Week 9 AMT 4103 Learning Module 7

PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY

Aircraft Maintenance Technology Department
Module 7 (Mid Term) AIRCRAFT RIVETING PROCESSES
AMT 4103
AIRCRAFT MECHANICAL PROCESSES
Module 7
AIRCRAFT RIVETING PROCESSES
Roderick C. Santiago
AMT Instructor
1
TABLE OF CONTENTS
Title Ref. no Page

Aircraft Rivets and Lay-outs 1 and 2 5
Aircraft Rivets Installation and
1 and 2 7
Dimension
Rivet Countersinking and Dimpling
1 and 2 9
Processes
Shaved Aircraft Rivets 1 and 2 13
Aircraft Rivets Failure and
1 and 2 13
Removal
Activity 15
2
TABLE OF REFERENCES
References No.
Jepessen A and P Technician Textbook, Airframe Handbook, Jepessen
Sanderson Incorporated 1
Aviation Maintenance Technician Handbook – General (2018), US Department of

Transportation, Federal Aviation Administration 2
TIMEFRAME:
You should be able to complete this module including all the self-assessments, research works, assignments,
and other performance tasks within 3 hours.
3
Flexible Learning Outcome
Course Learning Outcomes [CLO]
Module Learning Outcomes [MLO]

CLO 6. Identify and select aircraft
hardware and materials. Topic Learning Outcomes [TLO]
MLO 1. The students are able to
CLO 10. Apply knowledge, skills, distinguish different types of
and competence in every aspect TLO 1. Discuss the Aircraft Rivets
aircraft rivets. and Lay-out
of mechanical repair, inspection,
maintenance and safety TLO 2. Discuss Aircraft Rivet
concerns. MLO 2. The students can able to Installation and Dimensions
CLO 11. Discusses their future explain clearly the proper TLO 3. Discuss the Rivet
role as aircraft mechanic and to installation, shaving and removal Countersinking and Dimpling
have continuous interest for of aircraft rivets Process
safety awareness. TLO 4. Explain the Shaved
Aircraft Rivets
TLO 5. Explain the Aircraft Rivet
Failures and Removal
4
Aircraft Rivets and Lay-Out:
Aircraft Rivets:
• A Rivet is a metal pin or bar with a cylindrical shank, used for fastening two or more pieces of metal
together. The metal pieces to be joined have holes of the proper size drilled through them.
• The shank of the rivet is inserted through one of this hole. One end of the rivet has a head formed
previously by the manufacturer. The size and shape of the head are chosen to fit the requirements of the
application.
• After the rivet is inserted through the holes in the metal, a bucked head is formed on the end opposite the
manufactured head. This bucked head is formed by any of the various methods. There are different
popular head styles and standard head markings for aircraft rivets
HEAD STYLES AND MARKINGS FOR AIRCRAFT RIVETS
• Various aviation references discuss the standard aircraft rivets and their codes, as well as a variety of
special fasteners.
• Technicians who use special rivets should memorize this code, and they should check the symbol on each
rivet that they use.
• By so doing, they will avoid the possibility of rivet failure in the aircraft structure. In addition to the Military
Specification (MS) and Army – Navy Specification (AN) codes, technicians working on large aircraft will
encounter National Aerospace Standard (NAS) codes on aircraft blueprints and assembly drawings.
The NAS-523 rivet code is illustrated in figure below and is used to describe rivet and installation specifications
for the rivets to be used in a particular repair setup with coding with four quadrants designated NW (upper left),
NE(upper right), SW (lower left), and SE (lower right).
5
THE NAS-523 RIVET CODE (NATIONAL AEROSPACE STANDARD)
Upper Left Quadrant:
1. The Upper Left (NW) Quadrant designates the rivet part number, either AN or MS, and the material of
which it is made.
2. In the NW section of the chart, note that the code letters BJ identify an MS20470AD (AN470AD) rivet,
which is a universal-head rivet made of aluminum alloy 2117-T3.
Upper Right Quadrant:
1. The Upper Right (NE) Quadrant specifies the diameter of the rivet and the required positioning of the
manufactured head of the rivet.
2. The letters N and F are used to indicate that the manufactured head be placed on the near or far side
of the repair, respectively.
Lower Left Quadrant:
1. The Lower Left (SW) Quadrant provides dimple and countersink information.
2. Letters and numbers as shown are placed in the SW quadrant to indicate to the technician exactly what
type of installation is to be made.
Lower Right Quadrant:
1. The Lower Right (SE) Quadrant of the symbol gives the fastener length and indicates whether a spot
weld may be used as an alternative method.
6
2. The column on the right of the quadrant shown in figure 2 (The NAS-523 rivet code) is included here to
provide additional information and examples for the technicians.
3. In addition to standard code numbers for fasteners and fittings, manufacturers often design their own
items of hardware and apply their own part numbers.
4. The technician must use the manufacturer’s structural repair manual and be sure to employ the parts
specified.
Rivet Lay - out consists of determining the following:
a. The number of rivets required

