FAA Advisory Circular 43.13-1B
Acceptable Methods, Techniques, and Practices
Aircraft Inspection and Repair
AC 43.13-1B | 4. Metal Structure, Welding, and Brazing | 4. Metal Repair Procedures | 4-57. Riveting
9/27/01
AC 43.13-1B CHG 1
c. Rivet edge distance is defined as the
distance from the center of the rivet hole to the
nearest edge of the sheet. Rivet spacing is the
distance from the center of the rivet hole to the
center of the adjacent rivet hole. Unless
structural deficiencies are suspected, the rivet
spacing and edge distance should duplicate
those of the original aircraft structure. If
structural deficiencies are suspected, the fol
lowing may be used in determining minimum
edge distance and rivet spacing.
special fasteners may require an FAA field ap
proval.
f. Blind rivets are used under certain con
ditions when there is access to only one side of
the structure. Typically, the locking charac
teristics of a blind rivet are not as good as a
driven rivet. Therefore, blind rivets are usually
not used when driven rivets can be installed.
Blind rivets shall not be used:
(1) For single row rivets, the edge dis
tance should not be less than 2 times the di
ameter of the rivet and spacing should not be
less than 3 times the diameter of the rivet.
(2) For double row rivets, the edge dis
tance and spacing should not be less than the
minimums shown in figure 4-5.
(3) For triple or multiple row rivets, the
edge distance and spacing should not be less
than the minimums shown in figure 4-5.
d. The 2117 rivets may be driven in the
condition received, but 2017 rivets above
3/16 inch in diameter and all 2024 rivets are to
be kept packed in dry ice or refrigerated in the
“quenched” condition until driven, or be reheat
treated just prior to driving, as they would oth
erwise be too hard for satisfactory riveting.
Dimensions for formed rivet heads are shown
in figure 4-6(a), together with commonly
found rivet imperfections.
e. When solid shank rivets are impracti
cal to use, then special fasteners are used.
Special fastening systems used for aircraft
construction and repair are divided into two
types, special and blind fasteners. Special
fasteners are sometimes designed for a specific
purpose in an aircraft structure. The name
“special fasteners” refers to its job requirement
and the tooling needed for installation. Use of
(1) in fluid-tight areas;
(2) on aircraft in air intake areas where
rivet parts may be ingested by the engine, on
aircraft control surfaces, hinges, hinge brack
ets, flight control actuating systems, wing at
tachment fittings, landing gear fittings, on
floats or amphibian hulls below the water
level, or other heavily-stressed locations on the
aircraft;
CAUTION: For metal repairs to the air
frame, the use of blind rivets must be spe
cifically authorized by the airframe manu
facturer or approved by a representative of
the FAA.
(3) Self plugging friction-lock cherry
rivets. This patented rivet may be installed
when there is access to only one side of the
structure. The blind head is formed by pulling
the tapered stem into the hollow shank. This
swells the shank and clamps the skins tightly
together. When the shank is fully upset, the
stem pulls in two. The stem does not fracture
flush with the rivet head and must be trimmed
and filed flush for the installation to be com
plete. Because of the friction-locking stem,
these rivets are very sensitive to vibrations.
Inspection is visual, with a loose rivet standing
out in the standard “smoking rivet” pattern.
Removal consists of punching out the friction-
Par 4-57
Page 4-19 (and 4-19a)