{"id":23239121,"date":"2026-09-18T13:23:48","date_gmt":"2026-09-18T11:23:48","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/?p=23239121"},"modified":"2026-09-18T13:23:48","modified_gmt":"2026-09-18T11:23:48","slug":"why-aircraft-are-riveted-not-welded-damage-tolerance","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/de\/why-aircraft-are-riveted-not-welded-damage-tolerance\/","title":{"rendered":"A Welded Fuselage Would Be Stronger. That Is Why Nobody Builds One"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n<p>An airliner fuselage contains something in the order of a million rivets. Each one is a hole drilled through the skin, which is to say a stress concentration deliberately introduced into a pressure vessel, repeated a million times.<\/p>\r\n<p>A welded fuselage would have none of them. It would be lighter, smoother and, joint for joint, stronger. Nobody builds one.<\/p>\r\n<p>The reason is the best idea in aircraft structures, and it is not about strength at all.<\/p>\r\n\r\n<div style=\"background:#f5f5f5;padding:18px 20px;margin:26px 0\"><h3 style=\"margin:0 0 10px;font-size:20px\">Quick Facts<\/h3><table style=\"width:100%;border-collapse:collapse;font-size:15px\"><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">The claim<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">A welded fuselage would be stronger than a riveted one<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">Why it is true<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">A weld is continuous parent metal. A riveted lap joint is two sheets held by fasteners<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">Why nobody does it<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">A crack in continuous metal has nothing to stop it. A crack in a riveted structure runs into the next joint and stops<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">The design philosophy<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">Damage tolerance: assume cracks exist, size the structure so they are found before they matter<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">The metallurgy problem<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">2024-T3 and 7075 are not fusion weldable. The heat-affected zone hot-cracks, the temper is destroyed, and 7075 is prone to stress corrosion<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">Where welding is used<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">Engine mounts, trusses, pylons, firewalls, landing gear components. Thicker parts in different alloys<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">The exception in the air<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">Friction stir welding, a solid-state process that never melts the metal<\/td><\/tr><tr><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee;font-weight:600;width:38%;vertical-align:top\">The exception in history<\/td><td style=\"padding:8px 14px;border-bottom:1px solid #e2e7ee\">The MiG-25, roughly 80 per cent nickel steel and largely welded<\/td><\/tr><\/table><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">Rivets do not make it stronger<\/h2>\r\n<p>Take the strength argument at face value, because it is correct. A properly executed weld between two pieces of metal is continuous parent material. A riveted lap joint is two overlapping sheets clamped by fasteners, with load transferring through the fasteners in shear and through friction between the faying surfaces. Per unit of joint, the weld wins.<\/p>\r\n<p>Now put a crack in each.<\/p>\r\n<p>A crack in a pressurised fuselage does not sit still. It grows a little on every cycle as the cabin pressurises and depressurises, and the longer it gets the faster it grows, because the stress at the tip rises with crack length. Beyond a certain length it stops being a fatigue crack and becomes a fast fracture running at a fair fraction of the speed of sound through the material.<\/p>\r\n<p>In continuous metal there is nothing in its path. In a riveted structure the crack reaches a line of rivet holes and a frame or a tear strap, and the discontinuity that a designer would otherwise hate is now the thing that blunts the crack and dumps its energy. The skin is divided into panels, and a failure in one panel is meant to stay in that panel.<\/p>\r\n<p>That is the whole idea: fail-safe structure, and its modern successor, damage tolerance. The assumption is not that the aircraft is free of cracks. The assumption is that it has them, that they will grow, and that the structure must be arranged so they are detectable long before any one of them becomes critical.<\/p>\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/IDbTUt3OG9s\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The aircraft that proved it<\/h2>\r\n<p>On 28 April 1988 a Boeing 737 of Aloha Airlines lost roughly eighteen feet of upper fuselage at 24,000 feet, from just behind the cockpit back to the wing. One flight attendant was swept out and died. The aircraft landed at Kahului.