Blind Rivets
Application
Considerations Part 1 of 2 Parts
(Reprinted by Permission From ENGINEERING DIGEST
(Canada), Volume 16, No. 10)
Ily anNforTHE SELECTION of fastening or assembly methods
production lines, industry is confronted with virtual-
infinite number of types and sizes of fasteners from
which to choose. Over 500,000 fasteners can be identified
by type, size and material and hundreds of standards
and specifications defining fastener properties confront the
user. Under such circumstances a fastener type, whose use
clearly has grown and continues to grow at a great rate in a
wide variety of industries, is the blind rivet, so named
because it can be set from one side of the work unlike
many other fasteners which require access to both sides.
Furthermore, simplification of product design, higher as-
sembly speeds, lower assembly costs, and the fastening of
dissimilar materials, all have contributed to high volume
usage of the blind rivet.
Blind rivets are mechanical fasteners. When a blind
rivet is set, a self-contained mechanical, chemical, or other
feature forms an upset on its inaccessible — or blind — end
and also expands its shank, thus securing the parts being
joined. However, blind rivets are increasingly being used in
applications where both sides of the joint are accessible in
order to simplify assembly, save metal, improve appearance,
or decrease cost. Blind riveting has the added advantage of
portability which becomes especially valuable in the case of
large assemblies.
Blind rivets should be considered when the fasteners
will not have to be removed for maintenance purposes, will
have to function in a high-vibration environment, will serve
only as tack or temporary fasteners, or will be used as
repair fasteners by untrained operators in the field.
BASIC TYPES
Basically, blind rivets are classified by the method of
setting. There are four basic types: pull-mandrel, drive-pin,
chemically expanded (explosives), and threaded (See Fig.
1).
Pull-mandrel: This type consists of a rivet body and a
mandrel. The mandrel is pre-assembled in the body. In
setting the mandrel is gripped and pulled axially so that
its head upsets the blind end of the rivet body to form
a set rivet.
Pull-mandrel rivets are subdivided into: pull-
through rivets where the mandrel is pulled completely
26 AUGUST 1971
through leaving a hollow rivet; break-mandrel rivets
(open or closed end) where a part of the mandrel
remains a plug in the rivet body; the non-break or
self-plugging rivets where the mandrel is pulled into but
not through the rivet body. The projecting mandrel
end is removed in a subsequent operation.
Drive-pin: Drive-pin rivets consist of a rivet body and a
pin assembled and located at the head side of the rivet
body. The pin is hammered into the rivet body and
flares out the blind side.
Chemically expanded (Explosive): A one-piece rivet
(open or closed-end type), it has an explosive in its
body. Application of heat or electricity to the rivet
head activates the charge to detonate, thus expanding
the rivet walls to set the blind end.
Threaded: This type consists of an internally threaded
rivet and an externally threaded mandrel which is
torqued or pulled, usually with a special tool. This
action expands the walls of the rivet body to form a
blind end.
Factors that can influence the choice of one of the
three types over the others are cost, structural integrity of
the joint, speed of assembly, clinching ability of the rivet,
ease with which it may be removed after setting, size range
of available rivets, and the range of grips that each will
accommodate. Only with extensive knowledge of these
factors can a proper choice be made.
MATERIALS AND FINISHES
Blind rivets are made of various materials, including
steel, copper, stainless steel, aluminum, and Monel. Regular
steel rivets are specified where high strength with minimum
corrosion resistance is required. Such rivets can be plated,
chemically treated, or painted.
Aluminum blind rivets are commonly used for exterior
work. They are manufactured with an ordinary mill finish
or any one of several special finishes, e.g., anodizing.
Monel and stainless-steel rivets provide high shear and
tensile strengths and superior corrosion resistance. They can
also be used in contact with detergents and most corrosive
liquids commonly used in industry.
