OPERATING MANUAL

for

HIGGINS
78 FT. MOTOR
TORPEDO BOATS

CONFIDENTIAl.. ,,,,,.".. ,,

HIGGINS INDUSTRIES, INC.

NEW ORLEANS
U. S. A.

FUEL SYSTEM
Reference Drawing No. 2602-7-W
The total fuel capacity for the main propelling engines on these boats, in fixed
tanks, is 3000 gallons, and is stored as follows: 800 gallons in each tank .forward of
the engine room and 700 gallons in each tank aft of the engine room. These tanks are
constructed of alclad aluminum with rounded corners and welded seams. The method
of mounting can best be understood by an inspection of the aft tank room. The, tanks
are supported by beams and stanchions covered with felt and synthetic rubber tape
which is coated with vaseline to prevent the accumulation of water and holding of
moisture against the side of the tank. Two strong backs, fore and aft, which hold the
tank down in position are adjusted by U bolts through the bulkhead and should be
tightened only when the tank is empty.
The fill fitting is equipped with an overflow cup and an overboard drain. The flush
deck plate marked 100 Octane is removed with one end of the deck wrench provided, and
the small aluminum cap, on the fill neck below, with the other end. The soft synthetic
rubber boot, which connects the overflow cup to the deck plate should always be kept
tightly clamped to prevent seepage into the tank room in case of overflow during filling .
. The vent line is equipped with a conical flame arrestor screen which also connects
to an overboard fitting through the side of the hull.
There are two take outs provided on each tank. The forward take out in all cases
is the high suction, the after take out, low suction. If operating on high suction lines
only, there will be approximately 50 gallons of gasoline in the tank when loss of suction occurs.
It is recommended that the engines always be started on the low suction so that any
accumulation of condensate and debris in the tank will be picked up at once, noticed and
remedied while the boat is at the dock. Then, if it is desired to use the high suction in
order to have a safety factor of approximately 200 gallons, the selector valve may be
switched over accordingly.
All fuel lines are of synthetic rubber hose with a spiral wound, ground wire contimious through the hose and .bonded by contact at the couplings. This hose is extremely durable, but should never be allowed to contact hot surfaces. In all cases where it
passes through bulkheads and aluminum gusset plates, rubber grommets are installed
to prevent chafing. A periodic check-up at these points should be practiced. If chafing occurs, friction tape or a short length of split hose can be used for temporary protection. Any lines deemed unsafe for further use for any reason should be replaced.
Spare line and fittings, and the tools for making up lengths are furnished to each
squadron.
The selector valves are located in each tank room and are remotely controlled from
the main instrument panel. The starboard dial, and handle, control the forward selector valve, the port dial, the after selector valve. If for any reason these remote controls should get out of adjustment, break one of the union connections to the valve, turn
until open on that connection, then trace lines and set control in proper position. The
type of control used does not permit turning the dial handle continuously in one direct