b. The size and style of rivet to use
c. The material, temper condition and strength
d. The size of rivet holes
e. The distance of the rivet holes and rivet from the edge of the patch
f. The spacing of the rivets throughout the repair
Factors to Consider in Rivet Layout:
a. Rivet Pitch. It is considered as the distance between the center of adjacent rivets in the same row. The
smallest allowable rivet pitch is three (3) rivet diameters and the smallest.
b. Transverse Pitch. It is the perpendicular distance between rivet rows, it is usually equal to 75% of the
rivet pitch. The smallest allowable transverse pitch is two (2) and a half (.5) rivet diameter.
c. Edge Distance. It is the distance from the center of the first rivet to the edge of the sheet, and should
not be less than two rivet diameters nor more than four. The recommended edge distance is about two
and a half (2.5) of the rivet diameter.
Aircraft Rivets Installations and Dimensions:
Rivet Installation:
• The installation of common rivets consists of drilling holes slightly larger 0.025 milimeters to 0.076
milimeters than the rivet shank in the parts to be joined, removing the burrs from the edges of the holes,
inserting the rivet, and driving the rivet.
• A number 40 drill is used for a 2.382 milimeters rivet, a number 30 drill is used for a 3.97 milimeters rivet.
• Note that the first dash number of a rivet (diameter), when added to the first number of the drill size, will
equal seven (7).
• A-2 rivet requires a number 51 drill; a -3 rivets, a number 40 drill; a -4 rivets, a number 30 drill; a -5 rivets, a
number 21 drill and a -6 rivets, a number 11 drill.
• This is referred to as the seven (7) rule and is coincidental. It gives the technician a method to help
remember drill sizes, but it applies only to rivet sizes -2 through -6.
• The rivet is usually driven by means of a pneumatic hammer and a bucking bar to “back up” the rivet
7
BUCKING A RIVET
Dimensions of Installed Aircraft Rivets:
• When rivets are installed in a standard repair, it is necessary that certain minimum dimensions be
observed.
• There should have a desired dimension for bucked rivet heads and length of rivet.
• If 0.65 D (Dimension) as the height of the bucked head for example, a minimum height of 0.50 D
(Dimension) is acceptable
DESIRED DIMENSIONS FOR A RIVET
8
• With experience, a visual inspection will tell the technician if the rivet has been upset properly.
• A rivet gauge can also be used. One gauge is need for each diameter rivet
RIVET GAUGE
• The hole in the rivet gauge is the diameter bucked head, and the thickness of the gauge corresponds to
proper head height.
• The rivet gauge is placed over the bucked head, and irregularities are immediately apparent.
Rivet Countersinking and Dimpling Processes:
Countersinking Process:
• To install counter sunk rivets, it is necessary to provide a conical depression in the surface of the skin so
that the head of the rivet is flush with the surface.
• This depression is made by means of a countersink when the sink is sufficiently

thick and by dimpling when the skin is thin.
• The use of a machine countersink is limited by the size of the rivet and the
thickness of the skin.
• Generally, sheet metal should not be machine-countersunk entirely through the

