Torpedo boat. Torpedo boats of the Great Patriotic War Type d 3 torpedo boats

Torpedo boats are fast small-sized and fast ships, whose main weapons are self-propelled warheads - torpedoes.

The progenitors of boats with torpedoes on board were the Russian mine ships Chesma and Sinop. Combat experience in military conflicts from 1878 to 1905 revealed a number of shortcomings. The desire to correct the disadvantages of boats has led to two directions in the development of ships:

1. Dimensions and displacement have been increased. This was done in order to equip the boats with more powerful torpedoes, strengthen artillery, and increase seaworthiness.
2. The ships were small in size, their design was lighter, so maneuverability and speed became an advantage and the main characteristics.

The first direction gave birth to such types of ships as. The second direction led to the appearance of the first torpedo boats.

Mine boat “Chamsa”

The first torpedo boats

One of the first torpedo boats were created by the British. They were called boats "40-pound" and "55-pound". They very successfully and actively participated in the hostilities in 1917.

The first models had a number of characteristics:

• Small displacement of water - from 17 to 300 tons;
• A small number of torpedoes on board - from 2 to 4;
• High speed from 30 to 50 knots;
• Light auxiliary weapon - machine gun from 12 to 40 - mm;
• unprotected design.

Torpedo boats of World War II

At the beginning of the war, boats of this class were not very popular among the participating countries. But during the war years, their number increased by 7-10 times. The Soviet Union, on the other hand, developed the construction of light ships, and by the beginning of hostilities, the fleet had approximately 270 torpedo-type boats in service.

Small ships were used in conjunction with aviation and other equipment. Apart from main task- attacks on ships, boats had the functions of scouts and sentinels, guarded convoys off the coast, laid mines, attacked submarines in coastal zones. They were also used as a vehicle for transporting ammunition, landing, and played the role of minesweepers for bottom mines.

Here are the main representatives of torpedo boats in the war:

1. Boats of England MTV, the speed of which was 37 knots. Such boats were equipped with two single-tube devices for torpedoes, two machine guns and four depth mines.
2. German boats, the displacement of which was 115 thousand kilograms, a length of almost 35 meters and a speed of 40 knots. The armament of the German boat consisted of two devices for torpedo shells and two automatic anti-aircraft guns.
3. The Italian MAS boats of the Balletto design organization developed a speed of up to 43-45 knots. They were equipped with two 450-mm torpedo launchers, one 13-caliber machine-gun mount and six bombs.
4. A twenty-meter torpedo boat of the G-5 type, created in the USSR, had a number of characteristics: The displacement of water was about 17 thousand kilograms; Developed a stroke of up to 50 knots; It was equipped with two torpedoes and two small-caliber machine guns.
5. The PT 103 torpedo-class boats, in the service of the US Navy, displaced about 50 tons of water, were 24 meters long and developed a speed of 45 knots. Their armament consisted of four torpedo mounts, one 12.7 mm machine gun and 40 mm anti-aircraft automatic mounts.
6. Japanese fifteen-meter torpedo boats of the Mitsubishi model had a small water displacement of up to fifteen tons. The boat type T-14 was equipped with a gasoline engine, which developed a speed of 33 knots. They were armed with one 25-caliber cannon or machine gun, two torpedo shells and bombers.

USSR 1935 - boat g 6

Mine boat MAS 1936

The torpedo-class ships had several advantages over other warships:

• Small dimensions;
• High speed abilities;
• High maneuverability;
• Small crew;
• Little need for supplies;
• The boats could quickly attack the enemy and also hide with lightning speed.

Schnellbots and their characteristics

Schnellbots are German torpedo boats from World War II. Its hull was a combination of wood and steel. This was dictated by the desire to increase speed, displacement and reduce financial and time resources for repairs. The cabin was made of light alloy, had a conical shape and was protected by armored steel.

The boat had seven compartments:

1. - there was a cabin for 6 people;
2. - radio post, commander's cabin and two fuel tanks;
3. – there are diesels;
4. – fuel tanks;
5. - dynamos;
6. - steering post, cockpit, ammunition depot;
7. - fuel tanks and steering gear.

The power plant by 1944 was upgraded to a diesel model MV-518. As a result, the speed increased to 43 knots.

The main weapons were torpedoes. As a rule, combined-cycle G7a were installed. The second effective weapon of the boats were mines. These were TMA, TMV, TMS, LMA, 1MV bottom shells or EMC, UMB, EMF, LMF anchor shells.

The boat was supplied with additional artillery weapons, including:

• One stern gun MGC/30;
• Two portable machine gun mounts MG 34;
• At the end of 1942, some boats were equipped with Bofors machine guns.

German boats were equipped with sophisticated technical equipment to detect the enemy. The FuMO-71 radar was a low power antenna. The system made it possible to detect targets only at close distances: from 2 to 6 km. Radar FuMO-72 with a rotating antenna, which was placed on the wheelhouse.

The Metox station, which could detect enemy radar exposure. Since 1944, boats have been equipped with the Naxos system.

Mini Schnellbots

Mini boats of the LS type were designed to be placed on cruisers and large ships. The boat had following characteristics. The displacement is only 13 tons, and the length is 12.5 meters. The crew consisted of seven people. The boat was equipped with two Daimler Benz MB 507 diesel engines, which accelerated the boat to 25-30 knots. The boats were armed with two torpedo launchers and one 2 cm caliber gun.

The KM type boats were 3 meters larger than the LS. The boat displaced 18 tons of water. Two BMW petrol engines were installed on board. The floating apparatus had a speed of 30 knots. Of the weapons on the boat, there were two devices for firing and storing torpedo shells or four mines and one machine gun.

Ships of the post-war period

After the war, many countries abandoned the creation of torpedo boats. And they switched to the creation of more modern missile ships. Israel, Germany, China, the USSR and others continued to engage in construction. Boats in the post-war period changed their purpose and began to patrol coastal areas and fight enemy submarines.

The Soviet Union presented a project 206 torpedo boat with a displacement of 268 tons, a length of 38.6 meters. Its speed was 42 knots. The armament consisted of four 533-mm torpedo tubes and two twin AK-230 mounts.

Some countries have begun production of mixed-type boats, using both missiles and torpedoes:

1. Israel produced the boat "Dabur"
2. China has developed a combined boat "Hegu"
3. Norway built the Hauk
4. In Germany it was "Albatross"
5. Sweden was armed with "Nordköping"
6. Argentina had the boat "Intrepida".

Soviet torpedo-class boats are warships used during the Second World War. These light, maneuverable vehicles were indispensable in combat conditions, with their help they landed landing troops, transported weapons, carried out trawling and setting mines.

Torpedo boats model G-5, mass production of which was carried out from 1933 to 1944. A total of 321 ships were produced. The displacement ranged from 15 to 20 tons. The length of such a boat was 19 meters. Two GAM-34B engines of 850 horsepower were installed on board, allowing speeds up to 58 knots. Crew - 6 people.

Of the weapons on board, a 7-62 mm DA machine gun and two 533-mm aft grooved torpedo tubes were installed.

Armament consisted of:

• Two twin machine guns
• Two tube torpedo devices
• Six M-1 bombs

Boats model D3 1 and 2 series were planing vessels. The dimensions and mass of displaced water practically did not differ. Length -21.6 m for each series, displacement - 31 and 32 tons, respectively.

The boat of the 1st series had three Gam-34VS gasoline engines and developed a speed of 32 knots. The crew included 9 people.

