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U.S. Navy’s New 40-Foot Defiant Patrol Boat

Naval news reached out to the u.s. navy’s naval sea systems command (navsea) to learn more about any possible replacement to the mark vi patrol boats that are slated for divestment and early retirement due to the mark vis’ very expensive maintenance costs. navsea has replied to naval news, showcasing their new 40-foot patrol boat, commonly named 40pb, that is not a replacement for the mark vi. despite that, the 40pb is indeed new and one of the latest small boats to join the u.s. navy’s fleet..

Peter Ong 26 Jun 2022

The early divestment of the Mark VI Patrol Boats was covered here.

Naval News has received a reply from NAVSEA in mid-May 2022 regarding possible small boat additions and replacements.  NAVSEA focused specifically on a welded all-aluminum 40-foot Defiant -class Patrol Boat , called the PB(X).

“Metal Shark’s 40 [foot] Defiant is a revolutionary new monohull patrol boat platform designed to meet the military needs of tomorrow in a quickly changing world. Developed as the replacement for up to 160 patrol vessels deployed worldwide with the U.S. Navy’s Expeditionary Combat Command’s Coastal Riverine Forces, Metal Shark’s design was selected by the US Navy from a field of seven competing shipbuilders. Designed to address the vulnerabilities of traditional patrol boats while expanding the mission role of the platform over its predecessor, the 40 Defiant delivers substantial increases in capabilities and firepower. “As configured for the US Navy, the vessel features six MK 16 weapons foundations plus a large forward foundation for stabilized, remote operated, optically guided MK 49 / MK 50 weapons systems. “The 40 Defiant employs a mission-optimized hull form designed to achieve 40-knot sprint speeds while displaying superb dynamic stability across the full range of operating environments. The vessel also exhibits enhanced handling and delivers greatly reduced operating cost at the 10-15 knot escort speeds typical of force protection missions. As configured for the Navy, the 40 Defiant is powered by twin Cummins QSB 6.7 diesel inboards, coupled via Twin Disc MG5065SC marine transmissions to Hamilton HTX30 water jets developed specifically for the Navy 40 PB program.” Metal Shark

Jamie Kohler, NAVSEA’s Office of Communication, responded to Naval News .

Naval News: Since 2017, have any new 40-foot Patrol Boats been delivered to the U.S. Navy, and if so, how many as of 2022?

NAVSEA: A total of 56 [40-foot Patrol] boats have been awarded to Metal Shark Boats and as of 9 May 2022, 20 boats have been delivered to the U.S. Navy.

Naval News: What is the name of the PB(X)…Defiant….or Mark ##?

NAVSEA: The craft is commonly referred to as the 40-foot Patrol Boat (40PB).

Naval News: Any comments at the slower speed of 35+ knots versus 45 knots for the Mark VI?

NAVSEA: The Navy does not comment on specific speeds of our platforms. Naval News: Will the 40-foot Defiant replace any of the Mark VIs, and if so, why the shorter boat and lack of Mark 38s 25mm autocannons?  What will the standard armament be?

NAVSEA: The 40PBs are not a replacement for the 78PB [78-foot Patrol Boat] (Mark VI).  They are a replacement for the current 34-foot Patrol Boat (34PB). 40PBs will be armed with the same manned crew served weapons as 34PBs, specifically the M240B and M2 machine guns.

Naval News: What units will receive the PB(X)? NAVSEA: The 40PB will be assigned to Maritime Expeditionary Security Group 1 (MESG-1) in San Diego, CA, and MESG-2 in Little Creek, VA under the Naval Expeditionary Combat Command.

Naval News: Will the PB(X) operate in open seas, CONUS ports and bases, littorals, forward-deployed, Persian Gulf, or ride in the well deck of LPDs?

NAVSEA: The 40PB will operate at-sea, in harbors, rivers, and bays. 40PB will also operate across the littorals while conducting maritime expeditionary security operations across all phases of military operations by defending high value units, critical maritime infrastructure, ports, and harbors both inland and on coastal waters.