tion, so no attempt should be made to force it. Simply turn in the opposite direction
to the point desired.
Also on the panel are liquidometer gauges to indicate the approximate amount of
fuel in each tank. These are operated by a few strokes of the pump on each gauge. It is
very poor practice to rely on these gauges entirely, because of the fact that they operate
on the principle of the pressure depth of the fuel in the tanks. When the boat is under
way or laying to in any sort of swell, the fuel level in the tank is constantly changing
and will give variable and inaccurate readings. A tiny leak in the liquidometer connections will give faulty readings and is usually indicated by the pointer dropping back to
zero very rapidly. Foreign material in the lines is indicated by an excessive build up of
pressure when operating the gauge. Dip sticks are provided, one for the forward and
one for the after tanks, and are not interchangeable since the shape of the tanks is different. At any time when it is essential to obtain an accurate reading of fuel on hand,
the dip sticks should be used in the following manner. Lower the stick into the tank
rather slowly. As soon as it strikes the bottom of the fill pipe, bring it up rapidly and
put your finger on the point where gasoline shows. If the stick is left in the tank, on
the bottom for a moment, capillary attraction will cause a high reading, and hesitation
in marking the point on the stick after it is brought up, will give a low reading due to
the rapid evaporation of the fuel.
During the refueling operation all switches on the main switchboard and all auxiliaries should be shut off. The three hand portable C02 extinguishers, mounted in the engine room, should be brought on deck and placed where they will be accessible if a fire
should start. The "Baker" flag should be hoisted and someone posted to see that its
warning is observed. The importance of these and other precaution~ry methods cannot
be over stressed.
A bonding wire must be attached to the nozzle of the fuel hose and dropped over
the side or connected to the tank fitting, to drain off static electricity in the supply
line. The tanks and all fittings in the boat are internally bonded so as to prevent any
static accumulation in the fill pipe or tank itself. In the event that tanks are removed
for any reason, these bonding wires must be replaced before the tank is safe to use
again.
The average source of supply of 100 Octane fuel cannot maintain tank trucks, cars,
etc., exclusively fQr ~he use of 100 Octane fuel. For this reason it is important to strain
all fuel entering the tanks. The most satisfactory method is to use a chamois cloth, since
this will quickly reveal any water or other foreign material. If a fairly large size funnel and cloth are used, refueling can be accomplished in almost as short a time as without any strainer at all. If a chamois cloth cannot be used, a funnel must be provided
with a 40 mesh or finer screen, because there is a 40 mesh stainless steel flame arrestor
screen at the bottom of the fill pipe. Negligence in this respect will result in an accumulation of foreign material in the pipe and a resulting slow-down of refueling operations. In the event that it is necessary to remove the fill -pipe, this can be done by removing the deck fill plate, unbolting the fitting from the tank, and drawing the whole
assembly up through the deck. When a tank is nearly full it is best to take fuel slowly,
in order not to overflow any more than necessary. The presence of such volitale fuel
on the water is an ever present danger of fire and explosion.
As soon as a tank is full the small cap should be replaced and a bucket of sea water
sloshed through the overflow cup and drain to remove any vapors. When all four
2

tanks are full, the vent caps on deck which are marked "Air Intake (or discharge) to and
from tank compartment", should be removed, the blowers turned on and a check made
by sniffing the discharge to reveal the presence or absence of gas fumes in the tank
room itself'- Should an abnormal amoun~ of vapor be discovered, a check of all fittings,
bilges, etc., is in order. Normally, however, the presence of fumes will not be noticeable after a minute or two, at which time the blowers can be shut down and vent caps
replaced.
The forward selector valve is connected by a single line to the fuel manifold on the
forward engine room bulkhead. The same applies to the after selector valve. Before
reaching the manifold the lines branch and come back together again. In one leg of
the branch is a wobble pump, in the other a gate valve. For normal operation this gate
valve (indicated V-l for forward tank, V-4 for aft tank) may be left closed and suction taken directly through the wobble pump. This has the advantage that in the event
of dirty fuel str-a iners, or any other loss of suction, fuel pressure may be kept up with
the wobble pump. These gate valves V-l and V-4 are provided for fuel transfer since
it is impossible to reverse the flow of gasoline through the wobble pump.
Fuel may be transferred from either forward tank to either after tank, but not directly from port forward to starboard forward, or from port aft to starboard aft. For
example, suppose that the port forward tank has developed a leak and we wish to put
that fuel in the starboard after tank. First close the three main engine cutoff valves
V-5, V-6 and V-7, then open the forward selector valve to port low and the after selec
tor valve to starboard high, then close valve V-2 and open V-3 and V-4, now using the
right hand or forward wobble pump we are taking suction from the forward port tank
through the manifold, by-passing the left hand wobble pump and back through the main
aft fuel line into the starboard after tank. For any other case it is only necessary to
open the selector valves to the two tanks concerned, use the wobble pump for the tank
from which it is desired to take fuel, and maintain a clear line to the tank to which the
fuel is going.
A three way primer ,pump (No. 38) is located on the main instl:ument panel and is
operated as follows: Turn this pump to the engine to be primed, open selector valve to
tank to be used, open manifold inlet valve (V-2 for forward tanks and V-3 for after
tanks), close by-pass valves V-l and V-4. Operate wobble pump until the fuel pressure
gauge registers between 5 and 7 pounds. Prime with hand primer and then close hand
primer pump.
There are three fuel strainers, located one just below each main fuel pump. In case
of loss of suction and coughing of the engine the trouble can usually be found here.
There are four bolts which hold the strainer together, two of which secure it to the
mounting. Remove the two which pass through the mounting, raise the strainer up to
an accessible position, and then remove the other two bolts carefully so as not to damage the gasket seal between the upper and lower parts. Clean the strainer element and
dump out any sediment which may be in the bowl. Reassemble the strainer and replace
on mounts, again being careful of the gasket. If care is taken these gaskets will last 1;or
three or four cleanings, but new gaskets should always be kept on hand. Strainers
should be cleaned periodically even when they do not give trouble, in order that they will
not be stopped up during an emergency. If under way and it is important not to stop,
simply use the hand wobble pump to force gasoline through the strainer. In this way
the engine can be operated at full throttle, when it would not even run at all under normal suction.
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521 CITY PARK I'<VE..
NEW ORLEANS. LA. , U. S. "CONTRACTORS PLAN NO. 2 602- 7

