Aluminium Extruded Sections Easy

Aluminum is one of the most used metals in today’s society – Aluminium Extruded Sections in Easy  it can be found across a number of industries, such as construction and commercial, and in a number of applications, such as beverage cans and appliances. When choosing a manufacturer of aluminium extrusion for supplying the metal that you use in your workplace, however, it is important that you carefully consider which one will be best for your needs.

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The manufacturer will begin by removing the aluminium from deep within the earth’s crust (either as bauxite ore or feldspar). Often, the Bayer’s method, Wohler’s method or Hall Heroult method is chosen to remove the metal in its molten form. It is then hardened and moulded into whatever shape the manufacturer desires. When the aluminium is extracted from the earth in its solid form, Stock Aluminum Extrusions it will be passed through a number of mechanical processes that are designed to give the metal its desired shape. These processes include: rolling, drawing, forging, spinning, piercing and extrusion.

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Regardless of whether aluminium has been found in its molten or solid form, the manufacturer will then pass it through either a hot working or cold working process to prepare it for their customers. When using the hot working process (the most popular of the two), a billet will be heated to a temperature of over 79 degrees Celsius, which will allow the aluminium to be easily distorted and placed into its desired shape.

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The reason for the popularity of the hot working process over the cold working one can be fully realized when you compare aluminium extrusion to squeezing toothpaste out of its tube. It is much easier to extrude the metal when it is malleable, meaning that it must have been heated to a certain temperature.

Finally, the aluminium will pass through an extrusion and drawing process that runs almost parallel to each other. This is the final step in the whole extrusion process and is the step that gives the metal its entire shape. Deep drawing, for example, is used give the metal a cup, conical tapered, cylinder and seamless tube shape. For less curved shapes, Aluminum Cabinet Extrusions the drawing process is skipped.

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Once you are satisfied with the processes and methods utilized by a potential manufacturer of aluminium extrusions, you can begin submitting your orders with them. If, after your first delivery, you are still satisfied with the manufacturer based on the promptness of the order being filled and the quality of the aluminium that you receive, you can continue the relationship.

Aluminium Extruded Sections in Easy?

Aluminium Windows Pretoria

In our past articles I talked about all the steps required to properly replace your old wood sash windows with energy efficient vinyl windows. I told you how to measure for the new windows. Then we discussed the removal of the wood sashes and parting bead. Finally, I told you how to install, seal, and trim the vinyl replacement windows. But, what if those old windows in your home are made of aluminum instead of wood? Is the process the same? No, it's not the same at all. So, the next few articles are going to explain the differences between replacing wood windows versus aluminum windows.

When discussing the proper frame style for replacing the wood sash windows, I explained the difference between new construction frames versus replacement frames. When replacing aluminum windows, there is another option we have to consider regarding frame style. It's called a "retrofit" frame. Let's go over each frame type. First, we have the new construction frame with the nailing fin. If you choose to go this route, you have to remove the exterior around each window opening, pull out the nails holding the aluminum window to the studs, nail in the new vinyl window, apply flashing, caulk, and re-install the exterior around each window.(I get tired just talking about it!)In addition to being a whole lot of labor, you can run into major problems trying to install the exterior product around each window opening. If your home has stucco, you have to try and match the rest of the stucco. It can be done, but not by you. Even most professional stucco guys can't get a perfect match. What if you have wood siding? Well, you can cut away 2" of the siding around each window to get to the nail fin, then you can apply 1 X 2 or 1 X 3 trim around each window. Certainly not as much work as the stucco home, but probably more work than the average homeowner cares to tackle. What if each window is surrounded by brick? Let's not even go there! You would have to remove the bricks, then re-install them all when finished.

Trust me, you don't want to replace your old aluminum windows with new construction vinyl windows. You want to use either the replacement frame like the one used to replace the wood sash windows, or something called a retrofit frame, that is popular in the west where stucco is a common exterior. Since the procedure for measuring is the same regardless of the frame style chosen, this article will discuss the proper measuring procedure, and future articles will explain the difference in the installation process for replacement versus retrofit.

