The chances of one studded head bolt, @ the front lower position of #1
cylinder causing any form of harm being mixed with ARP's is minimal. It's not like the engine is seeing a 300 shot or double digit lbs of boost. The installing one or two factory studded bolt situation has unfolded countless times, even more since the introduction of Edelbrock heads. Over 20 years ago, after the first gen Edelbrock round port heads came out I provided a factory roundport studded head bolt to a local friend for just such an install on his 464. Engine was assembled with early E heads & with the Edelbrock supplied ARP head bolts. No sealing problems. Those original factory length round port head bolts & studded bolts didn't fall off trees. Finally, about 7 or 8 years ago, those hard find round port head studded bolts were reproduced. Similar deal with the 3.75" studded D port head bolts. My .02 for anything short of extreme applications, good used factory head bolts will suffice, no reason to even use the ARP's.
Something else to consider. When '66 & 67 Pontiac V8's were shipped by rail car out of the Pontiac engine plant to other assembly plants, does everyone think they shipped X amt of engines with the tall shank studded head bolt in the #4-6
center exhaust area, & then Y amt of engines with just a regular headed bolt in that position, just because some of those engines were going in factory AC cars & many were not? When these assembled '66 & 67 era engines made it to the assembly plant, they all had the bolt in the center exhaust position, original pics have noted this. When such an engine was readied for a factory AC build, the bolt was removed, and the special tall shank studded head bolt was installed to support the rear AC brace.