Module 7 (Maintenance Practices) Sub Module 7.8 (Riveting) PDF

PIA TRAINING CENTRE (PTC)
Module 7 - MAINTENANCE PRACTICES
Category A/B1
Sub Module 7.8 - Riveting
MODULE 7
Sub Module 7.8
RIVETING
ISO 9001:2008 Certified

PTC/CM/B1.1 Basic/M7/03
7.8
For Training Purpose Only

Rev. 00
Mar 2014

Category A/B1

Contents
RIVET ------------------------------------------------------------------------ 1
TYPES OF SOLID RIVET ----------------------------------------------- 1
RIVET MATERIALS ------------------------------------------------------- 2
RIVETED JOINTS --------------------------------------------------------- 3
RIVET SPACING AND PITCH------------------------------------------ 6
TOOLS USED FOR RIVETING AND DIMPLING ------------------ 8
INSPECTION OF RIVETED JOINTS --------------------------------22
RIVET REMOVAL PROCEDURE ------------------------------------24

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RIVET
TYPES OF SOLID RIVET
Rivets are a non-detachable form of fastening device, used

extensively on aircraft, to secure the items of components built
up from sheet metal. They are ideal for forming liquid-tight
joints, are cheaper, lighter in weight and are more rapidly
fastened than bolts.
Solid rivets are available in a variety of shapes and metals. The

common types of British rivet (refer to Fig. 1) are the snap head,
which is used for general purposes, the mushroom head, where
less resistance to the air is essential, and the countersunk head,
where a flush finish is required.
Rivets, however, have the disadvantage that they are not really
suitable for tensile loads. A riveted assembly cannot be readily
dismantled. Rivets basically fall into two classes, which are:
In the USA the common heads are the universal (similar to the
mushroom head) and the countersunk head. Countersunk
heads are available in a variety of different head angles, usually
60, 90, 100 and 120, with the most common being the 100.
Solid rivets
Hollow or tubular rivets
Rivets are supplied with one head already formed, the tail being
formed by hand-operated or machine tools.
Snap Head
Mushroom
(or Universal) Head
Countersunk Head
Rivet Types
Fig.1

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RIVET MATERIALS
Unless otherwise stated, the rivets must be of the same material
as the work being riveted. The rivet material may be identified
by markings, color, anti-corrosion treatment or magnetic
properties.
Solid rivet markings are usually situated on the head or tail of
the rivet. Tubular rivets are not marked. When in doubt as to the
identification of rivets, reference should be made to the
packaging label.
Solid rivets can be made from a variety of materials with
aluminum alloy being the most common. The material and
specifications of British and American rivets are not the same.
The type of rivet used for repair is dictated by an aircrafts
maintenance manual. Permission from the aircraft manufacturer
is required before any changes, to rivet specification, are
allowed.

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RIVETED JOINTS
The location of the riveting dictates the type of joint (refer to Fig.
3) that is made. An ordinary lap joint is used on lightly loaded
members and, to provide a flush surface on one side, the joint
may be joggled. Where one flush surface and greater strength
is required, the single butt joint is used. The strongest joint is
the double strap butt joint.
Joggled Lap Joint
Lap Joint
Single Strap Butt Joint
Double Strap Butt Joint
Types of Riveted Joints

Fig. 3

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Rivet joint considerations

The design of an aircraft repair is complicated by the
requirement that it be as lightweight as possible. If weight was
not critical, all repairs could be made with a large margin of
safety so there would never be a concern about the strength of
the repair. However, in actual practice, repairs must be strong
enough to carry all of the loads with the required safety factor,
but also as lightweight as possible. On the other hand, a joint
must also be manufactured in a way that if it is subjected to
extreme loads, the fasteners will fail instead of the base metal.
For these reasons, a joint that is too weak cannot be tolerated,
but neither can one that is too strong.
Shear loads
Shear loads are created when opposing forces are applied on
opposite sides of a body. For example, a rivet is primarily
designed to withstand shear loads from overlapping sheets of
metal that are subjected to being pulled or pushed in opposite
directions. (Figure A).
Fig A shear stress on a rivet attempts to slide through the rivet

shank

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Bearing strength
Bearing strength can be characterized by a sheet of metal being
able to withstand being torn away from the rivets in a joint. The
bearing strength of a material is affected by both its thickness
and by the size of the rivet in the sheet.
Shear versus bearing strength
Most aircraft structures are held together by the clamping action
of either rivets or bolts. When fabricating a riveted joint,
consider both the shear strength of the rivet (the amount of
force that is needed to cut it in two) and the bearing strength of
the sheet metal (the amount of force that will cause the rivet to
tear out from the metal). In a properly designed joint the bearing
strength and shear strength should be as near the same as
possible with the shear strength being slightly less. When this is
provided the joint will support the maximum load but if it does
fail the rivet will shear. It is much less costly to replace a rivet
than it is to repair a hole torn in the metal. (Figure B).
Figure B