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PROPELLI NG E NGINES
FUEL SVSTEM

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ENGINE COOLING SYSTEM

Reference Drawing No. 2602-7]]
Each engine is equipped with an enclosed fresh water cooling system to protect it
against corrosion and wear due to salt and gritty water. The exhaust ma~ifolds are the
only parts which are cooled directly by sea water. The enclosed fresh water system is
equipped with an expansion tank to take care of volume changes due to heat and prevent
the formation of steam pockets and hot spots in the engine. The fresh water is cooled
by passing through a heat exchanger where heat is transferred thru thin walled copper tubes to sea water. Sea water enters the system through a high pressure intake
scoop, passes through the oil exchanger, then through the water exchanger and overboard through the discharge scoop. Both the intake and discharge scoops are fitted
with butterfly valv'es which may be closed in order to effect repairs to parts below the
water line. The intake scoop butterfly is locked in an open position while that in the
discharge scoop is connected by means of a flexible control to a small panel attached to
the forward end of the center engine with position indicated for scoop or pump circulation. It will be noted on both the drawing and in the actual installation that there is a
branch line 2" in diameter (taken from the main 3%," sea water line from the water exchanger. to the outlet scoop) which connects to the sea water pump on the engine. When
the boat is at the dock or laying to with warm engines, the outlet scoop butterfly may be
closed by pulling up the control, thus causing the sea water pump to draw through the
exchangers and maintain I?roper operating temperatures. When starting up cold engines
it is possible to decrease the time required for warming up, provided the boat is not under way, by pushing down the control to scoop circulation. This leaves both butterfly
. valves open allowing the water to the pump on the engine to take the shortest path,
that is through the discharge scoop, without passing through the exchangers. Thus the
ex~aust manifold and pipes are kept at operating temperatures, while both the fresh
water and oil temperatures will rise more rapidly. During normal operation the water
temperature will be regulated by the fresh water thermostat, which controls the flow
of fresh water so that a certain portion passes through the exchangers and is cooled,
while the rest by-passes the exchangers and is therefore not cooled. These thermostats
may be adjusted by removing the cover and altering the depth to which the element is set,
however, this adjustment should never be attempted except by an experienced Packard
Service man.
In the event that water temperatures should fluctuate badly and the thermostat be
deemed unreliable, control of fresh water temperature may be maintained by adjusting
the discharge scoop butterfly at the panel, to increase or decrease seawater flow through
the exchangers.
All heat exchangers should be dismantled every 30 days, or whenever an excessive
pressure drop through them is noted, and cleaned with carbon tetrachloride or by soaking in a solution of some mild boiler cleaning compound. Care should be taken that exchanger elements and bodies are not interchangE'd. All exchangers are provided with
several zinc rods, set in plugs, which should be removed every 30 days and inspected
for electrolytic action. Should an abnormal amount of erosion be discovered at any
time, it is wise to have an electrician check over the boat for electrical leaks and remedy
the situation. Spare zincs should always be carried since their presence in the exchang4

er will help decrease the electrolytic action on the plates of the exchanger itself. A grat~
ing is provided inside the exchangers to stop any large pieces of trash which might come
through the scoop system. A quick inspection for this trouble can be made by removing
the hose connection on the sea water inlet side of the oil exchangers, where any such accumulation can be reached by hand.
Expansion tanks should be kept filled with clear fresh water, preferably distilled, to
the level of the fill fitting on the tank. This allows room for expansion above this point.
Soluble oil should be used as recommended by Packard Motor Car Company at all times,
as should anti-freeze in cold weather. When filling the fresh water system, ample time
should be allowed for air to escape from the exchangers and engine back to the expan~
sion tank. The same result may be obtained by loosening hose connections and remov
-ing one of the plugs in the fresh water side of the exchanger. All hose clamps should
be kept tight at all times and frequent checks made to safeguard against leaks in any of
the systems. A liberal supply of stainless steel clamps, similar to those installed, should
be carried since they are universal as to size, and easy to install.
The rubber elbows on the suction side of waler lines are fitted with bronze springs
to prevent their collapse. In changing any of these elbows it is essential that the spring
be replaced.
The fresh water pump covers (sometimes called horns) on the engines in the Higgins boats are different from those in other boats. If an engine is removed and sent
back to the factory, this cover should be taken off and kept with the boat.
Leaks may occur in the cylinder water jackets on the engines. In such a case a
soft patch may be applied by hooking 3 or 4 stainless steel clamps together, wrapping
them around the jacket, and inserting a piece of soft rubber or any other available material 'over the leak. Such a repair can be made in an emergency without the necessity of
shutting down the engines.