The Series 2 boat had a more powerful power plant. It consisted of three Packard gasoline engines with a capacity of 3600 horsepower. The crew consisted of 11 people.

The armament was practically the same:

• Two 12mm DShK machine guns;
• Two devices for launching torpedoes 533-mm caliber model BS-7;
• Eight BM-1 depth charges.

On the D3 2 series, the Oerlikon gun was additionally installed.

Boat "Komsomolets" - an improved torpedo boat in every respect. Its body was made of duralumin. The boat consisted of five compartments. The length was 18.7 meters. The boat was equipped with two Packard gasoline engines. The vessel developed a speed of up to 48 knots.

Continuing the historical series "Combat Boats", the editors decided to devote another publication to the first Soviet long-range seaworthy torpedo boat "D-3". Our regular author Leonid Lvovich Yermash tells about the history of its creation - in the pre-war years, the chief designer of the Leningrad plant No. 5 (now the Almaz shipbuilding company).

A prototype - the very first of 73 TSCs of this type - was built by the enterprise team in just seven months. 09/27/39 began its testing, which lasted until 08/31/40. The boat was brought to Sevastopol and it turned out to be the only "D-3" that was in service at the beginning of the war.

The boat fought with the letter designation "D-3". And known. in particular, by the fact that he participated in the first combat use of jet launchers. On the night of June 19, 1942, the boats "D-3" (commander - senior lieutenant O. M. Chepik) and "SM-3", taking advantage of poor visibility, approached Yalta occupied by the enemy at low speed and misled with arbitrary signals guard ship. It is not surprising. Here, at a considerable distance from our Caucasian bases, the enemy could not expect the appearance of Soviet TKAs and mistook them for his own, especially since both boats did not look like the "usual" G-5s. The boats fired torpedoes, fired a volley of rockets, and left at full speed. On account of this Black Sea "D-3" - two ships sunk (including a submarine). All other D-3s were commissioned during the war. The vast majority of them could not be taken out of besieged Leningrad, and they took an active part in the hostilities in the Baltic. On their account, in particular, 45 enemy ships and vessels sunk here. Six "D-3" (division commander captain 3rd rank E.V. Osetsky) had a chance to participate in the most recent operation of the Red Banner Baltic Fleet: at dawn on 09.05.45 they landed an assault force of 108 marines on about. Bornholm...

The first five TSCs of the experimental series were completed in time, accompanied by the builder A.A. Timofeev and delivery mechanic X. A. Mukhin sent to the north. In August, platforms with boats arrived in Murmansk, on August 28, 1941, these TKAs with tail numbers 11-15 entered service, serving as the core of the emerging brigade (later - the Red Banner and marked with the Order of Ushakov), and less than two weeks later opened its battle account. The appearance of TKA, capable of entering the harsh Barents Sea for operations on communications, turned out to be a complete surprise for the enemy. Late in the evening of 09/11/41 "TKA-11" (commander - Cap.-Lt. G.K. Svetlov) and "TKA-12" (Lt. A. O. Shabalin) went to intercept an enemy convoy and torpedoed a large transport and guard ship. On account of the boat twice Hero of the Soviet Union A.O. Shabalin - several sunken ships and vessels, participation in many military operations, including Petsamo-Kir-Kenes. It is no coincidence that "TKA-12" was put on the podium in Severomorsk - as a monument to the feats of arms of Soviet sailors.

In the second part of the article, L. L. Ermash talks about the work of boat builders during the war years, when they had to repeatedly redo and modernize the D-3 project, installing completely different engines, strengthening weapons, turning into a submarine hunter.

"Yermash Leonid Lvovich (b. 1906) - a designer in the field of shipbuilding. He graduated from the Leningrad Shipbuilding Institute (1935). In the pre-war years, he led the development of projects for wooden small hunters and torpedo boats. The combat boats built according to these projects earned the recognition of Soviet sailors. During the war - chief designer of unified combat boats, which were built in a large series on a conveyor way. In the post-war years, he was engaged in the design of subsequent generations of boats. He was awarded the Order of the Red Banner of Labor, the Red Star. "

It is only worth adding to this that before studying at the LCI, L. L. Ermash worked for several years as a marker and designer at the Sevastopol Marine Plant.

Leonid Lvovich is still in service today. He is one of the founders of the Almaza museum, consults, lectures, writes, which is confirmed, in particular, by the article offered to the attention of readers - the fourth, written by him specifically for Boats and Yachts.

The middle of the 1930s was marked by the replenishment of our fleet with short-range planing TSCs designed by A. N. Tupolev. These boats "LU-4" and "G-5" could be used quite effectively in the Baltic and the Black Sea, where up to 76-80% of the navigation time the waves remain moderate, not exceeding 3 points. However, the very first test in combat exercises of the possibility of their use in open theaters - in the Northern and Pacific Fleets being created - turned out to be disappointing.

The naval forces were concerned about the need to create long-range seaworthy TSCs for operations in harsh sailing conditions in the North and the Far East. The peculiarity of the waves, for example, in the Barents Sea with its great depths, is that the wind wave is superimposed on the swell almost all the time and very often the waves reach significant sizes.

The new type of boat was supposed to combine high speed, increased seaworthiness, increased cruising range and the minimum necessary habitability conditions. To solve this far from simple task, design teams from a number of plants, institutes of the shipbuilding and aviation industries were involved.

TsAGI designers took the path of using the red lines they worked out, hoping to increase seaworthiness simple increase dimensions of the same "G-5". In 1931, a team led by N. S. Sokolov developed a large experimental boat "G-6", the overall length and width of which were twice, and the displacement (86 tons) was five times greater than that of the "G-5". The impressive size of this monster made it possible to arm it with 6 torpedoes, a 45-mm gun and 5 machine guns; 8 engines with a total capacity of 6400 hp provided a speed of 42 knots. Built in 1936, the huge G-6, contrary to the expectations of the authors, did not show the required seaworthiness, so the fleet abandoned its serial construction. The boat entered service only in 1939 as an auxiliary vessel (during the war it was used as a tanker).

The experiment showed that it is impossible to go this way. In this regard, in the same place, in TsAGI, under the leadership of A.N. Tupolev himself, a new version of the duralumin boat was developed, the seaworthiness of which was supposed to be improved not only by increasing the dimensions of the G-5, but also by slightly increasing the deadrise of the bottom and specific load on redan. The boat "G-8" was built by plant No. 156 (TsAGI pilot plant) and during the tests, which ended already in 1940, with a displacement of 29 tons, it reached a speed of 48 knots. Although the seaworthiness, indeed, improved somewhat compared to the G-5, the fleet did not accept it for serial construction either, since in terms of seaworthiness and cruising range it was inferior to the long-range TKA of the D-3 type that had already appeared by that time ". Of no small importance was the fact that the strength of its hull and the reliability of the mechanical installation were considered insufficient.

One way or another, but the already begun design of the next two other gliding redan boats "G-9" and "G-10" was discontinued.

The designers of the Leningrad plant No. 194 (plant named after Marty) took a different path, immediately abandoning the redan. They took as a basis the sharp-chinned, straight lines with variable deadrise, worked out at the Research Institute of Arms and Shipbuilding, with a significant deadrise in the bow of the hull and a small one in the middle and aft.

Here they tried to make seaworthy TKA steel. The design almost simultaneously of three variants of long-range spacecraft made of this material was carried out under the guidance of a talented marine engineer - head technical department plant K.V. Popov with the participation of the head of the sector B. L. Bogdanov, senior engineers R. A. Grebenshchikov, A. N. Ruchkin, D. I. Rudakov and other specialists, including the author of these lines.