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RIVET SPACING AND PITCH

Rivet spacing (pitch) depends upon several factors, principally
1
the thickness of the sheet,
the diameter of the rivets, and
the manner in which the sheet will be stressed.
To prevent the joint from being weakened by too many holes in

a row, the adjacent rivets should be no closer than three
diameters to one
another.
In contrast, to prevent the sheets from separating between
rivets, the rivet holes should be no further apart than ten to
twelve times the rivet shank diameter. The average rivet pitch
usually ranges from six to eight rivet diameters.

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Transverse pitch
When two or more rows of rivets are used in a repair job, the
rivets should be staggered to obtain maximum strength. The
distance between the rows of rivets is called "transverse
pitch." Transverse pitch is normally 75% of existing rivet pitch,
but should never be less than 21/2 times the diameter. If the
rivets are not staggered, then the pitch will be the same
between rows as it is between rivets in a single row. For most
layout patterns, it is most practical to stagger the placement of
rivets to reduce the amount of sheet metal that has to be
overlapped. In addition, multiple rivet rows are often used to
prevent rivets in a single row from becoming too close together,
or to improve the cosmetics of a repair.
Sample layout pattern / rules
Figure Rivet Spacing

7.8 - 7
The general rules of rivet spacing, as applied to straight-row

layout, are quite simple. In a single-row layout, first determine
the edge distance at each end of the row then lay off the rivet
pitch (distance between rivets) as shown in figure. In the tworow layout, lay off the first row as just described, place the
second row a distance equal to the second row so that they fall
midway between those in the first row. In the three-row layout,
first lay off the first and third rows, and then determine the
second row rivet spots by using a straight edge.

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TOOLS USED FOR RIVETING AND DIMPLING

Marking out
Careful marking out is a prerequisite for accurate drilling.
Aluminum alloy parts used on aircraft should not be marked out
with a scriber or other tool which will scratch the surface,
unless the marks are subsequently machined off or otherwise
removed.
A thin coat of zinc chromate primer makes a suitable
background for pencil lines, but it may be preferable to
manufacture a template, which can be used as a drilling jig on
the aircraft.
Hole size
The size of the rivet holes has a positive bearing on the strength
of a riveted joint. A clearance must exist between the rivet and
the hole in which it is fitted to accommodate expansion of the
shank during forming. If the clearance is too small the sheets
will tend to buckle, whereas if the clearance is too large
separation of the sheets may occur. The selection of the correct
size rivet countersink, dimple and rivet hole, should be made by
reference to tables published by the aircraft manufacturer. The
recommended sizes vary according to the gauge of the
structural materials being joined and the size, form, length and
material of the rivets being used.
Too small hole will destroy protective oxide coating on a rivet
shank and may also cause the sheet metal to buckle once the
rivet is driven.
Hole too small
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Hole too large

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The final hole for a particular rivet size can be prepared by

drilling a hole the size of the rivet and then reaming the hole to
the final dimension. Where less critical applications are allowed,
the final dimensions can be drilled using a number or letter twist
drill.
Note that ream size exceed the maximum tolerance of 0.004
inch. This is permissible only if the next larger drill size happens
to be so much larger than the tolerance of 0.004 inch.

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A General rule
Drill size
In general the harder and longer the rivet the smaller the
clearance, but close tolerance holes and interference fits (also
called snug fit) are often a requirement. As a result of
laboratory tests and engineering development at the design
stage, carefully controlled hole sizes and rivet fits are used in
critical fatigue-prone locations. Should it be necessary to disturb
structure of this type it is imperative that reassembly be carried
out in accordance with the original drawings or repair schemes,
or as advised by the aircraft manufacturer.
The twist drills used for aircraft sheet metal work are most
generally of the number and letter sizes, rather than the
fractional sizes commonly used in other forms of mechanical
work. Most of the rivets used in sheet metal work are between
3-3/32 inch, which is the smallest rivet generally allowed in
aircraft structure, and 3/8-inch diameter. Rather than using
rivets larger than 3/8 inch, some other form of fastener is
normally used.
Drills
Assembly work
In order to allow for slight misalignment during assembly work, it
is usual to drill pilot holes at positions where rivets are to be
fitted. When the assembled structure is ready for riveting, the
holes should then be opened out to the required size.
Clearance
The number drill size for each diameter rivet is slightly larger
than the rivet diameter. As previously mentioned, the holes
made by these drills are usually three- or four-thousandths of an
inch larger than the diameter of the rivet. This allows the rivet to
be slipped in place without forcing it and scraping any protective
oxide coating off the rivet shank. The clearance is small enough
that, during driving, the shank will swell to take up any excess
clearance.

