The "chicken rivet" methodology is a hold-over from the early years of structural adhesive technology and realistically is no longer necessary. In the era of the 707 and DC-9 very little was known about adhesive reliability and generally the quality of bonding was quite poor. Rivets and mechanical fasteners were well known and were added for redundancy.
These days, structural adhesives are usually much stronger than the metals skins they are holding together, are corrosion resistant, and are fatigue resistant. Structural bonding can out-perform mechanical fasteners in many cases. In some cases, the addition of mechanical fasteners actually detracts from the effectiveness of the bonded technology.
-80 and 737-series flight controls (spoilers, ailerons, flaps) are constructed of bonded honeycomb wedges. Some of these surfaces (especially on the MD
-80 series aircraft) also make use of redundant rivets which fasten into the honeycomb core. One of the biggest problems with honeycomb core is moisture ingression (which leads to disbonding, weight gain, corrosion, etc). The "chicken rivets" on these flight controls actually accelerate the failure of the parts, since the rivet holes provide a path for moisture to enter the honeycomb. Boeing has issued a number of standard repairs for these parts which replace the skins with adhesive only (no rivets) to improve the service life of the parts.
Initially, yes, chicken rivets were installed for redundancy. In modern composite structures they have very little use, and often cause more problems than they solve. That being said, improper use of adhesives can also cause problems (the aforementioned "737 convertible" was partly due to improperly installed adhesive interfering with a rivet joint), but that's a different topic altogether...
I reject your reality and substitute my own...