It was small, fast, and inexpensive to build, valued for its maneuverability and speed but hampered at the beginning of the war by ineffective torpedoes, limited armament, and comparatively fragile construction that limited some of the variants to coastal waters. The PT boat was very different from the first generation of torpedo boatwhich had been developed at the end of the 19th century and featured a displacement hull form.
World War II PT boats continued to exploit some of the advances in planing hull design borrowed from offshore powerboat racing and by using multiple lightweight but more powerful marinized aircraft-derived V engines speed of the boat in still water is 15 km kit able to grow in both size and speed. Some were converted into gunboatswhich could be effective against enemy small craft, especially armored barges used by the Japanese for inter-island transport.
Several saw service with the Philippine Navywhere they were named "Q-boats". Two twin. Some boats carried a 20 mm 0.
Propulsion was via a trio of Packard 4M and later 5M supercharged gasoline-fueled, liquid-cooled V marine engines. Nicknamed "the mosquito fleet" and "devil boats" by the Japanese, the PT boat squadrons were hailed for their daring and earned a durable place in the public speed of the boat in still water is 15 km kit that speed of the boat in still water is 15 km kit strong into the 21st century.
Their role was replaced in the U. Navy by fast attack craft. At the outbreak of war in AugustW. Albert Hickman devised the first procedures and tactics for employing fast maneuverable seaworthy torpedo motorboats against capital ships, and presented his proposal to Rear Admiral David W.
While favorably received, Secretary of the Navy Josephus Daniels rejected the proposal since the US was not at war, but Hickman was advised to submit his plans and proposal to the British Admiralty, which was done the following month. The Admiralty found it interesting but thought that "no fast boat of 50' to 60' length would be sufficiently seaworthy", so Hickman built and launched his own privately financed foot 12 m Sea Sled capable of carrying a single inch Whitehead Mark 5 torpedo.
The Admiralty representative for this sea sled demonstration was Lieutenant G. Meanwhile, in Augustthe General Board of the United States Navy approved the purchase of a single experimental small torpedo boat that could be transportable. When it eventually was delivered and tested in the summer ofit was not deemed a success, so a second boat C of the sea sled design was ordered from Hickman in either late or early conflicting dates.
The Sea Sled would not surface again as a torpedo boat topic untilbut would continue to be used by both the Army and Navy as rescue boats and seaplane tenders during the 20s and 30s.
Inthe US Navy reconsidered using small internal combustion engine powered torpedo boats. As a result, two types � foot 14 m and foot 17 m � of British Royal Navy Coastal Motor Boats were obtained for testing. Inthe U. Navy renewed their investigation into the concept by requesting competitive bids for several different types of motor torpedo boats, but excluded Hickman's Sea Sled. The first class was for foot 16 m boats, and the second class was for foot 21 m boats.
The resulting PT boat designs were the product of a small cadre of respected naval architects and the Navy. Speed of the boat in still water is 15 km kit 11 July the Navy issued notices of competitions for the design of four types of boat: foot subchaser, a foot subchaser, a foot motor torpedo boat, and a foot motor torpedo boat.
The larger boat was to not to exceed 80 feet and to carry at least two inch torpedoes, four depth charges, and two. The performance specification was to achieve 40 knots and an operating radius of miles at top speed miles at cruising speed The smaller boat was to weigh no more than 20 tons so that it could be easily transported by cargo ships. Its maximum speed was also 40 knots but specified radius was miles at top speed and miles at cruising speed.
Armament was less - two torpedoes and depth charges, or. By September24 designs for the smaller boat and 13 designs for the footer. Three designers and five designers were asked to submit detailed plans for the ft and 70ft boats respectively by 7 November George Crouch for Henry B.
Nevins, Inc. In an important note after winning the design competition for the smaller PT boat, George Crouch wrote that Hickman's Sea Sled design would be far superior "in either rough or smooth water to that of the best possible V-bottom or hard chine design". Earlier when Sea Sleds were specifically excluded, Crouch had informed the Bureau of Ships that the Sea Sled was the best type of vessel for the job. Higgins built an additional PT-6 "Prime" redesigned by Andrew Higgins personally using his own methods.
Later that same year, Higgins was to build PT at their own expense that incorporated slight improvements over PT-6 Prime. Later, rigorous testing performed on each design as well as changes in armament revealed limitations or problems that had to be fixed before they could meet required performance specifications. As a result, the Navy ordered further investigation and refinement of the existing designs until speed of the boat in still water is 15 km kit satisfactory working design could be obtained.
At the same time, Henry R. Sutphen of Electric Launch Company Elco and his designers Irwin Chase, Bill Fleming, and Glenville Tremaine visited the United Kingdom in February at the Navy's request to see British motor torpedo boat designs with a view to obtaining one that could be used as a check on the Navy's efforts.
PT-9 was to serve as the prototype for all the early Elco PT boats. After the initial competition, in latethe Navy contracted Elco speed of the boat in still water is 15 km kit build 11 copies of PT On 11 Octoberan agreement between the Navy and Huckins was finalized. The Navy would provide engines, and Huckins would build a PT boat at their own expense, with the caveat that the boat upon completion would be offered to the Navy for a later sum.