At the beginning of 1935, the development of a technical design for a universal turbine boat (hence the designation - "UTK") began on the basis of a pre-sketch project carried out at NIIVK with the participation of Yu.A.Makedon, who was subsequently appointed the chief supervisor of the Navy for design. The most interesting feature"UTK" was its small-sized steam turbine plant with a capacity of 2x6000 hp. with a specific gravity of 2 kg / hp, developed and manufactured by the Kirov Plant. With a displacement of 160 tons, the boat had to develop 42 knots. The most important innovation in armament was the use of a three-tray torpedo tube, which made it possible to fire a salvo from any side without changing course.

On the same boat, work was carried out on the use of the world's first twin 152-mm dynamic jet gun. The project "UTK" was developed in six variants of weapons. Thus, it was the first multi-purpose boat with interchangeable weapons.

The implementation of an extremely complex project with many innovative solutions was delayed. A prototype "UTK" was built only by the summer of 1941, they did not have time to test it. At the beginning of the war, the boat was evacuated to the east, and later it turned out that due to the development of gas turbine construction, the steam turbine plant had lost its relevance; all work on it was stopped.

The purpose of the design of the experimental boats "SM-4" and "SM-3", completed in 1936, was to develop samples for launching into serial production at other plants.

The tests of the "SM-4" were completed in November 1940. With a displacement of 41 tons, it developed a speed of only 37 knots instead of 42 according to the project. Therefore, torpedoes were removed from it and it was converted into a submarine hunter. In August 1941, after the noted shortcomings in the strength of the hull were eliminated, the boat was handed over to the fleet; he participated in the fighting of the OVR KBF.

The construction of the boat "SM-3" was also delayed and it was presented for testing in June 1941. It showed the same speed of 37 knots, but instead of 45 according to the project. It was noted that the boat was heavily flooded even with a slight wave. Due to the insufficient strength of the set, the skin of 4 mm steel sheets began to vibrate at high speeds. The selection committee came to the conclusion that "due to the lack of sufficient strength, low seaworthiness and speed, the SM-3 cannot be accepted as the lead boat of a series of steel-welded boats." After reinforcing the hull, the boat was handed over to the Black Sea Fleet.

Thus, the test results did not allow to accept any of the prototypes. The reasons for the failures were the lack of a design methodology for boats of this type and guidelines for the design of steel hulls. The hulls were heavy and not strong enough. The technology for welding thin-sheet structures was not developed: bays formed on the skin 2-4 mm thick, the calibers of the seams were overestimated, which increased the resistance to movement and reduced the speed.

The ensuing collapse design work in TKA at plant No. 194 prompted me in 1936 to move to the NKVD shipyard (later plant No. 5, where even earlier the head of the design bureau N. M. Ukhin invited me to the position of head of the design sector. Work at this new enterprise, specialized in construction of wooden combat boats, attracted me mainly by the opportunity to continue design activities in the field of boat building that I was interested in. A year later I was appointed chief designer of this plant.

By decision of the Council of Labor and Defense No. 25 of 1937, the construction of wooden TKA was entrusted to plant No. 5.

The Directorate of the Naval Forces of the Red Army notified the plant that since the planned construction of 25 steel TKAs had disappeared, and "there is no project for such boats in a wooden version", the most urgent development of a new project is needed to ensure the production of 10 wooden TKAs in 1938, 1939 and 1940.

The plant did not have documentation, according to which it was possible to at least start preparing for production. The only available drawings of a wooden TKA, developed by OKB NIISS under the leadership of V.A. Ponomarev, could not be used: tests of three experimental DTKs built on them back in 1936 in G-5 contours had to be stopped due to clearly insufficient strength their planing hulls.

The author has made an attempt to solve the problem. In October 1937, the design study was completed, on the basis of which a technical proposal was drawn up for the preparation of a project for a straight wooden seaworthy TKA by the factory design bureau. The proposal was reported to the command of the Navy, and in January of the following year, the company received the appropriate tactical and technical assignment from the fleet.

It should be noted that the work on compiling this task was carried out by the fleet in extreme haste. In essence, it repeated the old task for the "SM-3" only with the replacement of the hull material. In contrast to our proposal to develop one project, the task included the preparation of three variants of experimental TSCs (two redanded and one redundant) with a speed of at least 50 knots.

The factory provided the following comments:

1. The required speed cannot be provided. None of the three previously built wooden "DTK" could develop more than 47 knots, since already at the same time the boats were damaged and out of order. "DTK" will increase.Therefore, you can count on a maximum of 45 knots for the reded variants and 43 knots for the non-redanded;

2. The experience of building red boats shows that their seaworthiness is unsatisfactory and there is no point in developing them again. The need to switch to rowless seaworthy boats is confirmed by the practice of building TKA by the leading countries of the West.

The shipbuilding department did not agree with the rejection of another attempt to create a redline version, and the plant, not wanting to delay the design, proposed a compromise solution: to accept two straight and one redan boats for development.

The first was the development of a project for a non-cutting boat "D-3" (code denoted - wooden 3-engine).

The main requirements of the task, specified in the process of developing a preliminary design, were formulated as follows:

• speed with combat load and excitement not higher than 3 points - not lower than 43 knots;
• the ability to navigate in a sea state of 3 points - in any direction with respect to the course of the wave and in any engine modes, and when the speed decreases - in waves of at least 6 points;
• body without cuts made of wood, meeting the requirements of general and local strength; at the same time, the possibility of transporting the boat by rail should be ensured;
• cruising range at economic speed - up to 400 miles, autonomy - three days;
• engine installation - three GAM-34F engines with a power of 1000 hp each.

On April 24, 1938, the plant was visited by the deputy. People's Commissar of the Navy flagship I rank I. S. Isakov. A detailed conversation took place in the presence of the director of the enterprise, E. Ya. Lokshin. Ivan Stepanovich noted the importance of this type of boat for the Northern and Pacific fleets and formulated a number of considerations that deepen the interpretation of the task. Increasing the seaworthiness of the boat, - said the deputy people's commissar, - should not be achieved at the expense of speed. Torpedo tubes must be capable of firing at any speed, including from a stop.

It is necessary to strengthen anti-aircraft weapons. More attention should be paid to providing camouflage properties; in particular, it is necessary to install engine noise suppressors, reduce spray formation - noticeable "whiskers" from a distance - and silhouette area.

I spoke about the work carried out by the plant and also expressed a number of considerations. Considering that the boat is experienced, it is necessary to have some power reserve. It will be necessary to eliminate certain shortcomings identified during the tests. There will be fleet proposals, the implementation of which is necessary to improve the combat qualities of the boat. All this will entail an increase in displacement, and consequently, a decrease in speed. In order to prevent undesirable consequences, it is expedient to issue an order in advance to the engine-building plant No. 24 near Moscow for the completion and supply of supercharged GAM-34F engines, similar to those already used in aircraft construction. This increased the power to 1200 hp. It is advisable to organize a review of the preliminary design with the participation of representatives of the Navy Management Committee at the plant, so that the design bureau could, in the absence of fundamental comments, immediately begin the development of working documentation without waiting for the approval of the technical design. In order to increase the explosion safety of all boats under construction, it is desirable to issue an order in the future for testing the M-50 aviation diesel engine in a ship version, running on a solarium, which is less dangerous than gasoline.

Deputy The people's commissar was sympathetic to the proposed measures, promised to give appropriate instructions and expressed the wish that an experimental boat be built in 1939. This would allow, with positive test results, to begin serial production of the D-3 next year.

