What are you doing this Sunday?  Planning on going to church?

How about Metal Church, with your favorite preacher, Jesse James?!?

An introduction to friction stir welding

By Jeff Defalco, Contributing Writer

September 15, 2009

A relatively new joining process, friction stir welding (FSW) produces no fumes; uses no filler material; and can join aluminum alloys, copper, magnesium, zinc, steels, and titanium. FSW sometimes produces a weld that is stronger than the base material.

Friction stir welding (FSW) is a relatively new joining process that has been used for high production since 1996. Because melting does not occur and joining takes place below the melting temperature of the material, a high-quality weld is created. This characteristic greatly reduces the ill effects of high heat input, including distortion, and eliminates solidification defects. Friction stir welding also is highly efficient, produces no fumes, and uses no filler material, which make this process environmentally friendly.

History

Friction stir welding was invented by The Welding Institute (TWI) in December 1991. TWI filed successfully for patents in Europe, the U.S., Japan, and Australia. TWI then established TWI Group-Sponsored Project 5651,”Development of the New Friction Stir Technique for Welding Aluminum,” in 1992 to further study this technique.

The development project was conducted in three phases. Phase I proved FSW to be a realistic and practical welding technique, while at the same time addressing the welding of 6000 series aluminum alloys. Phase II successfully examined the welding of aerospace and ship aluminum alloys, 2000 and 5000 series, respectively. Process parameter tolerances, metallurgical characteristics, and mechanical properties for these materials were established. Phase III developed pertinent data for further industrialization of FSW.

Since its invention, the process has received world-wide attention, and today FSW is used in research and production in many sectors, including aerospace, automotive, railway, shipbuilding, electronic housings, coolers, heat exchangers, and nuclear waste containers.

“If you can’t stand the heat, get out of the kitchen.”

This expression makes absolutely no sense if you’re in the profession of welding.

#1:  If you can’t stand the heat, why the heck are you a welder?

#2:  There is no kitchen.  What kitchen?  If you’re welding in a kitchen, get out of that kitchen. Right now! There are gas mains!

#3:  If you can stand the heat, and you’re not in a kitchen, then why would you move?  Stand right there!

In fact, let’s add some more heat.  Let’s add some… friction.

That’s right, you heard me. Friction, as in friction stir welding. FSW. It’s all the rage in… in…

Just read.

An introduction to friction stir welding

By Jeff Defalco, Contributing Writer
September 15, 2009

A relatively new joining process, friction stir welding (FSW) produces no fumes; uses no filler material; and can join aluminum alloys, copper, magnesium, zinc, steels, and titanium. FSW sometimes produces a weld that is stronger than the base material.

Friction stir welding (FSW) is a relatively new joining process that has been used for high production since 1996. Because melting does not occur and joining takes place below the melting temperature of the material, a high-quality weld is created. This characteristic greatly reduces the ill effects of high heat input, including distortion, and eliminates solidification defects.

Friction stir welding also is highly efficient, produces no fumes, and uses no filler material, which make this process environmentally friendly.

CONTINUE READING ONLINE ->

Interested in learning about restoring classic cars? Well, you’ve come to the right place!

The folks over at Second Chance Garage have given us a step-by-step guide to choosing the right welder for the job:

Selecting the Right Welder for Classic Car Restoration Projects

What Welder To Use?

The most common welders used in auto restoration, therefore, are MIG (metal arc welders, gas or flux-cored), TIG (tungsten arc welders using shielding gas) and Arc Welders (the traditional “stick” electrode).

To choose the most appropriate one for your needs, you have to consider the following parameters:

* What is the maximum and minimum thickness of metal to be welded? Fortunately, automobiles use metals that fall into a relatively narrow range.

* What is the metal type? Again, automobiles generally are made of steel and, rarely, aluminum.

* What is the normal position the welding “head” will be put in? Do you need to do a lot of welding overhead? The answer is usually no here.

* How much current is available in your shop and do you have 220 volts? Check your circuits.

Let’s be frank. Our overwhelming favorite type of welder is the MIG. We’ll explain why shortly, but first we’ll give an overview of the other contenders. Here we go!

CONTINUE READING ONLINE ->

Once you’ve chosen a welder, come on over to Arc-Zone.com where you’ll find MIG guns, TIG Torches, Oxy-Fuel Torches, Plasma Arc Cutting Torches…  not to mention some really trick accessories like Trailing Shields, and everything you need to Weld Like a Pro!

“Is it the machinery or the operator?” That was always my mother’s question when a piece of equipment wouldn’t cooperate with my demands.  Was it the computer’s fault that the printer kept jamming?  Or perhaps… was it the fault of the operator?

The same applies to the world of welding.  Is it really the metal’s fault when a weld doesn’t hold true?  Can you blame the steel for warping?  Was it the machinery’s fault, or was it the operator?

