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We have years of experience in aluminium construction of recreational, commercial and private vessels and have worked with a range of various designs. Highly workable and versatile aluminium is increasingly becoming the material of choice for new boats. Australian made yachts, pleasure boats, patrol boats and superyachts have rightfully earned Australia a reputation for fantastic innovation, diversity and sheer quality.

We can rightfully claim to have some of the best designers, engineers and craftsmen in the world: we are among the leaders for supplying the world with first-class products and when it comes to building aluminium boats Australia is proving to be a world leader and Commercial Marine Australia CMA can rightfully claim a place among the international heavyweights, with a proud history of producing excellent quality boats.

These guys were instrumental in the construction of a high speed footer. They also played leadership roles during the build of six high speed patrol boats we delivered to the Singapore special forces.

I have always admired their work ethic and positive attitude to problem solving which is part aluminum boat building course 30 any build and I can testify to their boat building and engineering skills, which have been honed over the 16 years I have known them and I would not hesitate to engage them to build my next boat.

The international boating fraternity are also increasingly aware of our superb reputation for repair, refit and maintenance services. CMA aluminum boat building course 30 an aluminium boat builder Brisbane expects to be an increasingly active player in providing these services. Being specialist aluminium boat builders and expert in successfully completing detailed and customer focussed project management for the design, construction, repowering, refitting and repairing of all types of aluminium boats.

We have over fifty years combined experience of building custom commercial vessels, in-class survey and special purpose boats, fishing boats and both small and superyacht pleasure craft.

We take pride in being one of the leading aluminium boat builders in Queensland. We design, engineer, build, modify and project-manage the production of your vessel exactly to your specific requirements. We have a tonne travel lift, secure lockup facility and a team of talented aluminium fabrication specialists and design engineers. Commercial Marine Australia have successfully completed projects as aluminium boat manufacturers in Australia and also internationally.

Our engineering and design teams are happy to work with your chosen designer or will complete your aluminium boat project for you, on time and within budget. Commercial Marine Australia fully understands the importance of finishing a project when time and deadlines are critical. Our Marine Engineering team work closely with our clients in the production, repair or maintenance of:.

Starting in the business when they were just fifteen years old, the founders of CMA, Justin Taylor and Ainslie Pankhurst, have over fifty years combined experience as aluminium boat builders.

Brisbane, the base of their operations, is from where the two partners continue to pursue their passion for creating elegant, safe and practical boats to fully satisfy the discerning requirements of aluminum boat building course 30 customers.

Their experience as aluminium boat builders ensures that we are constantly up-to-date with the latest advances in aluminium boat building technology and always compliant with new regulations and certifications. It also ensures that we have an excellent idea of effective and innovative solutions to offer our customers.

Ordering and watching the construction of a superyacht is an exciting time and choosing the right aluminium boat manufacturers to make your yacht a reality is critical. The huge experience that Justin and Ainslie can offer will ensure an owner will receive aluminum boat building course 30 boat aluminum boat building course 30 not only meets, but exceeds their requirements.

It is also easy to repair and maintain. Aluminium hulls and superstructures have exceptional strength and resistance to wear and can take a good deal of pounding.

This makes them an ideal choice for the rigors and severe stresses of blue-water cruising. Aluminium is easy to work using power tools, as well as being easily shaped and dressed. It is also easy and quick to weld and form, which will save time and money during the build process. Aluminium construction offers a boat builder great flexibility in the construction process because the alloy aluminum boat building course 30 easy to work and shape.

Damaged parts can easily be removed and replaced and superficial damage or denting can be beaten out, again making them easier to repair. Aluminium delivers a significant performance benefit, as well as additional cost savings because a smaller, less powerful aluminum boat building course 30 can be used to achieve the required performance.

Aluminium hulls offer less resistance when travelling through water, saving both the power requirement and using less fuel, making them more economical to run. A distinct safety advantage is that aluminium does not readily burn and therefore will not act as fuel for a fire. Aluminium also offers excellent corrosion resistance, giving an aluminium boat a much longer service life. Little maintenance is required and aluminium has a high resistance to corrosion and structural fatigue aluminum boat building course 30 of its good tensile properties.

Aluminium hulls only require painting below the waterline or where there is continual contact with sea water. Bare aluminium in air aluminum boat building course 30 form an oxide coating that creates a protective barrier and will stop the metal from corroding, this generates a large cost-saving. Aluminium boats are renowned for keeping their sell-on value.

Because of the minimal maintenance required, aluminium boats cause very little secondary pollution and the metal is also fully recyclable when a boat finally reaches the end of its serviceable life.

By choosing aluminium as your material of choice you will be joining a growing number of well-informed and very well satisfied owners. CMA, with the wise and experienced leadership of Justin Taylor and Ainslie Pankhurst, can ensure your boat will be built and will perform exactly or in excess of the design objectives. Whether this is for a whale-watching boat that requires a deck layout that ensures all passengers can be at aluminum boat building course 30 rail and enjoy the thrill of being so close to those gentle giants, or whether it is a fast patrol boat for use by Aluminum boat building course 30 Forces.

Each design always has Aluminum Boat Building Course Reviews its own challenges and the combined experience of Justin, Ainslie and their team of engineers and certified craftsmen will manage aluminum boat building course 30 project on time, on budget and will fulfil all objectives. CMA have many years experience of successful aluminium boat construction of recreational, commercial and private vessels. We offer all aluminium fabrication and construction new builds from 5 meters to 50 meters: whale-watchers, commercial fishing and fishing tour boats, special purpose boats, and commercial ferry boats.

