Flange

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For other uses, see Flange (disambiguation).

Look up flange in Wiktionary, the free dictionary.

Flanged railway wheel

A flange is an external or internal rib, or rim (lip), for strength, as the flange of an
iron beam or I-beam (or a T-beam); or for a guide, as the flange of a train wheel; or
for attachment to another object, as the flange on the end of a pipe, steam cylinder,
etc., or on the lens mount of a camera. Thus a flanged rail is a rail with a flange on
one side to keep wheels, etc., from running off. The term "flange" is also used for a
kind of tool used to form flanges. Pipes with flanges can be assembled and
disassembled easily.

Contents
[hide]

 1 Plumbing or piping
 2 Pipe flanges
o 2.1 ASME standards (U.S.)
o 2.2 Other countries
 3 Vacuum flanges
 4 Microwave RF
 5 See also
  6 References
 7 Further reading

[edit] Plumbing or piping

Main articles: plumbing and piping

Surrey flange

A flange can also be a plate or ring to form a rim at the end of a pipe when fastened to
the pipe (for example, a closet flange). A blind flange is a plate for covering or
closing the end of a pipe. A flange joint is a connection of pipes, where the connecting
pieces have flanges by which the parts are bolted together.

Although the word flange generally refers to the actual raised rim or lip of a fitting,
many flanged plumbing fittings are themselves known as 'flanges':

Common flanges used in plumbing are the Surrey flange or Danzey flange, York
flange, Sussex flange and Essex flange. Surrey and York flanges fit to the top of the
hot water tank allowing all the water to be taken without disturbance to the tank. They
are often used to ensure an even flow of water to showers. An Essex flange requires a
hole to be drilled in the side of the tank.

There is also a Warix flange which is the same as a York flange but the shower output
is on the top of the flange and the vent on the side. The York and Warix flange have
female adapters so that they fit onto a male tank, whereas the Surrey flange connects
to a female tank.

A closet flange provides the mount for a toilet.

[edit] Pipe flanges

There are many different flange standards to be found worldwide. To allow easy
functionality and inter-changeability, these are designed to have standardised
dimensions. Common world standards include ASA/ANSI (USA), PN/DIN
(European),[1] BS10 (British/Australian),[2] and JIS/KS (Japanese/Korean).

In most cases these are not interchangeable (e.g. an ANSI flange will not mate against
a JIS flange). Further, many of the flanges in each standard are divided into "pressure
classes", allowing flanges to be capable of taking different pressure ratings. Again
these are not generally interchangeable (e.g. an ANSI 150 will not mate with an ANSI
300). These pressure classes also have differing pressure and temperature ratings for
different materials. Unique pressure classes for piping can also be developed for a
process plant or power generating station; these may be specific to the corporation,
engineering procurement and construction (EPC) contractor, or the process plant
owner.

The flange faces are also made to standardized dimensions and are typically "flat
face", "raised face", "tongue and groove", or "ring joint" styles, although other
obscure styles are possible.

Flange designs are available as "welding neck", "slip-on", "boss", "lap joint", "socket
weld", "threaded", and also "blind".

[edit] ASME standards (U.S.)

ASME type flange on a gas pipeline

Pipe flanges that are made to standards called out by ASME B16.5 or ASME B16.47
are typically made from forged materials and have machined surfaces. B16.5 refers to
nominal pipe sizes (NPS) from ½" to 24". B16.47 covers NPSs from 26" to 60". Each
specification further delineates flanges into pressure classes: 150, 300, 400, 600, 900,
1500 and 2500 for B16.5; B16.47 delineates its flanges into pressure classes 75, 150,
300, 400, 600, 900.

The gasket type and bolt type are generally specified by the standard(s); however,
sometimes the standards refer to the ASME Boiler and Pressure Vessel Code
(B&PVC) for details (see ASME Code Section VIII Division 1 - Appendix 2). These
flanges are recognized by ASME Pipe Codes such as ASME B31.1 Power Piping, and
ASME B31.3 Process Piping.