Speaking about the possible deadlines for the completion of the project, I stressed that it would be reckless to express encouraging considerations for their reduction. Appropriate theoretical and experimental work is needed, without which the sad story with DTK could repeat itself. I gave an example. One of the best shipyards in England, Power Boats, which had rich experience in building high-speed wooden boats, was able to master the production of 37-knot TKA only after nine years of expensive research. But we did not have the necessary experience, were deprived of theoretical guidelines and any information about design features similar boats of foreign construction. Nevertheless, I assured that the team would take all measures to fulfill an important task for the country's defense capability.

In developing the work, we ran into not only difficulties of a purely technical nature. The design bureau team consisted of only about 60 people and did not have a project sector in its structure. The development of projects for displacement boats was carried out by the hull sector, headed by ship engineer A. L. Konstantinov, who had previously been engaged in the design of only large merchant ships. There were only a few professional designers in the "motley" composition of the hull sector, but, unfortunately, all of them had no idea about the features of planing boats. The transition to the most difficult work of creating a completely new type of boat was not received with enthusiasm by everyone. A number of leading employees would prefer to deal with mass production of already launched projects "KM-4", "RPK" and "MO-4", limiting themselves to their modernization. However, this psychological barrier was also overcome by switching the invaluable experience of the older generation of designers to solving the main problem.

Business contacts with a number of institutes and factories also helped a lot.

The choice of the main dimensions was extremely complicated not only by the mutually exclusive high requirements for speed, seaworthiness and armament, while simultaneously limiting the railway dimensions, but also by the need to subordinate the entire set of determined parameters to a strict optimality condition. A specific task arose to determine such characteristics of the boat that would provide the highest hydrodynamic quality, i.e., the ratio of displacement to resistance. Of paramount importance was the correct choice of the calculated static load factor, on which both the resistance and the seaworthiness of the boat depend (in particular, splashing, flooding, overloading). The processing of all statistical data available to us on gliding TKA revealed the dependence of this coefficient on the relative speed - the Froude number, which made it possible to calculate the optimal dimensions, having a given speed and approximate displacement.

The chosen dimensions, of course, were supposed to ensure the stability of the boat, as well as the placement of a given composition of weapons and equipment, which, with the mentioned dimensions limitations, turned out to be a difficult task.

It was necessary to achieve exactly the minimum possible dimensions: after all, each extra meter of the hull length increased the displacement by at least a ton, which, with a fixed power, would immediately affect the speed. The width of the boat was dictated not only by the optimal length-to-width ratio worked out on the models in the basin, in terms of propulsion and stability, but also by many other considerations, for example, the need to place three engines and three parallel lines of shaft lines with propellers ...

For the possibility of a compromise solution, several variants of the main elements of the boat were worked out, which made it possible to evaluate their comparative qualities with the same optimal value of the static load factor equal to 0.84.

As a result, those satisfying the task for all requirements were accepted: structural length - 21 m, maximum width along the cheekbone - 3.7 m, transom width along the cheekbone - 2.9 m, side height - 2.3 m.

Initially, it seemed expedient to use the contours of the boat "SM-3" worked out at NIIVK. However, a detailed study of the materials of towing tests of the model in the pool showed that the NIIVK report does not contain sufficient guarantees for achieving the required qualities of a full-scale boat. Because of this, it was decided to work out straight contours at TsAGI, which had already accumulated well-known experience in designing floats for hydroplanes, flying boats and Tupolev gliders.

It is obviously worth briefly explaining the meaning of the rejection of the redan. In those years, all high-speed boats had a ledge on the bottom - a transverse step. This gave an increase in speed due to a decrease in the wetted surface of the hull in the set zone and, consequently, a decrease in resistance to movement. At the same time, gliding conditions improved: the boat glided on two rectangular bottom sections located across the hull - in front of the redan and in the stern, in front of the transom. The nature of the bottom in these areas had to approach the hydrodynamic ideal of the planing plate, so it was made as flat as possible.

For example, after all the "concessions" to the requirements of seaworthiness, on the Tupolev TKAs, the deadrise angle of the bottom amidships did not exceed 7 °. Such a relatively flat bottom experienced strong blows at full speed even against a small wave, which, in the first place, explained the poor - according to the first commander of the "Firstborn" - seaworthiness. This is the reason for the breakdown of the hulls. Such was the price of excellent high-speed qualities!

The rejection of the redan made it possible to increase the deadrise of the bottom and raise the cheekbone line - to improve the conditions for meeting with the wave, to soften the blows - to reduce overloads, reduce splashing and flooding. This made it possible to maintain a relatively higher speed during the course of the waves, which was required from a boat for the open sea. However, at the same time, this inevitably worsened the conditions for gliding - it reduced the maximum speed that the same boat could show on "smooth water".

Going to increase seaworthiness by abandoning the redan and increasing the deadrise of the bottom, we had to compensate for the inevitable decrease in speed qualities by all possible measures. For this, for example, the task provided for an increase in power - the installation of not two, as on the G-5, but three GAM-34s (giving, moreover, not 850, but 1000 hp), although this led to an increase in dimensions and displacement, which in turn affected the speed.

It seems that what has been said is a good example of the fact that any project is always a unique combination of many compromises. Sacrificing one indicator within some acceptable limits, we achieve an increase in another, in this case more important, so that the boat as a whole meets the main purpose - the task of the fleet to the maximum extent.

At the first stage of work on the design of contours, the only experimental material useful for us was the results of Sottorf's experiments with planing plates published in one of the German journals, showing the effect of bottom deadrise on movement resistance, wetted surface area and spatter formation.

To ensure the required combination of running and seaworthiness, the bottom deadrise angles were taken: at the midships - 15° and at the transom - 4°; the angle of sharpening of the constructive waterline - 17°; the transverse profile of the bottom is curved-keeled.

By order of our plant, the II Department of TsAGI under the leadership of A.S. Perelmutra carried out towing tests of 6 models in a wide range of loads and alignments in order to find the best combination of parameters and detailed development of the hull contours. As a result, the contours of the model made according to the drawings of our design bureau were recognized as the most successful. The hydrodynamic quality obtained during tests of a full-scale experimental boat at maximum speed was 5.8, i.e., it was at the level of the best foreign samples. (The subsequent increase in displacement on serial boats by 17% only slightly affected this parameter, which indicates a high level of development of contours.)

According to the results of testing the model of our design bureau, only one minor adjustment was required: in order to reduce the trim in the parking lot and increase the longitudinal stability of planing at maximum speed, the angle of attack of the middle buttocks (II 1/2-B) on the aft half of the hull length was brought to 0 °, and transom keel lift reduced from 2.45% to 1.54% of boat length.

Tests in the TsAGI pool showed that the spray formation in the bow of the boat at all speeds is satisfactory. The installation of zygomatic spray deflectors had a positive effect.

I believe that we have reason to consider the opinion of the American shipbuilder L. Lord, who believed that the positive qualities of the D-3 "are the fruit of conjecture and assumptions," to be erroneous. Apparently, it characterizes to a greater extent the experience of the Americans themselves, who, by the beginning of the war, failed to create a TKA of their own design and were forced to purchase licenses from the British firms Vosper and Power Boat.

An important issue was the choice of a layout solution, on which the combat capability of the ship also largely depended - the effectiveness of the use of combat means, the reliability and ease of operation of the boat and its propulsion system, survivability, and crew habitation conditions.

