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Summary

The majority of aircraft rivets are made of an aluminum alloy. Other metals used are steel and copper. Rivets used in Army aircraft are divided into two main groups: solid-shank and blind rivets. The solid-shank rivets are divided into universal- and countersunk-head styles. Countersunk rivets are used for a flush fit and for aerodynamic surfaces; universal-head rivets are used on exterior and interior locations and when clearances for adjacent members are not required. Blind rivets are used where one side of a riveted structure is not accessible or room for a bucking bar is not available. These rivets require special tools and installation and removal procedures. Blind rivets include friction and mechanical lock rivets. The head styles commonly used are the protruding and countersunk heads. The Hi-Shear rivet consists of a pin and a collar. Access to both sides of the held material is required to use these rivets. The pin is headed on one end and grooved about the circumference at the other. The collar is swaged onto the grooved end. The rivnut unit is composed of a rivnut and a screw, either attachment or plug type. They are used in blind locations, such as leading edges for deicer boot installation. Keyed rivnuts are used as nut plates and unkeyed ones are used for blind riveting where torque loads are imposed. Closed-end rivnuts are used where a sealed installation is required.

The special-purpose bolts in general use in Army aviation are Huck lock bolts and Jo-Bolts. The most commonly used Huck lock bolts are the pull, stump, and blind types. The pull type is mainly used in primary and secondary aircraft structure. The stump type is used where clearance is limited. The blind type is used where only one side of the work is accessible and where it is difficult to drive a conventional rivet.

Jo-Bolts are always considered to be a part of the permanent structure and subject to shear loads. These bolts are the flush, hex, millable hex, and oversize type.

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