Materials for flanges are usually under ASME designation: SA-105 (Specification for
Carbon Steel Forgings for Piping Applications), SA-266 (Specification for Carbon
Steel Forgings for Pressure Vessel Components), or SA-182 (Specification for Forged
or Rolled Alloy-Steel Pipe Flanges, Forged Fittings, and Valves and Parts for High-
Temperature Service). In addition, there are many "industry standard" flanges that in
some circumstance may be used on ASME work.
[edit] Other countries

Flanges in other countries also are manufactured according to the standards for
materials, pressure ratings, etc. Such standards include DIN, BS,[3] and/or ISO
standards.

[edit] Vacuum flanges

Main article: vacuum flange

A vacuum flange is a flange at the end of a tube used to connect vacuum chambers,
tubing and vacuum pumps to each other.

Form factor of PDR and CBR flanges.

[edit] Microwave RF
In microwave telecommunications, a flange is a type of cable joint which allows
different types of waveguide to connect.

Several different microwave RF flange types exist, such as CAR, CBR, OPC, PAR,
PBJ, PBR, PDR, UAR, UBR, UDR, icp and UPX.

Rivet
From Wikipedia, the free encyclopedia

Jump to: navigation, search

For other uses, see Rivet (disambiguation).

Solid rivets

A rivet is a permanent mechanical fastener. Before being installed a rivet consists of a

smooth cylindrical shaft with a head on one end. The end opposite the head is called
the buck-tail. On installation the rivet is placed in a punched or pre-drilled hole, and
the tail is upset, or bucked (i.e. deformed), so that it expands to about 1.5 times the
original shaft diameter, holding the rivet in place. To distinguish between the two
ends of the rivet, the original head is called the factory head and the deformed end is
called the shop head or buck-tail.

Because there is effectively a head on each end of an installed rivet, it can support
tension loads (loads parallel to the axis of the shaft); however, it is much more
capable of supporting shear loads (loads perpendicular to the axis of the shaft). Bolts
and screws are better suited for tension applications.

Fastenings used in traditional wooden boat building, like copper nails and clinch
bolts, work on the same principle as the rivet but were in use long before the term
rivet came about and, where they are remembered, are usually classified among the
nails and bolts respectively.

Contents
[hide]

 1 Types
o 1.1 Solid rivets
 1.1.1 High strength structural steel rivets
o 1.2 Semi-tubular rivets
o 1.3 Blind rivets
o 1.4 Drive rivet
o 1.5 Flush rivet
o 1.6 Friction-lock rivet
o 1.7 Self-pierce rivets
 2 Sizes
 3 Applications
 4 Joint analysis
 5 Installation
o 5.1 Solid & semi tubular rivets
 6 Testing
 o 6.1 Solid rivets for construction
o 6.2 Testing of blind rivets
 7 Alternatives
 8 See also
 9 References
 10 External links

[edit] Types
There are a number of types of rivets, designed to meet different cost, accessibility,
and strength requirements:

[edit] Solid rivets

A typical technical drawing of a universal head solid rivet

Solid rivets are one of the oldest and most reliable types of fasteners, having been
found in archaeological findings dating back to the Bronze Age. Solid rivets consist
simply of a shaft and head which are deformed with a hammer or rivet gun. The use
of a rivet compression or crimping tool can also be used to deform this type of rivet;
this tool is mainly used on rivets close to the edge of the fastened material, since the
tool is limited by the depth of its frame. A rivet compression tool does not require two
people and is generally the most foolproof way to install solid rivets.

Riveting team working on the cockpit shell of a C-47 transport at the plant of North
American Aviation. The woman on the left operates an air hammer, while the man on the
right holds a bucking bar
Solid rivets are used in applications where reliability and safety count. A typical
application for solid rivets can be found within the structural parts of aircraft.
Hundreds of thousands of solid rivets are used to assemble the frame of a modern
aircraft. Such rivets come with rounded (universal) or 100° countersunk heads.
Typical materials for aircraft rivets are aluminium alloys (2017, 2024, 2117, 7050,
5056, 55000, V-65), titanium, and nickel-based alloys (e.g. Monel). Some aluminum
alloy rivets are too hard to buck and must be softened by annealing prior to being
bucked. "Ice box" aluminum alloy rivets harden with age, and must likewise be
annealed and then kept at sub-freezing temperatures (hence the name "ice box") to
slow the age-hardening process. Steel rivets can be found in static structures such as
bridges, cranes, and building frames.

The setting of these fasteners requires access to both sides of a structure. Solid rivets
are driven using a hydraulically, pneumatically, or electromagnetically driven
squeezing tool or even a handheld hammer. Applications in which only one side is
accessible require the use of blind rivets.

