Just a basic note about bolt stress. A properly engineered and configured bolt assembly is torqued to a specification that places it in tension. The tension placed on the bolt (or stud in this case) far exceeds the load it will carry. So, the bolt or stud is not subject to the wild cyclic stress of say, a connecting rod bolt/stud, a bolted down cylinder head, or a rotating wheel. It is also why head bolts are long, as they can stretch and hold the clamping force without change.
Besides the above mentioned thread related problems, cyclic stress is a great way to get a bolt to fail. This is why it's critical to properly torque a head bolt, or wheel stud/nut.
An aircraft cylinder is held down with 4 main studs, that collectively must withstand 20,000 pounds of force, 20-22 times per second. We stretch those long studs by 35 thousandths of an inch. The clamping force is more than double the cyclic force. The result is long trouble free operation.
But remember, during most torquing procedures, a good part of the torque applied is simply overcoming the friction of the threads and the mating surface. When parts get old, torque related friction increases and tension on the part decreases, leading to higher cyclic stress and potential eventual failure. We do see wheel studs fail this way, that is, due to being under-torqued and thereby subject to cycles.
