Shenyang Aerospace University

Aircraft Assembly
Technology
Chapter 4: Riveting for Aircraft Assembly Process

Md Shahnoor Islam
Apr 2022
 AAT Chapter 4: Riveting for Aircraft Assembly Process

1. What is the procedure for common riveting?

Ans. Among one of the most important aspects of modern

manufacturing technology is the ability to put separate components
together accurately and reliably. While there are hundreds of ways to
do this, there are certain techniques reserved for applications that have
practically zero room for failure. One such example is riveting.

What is a Rivet?

A rivet is a permanent mechanical fastener typically characterized by

a cylindrical body with a head on one end. It is typically used to join two
metal plates together. Since the bond created by a rivet is practically
permanent, it is often used as an alternative to adhesive-bonded or
welded joints. If a riveted connection needs to be undone, the rivet
must be destroyed by removing one of either of the two rivet heads.

There are three basic parts to a rivet. Its main cylindrical body, called
the shank, pierces through the two parts being fastened together. On
one end is the forged head which provides a fastener to the two parts.
On the other end is the tail, which needs to be bucked to set the rivet in
place.

Rivets have been an important component of construction processes

for hundreds of years. In traditional wooden boats, copper nails and

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

clinch bolts were used using the same principle as rivets, even before
“rivet” was a term.

The use of rivets goes back to the Titanic and the tanks used in the
Second World War. It was the go-to fastening method for heavy-duty
construction jobs like bridges, skyscrapers, airplanes, and automobiles.
The riveting process may not be as widely used nowadays as it was back
then, but it remains a relevant part of modern manufacturing methods.

A rivet is typically made of carbon steel, but lightweight alternatives

like aluminum and copper are also used quite commonly. The primary
purpose of a rivet is to support shear loads oriented perpendicular to
the axis of the shank. However, it can also support tension loads at a
limited capacity. For larger tension loads, bolts and screws are more
recommended.

Procedure for Common Riveting

The actual method used in the riveting process can vary based on
what type of rivet is being used and what tools are on hand. Since
riveting has been around before power tools and rivet guns were
invented, it is known that rivets can be installed using old-fashioned
hammers. No matter what tool is used, the essence behind rivet
installation is the same.

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To drive a rivet, the parts that are being forged should already have
previously drilled or punched holes. The rivet doesn’t have to fit
perfectly into the hole – a hole that is slightly larger would be ideal. The
parts and the loose rivet need to be placed against a durable and stable
surface before pounding of the rivet can commence.

Pounding of the rivet can be done by a hammer or a specially shaped

tool. In any case, the pounding causes the material to buck or deform
so that it expands to fill the hole. The tail end of the rivet also deforms
to form a new head, which serves to hold the rivet in place.

This process is similar for both standard and countersunk rivets and
can be used for either solid or tubular rivets. Blind rivets are kind of a
special case that requires the use of a rivet gun. However, the principle
of fastening via material deformation still holds true.

(1) Drilling and Countersinking:

(a) The size of hole for rivets is 0.1-0.3 mm more than that of the
rivets. Reaming is applied for diameter of more than 6 mm
and thickness of more than 15 mm,
(b) Determination of the hole position,
(c) Countersinking for flush rivets.
(2) Drilling Equipment:
(a) Drillers (by electric or wind power) and drills,

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

(b) Automatic Machines.

Figure 1: Common riveting - automatic machines

(3) Riveting:
(a) Selection of the rivet length,
(b) Riveting by pneumatic hammers,

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

Figure 2: 1. Pneumatic hammer, 2. Bucking bar

(c) Pneumatic squeeze rivets.

2. Draw pictures for a few types of rivets and explain how
the rivets work.

Ans. The general types of rivets are solid, blind, tubular, and metal
piercing (including split rivets). From a structural design aspect, the
most important rivets are the solid and blind rivets.