[edit] High strength structural steel rivets

Until relatively recently, structural steel connections were either welded or riveted.
High-strength bolts have completely replaced structural steel rivets. Indeed, the latest
steel construction specifications published by AISC (the 13th Edition) no longer
covers their installation. The reason for the change is primarily due to the expense of
skilled workers required to install high strength structural steel rivets. Whereas two
relatively unskilled workers can install and tighten high strength bolts, it took a
minimum of four highly skilled riveters to install rivets in one joint at a time.[citation
needed]

At a central location near the areas being riveted, a furnace was set up. Rivets were
placed in the furnace and heated to a glowing hot temperature, at which time the
furnace operator would use tongs to individually remove and throw them to catchers
stationed near the joints to be riveted. The catcher would place the glowing hot rivet
into the hole to be riveted, and quickly turn around to await the next rivet. One worker
would then hold a heavy rivet set against the round head of the rivet, while the
hammerer would apply a pneumatic rivet hammer to the unformed head, causing it to
mushroom tightly against the joint in its final domed shape. Upon cooling, the rivet
would contract and exert further force tightening the joint. This process was repeated
for each rivet.

The last commonly used high strength structural steel rivets were designated ASTM
A502 Grade 1 rivets.[1]

Such riveted structures may be insufficient to resist seismic loading from earthquakes
if the structure was not engineered for such forces, a common problem of older steel
bridges. This is due to the fact that a hot rivet cannot be properly heat treated to add
strength and hardness. In the seismic retrofit of such structures it is common practice
to remove critical rivets with an oxygen torch, precision ream the hole, and then insert
a machined and heat treated bolt.

[edit] Semi-tubular rivets

A typical technical drawing of a oval head semi-tubular rivet

Semi-tubular rivets (also known as tubular rivets) are similar to solid rivets, except
they have a partial hole (opposite the head) at the tip. The purpose of this hole is to
reduce the amount of force needed for application by rolling the tubular portion
outward. The force needed to apply a semitubular rivet is about 1/4 of the amount
needed to apply a solid rivet. Tubular rivets can also be used as pivot points (a joint
where movement is preferred) since the swelling of the rivet is only at the tail. Solid
rivets expand radially and generally fill the hole limiting movement. The type of
equipment used to apply semi-tubular rivets range from prototyping tools (less than
$50) to fully automated systems. Typical installation tools (from lowest to highest
price) are hand set, manual squeezer, pneumatic squeezer, kick press, impact riveter,
and finally PLC-controlled robotics. The most common machine is the impact riveter
and the most common use of semitubular rivets is in lighting, brakes, ladders, binders,
HVAC duct work, mechanical products, and electronics. They are offered from 1/16-
inch (1.6 mm) to 3/8-inch (9.5 mm) in diameter (other sizes are considered highly
special) and can be up to 8 inches (203 mm) long. A wide variety of materials and
platings are available, most common base metals are steel, brass, copper, stainless,
aluminum and most common platings are zinc, nickel, brass, tin. All tubular rivets are
waxed to facilitate proper assembly. The finished look of a tubular rivet will have a
head on one side, with a rolled over and exposed shallow blind hole on the other.
Semi-tubular rivets are the fastest way to rivet in mass production but require a capital
investment.

[edit] Blind rivets

Three aluminium blind rivets: 1/8", 3/32", and 1/16"

Blind rivets are tubular and are supplied with a mandrel through the center. The rivet
assembly is inserted into a hole drilled through the parts to be joined and a specially
designed tool is used to draw the mandrel into the rivet. This expands the blind end of
the rivet and then the mandrel snaps off. (A POP rivet is a brand name for blind
rivets sold by Emhart Teknologies.) These types of blind rivets have non-locking
mandrels and are avoided for critical structural joints because the mandrels may fall
out, due to vibration or other reasons, leaving a hollow rivet that will have a
significantly lower load carrying capability than solid rivets. Furthermore, because of
the mandrel they are more prone to failure from corrosion and vibration. Unlike solid
rivets, blind rivets can be inserted and fully installed in a joint from only one side of a
part or structure, "blind" to the opposite side.[2]