<\/p>\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/aloha-airlines-243-fuselage-after-landing.jpg\" alt=\"Aloha Airlines Flight 243 after landing with the upper fuselage missing\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">Aloha Airlines Flight 243 at Kahului on 28 April 1988. A cabin opened to the sky at 24,000 feet, and the aircraft still flew. Photo: NTSB, public domain<\/figcaption><\/figure>\r\n\r\n\r\n<p>It is usually told as a story about corrosion and an ageing fleet, and it is. But the structural detail is the one that matters here, and one of the commenters under the original post got it right.<\/p>\r\n<p>That aircraft&rsquo;s lap joints used an early cold-bonding design: the skin panels were glued with an epoxy-impregnated scrim cloth, and the bond was supposed to carry the pressurisation load, with rivets largely locating the panels. The scrim could wick moisture into the joint. When the bond let go, the load it had been carrying went into the rivet line instead, and fatigue cracks started at the knife edge of the countersunk rivet holes, at many holes at once.<\/p>\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/cold-bonded-lap-joint-schematic-boeing-737.png\" alt=\"Schematic of a cold bonded lap joint in a Boeing 737 fuselage\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The cold-bonded lap joint at the centre of the accident. When the adhesive disbonds, the rivet line inherits a load it was not sized for. Diagram: Mogumin, CC BY-SA 4.0<\/figcaption><\/figure>\r\n\r\n\r\n<p>That is called multiple-site damage, and it is the specific thing that defeats a fail-safe design. One crack runs into a tear strap and stops. A row of small cracks at adjacent rivet holes can link up into one long crack that arrives at the tear strap with far more energy than the strap was designed to absorb, and on that aircraft the tear straps had disbonded too.<\/p>\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #c62828;padding:20px 24px;margin:26px 0\"><p style=\"font-size:19px;line-height:1.6;font-style:italic;margin:0 0 10px;color:#0d1117\">&ldquo;Tear strap disbond negated the fail-safe characteristics of the fuselage.&rdquo;<\/p><p style=\"font-size:14px;color:#555;margin:0\"><strong>National Transportation Safety Board<\/strong>, on the structural mechanism behind the Aloha Airlines Flight 243 accident<\/p><\/div>\r\n\r\n\r\n<p>The point for this argument is what happened next: the aeroplane landed. A cabin was opened to the atmosphere at 24,000 feet and the structure that remained still carried the loads. That is damage tolerance doing precisely what it exists to do, at the far edge of what anyone would design for.<\/p>\r\n<h2 style=\"padding-top:22px\">And you could not weld it anyway<\/h2>\r\n<p>The crack-arrest argument is the interesting one, but there is a blunter reason sitting underneath it: the metal will not take a weld.<\/p>\r\n<p>Airframe skins are typically 2024 in the T3 temper, an aluminium-copper alloy, and 7075, aluminium-zinc-magnesium-copper. Both get their strength from precipitation hardening, a heat treatment that puts fine particles into the metal in a controlled way. Both are classed as unweldable by fusion methods, for three compounding reasons.<\/p>\r\n<p>The weld pool solidifies over a range of temperature, and the last liquid to freeze sits in films between grains. Shrinkage pulls those films apart, which is hot cracking, and it happens as the joint cools, before it has carried any load. Around the weld, the heat-affected zone gets a thermal cycle nobody designed, so the careful precipitation structure is coarsened or dissolved and the temper is gone. And 7075 in particular is susceptible to stress corrosion cracking, so a zone with altered metallurgy and locked-in residual stress is precisely where a crack will start in service.<\/p>\r\n<p>Add the geometry. A fuselage skin can be under a millimetre thick. Melting a joint into something that thin, repeatably, across kilometres of seam, with no way to inspect the result except by dragging equipment over every inch of it, is a manufacturing problem nobody wants when the alternative is a fastener with a specification, a visible head and a gauge to check it.<\/p>\r\n<h2 style=\"padding-top:22px\">Where aircraft are welded<\/h2>\r\n<p>Plenty of an aeroplane is welded. Engine mounts, pylons, trusses, firewalls, landing gear components, ducting, tanks: thicker parts, different alloys, steel and titanium, and places where a crack has somewhere to go that is not a pressure hull.<\/p>\r\n<p>And there is one aircraft that makes the whole argument by exception. The MiG-25 is roughly 80 per cent nickel steel, 11 per cent aluminium and 9 per cent titanium, and its steel structure was put together with spot welding, automatic welding and a great deal of hand arc welding. Mikoyan would have preferred titanium. They could not make it work, for a reason that should sound familiar by now.