Just let us know your requirements and we will happily work closely with you to successfully build a boat that will give many years of problem free service and provide you with an excellent return on your investment. We are also happy to offer a comprehensive maintenance program, including scheduled surveys, to keep your investment working at peak performance.

CMA are able to provide a single base solution for all your modification, maintenance and repair requirements. In addition to our recognised skills in aluminum boat building course 30 with aluminium, we can Aluminum Boat Building Materials Network also repair aluminum boat building course 30 many other systems that make up a modern boat, aluminum boat building course 30. So whatever is your requirement, a new build, refurbishment or change of purpose, our team of highly qualified and experienced engineers and certified craftsmen have the skills required.

Everyone in our close-knit team has a comprehensive knowledge of the marine industry, with many of them coming to us from senior positions in shipbuilding, commercial vessel construction, project management, and marine engineering. CMA actively monitors the marine business to ensure that we are completely up-to-date with current trends in design, safety and certification requirements.

With revenues of over four billion dollars per year and employing more than 22, people, the Australian maritime industry is one of the largest in the world.

Sheer Quality Australian made yachts, pleasure boats, patrol boats and superyachts have rightfully earned Australia a reputation for fantastic innovation, diversity and sheer quality. Commercial Marine Australia are part of aluminum boat building course 30 great tradition.

All aluminium fabrication and construction. Consultancy and training both in Australia and internationally. Compliance with detailed specifications and international certifications.

Special purpose builds, military, professional and rescue. Hydraulics, steering, davits, dive platforms. Hot and cold water systems, desalination systems, grey and black water control systems. Bilge systems, both manual and electric. Fuel systems, fuel treatment and transfer.

Stern gear arrangement upgrades. New installations. System aluminum boat building course 30 and alterations. Scheduled surveys. Corrosion repair and renew. Hull replacement. Accident insurance repairs. Changing the operation of your vessel.

Layout changes, for example, a dive-boat to a passenger transfer vessel. Remodelling of both interior and exterior. Structural modifications, extensions, access walkways, flying bridges. In addition to our recognised skills in working with aluminium, we can also repair the many other systems that make up a modern boat, including: Ride control and stabilizing systems.

Hot and cold aluminum boat building course 30 including desalination systems. Bilge systems. Manual or electric. Fuel systems, treatment and transfer. Engine upgrades, changes or repairs. Stern-gear arrangement modifications. Major structural repairs, modifications and maintenance.

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In fact, there can be many suitable approaches and variations. Consider the following. Because production builders are always thinking up ways to cut labor and material costs, and time required to build boats, they evolve specialized methods and materials that help toward these ends even if there is not necessarily any improvement in the boat itself. For example, they may use special proprietary extrusions to expedite some assembly process such as joining side and bottom plating at the chine see Fig.

Alternately, your chines might then be backed with a simple round bar Fig. None of these methods is necessarily superior, but just different due to circumstances. Also, production builders often make up sophisticated re-usable production jigs over which pre-cut hull panels are assembled and welded first.

These jigs may also rotate to facilitate high-speed welding, with internal members added after the hull is removed from the jig. In either case, end results are much the same and with comparable boat quality. Using a frame substructure for setting up your hull has several advantages for the do-it-yourselfer typically working alone. First the frame substructure makes it easy to assure hull accuracy that is so important to ultimate performance in a powerboat.

Factory production boatbuilders often use specialized forming equipment not always available to amateurs, or use forming services that might be provided by metal suppliers when quantity requirements are high.

Conversely, a design for the do-it-yourself builder would more likely specify internal longitudinal stiffeners i. Either method gets the job done but the latter is easier and cheaper for most building their own boats.

First, a disclaimer. But in reality few do-it-yourselfers want to pay the price for the service. But steel is considerably heavier than aluminum, so boats designed for steel are usually designed for greater displacement.

The consequences for a semi- or full-planing powerboat might be so much the better since the lighter aluminum boat will need less power and fuel. But in converting slower displacement-type powerboats from steel to aluminum, you might need to add ballast into such a boat done in aluminum to bring it back down to its original lines.

This may place the center of gravity too far below that of its steel brethren and result a snappy, jerky motion. So instead, you may want to place some of the added weight higher up. Aluminum is not as strong as steel so some compensations must be made if using it in place of steel. Without getting too technical, with aluminum used for shell plating e. Put another way, to get the same strength as steel in an aluminum hull, it needs to be approximately half the weight of steel.

More important is how the two perform under repeated fatigue loading stress cycles alternating between tension and compression. Tests show that for a similar number of cycles, steel stays above its yield strength threshold.

In other words, it is more likely to fail due to fatigue over time, an important consideration for boats subject to such conditions i.

But by how much? Converting from steel to aluminum is fairly straight-forward mainly because the members used are much the same in configuration and the methods of design and construction are similar. 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 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. We capture the pictorial build sequence and the students are given a copy of the CD in addition to a manual of the build of the vessel and other information regarding welding and boatbuilding.

If you would like information on the course, or would like to discuss an on-site course, call John on 03 The course dates are posted below. Note: There is a maximum of 8 students in each class. These courses are very popular, and if you are interested, please email us and book in to one of the courses listed.

Course content, typical :. Below: Course Boat purchased by Cindie, our first female attendee , She did the fit out, is on the water and is a proud boatowner. Cindie even took us fishing!

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