sheet.
• For sheet metal of 1.02 to 1.28 milimeters, thickness, it is common practice to countersink not more than
.66 of the thickness of the sheet.
• For repairs on an airplane, the specifications for use of machine countersinking may usually be determined
from the rivets installed by the manufacturer.
9
• A countersink use in drill press or drill motor should ensures that the countersunk portion of the hole will be
properly centered .
COUNTERSINK
• It is good practice to use an adjustable stop on the drill motor or drill press to ensure that the depth of the
countersink will be accurate.
• A sheet of metal should never be countersunk through more than 99% of its thickness.
Dimpling Process:
• Dimpling for countersunk rivets is a common practice when using a relatively thin skin such as 0.41 to 0.64
milimeters in thickness. Dimpling can be accomplished with a dimpling bar and flush set .
USE OF A DIMPLING BAR FOR DIMPLING
10
• The rivet head is the die that forms the dimple. When thin skin is attached to a heavier structural member,
the heavy member is sub countersunk and the skin is dimpled into the counter sunk depression
DIMPLING THIN SKIN INTO COUNTERSUNK SHEET
• For production work in a factory, dimpling often is accomplished with dimpling dies used in a pneumatic
squeeze river.
• It is sometimes necessary to dimple heavy sheet in a highly stressed part of the airline in order to retain the
maximum strength of the sheet. A process called hot dimpling has been developed for this purpose.
• Hot dimpling is performed with a special hot-dimpling machine, consisting of heated dies that can be
pressed together pneumatically to form a dimple .
DIMPLE FORMED WITH HEAT
• A process wherein the sheet metal is caused to flow to the shape of dies is called coin dimpling.
• The operator sets the controls of the machine according to charts supplied by the manufacturer, which give
the temperatures and pressures required for various types of thickness of materials
11
AUTOMATIC HOT-DIMPLING MACHINE
• The material, having been previously drilled, is placed over the stationary die, with the pilot of the die
projecting through the hole in the material.
• The operator then presses on the foot control on the machine. This brings upper and lower dies towards
each other; thus they press on the material and their heat is transferred to the material.
• As the material becomes heated sufficiently, the pressure of the dies causes it to be formed.
• This pressure comes from a compressed-air system. The initial pressure on the dies is limited to prevent
the material from being deformed before it has been heated sufficiently.
• After the material reaches the forming temperature, additional temperature is applied automatically to the
dies to complete the forming operation.
• This pressure is maintained for a predetermined number of seconds and then it is automatically released.
Shaved Aircraft Rivets:
• On modern, high speed aircraft, it is necessary to remove every possible cause of drag from the outer
surface of the airplane skin.
• For years flush (countersunk-type) rivets were installed in skin and other structural sections exposed to
airflow.
• To obtain most nearly perfect surface, shaved-riveting techniques where developed.
12
The Process of Shaved Riveting:
• In preparation for shaved riveting, standard rivet holes are drilled in the metal to riveted.
• This may be done by the manual method or by automatically programmed machines.
• On the outer surface of the metal, the holes are countersunk with a 60 ° tool instead of the conventional
100° countersink.
• Standard rivets are installed with the rivet head inside the metal skin, and shank of the rivet to form a head
in conical depression on the outer surface.
• The forming of the rivet shank to feel the depression can be done with a standard rivet gun and smooth-
face bucking bar, but, during production, it is often done with automatic machines.
• After the rivet is driven sufficiently to fill the countersunk hole completely, the excess rivet material to
projecting above the surface the skin is shave with a small rotary mill, called rivet shaver
A RIVET SHAVER
• With this tool, the surface of the skin and the rivet is faced extremely smooth so drag will be reduced to the
minimum.
• For a manual process, the rivet shaver is held in the hands as one would a real motor. It is prevented from
cutting too deeply by means of a carefully adjusted stop.
Aircraft Rivet Failures and Removal:
Rivet Failures:
• Generally speaking, the design of riveted joints is based on the theory that the joint strength is simply the
sum of the individual strength of the whole group of rivets.
13
• It is then obvious that, if any one rivet fails, its load must immediately be carried by others of the group.
• If they are unable to carry this added load, it become progressive joint failure, then occurs as the Shear
Failure, the Bearing Failure and the Head Failure.
Shear Failure:
a. It is perhaps the most of common rivet failures. It is simply breakdown of the rivet shank by
forces acting along the plane of two adjacent sheets, causing a slipping action which may be severe
enough to cut the rivet shank into two.
b. If the shank becomes loaded beyond the yield point of the materials and remains overloaded, a
permanent shift is established in the sheets and the rivet shank may become joggled.
Bearing Failure:
a. If the rivet is excessively strong in shear, the bearing failure occurs in the sheet at the edge of
the rivet hole. The application of large rivets in thin sheets brings about such a failure. In that case, the
sheet is locally crushed or buckled, and the bucking destroys the rigidity of the joint.
b. The vibrations, the engine operations, or by air currents in flight, may cause the buckled portion to
flutter and the material to break off close to the rivet head. If bucking occurs at the end of the sheet, a
tear-out may result. In either case, replacement of the sheet is necessary.
Head Failure:
a. It may result from complex loadings occurring at a joint, causing stresses of tension to be applied to the
rivet head.
b. The head may fail by shearing through a prying action which causes failure of the head itself. Any
visible head distortion is cause for replacement. The latter type of head failure is especially common in
blind rivets.
Rivets Removal:
• In the repair of sheet-metal aircraft it is often necessary to remove rivets.
• However, great care must be used, or damage may be done to the metal from which the rivets are
removed by drilling through the manufactured head with a drill one size smaller that the drill is started and
held in the exact center of the rivet head.
• The drill should penetrate no further than the base of the rivet head, or the rivet hole may be enlarged by
the drill.
• Usually the rivet head will come off as soon as the drill has penetrated the proper distance.
• If the rivet head does not come off after the head of the rivet is removed, the shank may be pushed or
driven out with the pin punch
14
REMOVING RIVETS
• When replacing rivets in a hole where a rivet previously has been installed, it is necessary to ascertain that
the hole has not been enlarged beyond the correct tolerance for the rivet being installed.
• If the hole is too large, it should be drilled to the correct size for the next larger rivet to be used.
Summing up:
This module has dealt with the aircraft riveting processes. These include the aircraft rivets and lay-outs, the
aircraft rivets installation and its dimension, the rivet countersinking process, the dimpling process, the shaved
aircraft rivets and the aircraft rivets failure and removal.
Enrichment Activity
In your own words, discuss briefly why there is a need for the installed aircraft rivets in aircraft structures to be
shaved? (30 minutes)
Honesty Clause:
“I affirm that I will not give or receive any unauthorized help on this module activities, and that all work will be
my own understanding in each topic content and discussion”
______________________
Signature over Printed Name
Rubrics for Essay:
15
Needs
Excellent Very Satisfactory Satisfactory Unsatisfactory
Category Improvement Total
(96 – 100) (91- 95) (86 – 90) (76 – 80)
(81 – 85)
A Comprehensive grasp A thorough grasp of the A basic grasp of the Subject content show Major issues with
of the subject matter is subject matter is subject matter is some articulating the key
demonstrated including demonstrated demonstrated misunderstanding of elements of the
Subject Content an in-depth major points, is issues
understanding of the missing elements.
relevant concepts,
theories and related
issues of the topic
An awareness of An awareness of differing Asserts viewpoints without The topic is lack of The topic is
differing viewpoints is viewpoints is demonstrated acknowledging alternative supporting ideas unsupported and it
Awareness of demonstrated and a and an assessment of viewpoints is not completely
the topic rigorous assessment of these attempted where articulated
the undertaken where relevant
relevant
An ability to think The answers go beyond Accurate information The information Answers do not
critically is description to interpretation, incorporating relevant needs more align with the
demonstrated in the analysis and evaluation answers is conveyed supporting details description to
Critical Thinking
problem of the relevant that is relevant to the interpretation,
information topic analysis and
evaluation
Total: __________________________
16