The 85-foot Defiant Near Port Coast Vessel

Naval News was also tipped off on a larger 85-foot Near Port Coastal Vessel (NCPV) Defiant boat as a new acquisition and asked NAVSEA to clarify.

Naval News: Have any Near Port Coastal Vessel (NCPV) been delivered yet to the U.S. Navy, and if so, how many as of 2022? NAVSEA: No.  NCPV has an active production contract for Foreign Military Sales, but not for the U.S. Navy.

Naval News: What is the name of the Near Port Coastal Vehicle?

NAVSEA: The Navy refers to this program as “Near Coastal Patrol Vessel (NCPV).”  Metal Shark Boats refers to it as 85’ Defiant on their website, but the US Navy does not use this nomenclature.

The NCPV (which is based on a Dutch shipbuilder Damen Stan Patrol 260 design) does not replace the Mark VI Patrol Boats as it will not be in the United States Navy’s inventory.

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The Floating White House: A Brief History of the Presidential Yacht

By: Evan Andrews

Updated: October 31, 2023 | Original: August 18, 2017

Before there was Air Force One, there was the presidential yacht. Dating back to the 19th century, America’s chief executives utilized navy ships and other vessels for recreation and entertaining foreign dignitaries. Nearly a dozen different ships acted as the “Floating White House” between 1880 and 1977, when the last vessel was sold at auction. During that time, they were the scene of international diplomatic summits, congressional schmoozing and the occasional Potomac River pleasure cruise.

The executive yacht “served an important purpose in enabling Presidents to escape the claustrophobic tension of the White House,” former Secretary of State Henry Kissinger has written. It “provided a quiet sanctuary; it was handier than Camp David, easier for casual, informal discussions.”

Abraham Lincoln made use of a steamboat called the River Queen during the Civil War , but the first official presidential yachts date to the Gilded Age. Starting in 1880, America’s commanders in chief sailed aboard a series of Navy vessels including  USS Despatch , USS Dolphin and USS Sylph . In 1886, Despatc h famously ferried Grover Cleveland across New York Harbor for the dedication of the Statue of Liberty .

Presidential boating entered a new era in the early 1900s, when  USS Mayflower took over as the chief executive’s official yacht. Unlike earlier vessels, which were relatively austere in their design, Mayflower was a luxury craft previously owned by real estate millionaire Ogden Goelet. Measuring some 275 feet from stem to stern, it boasted a crew of over 150 and had a sumptuous interior that included a 30-person dining table and bathtubs made from Italian marble.

USS Mayflower is most famously associated with Theodore Roosevelt , who often used it and  USS Sylph for family vacation cruises along Long Island. A more official use came in August 1905, when Roosevelt hosted Japanese and Russian envoys aboard  Mayflower as part of his attempts to mediate peace talks in the Russo-Japanese War . He would later win the Nobel Peace Prize for his role in ending the conflict.

Mayflower served as a presidential plaything for over two decades. Woodrow Wilson is said to have wooed his second wife Edith Bolling Galt during romantic jaunts aboard the ship, and Calvin Coolidge reportedly loved the yacht so much he stationed a Navy chaplain aboard so that he could take Sunday morning cruises without being accused of skipping church. Nevertheless, the ship’s opulence proved to be a sticking point with critics of presidential excess. In 1929, with economic concerns on the rise, Herbert Hoover  finally had  Mayflower decommissioned.

Mayflower was the largest and stateliest of the presidential yachts, but it wasn’t the last. Hoover—a devoted fisherman—soon began making day trips on a wooden-hulled vessel called USS Sequoia , and he eventually grew so attached to it that he had it featured on his 1932 Christmas card. Franklin D. Roosevelt began his tenure with Sequoia , but later switched to USS Potomac, a 165-foot former Coast Guard cutter that included a special elevator to help the wheelchair-bound president move between decks.

FDR occasionally utilized the ship for official business—it carried him to a 1941 meeting with British Prime Minister Winston Churchill —but it was more frequently used for presidential leisure. In his book Sailor in the White House: The Seafaring Life of FDR , author Robert Cross writes that Potomac provided Roosevelt with “an instant means of extricating himself from the confines of Washington. Roosevelt could escape to the open water, where he could do some politicking and thinking, or relax and entertain on deck with friends and advisors, or simply throw a fishing line overboard and patiently wait for a bite.”