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HIGGINS INDUSTRIES, INC ,

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521 CITY PARK AVE.

NEW ORLEANS,LA . ,U , S.A .

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CONTRACTORS PLAN NO. 2602-7JJ

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TRACro BY_J.HI:"~

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DATE .1a....2/- : 4Z-

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;FORWAROTO BU~EALL _ __ ____ APPR)VED_______ DATE ____ _

LETTER Nl.MBEA . __________ __

REfERENCE ____ ________ . _

5UPEAVISOR or
SHIPBUILDlNC, u.s. N . ______ __ _______ _

NE:W ORlEANS, LA,

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IEXA.. NEC,." FQU,,",CORRECL __________ _________ _

SUPERV ISOR Of SHIPBJILDING.
U . S. N

PT 73-94

NOTE
DENOTES FRESH WATER
DENOTES SAW.4rE~
- - - DENOTES OIL

Oil,

ENGINE PIPING 8. ARRANGEME NT

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ENGINE LUBRICATING OIL SYSTEM

Reference Drawing No. 2602-7]]
Packard engines are of the dry sump type, that is, they are equipped with a scavenging pump so that no appreciable quantity of oil remains in the crank pan, but rather
is returned to sump tanks provided for each engine. These tanks have a capacity of 30
gallons, but should not be filled higher than 6" from the top in order to allow for thermal expansion. (The proper level should be marked on the sight gauge.) Proper oil temperatures are maintl:l.ined by a system similar to that for fresh water, that is, a thermostat distributes the flow of oil through and around the exchanger.
Oil filters are installed on both the inlet and outlet sides of the engine. The engine
outlet filter is a blade type which may be cleaned by turning the handle. Suspected
damage to engine bearings may sometimes be confirmed by examining such foreign rna
terial as may appear in this filter. The filter on the engine inlet side must be dis
mantled for cleaning and should be inspected regularly since all foreign material enter
ing the sump tank will be trapped here.
The oil is taken from near the bottom of the sump through the inlet filter to the
pump. Upon leaving tlie engine it passes through the outlet filter, goes into the thermostat
and is either by-passed or sent through the exchanger and thence to the tank. It en'
ters the tank in a long cone shaped tube with a narrow slot on the bottom which scrapes
and distributes the oil upon a horizontal baffle which again scrapes the oil before it drips
to the level in the tank. A vertical baffle between the inlet and the outlet, to and from
the tank controls the oil flow in the tank and allows it proper time for deaeration.
Oil exchangers should be taken down and inspected for sediment and electrolytic action every 30 days and cleaned in the same manner as prescribed for the water exchangers.
The sump tanks should be removed, by breaking hose connections and unbolting
retaining straps, and cleaned with varsal, niineral spirits or some similar solvent at every
change of oil.
A check on the condition of lubricating oil may be made by removing the plug in the
bottom of the oil filter and straining a sample through a piece of clean rag or cheese
cloth. Any indication of foreign material or water should be immediately traced to its
source and the condition rectified.
The proper grades and viscosities of engine lubricating oil to be used will be found
in the Packard operating manual.
When cruising on less than all three engines, it is necessary to alternate the engines
used so that oil may be supplied to the reverse gear. An interval of two hours, with
engine secured and clutch in neutral, should not be exceeded.
The boats are wired for bayonet type sump tank oil heaters, which can be installed
in the 5" fill cap with very little difficulty.