Prior to the adoption of blind rivets, installation of a solid rivet typically required two
assemblers: one person with a rivet hammer on one side and a second person with a
bucking bar on the other side. Seeking an alternative, inventors such as Carl Cherry
and Lou Huck experimented with other techniques for expanding solid rivets. The
blind rivet was developed by the United Shoe Machinery Corporation.[3]

Due to this feature, blind rivets are mainly used when access to the joint is only
available from one side. The rivet is placed in a pre-drilled hole and is set by pulling
the mandrel head into the rivet body, expanding the rivet body and causing it to flare
against the reverse side. As the head of the mandrel reaches the face of the blind side
material, the pulling force is resisted, and at a predetermined force, the mandrel will
snap at its break point, also called "Blind Setting". A tight joint formed by the rivet
body remains, the head of the mandrel remains encapsulated at the blind side,
although variations of this are available, and the mandrel stem is ejected.

Most blind rivets have limited use on aircraft and are never used for structural repairs.
However, they are useful for temporarily lining up holes. In addition, some "home
built" aircraft use blind rivets. They are available in flat head, countersunk head, and
modified flush head with standard diameters of 1/8, 5/32 and 3/16 inch. Blind rivets
are made from soft aluminum alloy, steel (including stainless steel), copper, and
Monel.

The rivet body is normally manufactured using one of three methods:

Name Description

Wire the most common method

Tube common in longer lengths, not normally as strong as wire

Sheet least popular and generally the weakest option

There is a vast array of specialty blind rivets that are suited for high strength or plastic
applications. Typical types include:

Name Description

a rivet that splits into three equal legs like a molly bolt. Typically used in soft
TriFold plastics where a wide footprint is needed at the rear surface. Used in
automotive interiors and vinyl fences.

an "external" mechanically locked structural blind rivet that is used where a

Structural watertight, vibration resistant connection is of importance. Typically used in
rivet(a) manufacture or repair of truck bodies. A special nose piece is required to apply
this rivet.

an "internal" mechanically locked structural blind rivet that is used where a

Structural
watertight, vibration resistant connection is of importance. Typically used in
rivet(b)
manufacture or repair of truck bodies.

Internally and externally locked structural blind rivets can be used in aircraft
applications because, unlike other types of blind rivets, the locked mandrels cannot
fall out and are water tight. Since the mandrel is locked into place they have the same
or greater load carrying capacity as solid rivets and may be used to replace solid rivets
on all but the most critical stressed aircraft structures.

The typical assembly process requires the operator to install the rivet in the nose of
the tool by hand then actuate the tool. However, in recent years automated riveting
systems have become popular in an effort to reduce assembly costs and repetitive
disorders. The cost of such tools range from US$1,500 for autofeed pneumatics to
US$50,000 for fully robotic systems.

[edit] Drive rivet

A drive rivet is a form of blind rivet that has a short mandrel protruding from the head
that is driven in with a hammer to flare out the end inserted in the hole. This is
commonly used to rivet wood panels into place since the hole does not need to be
drilled all the way through the panel, producing an aesthetically pleasing appearance.
They can also be used with plastic, metal, and other materials and require no special
setting tool other than a hammer and possibly a backing block (steel or some other
dense material) placed behind the location of the rivet while hammering it into place.
Drive rivets have less clamping force than most other rivets.

[edit] Flush rivet

A flush rivet is used primarily on external metal surfaces where good appearance and
the elimination of unnecessary aerodynamic drag are important. A flush rivet takes
advantage of a countersink hole, they are also commonly referred to as countersunk
rivets. Countersunk or flush rivets are used extensively on the exterior of aircraft for
aerodynamic reasons. Additional post-installation machining may be performed to
perfect the airflow.

[edit] Friction-lock rivet

One early form of blind rivet that was the first to be widely used for aircraft
construction and repair was the Cherry friction-lock rivet. Originally, Cherry friction-
locks were available in two styles, hollow shank pull-through and self-plugging types.
The pull-through type is no longer common, however, the self -plugging Cherry
friction-lock rivet is still used for repairing light aircraft.

Cherry friction-lock rivets are available in two head styles, universal and 100 degree
countersunk. Furthermore, they are usually supplied in three standard diameters, 1/8,
5/32 and 3/16 inch.