 STANDARDS AND SPECIFICATIONS
Military specifications published to date have been
prepared for government applications. As blind rivets
continue to be used in increasing volume for application
Fig. I—Basic blind rivet designs and how they are set. other than aircraft, undoubtedly new specifications will be
prepared and published by government and defense
STYLES agencies. At the present, it is impossible to assign typical
Body style: A blind rivet is classified according to its joint-strength values to any of these fasteners without
as-manufactured condition. The closed-end rivet has a solid knowing the tolerances that are to be allowed on the rivet
end and its blind side remains closed after it has been set. length versus assembly thickness, hole clearance, joint
The open-end rivet has the as-manufactured end open. configuration, and the type of loading. It shall be men-
In a split-end rivet, a portion of the body is split axially tioned here that the Industrial Fasteners Institute — the
into two or more segments. The shank in a slotted-shank Technical Committee of which prepared this article — has
rivet has one or more axial slots that extend from the issued its first IPI Standard "Glossary of Terms Relating to
underside of the head and terminate short of the open end; Blind Rivets" (IFI-110 of March 20, 1969).
the remaining portion of the shank is a hollow cylinder (Continued on Next Page)
similar to that of the open-end body style.
Core styles: The core of a blind rivet is the axially
located hole in the rivet body. Styles are based on the
post-setting condition of the rivet.
A filled rivet contains enough of the mandrel or pin so
that the break point of the mandrel or the end of the pin is
approximately flush with the top of the rivet head. This
style provides high shear strength. A semi-filled rivet
contains a short length of the mandrel in its core. A hollow
rivet has a completely empty core, as in a pull-through
mandrel rivet, and is advantageous when light weight is
important. (a)
Head styles: The head of a blind rivet is the as
manufactured upset portion of the rivet body. After
setting, the head is located on the access side of the joint.
Styles include round, truss, countersunk, brazier, flat, and
domed. These can be either flush or protruding.
End styles: The end of a blind rivet is the part of the
rivet body at the extremity of the shank and opposite the
head. Some rivet ends are open or split, some are
completely enclosed, and others are plugged. When the end
is set, it becomes the blind head of the rivet.
Sizes: Sizes are usually in increments of 1/32 in. (b)
Oversized rivets are also available for dimpled-sheet con-
struction and for replacing standard diameter rivets in holes
that have been enlarged by the removal of those rivets.
Explosive rivets are also produced oversize, i.e., the actual
rivet diameter is about 1/64-in. larger than the diameter
specified. Nominal sizes of this type are 1/8, 5/32, and 3/16
in.
Grip range: The minimum-to-maximum total thickness
of component materials that can be joined properly with a
blind rivet of a given length is its grip range. Thus, the grip
range does not correspond to the length. A wide range of (e)
grip means a smaller inventory for many different applica- Most common types of riveted joints: (a) lap joints; (b)
tions. Most production requirements would dictate a length single-riveted butt joint; (e) double-riveted butt joint.
consistent with the grip range involved.
SPORT AVIATION 27
 DESIGN CONSIDERATIONS
The factors determining the type of rivet most suitable
for a particular application have been mentioned earlier.
The designer can profit by remaining aware of certain
assembly tips and techniques called from actual field
experience of blind riveting specialists. Such knowledge can
provide the designer with a relatively simple means of
introducing significant improvements in the performance or
appearance of an end product.
Seven examples are worthwhile to remember:
1. Fastening relatively thin sections often is a stumbling
block for designers faced with reducing the overall
weight of an assembly or obliged to use relatively thin
sections for functional objectives. Particularly for units
that cannot be assembled by adhesive bonding for one
reason or another, blind rivets with large flanged heads
can serve to minimize the possibility of fracturing the
surfaces of the members being fastened. They also
provide the extra bearing strength required to ensure a
quality fastening.
2. When fastening sections of dissimilar thicknesses, best
results are obtained if the rivet is expanded with the thin
section directly under the rivet head. This causes the
heavy sheet to bear the brunt of the clinching action. To
expand the rivet on the thinner member risks damage to
its surface.
3. Riveting metal to another type of material, for example,
plastic, often is a problem for the designer. If the rivet is
expanded against the harder material, this can be easily
solved.