Two layout options were worked out in detail: - with the location of the engine installation in the aft third of the hull length, and the torpedo armament and fuel reserves - in the middle one; - with the location of the engine installation in the middle third, and torpedo weapons and fuel supplies - in the stern.

The first option seemed to be optimal, providing a stable centering at any displacement (and, consequently, a gain in speed when moving after using up variable loads - leaving the attack without torpedoes and with a reduced fuel supply), as well as reducing the splashing of torpedo tubes. However, its implementation was associated with the need to install an angular gearbox on the middle engine in order to obtain an acceptable angle of inclination of the shaft line. Attempts to place an urgent order for the manufacture of such a gearbox, unfortunately, were unsuccessful (at domestic factories there was no necessary equipment for cutting teeth). Only because of this we were forced to stop at the second option.

The location of the control post was in principle stipulated by the task, but this issue caused serious controversy. Since the boat was provided with increased seaworthiness, the design bureau considered it expedient to transfer control from the closed cabin to the navigation bridge, as was already customary on foreign TKAs of the latest construction. However, Art. military representative M. N. Charnetsky, referring to the experience of operating the G-5, insisted on using the layout provided for by the assignment. His main motive was the fear that when the boat was covered by a wave, the commander would be washed away from the open bridge overboard. (It took the crucible of war for the Navy to agree to reconsider and approve our old proposal.)

When designing short-range duralumin TSCs, they did not even think about the living conditions of the crew - they did not have any living quarters, or a galley, or a latrine. And why would all this be needed if the pre-war "manual" limited the duration of the G-5's stay at sea to 4 hours! For a long-range boat, habitability was recognized as one of the main requirements. In the bow of the "D-3" a 4-bed cockpit was equipped for enlisted personnel, two cabins for officers and petty officers, a galley and a bathroom. In the future, another cockpit appeared - in the stern, in place of the skipper's pantry. A water heating system was installed.

The design of the hull structure turned out to be perhaps the most difficult problem. The practice of shipbuilding has developed standards for the strength of the hull of "ordinary" displacement boats capable of carrying significant loads (carrying weapons) even in stormy weather. However, the application of these standards for seaworthy TSCs was excluded, since when moving at full speed on a wave, the external forces acting on their hulls turned out to be significantly higher than those for which the displacement hull is calculated. On the other hand, the requirements for the weight of hull structures when creating planing TSCs were, of course, much more stringent than when designing relatively slow-moving displacement boats.

Despite the fact that the construction of TKA has been going on for more than 10 years, the methods and standards for calculating their strength have not been developed.

It is no coincidence that since 1934 the fleets began to receive complaints about the insufficient strength of the G-5 boats, which satisfactorily passed the acceptance tests. The damage to the aviation-style light duralumin hulls turned out to be so serious that the question of the immediate decommissioning of almost 150 TKAs at the same time was brewing. However, Plant No. 194 attracted the largest "strongmen" as consultants - professors P.F. Papkovich and Yu.A. Shimansky and managed to develop drawings of the necessary reinforcements for the hull. The implementation of this work provided the possibility of further operation of the "G-5".

They gave very useful material, the study of the TKA actually acting on the body external forces(for example, overloads when hitting a wave) and an analysis of the weak points of both duralumin hulls and their already mentioned wooden "analogues".

Nevertheless, we did not have a successful experience in designing light and sufficiently strong wooden hulls, and we had to start with experiments.

The plant embarked on the path of experimental testing of the main components of the hull, comprehensive testing of their strength and stability. Thus, the design of frame frames in the assembly and the methods of their connection with the skin, which ensure joint work, were subjected to research. The tests carried out up to the destruction of the structures made it possible to find out the participation of their individual parts in the overall work under the action of a static load. Thanks to this, we were able to more confidently approach the choice of allowable stresses, the rational placement of fasteners, the development of the junctions of the skin with the bilge bars and the deck flooring with the waterway.

The performed experimental work could not, of course, serve as a basis for the conclusion about the sufficient strength of the hull as a whole, but this was the only way to provide an element-by-element solution to the problem.

Since the pressure on the bottom (especially in the forward third of the length of the hull) significantly exceeded the load on the displacement hulls, a correspondingly reinforced transverse framing system and a much stronger outer skin than according to previously valid standards were adopted.

The transverse set was often supplied with powerful frame frames, assembled from oak parts on knees with pasting with bakfaner. The bottom stringers (two per side) had a combined design: a steel Z-shaped profile was placed on a pine beam. In the areas of the fuel compartment and MO, these stringers played the role of longitudinal beams of foundations for cylindrical fuel tanks and main engines. The keel, stem, fenders and cheekbones were carved from oak. The bottom plating (26 mm) was three-layer, the side (21 mm) was two-layer with coarse calico. The deck flooring was made of pine bars 22 mm thick, bulkheads - from two layers of boards 8 mm thick. The wheelhouse was assembled from sheets of 4 mm bakfaner and sheathed with thin slats from the inside.

The overall strength of the hull was calculated based on the experience of building displacement boats. The values ​​of bending moments and shear forces obtained by calculation were increased taking into account the overload factor equal to 2.5 (determined by TsAGI and verified when assessing the actual strength of "G-5").

It is worth mentioning that both the quality of the work and the quality of the material used were subject to the highest requirements. Once, when the moisture content of the wood that entered the workshop turned out to be slightly higher than prescribed, production was stopped. There was a discussion - do these hundredths play any role? Academician A.N. Krylov was invited to the plant, whose most valuable advice was then used by shipbuilders, regardless of what they had to build - a boat or a battleship. Aleksey Nikolaevich assessed the loads acting on the hull and gave the answer: the wood must be of the required humidity!

The price of the slightest missed defect would be high. B. V. Nikitin, who supervised the acceptance of all TKAs, recalls how, during the testing of the experimental D-3 on a 6-point wave at full speed, the side sheathing lagged behind the frame and "in the gap between the boards, water rushing below began to flicker." And just something - a screw was missed, which fastened the inner layer of the boards to the frame ...

Tests of the boat both in the Baltic and the Black Sea basically justified our expectations, although some weaknesses were identified, which were immediately eliminated - when adjusting the drawings for the series.

Overloads in the bow of the boat when hitting a wave reached, when measured in the Black Sea - up to 5 g, and in the Barents Sea - up to 8-9 g, however, the hulls of the boats withstood them without any breakdowns. To get an idea of ​​what stresses arise in this case, I will mention that at full speed the steel "SM-3" almost broke in two on the Black Sea wave: a crack in the 4-mm bottom plating ran "almost from side to side."

Following our appeal to the deputy. People's Commissar issuance by the fleet of an order for the supply of a supercharged engine with a power of 1200 hp for the "D-3" instead of 1000, was extremely timely. Thanks to contacts with leading workers of the plant near Moscow, the GAM-34FN engines were delivered on time, which allowed the prototype boat to significantly exceed the specified speed, and on all boats of the experimental series, the displacement of which increased by 4 tons, to maintain it at a fairly high level.

The engines were connected to the shaft lines using a clutch; this allowed the propellers of inactive engines to spin freely, reducing their drag. Thus, both the joint operation of all three or any two engines, and the possibility of operation of only one of any of them, were ensured. This made it possible to vary the speed from maximum to minimum.

Silencers were installed to reduce the noise of running engines.

The readiness of the boat for the exit (according to the then accepted terminology - mobilization readiness) was characterized by the speed of actuation of the engines, which was ensured by both electric and air launch. To be able to quickly start at low air temperatures, there was a system for heating engines from water heating (in base conditions, by receiving steam from the shore).