A friction-lock rivet cannot replace a solid shank rivet, size for size. When a friction-
lock is used to replace a solid shank rivet, it must be at least one size larger in
diameter.the reason behind this is that friction-lock rivet loses considerable strength if
its center stem falls out due to vibrations or damage.

Rivet alloys, their shear strengths and condition in which they are driven.

Alloy type Alphabetical letter Driven condition Marking on head

1100 A 1100-F PLAIN

2117 AD 2117T3 DIMPLE

5056 B 5056H32 RAISED CROSS

2017 D 2017T31 RAISED DOT

2024 DD 2024T31 TWO RAISED DASHES

7050 E 7050T73 RAISED RING

[edit] Self-pierce rivets

This section does not cite any references or sources.

Please help improve this article by adding citations to reliable sources. Unsourced
material may be challenged and removed. (July 2009)

Self-pierce riveting (SPR) is a process of joining two or more materials using an

engineered rivet. Unlike solid, blind and semi-tubular rivets, self-pierce rivets do not
require a drilled or punched hole.

SPRs are cold forged to a semi-tubular shape and contain a partial hole to the opposite
end of the head. The end geometry of the rivet has a chamfered poke which aids the
piercing of the materials being joined, a hydraulic or electric servo rivet setter drives
the rivet into the material and an upsetting die provides a cavity for the displaced
bottom sheet material to flow.

The self-pierce rivet fully pierces the top sheet material(s) but only partially pierces
the bottom sheet. As the tail end of the rivet does not break through the bottom sheet
it provides a water or gas tight joint. With the influence of the upsetting die, the tail
end of the rivet flares and interlocks into the bottom sheet forming a low profile
button.

Rivets need to be harder than the materials being joined, they are heat treated to
various levels of hardness depending on the materials ductility and hardness. Rivets
come in a range of diameters and lengths depending on the materials being joined,
head styles are either flush countersunk or pan heads.

Depending on the rivet setter configuration, i.e. hydraulic, servo, stroke, nose-to-die
gap, feed system etc., cycle times can be as quick as one second. Rivets are typically
fed to the rivet setter nose from tape and come in cassette or spool form for
continuous production.

Riveting systems can be manual or automated depending on the application

requirements, all systems are very flexible in terms of product design and ease of
integration into a manufacturing process.

SPR joins a range of dissimilar materials such as steel, aluminum, plastics,

composites and pre-coated or pre-painted materials. Benefits include low energy
demands, no heat, fumes, sparks or waste and very repeatable quality.

[edit] Sizes
The examples and perspective in this article may not represent a worldwide view
of the subject. Please improve this article and discuss the issue on the talk page.
(September 2010)
Installing rivets on M3 tank hull

Rivet diameters are commonly measured in 1⁄32-inch increments and their lengths in
1
⁄16-inch increments, expressed as "dash numbers" at the end of the rivet identification
number. A "dash 3 dash 4" (XXXXXX-3-4) designation indicates a 3⁄32-inch diameter
and 4⁄16-inch (or 1⁄4-inch) length. Some rivets lengths are also available in "half sizes"
and will have a dash number such as –3.5 (7⁄32 inch) to indicate that it is a half-size
rivet. The letters and digits in a rivet's identification number that precede its dash
numbers indicate the specification under which the rivet was manufactured and the
head style. On many rivets, a size in 32nds may be stamped on the rivet head. Other
makings on the rivet head, such as small raised or depressed dimples or small raised
bars indicate the rivet's alloy.

To become a proper fastener, a rivet should be placed in hole ideally 4–6 thousandths
of an inch larger in diameter. This allows the rivet to be easily and fully inserted, then
setting allows the rivet to expand, tightly filling the gap and maximizing strength.

[edit] Applications

A riveted buffer beam on a steam locomotive

A riveted truss bridge over the Orange River

Detail of a 1941 riveted ship hull, with the rivets clearly visible

Before welding techniques and bolted joints were developed, metal framed buildings
and structures such as the Eiffel Tower, Shukhov Tower and the Sydney Harbour
Bridge were generally held together by riveting. Also automobile chassis were
riveted. Riveting is still widely used in applications where light weight and high
strength are critical, such as in an aircraft. Many sheet-metal alloys are preferably not
welded as deformation and modification of material properties can occur.

Blind rivets are used almost universally in the construction of plywood road cases.

Common but more exotic uses of rivets are to reinforce jeans and to produce the
distinctive sound of a sizzle cymbal.