If you look at the portion of the aluminum frame that goes around the window opening into your surrounding walls, you will see three separate "legs" that form two pockets. The outside leg and the center leg form the first pocket. Your screen and stationary panel will be in this pocket. The center leg and inside leg form the second pocket, and your sliding panel is in that pocket. Find the "leg" that is the widest on all four sides. When measuring the width, run your tape measure from the widest leg on the left to the widest leg on the right. This should be the narrowest measurement. Then, subtract 3/8" from that measurement. This is the width of the replacement window. Measure the height the same way. When measuring the height, measure as close to the center of the window as possible. This is especially important on windows wider than six feet, because the top wood header has a tendency to sag over time, making the center of the opening the narrowest. You don't need to deduct 3/8" from the height like you did on the width. 1/4" is fine. These are the dimensions you use when ordering your vinyl window. If you have any picture windows(windows without a vent panel), there will only be two legs and one pocket. You still measure the same way.

Next week I will discuss whether your home is a candidate for retrofit frames or replacement frames...

Aluminum Garage Doors - 10 Benefits

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High strength aluminium alloys.

The origin of aluminium alloys in aircraft construction started with the first practical all-metal aircraft in 1915 made by Junkers in Germany, of materials said to be `iron and steel'. Steel presented the advantages of a high modulus of elasticity, high proof stress and high tensile strength. Unfortunately these were accompanied by a high specific gravity, almost three times that of the aluminium alloys and about ten times that of plywood. Aircraft designers during the 1930s were therefore forced to use steel in its thinnest forms. To ensure stability against buckling of the thin plate, intricate shapes for spar sections were devised.

In 1909 Alfred Wilm, in Germany, accidentally discovered that an aluminium alloy containing 3.5 per cent copper, 0.5 per cent magnesium and silicon and iron, as unintended impurities, spontaneously hardened after quenching from about 480°C. The patent rights of this material were acquired by Durener Metallwerke who marketed the alloy under the name Duralumin. For half a century this alloy has been used in the wrought heat-treated, naturally aged condition. The improvements in these properties produced by artificial ageing at a raised temperature of, for example, 175°C, were not exploited in the aircraft industry until about 1934.

In addition to the development of duralumin (first used as a main structural material by Junkers in 1917) three other causes contributed to the replacement of steel by aluminium alloys. These were a better understanding of the process of heat treatment, the introduction of extrusions in a wide range of sections and the use of pure aluminium cladding to provide greater resistance to corrosion. By 1938, three groups of aluminium alloys dominated the field of aircraft construction and, in fact, they retain their importance to the present day. The groups are separated by virtue of their chemical composition, to which they owe their capacity for strengthening under heat treatment.

The first group is contained under the general name duralumin having a typical composition of: 4 per cent copper, 0.5 per cent magnesium, 0.5 per cent manganese, 0.3 per cent silicon, 0.2 per cent iron, with the remainder aluminium. The naturally aged version was covered by Air Ministry Specification DTD 18 issued in 1924, while artificially aged duralumin came under Specification DTD 111 in 1929. DTD 111 provided for slight reductions in 0.1 per cent proof stress and tensile strength.

The second group of aluminium alloys differs from duralumin chiefly by the introduction of 1 to 2 per cent of nickel, a high content of magnesium and possible variations in the amounts of copper, silicon and iron. `Y' alloy, the oldest member of the group, has a typical composition of. 4 per cent copper, 2 per cent nickel, 1.5 cent magnesium, the remainder being aluminium and was covered by Specification DTD 58A issued in 1927. Its most important property was its retention of strength at high temperatures, which meant that it was a particularly suitable material for aero engine pistons. Its use in airframe construction has been of a limited nature only. Research by Rolls-Royce and development by High Duty Alloys Ltd produced the `RR' series of alloys. Based on Y alloy, the RR alloys had some of the nickel replaced by iron and the copper reduced. One of the earliest of these alloys, RR56 had approximately half of the 2 per cent nickel replaced by iron, the copper content reduced from 4 to 2 per cent, and was used for forgings and extrusions in aero engines and airframes.

The third and latest group depends upon the inclusion of zinc and magnesium and their high strength. Covered by Specification DTD 363 issued in 1937, these alloys had a nominal composition: 2.5 per cent copper, 5 per cent zinc, 3 per cent magnesium and up to 1 per cent nickel. In modern versions of this alloy nickel has been eliminated and provision made for the addition of chromium and further amounts of manganese.

Aircraft structural aluminium.

Of the three basic structural materials, namely wood, steel and aluminium alloy, only wood is no longer of significance except in laminates for non-structural bulkheads, floorings and furnishings. Most modern aircraft still rely on modified forms of the high strength aerospace aluminium alloys which were introduced during the early part of the 20th century. Steels are used where high strength, high stiffness and wear resistance are required. Other materials, such as titanium and fibre-reinforced composites first used about 1950, are finding expanding uses in airframe construction.

Alspec Aluminium Catalogue

 


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