Recreation was also the main role of the presidential yachts during the administration of Harry Truman , who hosted floating poker games aboard Sequoia and the 243-foot USS Williamsburg. Dwight D. Eisenhower was more of a landlubber than his predecessors, but sea excursions became popular again in the 1960s, when Sequoia resumed its former role as the main presidential yacht. John F. Kennedy —who also utilized a yacht called Honey Fitz and a sailboat called Manitou —celebrated his final birthday with a party aboard Sequoia. Lyndon B. Johnson installed a liquor bar and enjoyed having movies projected on the main deck.

As the longest serving of the executive yachts, Sequoia played host to several chapters in presidential history. The 104-foot vessel was a more humble affair than many of the other yachts, but the seclusion of its elegant, mahogany-paneled saloon made it an ideal location for sensitive political discussions. Harry Truman talked nuclear arms policy aboard the ship with the prime ministers of Britain and Canada. In the mid-1960s, Lyndon Johnson used yacht trips to hash out Vietnam strategy and lobby legislators to support his Great Society domestic reforms. “The Sequoia was a rostrum from which he was trying to persuade congressmen and senators,” former Johnson aide Jack Valenti said.

Richard Nixon was undoubtedly the most the enthusiastic user of  Sequoia. The 37th president reportedly made as many as 100 trips aboard the yacht, including one in which he met with Soviet leader Leonid Brezhnev to negotiate the S ALT I nuclear arms agreement . Near the end of his second term, Nixon also used  Sequoia as a hideout from the controversies of the Watergate scandal . During one final cruise in August 1974, the embattled president reportedly informed his family of his decision to resign before retiring to the ship’s saloon, quaffing a glass of scotch and playing God Bless America on the piano.

The age of the presidential yacht came to a close in 1977. That year, newly inaugurated Jimmy Carter ordered that  Sequoia be offloaded in a public sale. Carter later noted that he was disturbed by the yacht’s $250,000 annual upkeep, but he was also following through on a campaign promise to dispense with the extravagance of the presidency. “Despite its distinguished career, I feel that the Presidential yacht Sequoia is no longer needed,” he wrote in a memo to his Secretary of Defense.

Today, Sequoia and  Potomac are the only two former presidential yachts still in existence. Potomac went through several different owners after its presidential service—including Elvis Presley —and is now moored in Oakland, California. Sequoia, though currently inactive and in a state of disrepair, was once used as a floating museum and private charter boat, and still retains much of its presidential memorabilia. Both vessels are now registered as National Historic Landmarks.

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U.S. Navy Patrol Vessels: A History and Directory from World War I to Today

By Ken W. Sayers, McFarland Publishing (2021).