TKA pickup was exceptionally high; having given the mooring lines, the boat developed a slow speed 30 seconds after the engines were started, and a full speed - after only 5 minutes.

Significant difficulties arose in the design of propellers, which was due to insufficient knowledge of the conditions for their operation in an oblique flow - at large angles of inclination of the shafting, as well as the interaction of propellers with the hull and protruding parts.

The three-bladed bronze propellers developed by the design bureau in consultation with A. N. Kalmykov (NIIVK) and E. E. Papmel (Rechsudoproekt) had a high efficiency (0.64) and good propulsion qualities, however, when they were examined after the very first outings, serious erosion of the root sections was found blades. It was not possible to eliminate it by some change in the geometric elements of the screws. The tests of models of propellers in the cavitation tube also did not give a definite result. Then it was decided to conduct stroboscopic full-scale observations of the operation of the propellers on an experimental boat "BK-2", which had a speed of 40 knots and approximately the same inclination of the shaft lines.

All the necessary equipment was manufactured by the GOI lighting laboratory with the participation of V. B. Weinberg, prof. A. A. Gershuni, NIIVK technician M. M. Stukolkin and a talented craftsman of our plant V. V. Leontiev. The coordination of work and the conduct of observations were carried out by senior design engineer D. Ya. Feldman.

Field observations of the operating conditions of the propeller of a boat, carried out, as far as we know, for the first time in the world, made it possible to develop flow straighteners that made it possible to eliminate erosion. (Such rectifiers were installed not only on the D-3, but also on other types of boats built many years after the war.)

The profile and contours of the streamlined rudders were studied using tests in the TsAGI pool. Like the propellers, the rudders were made of especially durable "rubel" bronze.

A few words about the constructive measures to ensure the survivability of the boat in the face of enemy combat, which is an indispensable condition for maintaining the combat capability of the ship.

Among such measures implemented in the project are: ensuring unsinkability in case of flooding of any one compartment; prevention of the possibility of water filtration into adjacent compartments and the possibility of its rapid removal by one's own means after filling holes; the presence of the necessary reserve of buoyancy and stability to restore the combat capability of the boat; free access to the sides for the possibility of quick sealing of holes.

From the point of view of increasing the survivability of the ship, the presence of a three-engine installation with three independent shaft lines, three propellers and three rudders was positively assessed, as was the placement of the fuel supply in four separate "input" tanks. Like the "G-5", our boats were equipped with a system for filling tanks with inert gases to ensure explosion safety.

Power supplies (24 V) were duplicated: a separate generator was hung on each engine; in addition, there were two 6STK-135 batteries.

To increase the survivability of radio communications, instead of one whip antenna (on assignment), three were installed - a horizontal 2-beam, whip and deck.

It remains to add that the completed complex of development work on optimizing the main dimensions and working out the contours, designing propellers and arranging high-power small-sized engines made it possible to obtain a high hydrodynamic quality at maximum speed (about 5.8) and even increase the specific load per unit of power from 8.0 to 9.0 kg/hp while maintaining a sufficiently high speed. The resulting propulsion quality was at the level of the best foreign samples, which is clearly seen from the graph below. A positive feature of the boat's driving performance was a wide range of speeds, which allowed it to confidently develop a maximum speed of 45 knots and a continuous cruising speed of 37 knots, at which the cruising range was 350 miles; at a speed of 18-20 knots, the cruising range increased to 550 miles.

During the tests, which began on 09/27/39 in the Gulf of Finland, A. Shalnov commanded an experimental boat. Our "D-3" developed a speed of 48 knots on smooth water, which was achieved by foreign boats of this class only ten years later.

It became clear that the task assigned to plant No. 5 had been completed. The acceptance committee in the act dated 11/24/39, approved by the People's Commissar of the Navy N.G. Kuznetsov, noted that "the construction of the D-3 torpedo boat basically determined the type of long-range torpedo boat that meets the requirements of seaworthiness in the presence of high speed, cruising range, autonomy and habitability". The extensive testing program was still far from complete, and the fleet had already issued an order for the first six "D-3" experimental series (laid down in early 1940).

To test the seaworthiness, the D-3 prototype was transported to Odessa, and from there it was transferred in tow behind the destroyer to the base of the TKA brigade - to Sevastopol. Engineers from TsAGI mounted sensors on the hull to measure stresses and walks out of the bay. To quote Nikitin: "All three motors operate at full speed. The boat commander acts skillfully, periodically changes the position of the boat relative to the wave - as required by the program. The boat overcomes a 5-point wave well. The wind is gaining strength. I look at the clock - an hour has already passed , as the boat is moving at full speed. Everything is in order, it's time to switch to the economy mode ... "This is where the only defect that I already mentioned is revealed. But even with the skin torn from the frame, the "D-3" reached the base with a 30-knot move on a 6-point wave. The boat was raised to the wall. The defect was immediately fixed. And Nikitin reported to the deputy. People's Commissar of the Navy that "long-range TKA "D-3" has successfully passed sea trials." I. S. Isakov agreed with the conclusion about the expediency of accepting the boat into service with the fleet. Wasting no time, the People's Commissariat issued an order for the construction of 100 boats of this type.

It remains to be noted that the stability of the boat was ensured by the initial metacentric height, under the worst load conditions, equal to 0.82 m. When positioned sideways to the wind, it withstood a wind pressure of 132 kg/m2, corresponding to 10 points. The magnitudes of shock overloads during the course on the wave were within the limits usual for TKA of the open sea.

The selection committee noted that "the boat "D-3" with a sea state of 5-6 points has sufficient seaworthiness and is sufficiently durable at a speed of up to 36 knots (1600 rpm)". The ability to maintain such a speed at 5-6 points was far from all of the best modern TKA, which were considered seaworthy.

The commission had no complaints about the strength of the hulls. This is a great merit of the leading engineer Ivan Andreevich Kalinnikov, who led the work on testing experimental structures and working out the elements of a wooden hull.

The experience of the war fully confirmed the assessment given to the work of plant No. 5 by the selection committee. For example, here is just one of the many reviews. Sailors-veterans of the Naval Military Scientific Society wrote: "The D-3 long-range TKA type, created before the war, opened a new stage in domestic boat building. The seaworthiness of the D-3 boats made it possible for them to be effectively used in open maritime theaters and in the most severe conditions of the winter Baltic and Arctic".

The task of the fleet was completed.

At the end of 1940, difficulties began in obtaining engines. At the beginning of the next year, due to the need to increase the production of engines for aviation, the government decided to stop the production of 1200-horsepower TAM-34FN "and supply only TAM-34BS" engines with a capacity of 850 hp for all combat boats under construction. With. The reduction in plant capacity by 29% naturally led to a corresponding reduction in speed.

The maximum speed of the D-3, which was commissioned during the war, shown by various sources, varies greatly - depending on the engines actually installed: from 32 knots at 750-horsepower to 37 - at 850-horsepower. A significant part of the boats were equipped with American Packards with a power of up to 1200 hp, with which the boat, which had a displacement increased to 37.2 tons, showed a speed of 40 knots.

The experience of the outbreak of the war immediately showed that the adopted armament of two single-barreled heavy machine guns required reinforcement. The serial boats received two twin machine guns and an additional 20-mm Oerlikon assault rifle. It is worth mentioning that in the bow of 10 torpedo boats in front of the DShK, the simplest installations with 4 guides for launching M8 type rockets were mounted. The deck in the zone of action of the fire plume was covered with steel sheets. This installation, designed by shipbuilder B. I. Batkovsky (died of starvation during the blockade), was tested in October 1941. I believe that this was the first experience in our fleet of arming serial ships under construction with missiles, unfortunately - unsuccessful.