This boat designated MT was a foot 22 m boat that became PT Operating personnel reported extreme discomfort and fatigue. All boats suffered from some sort of structural failure: forward chine guards ripped away, bottom framing under bows broken, side planking cracked [indicating lack of longitudinal strength], and other weaknesses.
And, in earlythe U. Navy Bureau of Ships BuShips lent Packard engines to both Huckins and Higgins, which wanted to build competitive boats at their own expense. All PTs prior to the 77 ft 23 m Elcos had been found defective, and it was probable the extended 70 ft 21 m Elco would not be an improvement. The conference strongly recommended that no more Elco footers be ordered until the tests had shown that they were indeed satisfactory.
Wilcox, Jr. Each member of the Board conducted an independent inspection of every boat class, evaluating them for structural sufficiency, habitability, access, arrangement for attack control, and communication facilities. Boats would have their tactical parameters of each design determined by photographs from an airship.
Lastly, there was a demonstration of seakeeping qualities and hull strength by making a run at maximum sustained speed in the open ocean. Accelerometers were installed in the pilot house of each design to record "pounding". Conducted 24 Julythis open-water trial, nmi km; mi at full throttle, would forever after be referred to by PT personnel as the "Plywood Derby. At the time, only the Elco footers was loaded with armament.
The other competitors had copper ingots added topside mostly in the turrets to make up the difference. This resulted in severe conditions for several of the boats during the trial and accounted for the transverse failure in Speed of the boat in still water is 15 km kit ' s deck and subsequent hull failure as the copper fell into the hull.
Nine boats participated in the trial, [note 1] and six boats completed the trial; PT suffered structural damage off Block Island and withdrew, PT withdrew after damaged by the ingots, and MRB developed engine trouble at the start of the run and withdrew.
By class, PTthe Elco footer, came in first with an average speed of Due to the problem with ingot loading, a nmi km; mi trial with the PTs fully fitted out was conducted on 12 August During this trial, boats faced heavier seas, as high as 16 ft 4. All except the Huckins PT completed the run. The Huckins withdrew due to bilge stringer failure. The Higgins footer PT completed the entire run but also suffered structural failures, attachments between planking and web frames pulling loose, and deck fastenings in the neighborhood of engine hatches showing extensive failures.
PT suffered minor cracks in the deck in the same location, but not to the same extent, as previously observed in PTPTand PT PT was assigned as a pace boat with PT-8 in order to generate a pounding comparison. The average speed results from the nmi km; mi course were: Elco footer PT Accelerometers were again installed in the pilot house of each boat, but the readings were incomplete because the violent motion of the boats made observations extremely difficult and in some cases necessitated abandonment of the observing stations.
Further, many of those taken were beyond the normal range of the instruments and were considered inaccurate. Elco boats were found to pound heavily and confirmed previous reports of their discomfort. The Elco Footer Design Demonstrates: [13]. The Huckins Foot Design Demonstrates: [13]. The Higgins Foot Design Demonstrates: [13]. The Board arrived at the following recommendations: [13].
The Board also had the following opinion on structural sufficiency: "During the first series of tests 21�24 July the Huckins design PTthe Philadelphia design PT-8 and the Higgins design PT-6 completed the open sea endurance run without structural damage.
The Higgins 70' British boat did not complete this run because of engine trouble. The Higgins 76' PT and boats of the Elco 77' PT Class developed structural failures even under moderate weather conditions prevailing. In the interval between the first and second test periods the PT was repaired and an effort made to eliminate the causes of the structural failures.
However, during the second endurance run, which was made in a very rough sea for this size boat, structural failures again occurred in PT PT and PT experienced structural failures during the second run though these were much localized as compared with those found on PT The Board is of the opinion that certain changes in speed of the boat in still water is 15 km kit are required to enable PT and boats of the PT Class to carry safely their military loads in rough weather.
The Board results provided very important benchmarks in the infancy of PT boat development. Those are: [13]. By war's end, more of the Elco 80 ft 24 m boats were built in all than any other type of motor torpedo boat. The foot 24 m wooden- hulled craft were classified as boats in comparison with much larger steel-hulled destroyers, but were comparable in size to many wooden sailing ships in history.
Though often said to be made of plywoodthey were actually made of two diagonal layered 1 in 25 mm thick mahogany planks, with a glue-impregnated layer of canvas in. Holding all this together were thousands of bronze screws and copper rivets.
This type of construction made it possible for damage to the wooden hulls of these boats to be easily repaired at the front lines by base force personnel. Five Elco Boats were manufactured in knock-down kit form and sent to Long Beach Boatworks for assembly on the West Coast as part of an experiment and as a proof of concept. The Higgins boats had the same beam, full load displacement, engines, generators, shaft horsepower, trial speed, armament, and crew accommodation as the speed of the boat in still water is 15 km kit ft 24 m Elco boats.
Many Higgins boats were sent to the Soviet Union and Great Britain at the beginning of the war, so many of the lower-numbered squadrons in the U. Navy were made up exclusively of Elcos. The first Higgins boats for the U. They were also used during the D-Day landings on 6 June
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