Reviewed by Jeff Schultz

Ken Sayers’s U.S. Navy Patrol Vessels: A History and Directory from World War I to Today provides a thorough look at the multitude of patrol vessels from the mid-19th century USS Michigan to the modern Cyclone-class which have served the United States Navy in varying capacities since World War I across many oceans and waterways. Sayers, a former USN officer who served on a Pacific Fleet destroyer, at the Pentagon, and later worked for IBM, assembled this 550-page tribute to the lesser US Navy surface combatants from the World Wars, into the Cold War conflicts and even the modern day. Sayers argues although widespread and utterly unsung, “patrol vessels punched above their weight,” [1] and due to their overlooked contribution, deserve more attention which thankfully they now receive. This ambitious volume is divided into acknowledgements, preface, glossary, introduction, bibliography, and index. In between, there are thirty-one chapters supported by many black and white photographs organized alphabetically primarily by hull type, while the last few chapters are more varied topics like “Patrol Potpourri” and “Patrol Vessel Transfers.” Sayers follows a general pattern of providing important details about each ship type and then offering “select” or “summary” histories to allow discussion of certain examples of the various ship classes without being able to offer comments on necessarily every vessel due to the occasionally vast number, although some chapters do offer individual histories. Owing to the many chapters covering thousands of varied surface craft below destroyer size, a handful of examples will be highlighted to show the range and detail of his analysis of these smaller but vital combatants which range alphabetically from the Patrol Air Cushion Vehicles (PACV), to chapters like the Experimental Patrol Rescue Escorts (EPCER), the Patrol Gunboat Hydrofoils (PGH), the River Gunboats (PR), the Motor Torpedo Boats (PT), the Fast Patrol Boats (PTF), and finally to the Coastal Patrol Yachts (PYc) which grace the pages of this exhaustive work. In Chapter 3 Sayers discusses the steel-hulled 173-foot-long submarine chasers (PC) of World War II meant to relieve heavier escorts from coastal and harbor duties. A photo features PC-564, which fought in a little-known March 1945 battle against Kriegsmarine minesweepers off Granville, France in a surprise raid from the starving German-occupied Channel Islands. This vessel, although run aground, later served the US Navy as training vessel USS Chadron until finally transferred to the South Koreans in 1964 as Seoraksan. [41] In Chapter 9 Sayers explores the Patrol Craft Fast (PCF) or “Swift” boat which proved itself in the innumerable South Vietnamese coastal and riverine settings. These off-the-shelf oil company support aluminum-hulled vessels filled the gap between the smaller Patrol Boat River (PBR) [Chapter 2] and the Asheville-class Motor Gunboats (PGM) [Chapter 19] that operated offshore. PCFs conducted patrol, troop insertion, and surveillance missions such as during Operation Market Time, among many other tasks. PCFs were among the many vessels handed over to the South Vietnamese Navy as part of Nixon’s Vietnamization program. [122-133] In Chapter 12, Sayers forays into the River Rouge Plant’s Eagle Boats (PE) which occupy a convoluted place in World War I history as Henry Ford’s mass-produced contribution which contrary to his grandiose claims, did not arrive in time for the war, nor were that easy to produce. Some served in the 1919 Allied Intervention in North Russia, with the Coast Guard during Prohibition and in World War II. The only Eagle lost to enemy action, Eagle 56, escorted convoys and sank in the Gulf of Maine in 1945 due to a U-boat attack. [158-167] In Chapter 15, Sayers examines the Prewar Gunboats (PG), including the USS Wilmington (PG-9), which served the US Navy almost 60 years, spanning two centuries. Starting with the Spanish-American War, the storied gunboat later spent WWI in the Pacific until 1922, then the Great Lakes in the 1930s, was renamed Dover and served as convoy escort and gunnery training vessel until war’s end. [204-205] In Chapter 25, Sayers delves into the thirty-two Patrol Yachts (PY) used by the US Navy in the World Wars. Of particular interest is USS Isabel (PY-10), which is significant for service in both major conflicts but also because much of that service was in the Pacific Ocean and nearby waterways. In a far-reaching and outsized career Isabel fought U-boats in World War I, served as flagship of the Yangtze River Patrol, conducted a secret pre-World War II reconnaissance mission off Japanese-occupied Indochina, survived hostile air attacks, escorted convoys, nearly missed Imperial Japanese naval forces multiple times and served as a training vessel for Allied submarines operating from Fremantle, Australia. [372-375] Lastly, in Chapter 28 “Patrol Potpourri,” Sayers profiles the Hiddensee, an ex-Volksmarine (East German) Tarantul I guided missile patrol craft, which after German reunification came under US Navy control in 1991. This interesting floating Cold War artifact served as a test platform for several years and is now a museum ship in Massachusetts for visitors to enjoy. [434-435] Ken Sayers’s U.S. Navy Patrol Vessels: A History and Directory from World War I to Today should find a wide audience, not only among veterans, their families, and researchers alike but also naval enthusiasts. Detailed access to over 3,000 US Navy vessels spanning such a wide range of American history makes this a prized encyclopedic gem that demonstrates the importance of these overlooked “bantam warriors” [246] in an accessible and coherent manner.

Jeff Schultz teaches at a community college in northeastern Pennsylvania.

Ken W. Sayers is a former naval officer who served on board a Pacific Fleet destroyer escort and in the Pentagon on the staff of the Assistant Secretary of Defense (Public Affairs). An IBM veteran, he lives in Ridgefield, Connecticut.