7.8 - 10
Aviation maintenance technicians use drills and associated

attachments almost more than any other tool when fabricating
sheet metal components. Drills can be either hand-operated or
shop mounted. Again, always become familiar with the tool
manufacturer's operating and safety instructions, and with
specific operating instructions, before using any equipment for
the first time.
Drill motors
The vast majority of holes drilled in aircraft sheet metal structure
is small and drilled in relatively soft metal. For this reason, there
is seldom a need for a drill motor larger than one with a -inch
chuck. Recall that the chuck is the part of the motor that holds
the cutting drill in place, and comes in a variety of sizes
depending on the power of the drill motor.

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An electric drill motor is often used for sheet metal repair work
when a supply of compressed air is not readily available.
Rechargeable battery-powered drills are also commonly used
for small sheet metal repairs because of the convenience of
use, but should not be used around compartments containing
flammable fluids such as fuel cells.

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Electric drill motors

Disadvantages/preference
The convenience of electric outlets in the shop and the relatively
low cost of electric drill motors, as compared with air drills,
make them useful tools. In addition, a variable speed control
makes these tools even more useful. However, an electric drill
motor is larger and heavier than an air drill and has the potential
for producing an electric spark or shock when being used on an
aircraft structure. For these reasons, air drills, rather than
electric drills, are generally more accepted for sheet metal work.
Pneumatic drill motors / air drill
The availability of compressed air to operate rivet guns, makes
pneumatic, or air drill motors, a logical choice for aircraft
structural repair. These drills are lightweight, have good speed
control, do not overheat regardless of use-frequency, and are
available in a number of shapes that allows them to be used in
difficult locations. (Figure B)
The most popular air drill motor is the pistol grip model with a
-inch chuck. The speed of these drills is controlled by the
amount of pull on the trigger, but if it is necessary to limit the
maximum speed, a regulator may be installed at the air hose
where it attaches to the drill. The regulator can then be adjusted
for the maximum amount of air entering the drill to limit the
maximum speed, even with the trigger fully depressed.

7.8 - 12
Figure B: A pneumatic or air drill motor is the most widely used

drilling tool for aircraft sheet

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Clamps and sheet fasteners
Parts of cleco fastener
There are many device used by technicians to assist them when

fabricating sheet metal aircraft components and structures.
Some of the most important tools are those used to verify that
parts remain in proper alignment during assembly process.
Three of the most common holding tools include Cleco
fasteners, C-clamps, and Wing nut clamps.
Cleco fasteners consist of:
Cleco fasteners
Before an aircraft sheet metal structure is riveted, it should be
temporarily assembled to be sure that all of the parts fit together
properly. To provide the closest tolerance fit for rivets, it is
standard practice in many operations to drill all of the rivet holes
in the individual parts with a pilot drill. The pilot drill is typically
smaller than the nominal size of the rivet shank. Eventually,
when the parts are mated together, another drill is passed
through the pilot holes to open them up to the proper
dimensions of the rivet shank. To help prevent the parts from
shifting during the final drilling and assembly process, it is
common to use clamping fasteners to hold the parts together
until the rivets are installed. This helps ensure alignment of the
holes so the rivets seat properly.
One of the most widely used clamping devices is the Cleco
fastener, a patented product developed by the Cleveland
Pneumatic Tool Company. Although there are other
manufacturers of similarly designed clamping devices, the name
Cleco is generally associated with these types of tools.