‘Bad’ steel — the ultimate scapegoat

By Art Hedrick

August 1, 2009

It seems like every time there is a problem making a good part, the steel is blamed. Often the root problem is the process used to cut and form the steel — the combination of the die, the press, and the lubricant.

What the heck is “bad” steel? It seems like every time there is a problem making a good part, the steel is blamed. Cracking problems? It’s bad steel. Wrinkling problems? It’s bad steel. Springback problems? It’s bad steel. Cold and rainy outside? It’s bad steel. You get the idea.

As a tool- and diemaker, I, too, used to blame the steel for many problems. However, as I learned more about the processes of stamping and metal forming, I quickly came to the conclusion that the steel is not always to blame.

When I’m asked to consult for steel suppliers, the usual scenario is that they are being accused of selling bad steel to their customer, and they want me to go into the stamping facility and defend their honor. To be perfectly honest with you, most of the time nothing is wrong with the steel. Often the root problem is the process used to cut and form the steel — the combination of the die, the press, and the lubricant.

I’m not suggesting that there is never a problem with the steel. Stampers have most certainly received steel that was out of spec. What I am suggesting is that you take a hard look at the data before you make a rash decision.

‘Bad’ steel — the ultimate scapegoat

By Art Hedrick
August 1, 2009

It seems like every time there is a problem making a good part, the steel is blamed. Often the root problem is the process used to cut and form the steel — the combination of the die, the press, and the lubricant.

What the heck is “bad” steel? It seems like every time there is a problem making a good part, the steel is blamed. Cracking problems? It’s bad steel. Wrinkling problems? It’s bad steel. Springback problems? It’s bad steel. Cold and rainy outside? It’s bad steel. You get the idea.

As a tool- and diemaker, I, too, used to blame the steel for many problems. However, as I learned more about the processes of stamping and metal forming, I quickly came to the conclusion that the steel is not always to blame.

When I’m asked to consult for steel suppliers, the usual scenario is that they are being accused of selling bad steel to their customer, and they want me to go into the stamping facility and defend their honor. To be perfectly honest with you, most of the time nothing is wrong with the steel. Often the root problem is the process used to cut and form the steel — the combination of the die, the press, and the lubricant.

CONTINUE READING ONLINE ->

There is a new welding process, recently developed in Europe, that is said to not only improve welds but also lower the skill required to make them.  It uses a “manual and automated GTAW wire feed control combined with a hot-wire power source” that improves the wire feed, weld pool, and weld deposition and decreases gas consumption.

Enhancing the GTAW process

By Ed Craig, Contributing Writer
September 15, 2009

Gas tungsten arc welding (GTAW or TIG), a popular process for high-quality manual welding, has its limitations and requires highly skilled operators. A process used in Europe addresses those limitations, enhances productivity and weld quality, and reduces the skill level required to GTAW.

For at least six decades, traditional gas tungsten arc welding (GTAW or TIG) has been considered the process of choice for attaining high-quality welds in any metal application. However, this process has certain drawbacks, such as the weld energy limitation influenced by the weld pool dynamics and typically slow manual wire feed rates. Manual GTAW requires highly skilled operators who possess the dexterity necessary to feed the wire. Manual GTAW techniques vary, and the weld-wire-to-arc and weld puddle placement are inconsistent.

CONTINUE READING ONLINE ->

This has to be my favorite topic post ever from the Miller Discussion Boards. It started three years ago, and amazingly, continues up until, probably whenever you’re reading this! From the over five hundred responses I picked out twenty of my favorites – see if you recognize any!

You Might Be a Welder If…

Got any more YMBAWI quotes?  Let’s start another marathon thread here!

Having trouble with your SMAW?  Practical Welding Today® has this great article that talks you through the SMAW process from start to finish and even includes a section on troubleshooting some of your more troublesome welds.  Enjoy!

SMAW: A welder’s guide

Advice and troubleshooting tips for beginners

By Harry Sadler

Shielded metal arc welding (SMAW) is the most common form of arc welding. However, creating a good weld is not always easy, especially for a beginner. Following a few simple tips as well as learning the common weld defect and how to fix them will have you on your way to laying quality SMAW welds.

Shielded metal arc welding (SMAW) is the most common form of arc welding. However, creating a good weld is not always easy, especially for a beginner. Unlike gas metal arc welding (GMAW), in which you basically point and shoot, SMAW requires a higher skill level and a mastery of certain techniques.

By following a few simple tips, even beginners can learn how to spot common weld defects and fix them to create a high-quality weld.

CONTINUE READING ONLINE ->

Do you have any other practical SMAW tips that you’d like to share–  post some below!

