Methodology and Case Histories (#05127G)

Failure Analysis
of Engineering Structures

Methodology and
Case Histories

V. Ramachandran, A.C. Raghuram,

R.V. Krishnan, and S.K. Bhaumik
Failure Analysis and Accident Investigation Group
National Aerospace Laboratories, Bangalore
With contributions from:
T.A. Bhaskaran, C.R. Kannan, M.A. Parameswara, S. Radhakrishnan, K.N. Raju,
R. Rangaraju, B. Dwarakanath Rao, and M.A. Venkataswamy

ASM International姞
Materials Park, Ohio 44073-0002
www.asminternational.org
 Failure Analysis of Engineering Structures: Methodology and Case Histories Copyright © 2005 ASM International®
V. Ramachandran, A.C. Raghuram, R.V. Krishnan, S.K. Bhaumik, p102-106 All rights reserved.
DOI:10.1361/faes2005p102 www.asminternational.org

CASE 17

Failure of Dowel
Bolts in an Aircraft Engine

Summary
The spur and bevel gears of an aircraft engine were fastened by
a set of six dowel bolts. Following a few incidents of dowel bolt
failure, the diameter of the bolts at the shank was increased. Still,
there were a series of accidents caused by the failure of dowel
bolts. Detailed investigations revealed that the bolts failed due to
fatigue. Fatigue was initiated by fretting in some bolts.
Background
The spur and bevel gears of an aircraft engine were fastened
together with a set of six dowel bolts of 8.5 mm diameter. Because
there were a few incidents of dowel bolt failure, the bolt diameter
at the shank was increased from 8.5 to 9.2 mm based on a seven-
bolt configuration used in another engine. Since then, there were
a series of accidents caused by the failure of the modified dowel
bolts.
Testing Procedure and Results
Macroexamination
The bevel and spur gears along with the failed dowel bolts in
position are shown in Fig. CH17.1. All six bolts failed inside the
bevel gear. The fracture surfaces of the halves held in the spur gear
were damaged. Those in the bevel gear are shown in Fig. CH17.2.
After removing the bolts, the distance from the bolt collar to the
fracture origin was measured and found to range from 5.8 to 8.4
mm in one engine. The fracture surfaces of the six bolts are shown
in Fig. CH17.3. All of them contained beach marks covering a
major portion of the fracture surface. The fracture had originated
at the outer periphery and progressed inward (Fig. CH17.4). In a
few cases, two diametrically opposite origins were found (Fig.
CH17.5).
The shanks of most of the bolts and bolt holes contained cir-
cumferential grooves (Fig. CH17.6, CH17.7). Severe fretting
marks with associated debris were noticed in some bolts at the

Pertinent Specifications and

Manufacturing Details
The bolts were made from a low-carbon nickel-chromium-mo-
lybdenum steel. The specification permits partial substitution of
molybdenum with tungsten. The bolts were heated to 860 ⬚C (1580
⬚F) in a salt bath furnace, quenched in oil and tempered at 525–
575 ⬚C, or 980–1070 ⬚F, followed by air cooling. The shank por-
tion was finish ground to a surface finish of 8ⵜ. The specified
surface finish was 6ⵜ. The bolts were given a final phosphate
coating in an oxide phosphating bath. The interference between
the bolt and the bolt hole was maintained near the higher limit of
the specified 3 to 28 lm.
It was reported that in some engines, the torque setting of fric-
tion clutch was found to be 29 to 30 kg.m, compared with the 20 mm
specified range of 20 to 22 kg.m. In addition, the starting torques
were reported to be much higher than the specified range. Fig. CH17.1 Bevel and spur gears with the failed dowel bolts

fracture origin (Fig. CH17.8). The web portion of the spur gears
showed lapping marks around the shaft over a large area, while
wear marks were observed on either side of the bolt holes (Fig.
CH17.9). Near the bolt hole, marks resembling erosion tracks with
their origin at the hole and progressing radially outward were ob-
served (Fig. CH17.10).
Scanning Electron Fractography
The failed bolts were examined in a SEM. In each assembly,
there were a few bolts with two fracture origins. At the origin,
fatigue striations were observed with an average spacing of 2.5
lm (Fig. CH17.11). At other places on the same fracture surface,
striations were also observed with an average spacing of 0.4 lm.
1 mm
Fig. CH17.2 Failed bolts in the bevel gear
1 mm
Fig. CH17.4 SEM fractograph showing crack initiation at the outer pe-
riphery and propagation inward
Case 17: Failure of Dowel Bolts in an Aircraft Engine / 103
The bolts with double fracture origins showed dimple rupture at
the central region (Fig. CH17.12). In each assembly, one or two
bolts showed mixed intercrystalline and transcrystalline fracture
features ahead of the beach marks (Fig. CH17.13).
Metallography
Metallographic examination was carried out on the barrel sur-
face of a few failed bolts. A number of cracks were observed close
to the fracture surface, propagating in inter and transgranular mode
(Fig. CH17.14). The bolt heads, shanks, and longitudinal sections
near the threaded region were also examined. Deep intergranular
oxidation was observed on the bolts chosen at random, at all lo-
cations excluding the shank (Fig. CH17.15).
The steel was relatively clean and contained a few sulfide, oxide,
and carbonitride inclusions. The steel was fine grained and the
3 mm
Fig. CH17.3 Fracture surfaces of the six failed bolts in the bevel gear
10 ␮m
Fig. CH17.5 Two diametrically opposite fracture origins found in some
bolts
104 / Failure Analysis of Engineering Structures: Case Histories

