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9/27/01 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. (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 AC 43.13-1B CHG 1 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) 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)PDF Image | AFS-640
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