[edit] Joint analysis

The stress and shear in a rivet is analyzed like a bolted joint. However, it is not wise
to combine rivets with bolts and screws in the same joint. Rivets fill the hole where
they are installed to establish a very tight fit (often called interference fit). It is
difficult or impossible to obtain such a tight fit with other fasteners. The result is that
rivets in the same joint with loose fasteners will carry more of the load—they are
effectively more stiff. The rivet can then fail before it can redistribute load to the other
loose fit fasteners like bolts and screws. This often results in catastrophic failure of
the joint when the fasteners "unzip". In general, a joint composed of similar fasteners
is the most efficient because all fasteners will reach capacity simultaneously.

[edit] Installation
Manual installation of a solid rivet

Impact Method for Solid Rivet and Semitubular rivets

[edit] Solid & semi tubular rivets

There are several methods for installing solid rivets.

 Manual with hammer and handset or bucking bar

 Pneumatic Hammers
 Handheld Squeezers
 Riveting machines
 Pin Hammer, Rivet Set

Rivets that are small enough and soft enough are often "bucked".[4] In this process the
installer places a rivet gun against the factory head and holds a bucking bar against
the tail or a hard working surface. The bucking bar is a specially shaped solid block of
metal. The rivet gun provides a series of high-impulse forces that upset the rivet in
place. Rivets that are large or hard may be more easily installed by squeezing instead.
In this process a tool in contact with each end of the rivet clinches to deform the rivet.

Rivets may also be upset by hand, using a ball-peen hammer. The head is placed in a
special hole made to accommodate it, known as a rivet-set. The hammer is applied to
the buck-tail of the rivet, rolling an edge so that it is flush against the fastened
material.

[edit] Testing
[edit] Solid rivets for construction

A hammer is also used to "ring" an installed rivet, as a non-destructive test for

tightness and imperfections. The inspector taps the head (usually the factory head) of
the rivet with the hammer while touching the rivet and base plate lightly with the
other hand and judges the quality of the audibly returned sound and the feel of the
sound traveling through the metal to the operator's fingers. A rivet tightly set in its
hole will return a clean and clear ring, while a loose rivet will return a recognizably
different sound.

[edit] Testing of blind rivets

A blind rivet has strength properties that can be measured in terms of shear and tensile
strength. Occasionally rivets also undergo performance testing for other critical
features, such as pushout force, break load and salt spray resistance. A standardized
destructive test according to the Inch Fastener Standards is widely accepted[5][6]

The shear test involves installing a rivet into two plates at specified hardness and
thickness and measuring the force necessary to shear the plates. The tensile test is
basically the same, except that it measures the pullout strength. Per the IFI-135
standard, all blind rivets produced must meet this standard. These tests determine the
strength of the rivet, and not the strength of the assembly. To determine the strength
of the assembly a user must consult an engineering guide or the Machinery's
Handbook

Nut (hardware)
From Wikipedia, the free encyclopedia
Jump to: navigation, search

A nut threaded onto a bolt

A nut is a type of hardware fastener with a threaded hole. Nuts are almost always
used opposite a mating bolt to fasten a stack of parts together. The two partners are
kept together by a combination of their threads' friction, a slight stretch of the bolt,
and compression of the parts. In applications where vibration or rotation may work a
nut loose, various locking mechanisms may be employed: Adhesives, safety pins or
lockwire, nylon inserts, or slightly oval-shaped threads. The most common shape is
hexagonal, for similar reasons as the bolt head - 6 sides give a good granularity of
angles for a tool to approach from (good in tight spots), but more (and smaller)
corners would be vulnerable to being rounded off. Other specialized shapes exist for
certain needs, such as wing nuts for finger adjustment and captive nuts for
inaccessible areas.

Nuts are graded with strength ratings compatible with their respective bolts; for
example, an ISO property class 10 nut will be able to support the bolt proof strength
load of an ISO property class 10.9 bolt without stripping. Likewise, an SAE class 5
nut can support the proof load of an SAE class 5 bolt, and so on.
Nuts come in many sizes. This one is part of the Sydney Harbour Bridge
Contents
[hide]

 1 Types
o 1.1 Locknuts
 2 Standard metric hex nuts sizes
 3 Classifications
 4 See also
 5 References
o 5.1 Bibliography
 6 External links

[edit] Types

L to R: Wing, hex, hex flange, and slab weld nuts.