microstructure was tempered martensite. The raw material also had Chemical composition
a tempered martensitic structure. Element Raw material Failed bolt
Carbon 0.19 0.16
Silicon 0.30 0.31
Manganese 0.39 0.31
Nickel 4.20 4.40
Chemical Analysis Chromium 1.5 1.4
Molybdenum 0.11 0.11
Tungsten 0.70 0.57
The chemical composition of the raw material and a failed bolt Sulfur 0.004 0.009
is given in wt%: Phosphorus 0.007 ...

1 mm

1 mm Fig. CH17.7 Circumferential grooves in the bolt holes

Fig. CH17.6 Circumferential grooves on the shanks of the bolts

20 ␮m 20 ␮m

Fig. CH17.8 Fretting marks and debris at the fracture origin in some bolts Fig. CH17.9 Wear marks in the bolt holes

Hardness
The average hardness at 10 kg load was 370 HV on the failed
bolt and 430 HV on the raw material.
Low-Cycle Fatigue Tests
Low-cycle fatigue tests were carried out on heat treated and
phosphated samples at stress amplitude of 904 MPa and plastic
strain amplitude of 5.65 ⳯ 10ⳮ3. The unphosphated samples with-
stood 680 cycles, while the phosphated samples, 590 cycles. Con-
sidering the usual scatter in fatigue tests, the difference is not
1 mm
Fig. CH17.10 Marks resembling erosion tracks with the origin at the bolt
hole
10 ␮m
Fig. CH17.12 Dimple rupture at the central region of the fracture with
double origins
Case 17: Failure of Dowel Bolts in an Aircraft Engine / 105
marked. On the fracture surfaces, the ratio of fatigue crack area to
the overload failure area was approximately 60:40.
Discussion
The chemical composition of the failed bolts conformed to the
specifications. The cleanliness and microstructure of the steel were
satisfactory. The hardness and microstructure suggested that cor-
rect heat treatment was given to the bolts. The intergranular oxi-
dation in the bolts is an abnormality even though the failure is not
directly related to this defect.
The presence of beach marks and striations on the fracture sur-
face indicates clearly that the failure was due to fatigue. The dif-
10 ␮m
Fig. CH17.11 Fatigue striations in a failed bolt, at the fracture origin
5 ␮m
Fig. CH17.13 Mixed intercrystalline and transcrystalline fracture ahead of
the beach marks in a bolt
106 / Failure Analysis of Engineering Structures: Case Histories
100 ␮m
Fig. CH17.14 Cracks on the barrel surface of a failed bolt, close to the
fracture surface, propagating in intercrystalline and trans-
crystalline modes
ferent striation spacings coexisting on the same fracture surface
suggest crack propagation initially in low-cycle mode and inter-
mittently in high-cycle mode. This is in agreement with the fact
that the torque generated at the time of engine start is high and it
is stabilized to approximately one-third of the initial torque during
continuous running of the engine.
The fretting marks on some bolts observed in conjunction with
the area of contact between the two gears is indicative of flexing
of the bevel gear over the spur gear. This is further corroborated
by the presence of radial erosion marks on the spur gear near the
bolt caused by the squeezed-out lubricating oil laden with solid
particle debris. The oil squeezing is the result of flexing action of
the bevel gear. The telltale marks on the gear assembly clearly
indicate that there existed a cyclic relative motion between the bolt
and the bevel gear, leading to fatigue failure. Poor surface finish
inside the bolt hole, high interference tolerances and, probably, the
existence of a burr at the chamfer at the interface could have ac-
celerated the failure.
Conclusion
The dowel bolts failed due to fatigue. Fatigue was initiated by
fretting in some bolts.
Fig. CH17.15 Intergranular oxidation on bolts chosen at random
Recommendations
● Prevent the gap between the bevel and spur gears.
● To ensure specified contact area, blue ink check should be car-
ried out even during overhauling.
● Chamfer edges should be smoothened after reboring during
overhaul.
● Change of the bolt diameter from 8.5 to 9.2 mm is not desirable
because the bolts have not failed because of overload or shear,
and using the same diameter nut and the head section for the
increased diameter of the shank without appropriate changes
in the bolt hole configuration results in decreased load bearing
areas.
● Decrease the interference tolerances. Higher interference will
increase the fretting tendency if relative motion between the
bolt hole and the shank is not prevented.
● Ensure the specified surface finish in the bolt holes.
● Ensure proper alignment of the bolt with respect to the hole as
specified.
● Effective steps should be taken to prevent intergranular damage
at the surface. The salt bath and phosphating baths need atten-
tion with respect to the bath composition and temperature.
● Quality control checks should be ensured to prevent occasional
surface blemishes observed on the shank of unused bolts.