7.8 - 13
a steel body,
a spring-loaded plunger,
two step-cut locking jaws, and a spreader bar.
To install or remove a Cleco requires the use of a specially

designed pair of pliers. With these pliers, the fastener body is
held while pressure is applied to the spring-loaded plunger on
the top of the Cleco. This forces the pair of locking jaws away
from the body and past the spreader bar.
As the jaws pass beyond the bar, they come together,
decreasing in diameter. This allows the jaws to be inserted into
a rivet hole and then when the pliers are released, the jaws
draw back in toward the body past the spreader bar. When the
jaws spread apart, the diameter increases, causing the steps in
the jaws to grab the underside of the metal. When the jaws
retract as far as they can into the body, they apply spring
pressure between the locking jaws and the sheet metal, as well
as filling the hole diameter with the jaws. Once the pliers are
removed from the fastener, a tight grip is formed to help prevent
slippage of the material.

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Clecos selection
Wing nut fasteners
Clecos are available in sizes for all the commonly used rivets
and even in one larger size. To help identify the designed hole
size of Clecos, the body is colour coded in one of the following
colours:
Wing nut fasteners are used prior to final assembly of aircraft

parts that need to be held extra tight before riveting is started.
3/32 inch (-3 diameter rivet) Silver

1/8 inch (-4 diameter rivet) Copper
5/32 inch (-5 diameter rivet) Black
3/16 inch (-6 diameter rivet) Brass
1/4 inch Copper
Cleco fasteners are used to temporarily hold sheet metal parts

together until they are riveted.

7.8 - 14
For example, sheet metal parts under tension around a bend

tend to spring apart and may need more pressure to hold the
metal together than a Cleco can provide. The wing nut fastener,
when hand tightened, will clamp the metal together with more
pressure than the spring tension of a Cleco, thus ensuring
against any possible slippage. However, a major drawback to
using wing nut fasteners is the amount of time required to install
and remove them.
Wing nut fasteners are used for temporarily holding sheet metal
parts together with more pressure than a Cleco fastener can
provide. These fasteners also have the same color coded
bodies as Clecos to identify the diameter hole they are designed
for.
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C-clamps
The C-clamp is a tool primarily used by machinists, but has
been adapted by technicians working with sheet metal for
holding work together on aircraft. It is useful for holding sheet
metal in place before beginning the drilling operation. C-clamps
are available in many sizes. However, smaller sizes are
generally preferred for sheet metal applications to prevent
damage to the metal.
C-clamps are useful for holding sheet metal parts together to

drill the initial rivet holes as shown on the left. Another device
similar to a C-clamp is a side grip clamp, resembling the one
shown here on the right. These clamps are spring loaded in the
same fashion as a Cleco fastener and are installed and
removed using Cleco pliers. Because these clamps are small,
they are ideal in tight fitting locations.
Precautions
The C-clamp looks like the letter "C"; hence, its name. The C
frame has a fixed rest on its lower end and a threaded end at
the top. The threaded end has a shaft that runs through it with a
tee handle running through the shaft, and a floating pad on the
end.

7.8 - 15
Before using one of these clamps on sheet metal, it is advisable

to place masking tape over each of the pads to help prevent
marring of the sheet metal's finish. In addition, before using
these clamps, check to make certain the floating pad on the
threaded shaft is free to swivel and turn to help prevent marring
as the clamp is tightened.

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Rotary rivet cutters

In case you cannot obtain rivets of the required length, rotary
rivet cutters may be used to cut longer rivets to the desired
length. See figure. When you use the rotary rivet cutter, insert
the rivet part way into the correct diameter hole. Place the
required number of shims (shown as staggered, notched strips
in the illustration) under the head and squeeze the handles. The
compound action from the handles rotates the two discs in
opposite directions. The rotation of the discs shears the rivet
smoothly to give the correct length (as determined by the
number of shims inserted under the head). When you are using
the larger cutter holes, place one of the tool handles in a vice,
insert the rivet in the hole, and shear it by pulling the free
handle. If this tool is not available, diagonal-cutting pliers can be
used as an emergency cutter, although the sheared edges will
not be as smooth and even as when they are cut with the rotary
rivet cutter.
Rivet cutters have holes to cut common-sized rivet diameters,
and a series of leaves that are rotated into position to shim
under the rivet head to vary the shank length.