<\/p>\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #1565c0;padding:20px 24px;margin:26px 0\"><p style=\"font-size:19px;line-height:1.6;font-style:italic;margin:0 0 10px;color:#0d1117\">&ldquo;The problem of cracks in welded titanium structures with thin walls could not be solved, so the heavier nickel steel was used instead.&rdquo;<\/p><p style=\"font-size:14px;color:#555;margin:0\"><strong>The Soviet design account of the MiG-25<\/strong>, on why the Foxbat was built from steel<\/p><\/div>\r\n\r\n\r\n<p>A heavy welded steel aeroplane, designed for short high-speed sprints rather than tens of thousands of pressurisation cycles, is a different engineering problem from an airliner that must survive sixty thousand flights. Both answers are correct for their question.<\/p>\r\n<h2 style=\"padding-top:22px\">The thing that is quietly changing<\/h2>\r\n<p>Several commenters raised friction stir welding, and they are right to.<\/p>\r\n<p>FSW is not welding in the sense above. A rotating shouldered tool is plunged into the joint and dragged along it; friction softens the metal and the tool stirs the two sides together plastically. Nothing melts. Because nothing melts, there is no weld pool to hot-crack and no solidification structure to go wrong, which is exactly why it works on the alloys a torch cannot touch.<\/p>\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/friction-stir-weld-aluminium.jpg\" alt=\"A friction stir weld in aluminium\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">A friction stir weld. The metal is stirred rather than melted, which is why it will join alloys classed as unweldable. Photo: NASA, public domain<\/figcaption><\/figure>\r\n\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/A5fMNZfuDgk\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>It has flown. The Eclipse 500 was the first aircraft to use friction stir welding in primary structure, in the cabin, aft fuselage, wings and engine mounts, certified with the FAA.<\/p>\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #2e7d32;padding:20px 24px;margin:26px 0\"><p style=\"font-size:19px;line-height:1.6;font-style:italic;margin:0 0 10px;color:#0d1117\">&ldquo;It eliminates the need for thousands of rivets. This results in reduced assembly costs, better joining quality, and stronger and lighter joints.&rdquo;<\/p><p style=\"font-size:14px;color:#555;margin:0\"><strong>Oliver Masefield<\/strong>, vice president of engineering, Eclipse Aviation<\/p><\/div>\r\n\r\n\r\n<p>Note what is missing from that sentence. It is an argument about cost, quality and weight, which are the arguments a manufacturer makes. It is not an argument that the joint is more damage tolerant, and that is still the question a large pressurised fuselage has to answer. FSW has spread through aerospace in panels, stiffeners, tanks and spacecraft structures, and it has not yet replaced the riveted lap joint on a large airliner.<\/p>\r\n<p>The bigger shift is sideways. On a <a href=\"https:\/\/migflug.com\/afterburner\/why-airliners-carbon-fiber-composite-vs-aluminium\/\">carbon fibre fuselage<\/a> the question stops being rivets or welds at all, because the barrel is laid up in one piece and the failure mechanics are completely different. The 787 and the A350 did not solve the riveting problem. They left it.<\/p>\r\n<h2 style=\"padding-top:22px\">Why the original claim is nearly right<\/h2>\r\n<p>The post that prompted this put it in one line: rivets do not make the joint stronger, they make the failure survivable. That is a good sentence and it is essentially correct.<\/p>\r\n<p>Two things are worth adding to it.<\/p>\r\n<p>The first is that crack arrest is not the only reason, and on a factory floor it is probably not the first reason. You cannot fusion weld the alloys, you cannot reliably melt a joint into sub-millimetre skin, you cannot inspect the result cheaply, and you cannot repair it in a hangar overnight the way a mechanic drills out a bad rivet and squeezes a new one. Damage tolerance is the elegant answer. Manufacturability and maintenance are the ones that actually decide it.<\/p>\r\n<p>The second is that the fail-safe promise is conditional, and Aloha is what it looks like when the condition is not met. Crack arrest works if cracks arrive one at a time at a structure that is still bonded and still capable of absorbing them. A row of small cracks at adjacent holes, in a joint whose adhesive has let go, defeats it. Which is why the regulatory response to 1988 was not a change of material but a change of inspection: find the cracks.<\/p>\r\n<p>The riveted fuselage is not a compromise engineers are waiting to escape. It is a deliberate choice to build a structure that fails slowly and visibly rather than one that fails well until it fails completely.