U.S. Navy Patrol Vessels: A History and Directory from World War I to Today . By Ken W. Sayers (Jefferson, North Carolina: 2021)

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New Navy 44 Sail-training Sloop Built to Last

Practical sailor delivers a boat review on the new navy 44 mkii sloop and david pedrick’s focus on longevity and structural integrity..

Photo courtesy of Ralph Naranjo

You won’t find the U.S. Naval Academy’s new sail training sloop, the Navy 44 MkII at any yacht brokerage, but a close look at the boat helps put today’s crop of racer-cruisers into proper perspective. The Navy 44 is meant to be cruised and raced for 20 years, and to endure two or three times the wear and tear of the average production sailboat. In short, it is a cut above the competition, particularly in terms of structural integrity. Features such as the color palette of the fabrics, the appeal of an aft cabin’s “island berth,” and the location of the entertainment center were completely off the designers’ radar screen. The Navy’s new sloop is a utilitarian yacht that’s workboat tough and raceboat efficient.

The journey to design consensus on the Navy 44 MkII project was circuitous, at times seemingly navigated by bureaucrats in a rowing shell with no coxswain to guide them. But finally, after years of difficult collaboration and input from a wide range of key players (Navy Sailing, midshipmen, USNA Naval Architecture Department, Naval Station Annapolis, the Fales Committee, NAVSEA, Combatant Craft Division, and others), a contract was awarded to Pearson Yachts.

Designer of record David Pedrick created the boat under very specific design criteria. The goal was to maintain what had worked well aboard the Navy 44 Mark I, modernize the hull shape, sailplan, and foils, and add innovation where appropriate. The original Navy 44 was created by McCurdy and Rhodes in the mid-1980s and built by Tillitson and Pearson. During the course of 20 years of rigorous use, the boat had proven to be a durable, reliable all-around capable sailboat. In fact, the Mark I had done such a commendable job, that there was some talk of simply duplicating the design. But after years of mission statement development and design review, a Navy captain handed down the rudder order: “We don’t build the same destroyer over again, and we’re not going to build the same sailboat either!”

So Pedrick set out to design a new sloop retaining many of the proven attributes of the original boat. He widened and flattened the canoe body, modernized the foils, but kept the massive, heavily reinforced keel-to-hull joint. Some might call this overkill, but when you’re designing a sailboat that will see three times more use than a charter boat and still be capable of two decades’ worth of offshore racing without a major refit, the stakes are high. Add to this the need to endure jibes, groundings, knockdowns, and the press of overzealous, well-meaning but inexperienced crews, and the implication of “safety margin” takes on a whole new perspective.

Sure, there are faster and prettier boats around, but the U.S. Naval Academy prefers a rugged vessel that can deliver decades of “heavy-duty” usage. Keeping the scan’tlings a significant cut above the prevailing recreational sailboat fleet is the way the Navy 44 MkI lasted so long, and the MkII approach would be the same.

During the design phase of the project, Ralph Naranjo (now PS technical editor) coordinated USNA’s role in the design process. One of the toughest challenges was balancing the often conflicting requirements of a sailboat that would act as sail-training platform for all midshipmen and also be a race boat for more experienced crews.

The biggest challenge, however, lay in achieving the requisite strength, stability, and longevity while keeping weight from overwhelming performance.

USNA Naval Architecture Professor Dr. Paul Miller, who is also a competitive sailor, enlisted several students to carry out relevant research. One midshipman’s research into composite construction showed that chop strand mat and polyester resin lay-ups endured a fraction of what stitched and woven laminates with high-fiber contents could endure. He also confirmed that well-executed sandwich structures with low void content provided excellent stiffness as well as strength, but in regions where high loads were focused, such as in the garboard region, chainplate area, and at the location of the lower rudder bearing, solid fiberglass reinforced plastic (FRP) laminate made the most sense.

The appendages on the new boat were changed considerably in order to add better steering characteristics and to provide foils with increased lift.