L to R: Slotted, square, T, cap (or acorn), nylon locking, and castellated nuts.
Hexagon nuts.

 Acorn nut (cap nut)

 Barrel nut
 Cage nut
 Clip-on nut (J-nut or U-nut)
 Coupling nut
 Cross dowel
 Flange nut (collar nut)
 Insert nut
 Internal wrenching nut (Allen nut)
 Knurled nut (thumb nut)
 Lug nut
 Nut-type MJT
 Panel nut
 PEM nut (for metal)
 Plate nut (nut plate)
 Rivet nut or blind nut
 Self-aligning nut
 Sex bolt
 Slotted nut
 Split nut
 Square nut
 Staked/welded nut (for plastic)
 Swage nut
 T-nut
 T-slot nut (T-groove) nut
 Weld nut
 Well nut
 Wing nut

[edit] Locknuts
Main article: Locknut

 Castellated nut
 Distorted thread locknut
o Centerlock nut
o Elliptical offset locknut
o Toplock nut
 Interfering thread nut
o Tapered thread nut
 Jam nut
 Jet nut (K-nut)
 Keps nut (K-nut or washer nut) with a star-type lock washer
 Nyloc plate nut
 Polymer insert nut (Nyloc)
 Serrated face nut
 Serrated flange nut
 Speed nut (Sheet metal nut or Tinnerman nut)
 Split beam nut

[edit] Standard metric hex nuts sizes

nut quotation

Note that flat (wrench) sizes differ from industry standards. For example, wrench
sizes of fastener used in Japanese built cars comply with JIS automotive standard.

Nominal External
Pitch Flat size
diameter diameter Height H (mm)
P (mm) A/F (mm)
hole D (mm) A/C (mm)
1st 2nd Hex Jam Nylon
coarse fine ISO DIN JIS
choice choice Nut Nut Nut
1 0.25 2.5
1.2 0.25
1.4 0.3
1.6 0.35 3.2
1.8 0.35
2 0.4 4 1.6 1.2 -
2.5 0.45 5 2 1.6 -
3 0.5 5.5 6.4 2.4 1.8 4
3.5 0.6 6
4 0.7 7 7 7 8.1 3.2 2.2 5
5 0.8 8 8 8 9.2 4 2.7 5
6 1 0.75 10 10 10 11.5 5 3.2 6
7 1 11 5.5 3.5 -
8 1.25 1 13 13 12 15 6.5 4 8
1.25 or
10 1.5 16 17 14 19.6 8 5 10
1
1.5 or
12 1.75 18 19 17 22.1 10 6 12
1.25
14 2 1.5 21 22 19 11 7 14
16 2 1.5 24 24 22 27.7 13 8 16
18 2.5 2 or 1.5 27 15 9 18.5
20 2.5 2 or 1.5 30 30 34.6 16 10 20
22 2.5 2 or 1.5 32
24 3 2 36 41.6 19
27 3 2 41
30 3.5 2 46 53.1 24
33 3.5 2
36 4 3 55 63.5 29
39 4 3
42 4.5 3
45 4.5 3
48 5 3
52 5 4
56 5.5 4
60 5.5 4
64 6 4

[edit] Classifications
This section requires expansion.
Mechanical specifications of Metric/English sized nuts[1]
Proof Tensile yield Tensile ultimate Nut Nut
Material
strength strength (min.) strength (min.) marking class
ISO 898 (Metric)
Low or medium 380 MPa 420 MPa (61
520 MPa (75 ksi) 5
carbon steel (55 ksi) ksi)
Medium carbon 580 MPa 640 MPa (93 800 MPa (116
8
steel Q&T (84 ksi) ksi) ksi)
830 MPa 940 MPa (136 1040 MPa (151
Alloy steel Q&T 10
(120 ksi) ksi) ksi)
 SAE J995 (English)
Low or medium 55 ksi (379 57 ksi (393
74 ksi (510 MPa) 2
carbon steel MPa) MPa)
Medium carbon 85 ksi (586 92 ksi (634 120 ksi (827
5
steel Q&T MPa) MPa) MPa)
120 ksi (827 130 ksi (896 150 ksi (1034
Alloy steel Q&T 8
MPa) MPa) MPa)