4. When fastening a flat section to a curved section, it is
possible to set the rivet from the curved side and for the
rivet so set to hold. However, it is strongly recom-
mended that the rivet be set from the flat side.
5. When riveting corrugated material such as roofing, rivets
should be on the flat slope if possible. Second choice is
the peak. The poorest place is the valley because water
will accumulate at the rivet.
6. Care should be taken to use a rivet material which is
compatible with the material being riveted in order to
eliminate or reduce corrosion.
7. It is sometimes most advantageous to design a part for
rivet failure since the broken rivet can usually be
replaced much easier than fractured or torn sheet metal.
In addition to the rather specific tips and techniques
just described, the designer can also profit from the
following design recommendations.
rff 1d\~
J of the vise will draw away the heat and you'll have
Fig. 2 Fig. 3 Fig. 4
(To Be Continued Next Month)
SPORT BIPLANE ENGINES
The first big change in Sport Biplane Class rules since
souped-up engines were outlawed on January 1, 1970 is
about to take place. The Class Engine Committee of the
Professional Race Pilots Association is about to approve use
of a second engine in addition to the popular Lycoming
0-290 — the 235-cu. in. Franklin "Sport 4" series rated at
125 hp. According to the Committee, this engine must be
used in strictly stock configuration, with NO exceptions!
The Committee will also be extra careful in checking
Lycoming engines, especially the induction and ignition
systems. £)
28 AUGUST 1971
Helpful Hints
WELDING TIPS
By Antoni Bingelis (EAA 2643/Designee 306)
8509 Greenflint Lane
Austin, Texas
A LTHOUGH 4130 STEEL (chrome molybdenum or
"chrome-moly") is very tough and strong when cold, it
is even weaker than mild steel in the heated condition;
therefore, it must not be stressed or shocked while in a
white-hot state. The following guidelines should be heeded
if problems are to be avoided:
1. Do your welding in a draft-free area, otherwise the
metal will chill too fast and thereby be weakened.
2. Never use tightly clamped jigs. Spring-type clamps are
just fine for holding parts to be welded, and they come
in various sizes.
3. Good welders say that starting welding on an edge is
not a good technique. Rather, it is best to start at a
point away from the edge and work to it. Caution —
heat builds up fast near the easily heated edges and it is
very, very easy to inadvertently burn through the edge
of the metal. Watch it and draw the flame away slightly
as needed when the edge itself is reached. If you do
ruin a piece, make it over. That's where the educational
part of homebuilding comes in.
4. In all cases where parts have been tack-welded to-
gether, it is most important that you melt completely
through the tack as you complete the final weld.
5. As the thickness of the metal being welded decreases,
the selection of the proper tip and the adjustment of
the gases becomes very important. Thin metals are
easily buckled when too much heat is used.
6. Especially on thin metal and thin-wall tubing, care
needs to be taken to clean any dirt, scale, or oxide
from the parts to be welded. Percentagewise, as the
parent metal becomes thinner, the chances of having
dirty metal in the weld is increased. Take time to clean
the weld areas.
7. Get in the habit of preheating the metal in the area to
be welded.
8. Don't clamp your work in the vise and then try to weld
on the part near the jaws of the vise as the heavy metal
difficulty getting the metal hot enough to do good
work. Remember, any large or heavy metal areas near
the weld areas of work will draw away the heat from
the joint and will require a larger flame, thereby
increasing the risk of burning the adjacent metal.
9. Be sure your line of weld in the parent metal is heated
to proper melting point. Try to keep the weld pool size
as uniform as possible.
10. Heat the filler rod to the same melting point before
introducing it into the melted pool of metal.
11. Add filler rod as evenly and steadily as possible.
12. Don't rush! Be sure that the added metal and parent
metal are puddled together properly.
13. Keep playing the outer envelope flame over the pool to
protect it from the oxidizing effect of the air.
14. Melt a certain portion of the parent metal on both
sides for the entire length of the weld.
15. Avoid reheating of weld metal which has cooled.