From the very beginning of hostilities, serious shortcomings of airborne towing torpedo tubes were also revealed. Such devices were successfully used on Italian TKA; obviously that is why they were recommended by the Naval Armaments Institute. However, what is good and reliable for the conditions of the Adriatic was ill-suited for Barents Sea. Torpedoes not protected by pipes and the devices for turning the yokes themselves were exposed to waves, turned out to be unreliable with frequent low temperatures. During a visit in 1944 to the TKA brigade of the Northern Fleet, the author could be convinced that in the conditions of the Arctic, before each torpedo attack, hard and dangerous work of sailors is necessary to clear the mechanisms for dropping a torpedo overboard from ice.

It wasn't really news. Back in 1940, the selection committee made its comments about the low reliability of the BS-7 based on the results of the D-3 tests. At the same time, the shipbuilding department issued a task to plant No. 5 to develop a new type of long-range boat - "TKD-4" with tube apparatus that fires a torpedo in the nose. Since the Central Design Bureau for Armaments did not take over the development of such devices in the weight and size characteristics required for the TKA, their design had to be developed by our design bureau under the guidance of a mechanical engineer (dieselist - by profession) S. V. Pugavko. In 1940-41. development technical documentation was completed, the plant manufactured a prototype of the devices and started building the "D-4", however, under the conditions of the blockade, this work could not be completed.

And during the war years, with the help of sailors, the workers of plant No. 5 continued the construction of the D-3. A record has been preserved that the leaders of the defense of Leningrad A. A. Kuznetsov and Ya. F. Kapustin on 03.10.42 specially got acquainted with the device of the new torpedo boats handed over to the fleet and highly appreciated the work of the team. Part of the "D-3" entered service without torpedo weapons, and several dozen were already built as small hunters (project "PP-190K"). In just 900 days of blockade, 107 such boats were built and delivered to the fleet at the plant.

In 1942, the author was sent to plant No. 640 (in Sosnovka) for technical assistance in organizing the production of "MO-4" and "D-3". Then, in view of the sharply increased need for combat boats, by a joint order of the people's commissariats of shipbuilding and the Navy (07/08/42), it was decided on the basis of "D-3" to develop a unified combat boat of the "200" project in wooden and metal versions with imported Packard engines "in modifications of a torpedo boat and a small hunter. It was also fundamental change the very organization of production - the widespread use of the conveyor method of construction. To implement this task, a branch of TsKB-32 was organized at plant No. 640, the head of which was N. N. Isanin (later an academician, Hero of Socialist Labor), the chief designer was the author of these lines.

The necessary documentation was developed in the shortest possible time. At the N9640 plant, 167 wooden small hunters of the "OD-200" type were built by the conveyor method.

The construction of torpedo boats "TM-200" ("Junga") with tube apparatus and a metal hull was carried out at the Rybinsk shipyard (the first five of them were put into operation in 1944-45). The lead wooden torpedo boat "TD-200" was completed by plant No. 5 after the war - in 1946. In the same year, the project of a wooden TKA with tube torpedo tubes was adjusted taking into account the experience of the war and received the code "TD-200 bis". Instead of imported Packards, it was equipped with diesel engines of domestic production M-50. A radar detection station "Zarnitsa" appeared. The control post was moved to an open navigation bridge. For the first time, glued hull structures were introduced, and contours were improved.

A large team of designers and workers of plant No. 5 took part in the work on the development and development of the production of TKA "D-3" and its modifications. Among those who made a special creative contribution to the creation of the boat, I should be the first to mention the heads of the design bureau sectors - electrical engineer G. I. Kitaenko, ship engineer A. L. Konstantinov, mechanical engineer S. V. Pugavko, leading engineer I. A. Kalinnikov, group leaders - N. S. Gromov, P. P. Guryev, D. A. Chernoguz, senior designers - K. B. Demchinsky, D. M. Vaikus, G. F. Ivanov, V. D. Kolechitsky, A. S. Maslennikov, A. A. Popov, N. A. Semenov, A. A. Sulima-Samoylo, A. A. Chistyakov, D. Ya. Feldman, B. V. Yanitsky.

Representatives of the fleet - D. L. Blinov, M. N. Charnetsky, A. G. Levin, B. V. Nikitin and others - invariably provided us with great help.

The director of the plant E. Ya. Lokshin, the chief builder A. F. Simin, the heads of the hull, mechanical and hot shops A. A. Milkov, A. N Ivanov and N. I. Kozlov, dispatcher K. M. Stroganov, site manager G. N. Borovsky, technologist M. A. Shuvalov and others. , V. D. Glukhova, V. I. Yastrebova, M. N. Komissarov. A. I. Kopkina, N. I. Fedorova.

The selfless work of the team of workers and engineers was noted by the government. By the Decree of the Presidium of the Supreme Council dated May 31, 1944, plant No. 5 of the NKSP was awarded the Order of the Red Banner of Labor for successful work on the creation of combat boats and their construction during the difficult years of the war. By succession, today the Almaz company is considered to be decorated, which for many years retained a leading role in equipping the fleet with small ships and modern military equipment.

Notes

2. In parallel with the design of the TKA at plant No. 5, work was underway to design and master the serial construction of a number of other wooden boats. About how in the same years the small hunter "MO-4 '" was created, L. L. Ermash told in an article published in. To complete the picture, let us mention that before the start of the war, the plant provided the fleet and the Marine Guard with about 1,200 boats of more than ten types, including 225 hunters and 238 "KM-4" - universal border boats, which during the war years served as both minesweepers and landing boats. courts.

3. A little later, the Design Bureau began work on a smaller 2-engine version ("D-2"), but it was clear to everyone that the reduction in the dimensions of the boat, compared to the "D-3", only complicates an already far from simple task. The development of an unpromising redan version of the TCA practically did not have to be dealt with.

4. On all serial "Sh-4" and "G-5" it was impossible. Tray-type torpedo tubes were installed on them, from which the torpedo was pushed back by a powder charge - behind the transom of the boat. If the boat did not have time to turn off the course of the torpedo, she could hit him.

5. C Δ \u003d D: B 3 cf, where B cf is the average width of the hull along the cheekbone, D is the displacement.

6. See the book by L. Lord "Ship architecture of planing boats", 1946.

7. The first rules for calculating the strength of planing boats were issued by TsNII-45 (named after academician Krylov) after the war - in 1949.

8. B. V. Nikitin notes that the sailors had a prejudice "against TKA with a wooden hull", which had a basis. When, for example, in the mid-1930s, an experimental wooden planing "DTK" was tested on the Black Sea, each exit to the sea after an emergency repair ended with the fact that "the plating diverged, water entered the boat." According to a naval tale, during the next exit, "when the struggle with the incoming water began again, the minder's hand stuck out from the MO with a trembling fish of fairly decent size." Although it turned out that the fish were "stored before going out", the commission stopped the tests.

9. Stroboscopic effect - the apparent merging of a number of fast-changing individual still images of successive phases of an object's movement into an image of its continuous movement, or vice versa - the perception in a stationary form of individual phases of an object's rapid movement.

10. In connection with the implementation of the proposals of the Admissions Committee to increase fuel reserves to 5 tons and improve the habitability of the boat, the normal displacement increased from 28.4 on a prototype to 32.6 tons, which led to a slight decrease in the maximum speed of the boats of the experimental series.