THROTTLE AND TELEGRAPH SYSTEM

The throttle and telegraph systems are so interlocked that the throttle may not be
advanced from the bridge except when the telegraphs indicate that the clutch should be
engaged in the forward position. Accurate control, even in rough weather, is obtained
by the use of equalizer springs.
The control housing (located on the bridge) is equipped with a friction adjustment
wheel or rough weather lock, on the right haJ1d side. Tension here should be such as to
produce a smooth, even motion of the throttle lever, but not such as to make it difficult
to move. When the throttle is pulled back to the idle position it should show no tendency
to jump forward. If this occurs adjustment must be made by the turnbuckles located
overhead in the wardroom and NOT at the throttle sheave on the engine itself. All working parts in the housing are of anti-corrosive metals, but the drag links connecting to
the forward sheaves in the cable lines are of steel and should be kept well painted or
greased. Stainless steel cables, %" diameter, are reeved over the forward sheaves, back
to the engine room, around the engine room throttles, over the equalizer unit, around
the engine throttle sheave, and returned. The equalizer spring permits the engine room
throttre to be partially advanced while the telegraphs indicate neutral, to facilitate starting and warming up the engines. Tension in the system may be adjusted in the equalizer
spring by screwing the shaft nut up or down. The throttle sheaves on the engine are
of aluminum and are serrated so that they cannot slip, unless (as has sometimes occurred with inexperienced personnel) adjustment of the throttle is attempted at this point.
Maladjustment of the throttle is first seen on the bridge and it is the duty of the
Commanding Officer to see that such trouble is corrected at the earliest convenience in
the proper manner. In the meantime it is possible to operate very satisfactorily by increasing the tension on the rough weather lock.
The telegraph levers on the bridge are connected to the indicators in the engine
room by enclosed, push-pull type, controls which are adjusted by moving the location of
the control covering in the clips provided behind the indicator panel. These clips are
serrated to prevent slipping. However, they may do so if they have not been properly
tightened after removal and reinstallation. Whenever the pointer in the engine room
fails to maintain correct travel, this should be investigated.
A routine inspection of all throttle and telegraph parts should be practiced.

BILGE DRAINAGE
Reference Drawing No. 2602-7T and 7X
There are three methods of keeping the bilges dry on these boats, namely, manual
pumping, mechanical pumping and self bailing. Both pumping systems operate off a
manifold with take outs in the low points of every watertight compartment, and should
only be used when the boat is at the dock or in the event of an emergency, in oraer to
conserve the auxiliary generator motor which drives the mechanical pump. Underway
the self bailers should be used. The mechanical bilge pump is fitted with connections so
that it is possible to take sea water from overboard for use in washing down decks,
flushing out bilges, etc.
The most important item in maintaining dry bilges is to keep them free from trash
so that the limb~r holes through the frames will not become stopped up. There are four
limber holes through every frame, two on top of the keel and two along side the keel at
the lowest points. Bilge chains are provided running through the two holes on top of
the keel from one watertight bulkhead to the other. At one end they are attached by
means of springs and at the other are brought together and fastened to a ring so that by
raising the ring and dropping it several times any stoppage of the, limber holes may be
cleared. A movement of 2" is sufficient and further movement should be avoided as it
is apt to damage the springs and cause a considerable amount of trouble in replacing the
chains: Limber holes and bilge strainers should be cleaned with a screw driver or a
small piece of wire whenever convenient.
The manual pump and the mechanical pump operate off the same system of bilge
lines, and take suction from the main fore and aft manifold, which is 1%," tubing with
branches to the individual bilge strainers. Each branch is controlled by a gate valve
which should only be opened when that particular compartment is being pumped. If two
compartments are being pumped at. the same time, the first to go dry will allow air to
enter the manifold and prevent the pump from taking water' from the other compartment.
The forepeak is provided with a drain valve through the forward bulkhead which is
reached through a small hatch in the floor at the forward end of the forecastle.
The forecastle is equipped with a bilge strainer located beneath the companion
way from the chart house. The valve which controls this strainer is located in the fore
and aft manifold and can be reached by removing the small h~tch at the after end of
the ward room. The ward room strainer and valve are accessible from the same hatch.
The forward tank room is equipped with a bilge suction strainer and valve and
also a self bailer, which are controlled from the engine room side of the forward en
gine room bulkhead.
The engine room has two bilge strainers and valves, one at the forward end and one
at the after end, also a self bailer at the after end. The after tank room has a bilge strain
er and valve at the forward end and a self bailer at the after end. The bilge suction
valve is operated from the engine room side of the after engine room bulkhead, and the
self bailer from the storeroom side of the forward storeroom bulkhead.
8