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Dimpling
Control tests for dimpled sheet
When the top sheet of metal is too thin to countersink, the

edges of the hole may be formed to accommodate the head of
the rivet by using a set of dimpling dies. There are two methods
of dimpling sheet metal: coin dimpling, which forges or coins,
the metal into the dies and radius dimpling, which folds the
material down to form the dimple.
Before dimpling any aircraft material of which the dimpling

characteristics are uncertain, either because of lack of familiarity
with the material itself or because of the use of a new dimpling
technique or tool, tests should be made on sample material of
the same gauge, specification and heat treatment condition.
Although both techniques are commonly used coin dimpling

generally provides a slightly tighter fit but tends to leave a
sharper bend around the rivet head. Radius dimpling may not
produce as tight a fit,
but has the advantage of leaving a
more gradual radius
bend around the rivet head, helping
to prevent cracking during service.
Specimens of the material should be cut approximately 8

(eight) inches long and 1 (one) inch wide, and dimpled
along the centerline of the strip at the pitch to be used
on the aircraft. When the strip is bent across the
dimples, cracks across the dimples at the bend may be
expected and are acceptable, but if other radial or
circumferential cracks develop the process must be
considered unsatisfactory.
Before any method of dimpling is approved for

production, its suitability for the particular combination of
material, gauge, dimple and rivet size should be
assessed by the Approved Department. A number of
dimpled and riveted specimens should be sectioned to
check the nesting of the dimples and the fit of the rivet.
Sharpness of definition. It is possible to get a dimple with a

sharp break from the surface into the dimple. The sharpness of
the break is controlled by two things: the amount of pressure
and the material thickness.
Condition of dimple. The dimple must be checked for cracks
or flaws that might be caused by damaged or dirty dies, or by
improper heating.

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Warpage of material. The amount of warpage may be held to

a minimum if the correct pressure setting is held. When dimpling
a strip with too much pressure, the strip tends to form a convex
shape. When insufficient pressure is used, it tends to form a
concave shape. This can be checked by using a straight edge.
General appearance. The dimple should be checked with the
fastener that is to be used; making sure it meets the flushness
requirement. This is important because the wrong type or sizes
of dies are sometimes used by mistake.
Dimpling consists of two processes, radius dimpling and coin
dimpling. The major difference between radius and coin
dimpling is in the construction of the female die. In radius
dimpling a solid female die is used. Coin dimpling uses a sliding
ram female die that makes this process superior.

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Coin dimpling
Disadvantage
In coin dimpling a male die fits through the rivet hole, and a
coining ram in a female die exerts pressure on the underside of
the hole. By forcing the male die into the female die, the metal
contours to the shape of the coin. The pressure on the dies
forges the edges of the hole to exactly fit the shape of the dies.
Coin dimpling gives the hole sharply defined edges that almost
resemble machine countersinking. Both the top and the bottom
of the dimple are formed to a 100-degree angle; so multiple
sheets can be dimpled and stacked, or nested.
Coin pressing has a distinct disadvantage in that the rivet hole

must be drilled to correct rivet size before the dimpling operation
is accomplished. Since the metal stretches during the dimpling
operation, the hole becomes enlarged and the rivet must be
swelled slightly before driving to produce a close fit. Because
the rivet head will cause slight distortions in the recess, and
these are characteristic only to that particular rivet head, it is
wise to drive the same rivet that was used as the male die
during the dimpling process. Do not substitute another rivet,
either of the same size or a size larger.
During the coin dimpling process, the metal is coined (made to

flow into the contours of the dies so that the dimple assumes
the true shape of the die. The pressure exerted by the coining
ram prevents the metal from compressing and thereby assures
uniform cross sectional thickness of the sides of the dimple and
a true conical shape.
Coin dimpling is performed by a special pneumatic machine or
press, which has, in addition to the usual dies, a coining ram."
The ram applies an opposing pressure to the edges of the hole
so the metal is made to flow into all the sharp contours of the
die, giving the dimple greater accuracy and improving the fit.
Advantages
Coin dimpling offers several advantages. It improves the
configuration of the dimple, produces a more satisfactory
aerodynamic skin surface, eliminates radial and circumferential
cracking, ensures a stronger and safer joint and allows identical
dies to be used for both skin and under structure dimpling.
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Radius dimpling
Radius dimpling is a form of cold dimpling in thin sheet metal in
which a cone-shaped male die is forced into the recess of a
female die, with either a hammer blow or a pneumatic rivet gun.
In some instances, a flush rivet is used as the male die. The
male die is forced into the female die. In this form of dimpling, a
rivet gun is fitted with a special female dimpling die, and the
rivet head is set into the sheet metal by rapid impact blows of
the rivet gun. The dimple formed in this way does not have
parallel sides, as the lower side has an angle greater than 100
degrees. For this reason, radius dimpling is not usually
considered acceptable to stack or nest multiple sheets.
Radius dimpling does not allow the sheets to be nested unless
the bottom sheet is radius dimpled. Radius dimpling is done
because its equipment is smaller than that needed for coin
dimpling, and can be used in locations where access with coin
dimpling tools is not practical.

