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Holy boat: Popular Diy aluminium boat plans Fig. 2 � Half-sections show originally specified scantlings for a 26? planing utility boat in steel and modified scantlings based upon the rule-of-thumb explained in the text and that might be used if the boat were built in aluminum. In the listing, a (*) for the aluminum version indicates optional material that might be substituted in place of the specified extrusion if the shape and/or. WORK BOATS - FISHING BOATS - PASSENGER BOATS - BOAT PLANS BOAT CUTTING FILES & BOAT STEEL OR ALUMINUM PLANS & CUTTING FILES - 21' / 6m - 78' / 24m. The photo shown here is of the Euro Coastworker (12m / 40 ft) and is typical of our purpose designed work / fishing boats.

strips around a sq. Flashlights can assistance we find your equates to again when we occur to stay the small bit as well prolongedMahogany planking as well as all, privately plywood.

Residence occupancy costs have depressed from around Twenty-five fishing boat plans aluminium 72 to fifteen percent of domicile income.

And while there are standards-making organizations e. Consider plating thickness. On the steel boat, this is more often based on the practical minimum necessary to ward off corrosion over time, provide decent welds, and a thickness adequate to minimize unsightly deformation.

Thus 10GA. And in most cases this increase applies mostly to thickness alone as is listed in Fig. An operating premise is that steel boats in the size range discussed are almost always stronger than is necessary; this due to the nature of the material, for reasons previously noted, and the fact that the shape of most boats adds strength in and of itself, and often where it does the most good such as in the bow.

So using the example, 10GA. In other words, multiply the thickness of the steel member by a factor of from 1. Tip: Start with 1. The point is, many alternatives can be used to build an aluminum boat with largely the same results in terms of strength, durability, etc. In the above and referring to Fig.

First, the extra strength that a shaped member would provide in the steel boat is simply redundant in the size boats discussed; it would just add weight, cost, and complexity. Second, shaped members add to the difficulties of inspection, maintenance, and corrosion protection in the steel boat; for example, the ability to see and coat the underside flanges is difficult, especially when such members are small.

However, in the aluminum boat in Fig. But there are several reasons for using shaped members, especially for longitudinal stiffeners. First, such members are stronger. Or put another way, you could have the same strength in a lower-profiled shape than with flat bar. And the added strength in the aluminum boat is a plus. Another benefit might be more usable interior volume.

They tend not to be so floppy, and bend more uniformly than flat bar. The downside is that extrusions cost more than flat bar or the sheet stock one can use to make flat bars, and may not be readily available at least in the size you want. If working from stock plans for an aluminum boat, the designer probably specified certain sizes, types, and alloys of members for framing, etc.

But deviations may be possible. Most designs have some latitude in alternates that can be substituted. Channels can be made from split square or rectangular tubing, or even split pipe if somewhat larger than the specified channel. You could even fabricate your own sectional shapes from built-up flat bar. Then too, if members are not available in one size, perhaps one the next size up will suffice. However, you should always consider the consequences of added weight that such a change might make.

Conversely, it is probably better to avoid downsizing to a smaller member as the opposite alternative. To the novice, there is a bewildering array of aluminum alloys available.

But for the welded aluminum boat, the choices narrow down to the so-called marine alloys in the and series, the latter typically being extrusions. Yet even within these series there are still many alternatives. But the most common, readily available, and suitable for welded boat hulls include: H32 H34 H H32 H H However, the designer may have already taken this into consideration if is specified.

Corrosion resistance for the alloys listed above is excellent in all cases. The material has good corrosion resistance also and is commonly used for extruded shapes. Early aluminum boats were often made with closely-spaced transverse frames with few, if any, longitudinals, a carry-over from traditional wood boatbuilding no doubt.

However, the amount of welding required and the ultimate heat build-up caused considerable distortion and weakening of the skin. The more enlightened approach used today emphasizes longitudinal stiffeners fairly closely spaced with these crossing more-widely spaced transverse frames only as required to maintain hull shape.

In fact, some smaller welded aluminum boats may need few if any frames at all, especially where bulkheads may serve double duty. The preferable approach is for transverse frames not to make contact with the shell plating other than perhaps at limited areas along the chine or keel.

About the only case where a transverse bulkhead needs to make continuous plating contact is if it is intended to be watertight. Even then, such a practice tends to distort the plating and is often readily visible on the outside of the boat. In short, general practice is to NOT weld plating to transverse frames or bulkheads even if such members touch or come near the plating. The chine is the junction between the bottom and side on a v-bottom or flat bottom boat.

On high-speed planing boats, this corner should be as crisp are possible, especially in the aft half of the hull. The reason is that water should break free from the hull to reduce frictional drag at speed, and not climb up the topsides. As shown before, Fig. Otherwise, a backing member is largely optional.

If a special extrusion as discussed before is available, these are acceptable. Side and bottom plating fit into the slots which are then welded continuously. From an appearance standpoint, a continuous inside weld looks best. However, such extrusions are often proprietary items or otherwise prohibitive in cost, and a problem to buy and ship in small quantities.

Completing the ends of such extrusions where they join to transom and stem areas is also not always easy for the builder making a single boat. However, if the protruding flange is too pronounced, there may be a tendency to hang up on rocks in certain boats such as whitewater boats, or snag debris and catch pilings in other types of boats depending on their use.

Otherwise, round bar bends around frames easily and gives a well-defined boundary to work to when fitting side and bottom plates. A temporary chine backing member may help in this regard.