<\/p>\r\n<h2 style=\"padding-top:22px\">The post<\/h2>\r\n<p>This came round from the account gaugehow, and Instagram labels it as AI-assisted content, which is worth knowing before quoting it. The engineering holds up. The comment thread under it is unusually good: readers correctly raised friction stir welding, the loss of heat treatment, the ease of sectional repair, and the bonded-joint detail on the Aloha aircraft. All four are in this article because they were right.<\/p>\r\n\r\n<div style=\"margin:24px 0;display:flex;justify-content:center\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.instagram.com\/p\/DdE0eEVDC7y\/embed\/\" style=\"width:100%;max-width:540px;height:1000px;border:0\" scrolling=\"no\" allowtransparency=\"true\"><\/iframe><\/div>\r\n\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>Why are aircraft riveted instead of welded?<\/summary><div class=\"a\">Mainly because of how each structure fails. A weld is continuous parent metal, so a crack in it has nothing in its path to stop it. A riveted structure is divided into panels by frames, tear straps and rivet lines, and a crack that reaches one of those discontinuities is blunted and arrested. Aircraft skins are also made from alloys that cannot be fusion welded, are too thin to weld reliably, and are far easier to inspect and repair when fastened.<\/div><\/details><details><summary>Would a welded fuselage really be stronger?<\/summary><div class=\"a\">Joint for joint, yes. A properly made weld between two pieces of metal is continuous material, while a riveted lap joint transfers load through fasteners in shear. The riveted joint is not chosen because it is stronger. It is chosen because it is damage tolerant: it turns a single catastrophic failure into a local one that can be found at inspection.<\/div><\/details><details><summary>Why can 2024 and 7075 aluminium not be welded?<\/summary><div class=\"a\">Both are precipitation-hardened alloys, and fusion welding attacks that in three ways. The weld pool solidifies over a temperature range and shrinkage tears the last liquid films apart, which is hot cracking. The heat-affected zone receives an uncontrolled thermal cycle that coarsens or dissolves the strengthening precipitates, destroying the temper. And 7075 in particular is susceptible to stress corrosion cracking, so an altered zone carrying residual stress becomes the place a crack starts in service.<\/div><\/details><details><summary>What is damage tolerance in aircraft structures?<\/summary><div class=\"a\">A design philosophy that assumes cracks are present in the structure rather than assuming they are absent. The structure is arranged so that cracks grow slowly and predictably, so that any single crack is arrested before it becomes critical, and so that it can be detected at scheduled inspection with margin to spare. It replaced the older safe-life approach after the de Havilland Comet accidents of the 1950s.<\/div><\/details><details><summary>What did the Aloha Airlines 243 accident show about riveted structures?<\/summary><div class=\"a\">That fail-safe design is conditional. The aircraft&rsquo;s lap joints used a cold-bonded adhesive meant to carry the pressurisation load; when it disbonded, the load went into the rivet line and fatigue cracks began at many countersunk holes at once. That multiple-site damage linked into a crack too energetic for the tear straps, which had also disbonded. The aircraft nevertheless landed after losing about 18 feet of upper fuselage, which is damage tolerance working at its limit.<\/div><\/details><details><summary>Are any aircraft welded rather than riveted?<\/summary><div class=\"a\">Parts of every aircraft are welded, including engine mounts, pylons, trusses, firewalls and landing gear components, which use thicker sections in different alloys. The extreme case is the MiG-25, roughly 80 per cent nickel steel, assembled with spot, automatic and hand arc welding. Mikoyan would have preferred titanium but could not solve cracking in thin welded titanium structures, so used steel instead.<\/div><\/details><details><summary>Is friction stir welding replacing rivets on aircraft?<\/summary><div class=\"a\">Partly, and slowly. Friction stir welding is a solid-state process: a rotating tool stirs the metal plastically without melting it, so there is no weld pool to hot-crack, which is why it works on alloys that cannot be fusion welded. The Eclipse 500 was the first aircraft to use it in primary structure. It has since spread into panels, stiffeners and spacecraft tanks, but it has not replaced the riveted lap joint on a large pressurised airliner.<\/div><\/details><details><summary>Do carbon fibre airliners still use rivets?