. stainless steel bow rail 



. stainless steel side rails 



. side-mounted console 



. fiberglass swivel seat, cover, and aluminum pedestal 



, plexiglass windshield 



. rack and pinion mechanical steering 



. special bow and stem eyes 



. additional layers of 24-oz woven roving in hull 



. 14 -oz heavy duty mooring covers 



. 35,000 candle power search light 



. compressed air fog horn 



. stainless steel deck cleats and lights 



. plastic battery box 



Samson Post : As recommended in reference 8, a samson post was installed 

 in each of the two UTBs for towing. Figure 9, Straight line and catenary 

 tows of boom were carried out using the UTBs with the tow line tied to 

 the samson post, and also with the tow lines tied to the transom, to 

 determine differences in maneuverability of the UTB. These tests 

 confirmed findings of reference 8 that the maneuverability of the UTB 

 was noticeably better when the tow line was attached to the samson 

 post. However, the tests indicated two problem areas: (1) the height 

 of the CEL designed post was such that when the boom was pulled on 

 one side of the UTB, the tension in the line caused a sufficiently large 

 turning moment to cause the boat to become unstable, and (2) the 

 outboard engine was in the way of the tow line on occasions. A 

 possible reason for the first problem was that the post was too 

 high. A simple modification of the load carrying members of the samson 

 post minimized both of the above possible problems. The modification 

 consisted of installing a fairlead on the load carrying members of 

 the samson post near the transom. Figure 10, high enough to clear the 

 motor when it is raised to the stored position. The tow line from the 

 samson post was then connected to the boom through the fairlead. This 

 modification provided two benefits: (1) it lowered the effective tow 

 point, and (2) the line was no longer in danger of hitting the engine. 



In the subsequent test program, the samson post-fairlead 

 arrangement was used exclusively for towing purposes. The design 

 drawing of the complete modification, as used in this test program, is 

 given in Figure 11. These modifications added stability to the UTB and 

 provided much better maneuverability. 



It was felt, however, that the maneuverability and the stability 

 of the UTB could be further enhanced if the samson tow point were 

 lowered, the fairlead removed, and a guardrail installed as near the 

 engine as possible to prevent the line from hitting the engine. The 

 guardrail could only be lowered if it is moved further towards the 

 engine so that it clears the engine completely. It is, therefore, 

 recommended that a new design incorporating all these changes followed 

 by test and evaluation of the effectiveness of the new design should 

 be carried out. A conceptual illustration of the revised samson post- 

 guardrail modification of the UTB is given in Figure 12. 