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PHILIPPINE STATE COLLEGE OF AERONAUTICS

INSTITUTE OF ENGINEERING AND TECHNOLOGY

Title Ref. no Page

Aviation Maintenance Technician Handbook – General (2018), US Department of

Flexible Learning Outcome

Course Learning Outcomes [CLO]

Module Learning Outcomes [MLO]

Aircraft Rivets and Lay-Out:

HEAD STYLES AND MARKINGS FOR AIRCRAFT RIVETS

THE NAS-523 RIVET CODE (NATIONAL AEROSPACE STANDARD)

Upper Left Quadrant:

Upper Right Quadrant:

Lower Left Quadrant:

Lower Right Quadrant:

Rivet Lay - out consists of determining the following:

a. The number of rivets required

Factors to Consider in Rivet Layout:

Aircraft Rivets Installations and Dimensions:

Dimensions of Installed Aircraft Rivets:

DESIRED DIMENSIONS FOR A RIVET

Rivet Countersinking and Dimpling Processes:

• This depression is made by means of a countersink when the sink is sufficiently

• Generally, sheet metal should not be machine-countersunk entirely through the

USE OF A DIMPLING BAR FOR DIMPLING

DIMPLING THIN SKIN INTO COUNTERSUNK SHEET

DIMPLE FORMED WITH HEAT

AUTOMATIC HOT-DIMPLING MACHINE

Shaved Aircraft Rivets:

• To obtain most nearly perfect surface, shaved-riveting techniques where developed.

The Process of Shaved Riveting:

• This may be done by the manual method or by automatically programmed machines.

Aircraft Rivet Failures and Removal:

• In the repair of sheet-metal aircraft it is often necessary to remove rivets.

Rubrics for Essay:

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