Solid rivets: Most solid rivets are made of aluminum so that the shop
head can be cold formed by bucking it with a pneumatic hammer. Thus,
solid rivets must have cold-forming capability without cracking. Some
solid rivet materials are brass, SAE 1006 to SAE 1035, 1108 and 1109

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

steels, A286 stainless steel, and titanium. A representative listing of

solid rivets is given in below:

Figure 3: A representative listing of solid rivets

The sharp edge of the countersunk head is also removed in some

cases, as in the Briles BRFZ "fast" rivet (fig. 4), to increase the shear and
fatigue strength while still maintaining a flush fit.

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

Figure 4: BRFZ “Fast” Rivet

Blind rivets: Blind rivets get their name from the fact that they can be
completely installed from one side. They have the following significant
advantages over solid rivets:

1. Only one operator is required for installation.

2. The installation tool is portable (comparable to an electric drill in
size).
3. They can be used where only one side of the workpiece is
accessible.
4. A given-length rivet can be used for a range of material
thicknesses.
5. Installation time is faster than with solid rivets.
6. Clamping force is more uniform than with solid rivets.
7. Less training is required for the operator.

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

Blind rivets are classified as threaded-stem rivets, drive-pin rivets

etc.

Figure 5: Threaded-stem rivet (One-piece body)

Threaded-stem rivet: The threaded-stem rivet (fig. 5) has a threaded

internal mandrel (stem) with the external portion machined flat on two
sides for the tool to grip and rotate. The head is normally hexagonal to
prevent rotation of the tubular body while the mandrel is being
torqued and broken off.

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

Figure 6: Drive-pin rivet

Drive-pin rivets: This rivet has a drive pin that spreads the far side of
the rivet to form a head, as shown in figure 6. Although drive-pin rivets
can be installed quickly, they are usually not used in aerospace
applications. They are used primarily for commercial sheet metal
applications.

Tubular rivets: Tubular rivets are partially hollow and come in a variety
of configurations. The generic form has a manufactured head on one
side and a hollow end that sticks through the pieces being joined. The
hollow end is cold formed to a field head.

Since extensive cold forming is required on these rivets, they must

be extremely ductile and are consequently made of low-strength
materials. They are normally used for commercial applications rather
than in the aerospace industry.

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They are classified as semi tubular, full tubular rivets etc.

Semi tubular rivets: The semi tubular rivet (fig. 7) has a hole in the field
end (hole depth to 1.12 of shank diameter) such that the rivet
approaches a solid rivet when the field head is formed.

Figure 7: Semi tubular rivet (left), full tubular rivet (right)

Full tubular rivets: The full tubular rivet (fig. 7) has a deeper hole than
the semi tubular rivet. It is a weaker rivet than the semi tubular rivet,
but it can pierce softer materials such as plastic or fabric.

Split rivets: Split (bifurcated) rivets (fig. 8) are the standard "home
repair" rivets. They have sawed or split bodies with sharp ends to make
their own holes through leather, fiber, plastic, or soft metals. They are
not used in critical applications.

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

Figure 8: Split (Bifurcated) rivet

3. What are the advantages of interference fit riveting?

Ans. An interference fit, also known as a press fit or friction fit is a

form of fastening between two tight fitting mating parts that produces
a joint which is held together by friction after the parts are pushed
together.

Depending on the amount of interference, parts may be joined using

a tap from a hammer or pressed together using a hydraulic ram. Critical
components that must not sustain damage during joining may also be
cooled significantly below room temperature to shrink one of the
components before fitting. This method allows the components to be

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joined without force and producing a shrink fit interference when the
component returns to normal temperature. Interference fits are
commonly used with fasteners to induce compressive stress around
holes to improve the fatigue life of a joint.

Advantages

These fits, though applicable to shaft and hole assembly, are more
often used for bearing-housing or bearing-shaft assembly. The tightness
of fit is controlled by amount of interference; the allowance (planned
difference from nominal size). Formulas exist to compute allowance
that will result in various strengths of fit such as loose fit, light
interference fit, and interference fit. The value of the allowance
depends on which material is being used, how big the parts are, and
what degree of tightness is desired. Such values have already been
worked out in the past for many standard applications, and they are
available to engineers in the form of tables, obviating the need for re-
derivation.

As an example, a 10 mm (0.394 in) shaft made of 303 stainless steel

will form a tight fit with allowance of 3–10 μm (0.00012–0.00039 in). A
slip fit can be formed when the bore diameter is 12–20 μm (0.00047–
0.00079 in) wider than the rod; or, if the rod is made 12–20 μm under
the given bore diameter.