11. At the same time, the twin-engine D-2, which was being tested in parallel, was also transported. This boat with engines of 1200 hp. with a normal displacement of 23 tons, it developed a maximum speed of 41 knots, and was inferior to the D-3 in terms of seaworthiness and cruising range. Was not accepted for serial construction; during the war he served as a communications boat at the headquarters of the Black Sea Fleet.

12. Their main data: displacement - 38.9 tons; dimensions - 22.1x4.0x1.7 m; speed - 23.8 knots with a power of 2200 hp; armament - 1 37-mm shield machine, 2 twin DShK, deep. bombs.

13. Their main data: displacement - 47.2 tons; dimensions - 23.4x4.0x1.75 m; speed - 28 knots with a power of 1800 hp. weapons - 1 37-mm shield machine, 1 20-mm machine and 2 twin DShK; 2 bomb drops; crew - 19 people.

Designed under the guidance of designer L.L. Yermash in 1939, as long-range boats and were intended for conducting torpedo attacks not only in cramped coastal areas, but also in the near sea zone.

The hull of the boat is wooden two-layer, the outer layer is made of larch, and the inner layer is made of pine, with a total thickness of 40 mm. The bottom of the boat was three-layered. Sheathing boards were fastened with copper nails at the rate of five pieces per square decimeter. The deck also consisted of two layers of wood and was made straight along the entire length, which made it possible to move freely along it during the campaign and made it possible to comfortably accommodate a platoon of paratroopers. In the middle of the hull was a closed running (combat) cabin with viewing glasses. Inside the cabin, control devices were installed: a steering wheel, an engine telegraph, three tachometers (one per engine), drives for gas control throttles, a magnetic compass, a tablet with maps, and an automatic firing box for launching torpedoes.
Unsinkability was ensured by dividing the hull with watertight bulkheads into 5 compartments:

1. Forepeak;
2. Kubrick, radio room and galley, commander's cabin, electrical department;
3. Motor;
4. Skipper's pantry;
5. Fuel tank, tiller compartment.

The power plant is mechanical, three-shaft with three domestic gasoline aircraft engines GAM-34, 750 hp each. each with reverse gears, with a maximum rotation speed of up to 1850 rpm. The full speed of the boat could be used for no more than an hour. The maximum number of engine revolutions in combat training actions was allowed no more than 1600 rpm. A serviceable motor started in 6-8 seconds. after switching on. The maximum permissible number of revolutions in reverse is 1200. The engine's operating time in reverse is 3 minutes. B-70 gasoline was used as fuel. After 150 hours of operation of the new motor, its complete bulkhead was required.

The armament of the boats consisted of:

1. Of the 2 large-caliber 12.7-mm DShK machine guns with a barrel length of 84.25 caliber, which were located one on the roof of the cabin and one on the tank. Fire mode - only automatic, built on the gas principle, has a muzzle brake. The rate of fire of the installation was 600 rounds / min. at an initial cartridge speed of 850 m / s, a firing range of up to 3.5 km, a ceiling of up to 2.4 km. The machine guns are powered by a belt, in a belt of 50 rounds. Shooting is carried out in bursts of up to 125 shots, after which cooling is required. The calculation of the machine gun included 2 people. For ease of aiming, a shoulder pad with adjustable shoulder stops is provided. Machine guns had a manual control system with optical sight. Installation weight - no data.

The Shtil-K radio station could operate in telephone mode, had a power of 10-20 W and operated in the range of 75-300 meters with a range of 20 miles.

The construction was carried out at the NKVD plant No. 5 in Leningrad.

In total, boats were built from 1940 to 1942 - 26 units.

Torpedo boats type D-3 (project 19) series II

The power plant is mechanical, three-shaft with three Packard gasoline aircraft engines of 1200 hp each. each. The full speed of the boat reached 45 knots. A serviceable motor started in 5-6 seconds. after switching on.

The armament of the boats consisted of:

1. From 2 tow torpedo tubes BS-7 for two 533-mm torpedoes. Torpedo tubes (TA) are grippers for torpedoes (mines), similar to those used in military aviation clamps for hanging ammunition under the fuselage of aircraft and helicopters. For onboard dropping of torpedoes, a galvanic ignition device was used, which consisted of two ignition cartridges installed in the torpedo tube, an electrical wire and a galvanic cell (battery), when the circuit of which was closed, the current was supplied to the fuse. The advantage of TA was that they made it possible to produce a volley from a "stop".
2. From 1 single-barreled 20-mm ShVAK assault rifle with a barrel length of 84 caliber, located on a special banquet immediately behind the wheelhouse. The feed of the gun is tape. The calculation included 2 people. The rate of fire of the installation was 700 rounds / min. on the barrel at an initial cartridge speed of 815 m / s, firing range - no data.
3. Of the 2 twin heavy-caliber 12.7-mm DShK machine guns with a barrel length of 84.25 caliber, which were located one on the roof of the cabin and one on the tank. Fire mode - only automatic, built on the gas principle, has a muzzle brake. The rate of fire of the installation was 600 rounds / min. on the barrel at an initial cartridge speed of 850 m / s, a firing range of up to 3.5 km, a ceiling of up to 2.4 km. The machine guns are powered by a belt, in a belt of 50 rounds per barrel. Shooting is carried out in bursts of up to 125 shots, after which cooling is required. The calculation of the machine gun included 2 people. For ease of aiming, a shoulder pad with adjustable shoulder stops is provided. The machine guns had a manual control system with an optical sight. Installation weight - no data.
4. Of the 8 BM-1 depth charges located in the stern. The total weight of the bomb was 41 kg, and the weight of TNT was 25 kg with a length of 420 mm and a diameter of 252 mm. The immersion speed reached 2.3 m / s, and the radius of destruction - up to 5 meters. The bomb was used for preventive bombing, including to detonate bottom magnetic and acoustic mines from boats and slow-moving ships.

The construction was carried out at plant No. 640 in Sosnovka, Kirov Region.

The lead boat entered service in 1943.

In total, boats were built from 1943 to 1945 - 47 units.

Equipment and weapons 1995 03-04 Equipment and weapons magazine

TORPEDO BOAT "TK-12" (TK TYPE "D-3")

Torpedo boats of this series were built 73 units. TK-12 was laid down in 1939 and launched in 1940. August 1, 1941 delivered to railway to Murmansk and on August 16 was included in the Northern Fleet. During the Great Patriotic War, he acted on enemy communications, participated in the Petsamo-Kirkenes offensive operation in November 1944. He sank 4 enemy ships and ships. Including, on November 6, 1941 - RT "Bjernungen", on December 22, 1943 - TFR "V-6106" and on July 15, 1944 - drifter "Storegga". One of the crews of the TK-12 was commanded by the famous Soviet ace boatman Alexander Shabalin, who by the end of the war had become twice a Hero of the Soviet Union. On July 17, 1945, the TK-12 torpedo boat was handed over to the Museum of the Northern Fleet for installation as a monument-exhibit.

Basic tactical and technical characteristics. Full displacement - 35.7 tons. Length - 22.1 m. Width - 3.96 m. Draft - 1.7 m. Motor power - 3 x 850 hp. The maximum travel speed is 32 angles. Cruising range - 355 miles. Armament: two 533 mm torpedo tubes and two machine guns. Took on board 12 small depth charges. Crew - 9 people.

Aircraft JIa-7 Ivan Kozhedub