There is one bilge strainer and valve at the forward end of the storeroom which
when the boat is laying to will drain water from the lazerette and storeroom. The
storeroom and lazarette also may be drained when under way by a self bailer, the
through hull connection of which is at the forward end of the lazarette. This bailer is
equipped with a hose so that water accumulating aft, to port and starboard . of the
crown in the bottom, may be picked up while the boat is under way.
Should it become necessary to prime the engine driven bilge pump, the sea water
intake valve under the hand bilge pump should be opened, the hand pump operated
several strokes and then the sea water intake valve closed. This will fill the bilge lines
above the check valve, in the takeoff from the fore and aft manifold, with water and
enable the engine driven pump to pick up suction.
In order to -pump sea water from overboard to the service outlet faucet, the sea
water intake valve should be opened, the overboard discharge valve closed and the
service outlet faucet opened. The pump will deliver 200 gallons per minute at standard
generator speed, so that by attaching a short length of garden hose to the faucet, a
sizeable stream of water may be delivered to any part of the boat.
The self bailers consist of an overboard suction fitting %," LD. fitted with a gate
valve inside the boat and a %" tubing loop connected to the gate valve by rubber hose.
An anti-syphoning hole is drilled in the top of the loop and protected against painting
and dirt by a small copper shield. These bailers will operate satisfactorily at 1500
revolutions or faster, and it will be to the benefit of the crew if the officers insist upon
the use of self bailers, rather than the mechanical bilge pump, whenever possible.

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521 CITY PARK AVE.
NEW ORLEANS. LA., U.S.A.

A(JXGCNERATOIi' MUFrLEli'tfi4FFLES
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CONTRACTORS PLAN NO. 2602-7)(

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EXMelED AI) f1Jl.ltm a:JfI:tEX:T ____________________ _

SUPERVISOR

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From
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or SHPBULDI~

US-N.

PT 71-94
GENERATOR INSTALLATION

Atlf.GENER4TOR INSJ;4LUTION L~N5 AFT

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AIIf.lXNCRATOlflN3'l7ILLATION LOOKING itllST8D.

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484539

STEERING GEAR SYSTEM

Reference Drawing No. 2602-8K
Forces applied to the steering wheel are transmitted through sprockets and roller
chain to a torque shaft located approximately amidships below the floor line. This shaft
operates through a gear box, turning the toggle arm to which the tiller arms are connected by drag links. The toggle arm is shorter than the tiller arms in order to gain
mechanical advantage as the load increases. Emergency steering is provided in the
event of failure of any part. However, this system is exceptionally rugged, and with
proper attention, will give no trouble.
THE GREATEST DEFENSIVE WEAPON OF THESE BOATS IS THEIR
MANEUVERABILITY. AND AS SUCH SHOULD BE CONSIDERED OF THE
UTMOST IMPORTANCE!
The steering wheel. located on the bridge, is equipped with a breakdown handle
which may be set to act as a spoke, or as a crank for rapid turning. The steering wheel
shaft is mounted on sealed roller bearings in the upper sprocket housing, and should
require no attention. To this shaft is keyed a. double chain sprocket of 16 teeth. The
chain passes down to a lower sprocket housing, similar to the upper except that this
sprocket has 26 teeth. The lower housing is mounted on the forward end of the torque
shaft and is accessible from the ammunition locker. Note: It is very important to
prevent any small particles of debris from falling down alongside the steering chain, as
they may lodge between the sprocket and chain in the lower housing, thus temporarily
disabling the whole system.
At approximately main deck level in the chart house is located a roller chain tension
mechanism which may be reached for adjustment or lubrication by removing one of the
small panels in the face of the control box. The chain should be kept taut only to the
extent that no appreciable backlash is observed, and so that it is impossible for it to
jump off the sprockets in a heavy sea. Excessive tension will cause increased wear and
shorter life. Sufficient adjustment is provided so that when all possible take-up is made
the chain may be shortened by one link. The chain must be kept well coated with a
medium grade of lubricating oil. The use of a small brush will facilitate working oil
into the rollers and pins.
A splined universal joint is provided just -abaft the lower sprocket housing to
prevent binding, eliminate thrust loads, and take care of misalignment or changes in
hull shape. Both should be kept well coated with no-oxide or heavy waterproof grease,
then wrapped with a canvas boot, leaving only the alemite fitting, for greasing spline,
. exposed.
The torque shaft is Vis" O.D. x %" I.D., seamless steel tubing. All exposed surfaces
should be kept well painted; all working surfaces well greased.
At each watertight bulkhead a combination bulkhead seal and bearing is provided.
These must be greased periodically, not only to lubricate the bearing, but to maintain
watertight integrity. Just abaft the center of the. engine room, a rubber mounted, split
aluminum bushing forms a bearing to prevent distortion of the shaft through its being
accidentally stepped on. etc. A fitting is provided for lubrication.