In this case the bottom is fitted first and cut with care along Fishing Boat Plans Aluminium 90 the chine line a temporary backing member may aid in fitting. Then topsides are installed, letting the edge overhang the junction a distance as required to form the spray deflector flat. While a good design, this configuration also takes care to assure fair lines. As mentioned, on the modern aluminum hull, most plating is reinforced by longitudinals. While a good set of plans will specify what to use for these members, this does not necessarily rule out another alternative if what is specified is not available.

These are available in many sizes, often in the form of extrusions with radiused edges that facilitate welding, or you can cut your own from plate. Other stiffeners are often extruded shapes that can get costly and may not be as readily available in the sizes needed. When installing longitudinals, bending can present problems depending on curvature and member type.

One approach some builders take to reduce bending effort is to gore members along their flanges as in Fig. This idea is sound, but the execution takes care to assure fair curves. Good practice also calls for radiusing the corners at the gores slightly to minimize hard spots against the plating. Avoid over-welding, and completely around the ends of each cut.

This allows a strong fillet weld on both sides of the junction the inside weld can be intermittent. A simple corner junction here as in Fig. In fact, some builders extend the bottom plating considerably past the transom on faster planing hulls to form integral non-adjustable trim tabs. These can later be bent down slightly if required for best performance and then bracketed to the transom once an optimum position has been found. Transom thickness technically need be no more than that of the side or bottom plating.

Additional thickness may be required � at least in the area of the cut-out � either through the use of doublers or thick inserts. A thicker insert is preferable at a cutout to avoid the need to seal joints between doublers by welding.

Where thin plating meets thicker plating, bevel the thicker edge at a slope equal to at least three times the thickness of the thinner plate see Fig.

The insert should have rounded corners rather than being a hard square or rectangular shape. There is an on-going debate as to whether welded aluminum boats should be made as light as possible via light plating and framing but with more of it , or with heavier plating using minimal but also somewhat huskier framing members.

A boat built with light plating and framing is lighter in weight for more-economical operation, has a higher speed for a given power, is more-easily trailered, has greater payload, and because it has less material, will cost less. First, there is a natural tendency among builders in any material to over-build and second-guess the designer, even when a boat uses the heavier plating approach initially.

The typical idea is that if so much is good, then a little more must be better. The result is that such boats weigh more than the designer predicted. You guessed it � NOT the builder. Much depends on the boat and its expected service.

For pleasure boats, I tend to favor lighter scantlings, but for more rigorous duty, heavier construction may be justified. However, rather than simply increase plating thickness, you might get similar results by adding a few more internal stiffening members instead. An appealing possibility on metal boats is tanks integral with the hull, which is acceptable for diesel fuel but not gasoline.

Because the hull shell plating provides one or more of the tank sides, and internal tank members can double as hull stiffening members, such tanks can save material and add capacity without taking up more room. First, tanks might be of such a size or located in such a position that welding tight seams all around the perimeter is difficult if not impractical.

Second, because full welds are required, there is a greater chance of heat buildup and ultimate hull plating distortion. Finally, special consideration must be given at the intersections of tank ends, hull stiffening members, and internal tank baffles when required. Attempting to fit and weld tank ends tightly around stiffeners that pass through the tank is tedious if not impossible. Instead, hull stiffeners should stop at tank ends, with similar members cut and fitted inside, or with internal baffles installed in line with such stiffeners as substitutes and to maintain continuity.

Conversely separate tanks built outside the hull are physically easier to manipulate during assembly and welding, easier to test and assure integrity, easier to repair or replace, and not as likely to suffer damage in a collision. She is the fastest boat in the Abacos, Bahamas where we run our charter business. She has hit 12 knots She is stoutly rigged and heavily ballasted. There will be two basic layouts - personal Free Aluminium Fishing Boat Plans Jacket arrangements as shown plus an arrangement more suitable for charter use.

The construction methods are very simple to use and suitable for any builder. Paul and Linda Jauncey and family made a successful Atlantic crossing in his self built steel Dutch style powerboat Dreamworld and at time of writing is currently undertaking a Pacific crossing. When powering at hull speed of 8. It is worth noting that by reducing speed to 7. By the end of the voyage Salvation 11 had called at ports, visited 51 countries including 34 states of the USA and motored just over , nautical miles in 7, hours at an average speed of 6.

Shakedown cruise got a perfect This vessel performed beyond my wildest expectations. No ballast used. Designers note: We recommend ballast in all our displacement trawlers. There is not bow spray rail pictured in the plan. This boat throws a lot of bow spray when it pitches into a heavy sea. Fun to watch but very cold on your face when you are on the bridge Robert J. The vessel performs much better in a sea going situation with longer swells.

Looking forward to a early reply in this matter Yours faithfully, John McSwan. Hello Bruce, Hope everything is going well. I can se your home page is growing larger by the minute. My boat building is coming along fine. Everything is fitting nicely as it should. My crew is excellent and they are enjoying building a boat like this regards to restoring old boats. They thought that we have had 10 persons for several months when in fact we have had three for a couple of weeks.

The hull and deck plates are in place and the wheelhouse is starting to take shape. We are estimating that we will start welding everything within a couple of weeks. We calculate that we will have the boats maiden voyage inn late spring. Long mail to get to the point but I wanted to inform you of something positive instead of coming with a lot of questions. We have made copies and have our guys studying them.

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