<\/summary><div class=\"a\">Far fewer. On aircraft such as the Boeing 787 and Airbus A350 the fuselage is laid up as composite barrels rather than assembled from riveted aluminium panels, which removes most of the fastener count in the skin. That does not solve the riveting problem so much as sidestep it, because composite structures fail by different mechanisms and bring their own inspection challenges.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"Why are aircraft riveted instead of welded?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Mainly because of how each structure fails. A weld is continuous parent metal, so a crack in it has nothing in its path to stop it. A riveted structure is divided into panels by frames, tear straps and rivet lines, and a crack that reaches one of those discontinuities is blunted and arrested. 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The aircraft nevertheless landed after losing about 18 feet of upper fuselage, which is damage tolerance working at its limit.\"}},{\"@type\":\"Question\",\"name\":\"Are any aircraft welded rather than riveted?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Parts of every aircraft are welded, including engine mounts, pylons, trusses, firewalls and landing gear components, which use thicker sections in different alloys. The extreme case is the MiG-25, roughly 80 per cent nickel steel, assembled with spot, automatic and hand arc welding. Mikoyan would have preferred titanium but could not solve cracking in thin welded titanium structures, so used steel instead.\"}},{\"@type\":\"Question\",\"name\":\"Is friction stir welding replacing rivets on aircraft?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Partly, and slowly. Friction stir welding is a solid-state process: a rotating tool stirs the metal plastically without melting it, so there is no weld pool to hot-crack, which is why it works on alloys that cannot be fusion welded. The Eclipse 500 was the first aircraft to use it in primary structure. It has since spread into panels, stiffeners and spacecraft tanks, but it has not replaced the riveted lap joint on a large pressurised airliner.\"}},{\"@type\":\"Question\",\"name\":\"Do carbon fibre airliners still use rivets?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Far fewer. On aircraft such as the Boeing 787 and Airbus A350 the fuselage is laid up as composite barrels rather than assembled from riveted aluminium panels, which removes most of the fastener count in the skin. That does not solve the riveting problem so much as sidestep it, because composite structures fail by different mechanisms and bring their own inspection challenges.\"}}]}<\/script><p style=\"font-size:14px;color:#777;font-style:italic;margin-top:28px\">Sources: National Transportation Safety Board report on Aloha Airlines Flight 243; TWI; NASA; Assembly Magazine (Eclipse Aviation); Airplane Academy; Wikipedia entries for the Mikoyan-Gurevich MiG-25 and Aloha Airlines Flight 243; gaugehow on Instagram; Afterburner reporting<\/p>\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:18px 22px;margin:28px 0\"><h3 style=\"margin:0 0 8px;font-size:19px\">Related Posts<\/h3><ul style=\"margin:0;padding-left:20px\"><li style=\"margin:6px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/aloha-243-the-plane-that-lost-its-roof-at-24000-feet\/\">Aloha 243: The Plane That Lost Its Roof at 24,000 Feet<\/a><\/li><li style=\"margin:6px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/de-havilland-comet-metal-fatigue-square-windows-investigation-1954\/\">The de Havilland Comet: The Beautiful Jet That Taught Us How Aircraft Break<\/a><\/li><li style=\"margin:6px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/why-airliners-carbon-fiber-composite-vs-aluminium\/\">Why Airliners Are Made of Plastic Now<\/a><\/li><li style=\"margin:6px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/why-aircraft-windows-have-a-tiny-bleed-hole\/\">The Hole in Your Aircraft Window<\/a><\/li><\/ul><\/div>\r\n\r\n\r\n","protected":false},"excerpt":{"rendered":"<p>An airliner fuselage contains something in the order of a million rivets. Each one is a hole drilled through the skin, which is to say a stress concentration deliberately introduced into a pressure vessel, repeated a million times. A welded fuselage would have none of them. It would be lighter, smoother and, joint for joint, [&hellip;]<\/p>\n","protected":false},"author":23,"featured_media":23238094,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[665,664],"tags":[],"class_list":["post-23239121","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-aviation-world","category-military-aviation"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.5 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Why Aircraft Are Riveted, Not Welded | MiGFlug<\/title>\n<meta name=\"description\" content=\"A welded fuselage would be stronger. 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