The Gas Saver Pro kits are a convienent and cost effective way to get all the components needed to convert your TIG torch to the benefits of a CK Gas Saver front end.  It saves time and money by organizing all the parts in one kit with a lid card and part numbers for easy replacement.

Customers tell us all the time that the gas saver pro kits improve their  TIG welding performance, improve weld visibility, and offer better shield gas coverage and lower gas consumption.

In other words, its worth it:

The Arc-Zone Weld Like A Pro™ Deluxe Gas Saver Kits are the Ultimate Boxes of High-Performance TIG Torch Accessory Parts — Assembled by The TIG Welding Experts at Arc-Zone.com®

Everything You Need To Optimize Your TIG Torch, and Get the Best Quality Welds — Right out of the Box!

• With a Gas Saver™ Kit you can produce high-quality welds on a consistent basis for a variety of TIG welding applications in many cases replacing bulky and expensive trail shields.
• The Pyrex glass nozzle offers excellent visibility of the weld puddle and the tungsten electrode– ideal for inside corners, inside pipe and around tubing etc.
• Gas Saver™ kits are available in tungsten electrode sizes from .040″ (1.0mm) to 1/8″ (3.2mm) and are engineered with a replaceable tungsten adapter and universal collet for low cost screen replacement.

The CK® Standard Diameter Gas Saver™ kit saves up to 40% of shield gas consumption and provides better flow patterns allowing for electrode stick-out of up to six (6) times electrode diameter. Gas Saver™ kits are lightweight, for improved operator comfort and torch control.

The CK® Large Diameter Gas Saver™ nozzle kit is used to provide an inert atmosphere for the welding of reactive metals such as titanium, molybdenum, nickel-based and aluminum based alloys as well as non-reactive metals like stainless steel. The nozzle is a whopping 1-1/8” (28.5mm) in diameter for ultimate shield gas coverage!

What Customers Say:

This kit is worth the money. You can switch out multiple sizes and reordering parts is very easy.

Date Added: 07/18/2009 by Fab Shop

Thanks for the kit gentlemen. It came exactly as described and the clear nozzle really helps. The tungsten sample pack makes really good welds. CHEERS.

Date Added: 05/05/2009 by John Crane

My torch looks exactly like the picture. This kit came with everything I needed. Thanks for the tungsten, works great.

Date Added: 05/19/2009 by Ron Doll

Get your KIT today–>

How much do you value your car’s catalytic converter?  I don’t know about you, but I kind of like mine, and I’d kind of like it to stay where it is: attached to my car!  Thankfully, a device exists called a CatClamp™ (made by American Welding Inc.) to thwart off any would be “CatCons.”  

Stainless Steel Clamp Thwarts CatCon Thieves

May 1, 2009 12:00 PM

When welding isn’t the answer, fabricator finds the right method to get an idea to market.

Thieves are shameless in their pursuit catalytic converters (they’re after the precious metal contents, especially platinum), which has resulted in the development of a number of defensive devices aimed at preventing efforts to cut the “cats” away from a vehicle’s exhaust system.

The emissions control devices use platinum and palladium as oxidizing catalysts to remove several pollutants from a gasoline engine’s exhaust stream. Platinum, the more expensive metal, sold for $600/ounce five years ago. In 2008 the price was over $2,000/ounce — far more valuable than gold.

The crime is simple, and too common: a thief slips under a vehicle, often a SUV or truck with ample clearance and, with a reciprocating saw, slices through the exhaust pipe on either end of the catalytic converter, freeing it for removal. The operation takes about 10 seconds, and may yield the criminal $50 to $250, or more, from a scrap yard or recycler.

CONTINUE READING ONLINE ->

If you already know all about plasma cutting, then this article is not for you, but if you’re new to the industry, or investigating all the metal fabrication processes out there, then check it out.

Plasma cutting and how it works

By Kent Swart, Contributing Writer
August 11, 2009

What is plasma cutting, and when is it your best metal cutting option? What information do you need to choose the right plasma system? This article answers these questions and more about plasma cutting.

The basic technology for plasma cutting has been around for decades. Researchers and engineers remain focused on increasing cut speed, improving cut quality, and extending consumable life, while making systems smaller and more powerful.

What Is Plasma Cutting?

Once a gas is heated to an extremely high temperature and ionized, it becomes electrically conductive and is considered to be plasma. Plasma arc cutting and gouging processes use plasma to transfer an electrical arc to the workpiece. The metal to be cut or removed is melted by the arc’s heat and then blown away.

CONTINUE READING ONLINE ->

And check out this article about plasma arc cutting over at Arc-Zone.com… tips to maximize the life of your PAC consumables and enhance your cut quality –>

…and check out the line of Plasma Arc Cutting Torches and replacement parts at Arc-Zone.com.