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Hot dimpling
Magnesium and some of the harder aluminium alloys, such as
7075, cannot be successfully cold dimpled; because the
material is so brittle it will crack when the dimple is formed. To
prevent cracking, these materials are heated before dimpling is
accomplished. The equipment for hot dimpling is similar to that
used for coin dimpling, except that an electrical current heats
the dies.
Corrosion-resistant steel is cold dimpled because the

temperature range of the heating unit is not high enough to
affect dimpling.
To perform hot dimpling, the dies are preheated and then the
metal is positioned between the dies. When the technician
presses a pedal, the dies are pneumatically pressed together
until they both just make contact with the metal. Once the dies
make contact, a dwell time allows sufficient heat to soften the
metal before the dies are fully squeezed together to form the
dimple. The dwell time for heating is automatically controlled by
a timer to prevent destroying the temper condition of the metal.
The operator of the machine must be familiar with how to adjust
the machine for the various time limits and temperatures for the
types of metal being formed.
The 2024-T aluminium alloy can be satisfactorily coin dimpled
either hot or cold. However, cracking in the vicinity of the dimple
may result from cold dimpling because of hard spots in the
metal. Hot dimpling will prevent such cracking.
The 7075-T6 and 2024-T81 aluminium alloys are always hot
dimpled. Magnesium alloys also must be hot dimpled because,
like 7075-T6, they have low formability qualities. Titanium is
another metal that must be hot dimpled because it is tough and
resists forming. The same temperature and dwell time used to
hot dimple 7075-T6 is used for titanium.
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INSPECTION OF RIVETED JOINTS

Riveted joints must be inspected at all stages of production and
operation. This means that the manufacturing stages must be
thoroughly inspected to ensure that the finished work meets the
required specifications.
Whilst in service, rivets must be inspected regularly, to check for
a number of faults that might have occurred, such as corrosion,
fretting and fatigue.
After the rivets have been closed, they should be inspected to
ensure that they are tight and fully formed. Rivet heads must not
be deformed or cracked and the surrounding area must be free
from distortion and undamaged by riveting tools.
All aircraft maintenance manuals contain diagrams of formed
rivets and their possible faults (refer to Fig. 8). These diagrams
show what is acceptable and what is not.
Whilst rivets that are clearly not satisfactory must be changed,
care must be taken when considering replacing those only
slightly below standard. It is possible that more harm could be
done replacing them, than leaving them in place.

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Clinched Head
Cocked Head
Cracked Shop Head
Countersinking too Deep

Typical Rivet Faults
Fig. 8

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If there are any signs of damage to the airframe structure, then

a thorough inspection of the whole area must be made. Hidden
damage may extend beyond the area of visible deformation, so
that any riveted joint that shows an indication of damage should
be inspected well beyond the last deformed rivet.
Inspection of a rivet head for stretch can be achieved by sliding
a feeler gauge under the head or tail. A staining colour of black
or grey around a rivet head is an indication that it has stretched.
If any doubt exists it may be necessary to drill out the rivet and
examine the hole for indications of elongation or tearing. Any
stretching will become apparent when the rivets are removed,
as the skin will move position.
Once the material has settled it may be necessary for the holes
to be drilled out oversize, providing this is in accord with the
repair publications.
RIVET REMOVAL PROCEDURE

As with all maintenance tasks on aircraft, the procedure for
removing solid rivets will be detailed in the AMM. The following
procedure explains a basic method of rivet removal:
The centre of the manufactured rivet head is carefully
marked with a centre punch
Using a twist drill the same size as the rivet shank
diameter, the rivet is drilled to the depth of the head
The head is carefully removed, with a flat chisel or is
prised out with a pin punch
The remaining shank is then punched out with a parallel
pin punch of the same diameter as the rivet shank.
An alternate method, occasionally used by some
manufacturers, is to drill the tail of the rivet off first and remove
the remaining shank from the opposite end.
Care needs to be taken, during rivet removal, to ensure that the
least possible damage is done to the original hole and its
surrounding structure.
When removing rivets from bonded assemblies it is essential
not to apply shear loads, which are liable to part the bond.

7.8 - 24

Rev. 00
Mar 2014

Module 7 (Maintenance Practices) Sub Module 7.8 (Riveting) PDF

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