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An example: The allowance per inch of diameter usually ranges from

0.001 to 0.0025 inches (0.0254 to 0.0635 mm) (0.1–0.25%), 0.0015
inches (0.0381 mm) (0.15%) being a fair average. Ordinarily the
allowance per inch decreases as the diameter increases; thus, the total
allowance for a diameter of 2 inches (50.8 mm) might be 0.004 inches
(0.1016 mm), 0.2%), whereas for a diameter of 8 inches (203.2 mm) the
total allowance might not be over 0.009 or 0.010 inches (0.2286 or
0.2540 mm) i.e., 0.11–0.12%). The parts to be assembled by forced fits
are usually made cylindrical, although sometimes they are slightly
tapered. Advantages of the taper form are:

1. The possibility of abrasion of the fitted surfaces is reduced;

2. Less pressure is required in assembling;
3. Parts are more readily separated when renewal is required.

On the other hand, the taper fit is less reliable, because if it loosens,
the entire fit is free with but little axial movement. Some lubricant, such
as white lead and lard oil mixed to the consistency of paint, should be
applied to the pin and bore before assembling, to reduce the tendency
toward abrasion.

Some more advantages of interference fit riveting include:

1. The interference fit is formed along the whole length of rivet

after riveting,

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2. The tightness of rivet is guaranteed,

3. There are also effects on the fatigue life of the interference fit;
the stress variation on the edge of the hole is much reduced.
4. What does a basic automatic riveting machine consist of?

Ans. A basic automatic riveting machine has several components

such as:

Figure 9: A basic automatic riveting machine.

1. Anti-error leaking card machine,

2. Buzzer,
3. Collecting rivets bar box,
4. Collecting rivets tube,

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

5. Control board,
6. Counting zero pedal,
7. Departing rivet structure,
8. Input pneumatic tube,
9. Main pneumatic tube,
10. Movable universal casters,
11. Outlet tube,
12. Outputting rivets tube,
13. Power switch,
14. Rivets gun,
15. Rivets gun pipe,
16. Rivets gun switch,
17. Vibrate panel of rivets.

Applications of the automatic riveting include:

1. With headless rivets,

2. With normal rivets,
3. Special riveting.

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

Figure 10: Automatic riveting machine

The unique design, strength, and flexibility of the GEMCOR G86 Five
(5) axis CNC Positioning System has allowed it to be used in several
wing fastening and wing related component fastening applications.

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

Figure 11: GEMCOR G86 Five (5) axis CNC Positioning System

WRS (Wing Riveting System): The GEMCOR CNC Horizontal Wing

Fastening System features a mobile five (5) axis fastening system to
access all fastening locations on a fixed position aircraft wing structure.
The wing panel is elevated to work line by precision-controlled lift
cylinders which individually retract to the floor to provide fastening
access to the wing panel at positions which would otherwise be
obstructed.

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

Figure 12: GEMCOR CNC Horizontal Wing Fastening System

Pendulum Head: GEMCOR's proven "All-Electric" roller screw

technology is now also being offered in a simple low-cost platform that
can be used in a multitude of different fastening applications. The
Pendulum system provides for a high fastening rate which directly
related to high productivity combined with superior installed fastener
quality.

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Figure 13: GEMCOR's "All-Electric" roller screw technology

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 AAT Chapter 4: Riveting for Aircraft Assembly Process

References

1. Flynt, Joseph. 3D Insider. What is the riveting process and how

does it work (Online). Available from:
https://3dinsider.com/riveting-process/ (Accessed on April 11,
2022).
2. Rivets and Lockbolts (Online). Available from:
https://engineeringlibrary.org/reference/rivets-and-lockbolts-
nasa-fastener-design-manual (Accessed on April 12, 2022).
3. Metallic Materials and Elements for Aerospace Vehicle Structures.
MIL-HDBK-5E, Department of Defense, June 1987.
4. Design Handbook, Section 16. McDonnell Douglas Astronautics
Co., Huntington Beach, CA.

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