10

Two more universal joints are located in the line, one in the storeroom, and one
in the lazarette, just forward of the main gear box. These should receive the same care
as mentioned above.
In the main gear box, which is cast aluminum, is a set of bevel gears mounted on
roller bearings to give a reduction of 27:1. All bearings are either sealed or provided
with covers so that the only lubrication necessary is to keep the box filled with No. 90
SAE gear oil or equivalent. Inspection should be made regularly, or at any time when
oil is noticed around the box. A 1" pipe plug is provided on top for filling, and a 1f2"
pipe plug directly below for draining. Otherwise the g,e ar box should need no attention
during the life of the boat. .
.
The toggle arm is keyed to the output shaft of the main gear box and the tiller arms
are keyed to the rudder stocks in direct line with the rudders. Both the toggle and
tiller arms are provided with split hubs to facilitate removal. However, they should
never be replaced without coating the inside of the hub with no-oxide or some heavy
waterproof grease. The drag links connecting the toggle arm to tillers are provided
with screw threads for adjustment and should be kept well coated with paint or grease.
Each clevis pin is fitted with oil grooves and fittings and should be included in the
periodic check-up. The upper ends of the rudder stocks, and the output shaft of the
main gear box, are mounted in roller thrust bearings which should be well coated with
grease and kept clean at all times.
The upper end of each rudder stock is drilled and tapped for an eye bolt to facilitate
handling the rudder during removal. The rudder port packing glands should be kept
only tight enough to prevent the entrance of water, and should be securely locked in
position with the lock nut and wrenches provided. The best method of adjustment
is to back off the packing gland until water enters, then tighten until it stops.
Emergency Steering

The port rudder stock is fitted with an extension through the deck for attaching
the aluminum pipe tiller which is stowed in the lazarette. Before attempting to steer the
boat by this means it is necessary to disconnect the tiller arms from the gear box and
torque shaft. This is done by removing the clevis pins in the tiller arms, folding the
drag links back out of the way, replacing pins and attaching the long, seamless steel tubing drag link (also stowed in the lazarette). The exposed parts of the rudder stock
extension should be kept well painted and the deck fitting well greased to maintain
watertightness. If it becomes necessary to remove the port rudder, the extension assembly may be pushed on up to the deck and out of the way.
The torque developed by the fact that all three main pro,Pulsion engines rotate in
the same direction, has a tendency to make a perfectly trimmed boat trim up on the
starboard side and down on the port side when under way, and also to cause the helm
to pull ...........
to port so that pressure must be held against it to maintain a straight course .
There are several methods of eliminating this objectionable feature. The one which we
have adopted is as follows: The rudder blades are of an unbalanced hydrofoil section
similar in cross section to an airplane wing, except that they are made blunt on the
trailing edge in order to eliminate burbling and rudder cavitation. The pressure and
vacuums caused by the hydrofoil section eliminate the drag on the helm as mentioned
above. However, all these forces are in such a delicate state of balance that some means

11

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HIGGINS INDUSTRIES. INC.

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CONTRACTORS PLAN NO. 2602-8K

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TIlACED BY -'~ __ OCI<ED BY

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APPPOIED~
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_ _ _ APPPOIED _ _ _ _ OO'TE_

lETTER NlMlR _ _ _ _ _ _ _ _ _

WT.8HD.

REFDNC _ _ _ _ _

SlKRVlSOR OF
SHlPB.ILDlNC, U.S. N.
tW ClRUANS. LA .

._ ---------

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L/II/KASSEM&Y 'sEE 21502 -SA ~
HOZ - S.J

SUPERVISOR OF SHIPBUILDING.

1liIa"E. _ _ _ _ _ _ _ _ _ _ _

PT 71-94

F'eAME22
..OOKWSAfrr
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TEItIIPOHARY aASI /l'-D.

ABOVE MNN A4S

STEERING GEAR LAYOUT

BUREAU

or SHIPS PLAN NUMBER

484571

U.S. N.