The dual-purpose nature of the new boat made it more of a racetrack-friendly station wagon, rather than a dockside second home. By no means are these boats “cruisers” if big berths, biminis, and arm chairs define the genre. These sloops are set up to be sailed by a full crew and intentionally laid out to insure that the midshipmen are kept busy with plenty of sailhandling. In fact, the deck layout might leave the impression that the Navy owns stock in sailboat hardware companies.

There are six hefty, two-speed 48s just aft of the spar, and the cockpit coamings are dominated by two powerful Lewmar 77s. Two more sizable secondary winches ride on the aft end of the house, and two 48s for mainsail trimming are located next to the traveler.

The reason for this apparent winch overkill is twofold: The first is that the novice sailors get plenty of opportunity to handle a loaded line, and there’s no need to fumble with a rope clutch during an 0300 “all hands” response to a squall. Secondly, tasks such as reefing are expedited by having separate winches and crewmembers to handle the sheet, halyards, and reefing line. The fact that the boat is usually sailed with a crew of 10 means that there are plenty of hands available, and tools to work with. The maintenance history of the MkI boats showed that oversizing winches and other hardware improved reliability and also added to longevity.

Mechanical and Electrical

The Yanmar 4JH4E naturally aspirated diesel is meant to provide propulsion in a calm, not deliver thrust to power into headwinds and steep seas. Its modest smooth-running 56-horsepower block sits in a secure box at the base of the companionway steps and provides “all around” easy access to pumps and dual alternator setup. Output from the 100-amp ship’s system alternator, and the stand-alone 55-amp starting battery alternator can be shared in case either fail. Battery banks (AGM) can be paralleled, and all of the vessel’s electrical and electronic systems are energized via breakers on a control panel near the nav-station.

All of the new sloops, like the ships of the gray Navy, are quite well electronically equipped. In addition to a full array of B&G electronics, Furuno radar, GPS, and NavNet digital chart system, there’s an Icom VHF and SSB. There’s even room at the chart table for a laptop, and though no built-in satellite communication system has been installed, it’s easy to add an Iridium or other LEO portable terminal. That’s what has been done aboard the Bermuda-bound Mark I boats for the past few years. The new Navy is all about technology, and gauge watching, for better or worse, has to some extent replaced the role of the seaman’s eye.

Accommodations

Spartan minimalism lies at the heart of this boat’s interior design theme. Stepping below, there’s no sense of wasted taxpayer money, but underway essentials—a good berth, functional galley, head, and a very handy wet locker—are quite user-friendly. In fact, one distinguished, retired three-star admiral once said that the older Mark 1 boats “held all the ambience of an abandoned shack.” The new boats are bright and shiny but still have not strayed far from the commitment to form and function.

On opposite sides of the companionway are the galley (starboard) and a wet locker and nav-station (port). The main saloon space is occupied by upper and lower berths, and just forward of the mast is a head compartment with a hanging locker to port. The forepeak has a foursome of pipe berths that will house sails more often than crewmembers. While underway, the crew “hot racks,” using the four berths in the main saloon and a quarter berth aft. All berths come with adjustable tackle and lee cloths, and are designed for effective use on any tack.

The galley offers a nicely gimballed, three-burner Force 10 propane stove and oven, along with a large, well-insulated ice box/refrigeration system. There’s ample counter and locker space and a double sink along with a stout stainless-steel tubular rail that gives the cook a de facto U-shaped galley.

Good lighting, fans, and hatch placement add to the functionality of these sailboats. But in the world of boat-show “wow factor,” the subtle effect of usable sea berths, six dorade vents, handholds galore, superb nonskid, and heavy-duty construction might go unnoticed.

In fact, some of the most functional attributes of the boat would draw gasps rather than awe from brokers and many of their potential clients. Take, for example, the overhead (actually the real underside of the deck), which is studded with hundreds of big washers and machine screws capped with acorn nuts. It’s an honest testimony to how well the hardware is attached, and how well the structure is reinforced. There’s been no effort to hide the fasteners, and leaks developing down the road will be easy to find and fix—not the case when all is hidden behind an overlay of vinyl, foam and staples.

Performance

This sailboat is neither a house afloat nor a fragile, anorexic race boat. It’s an ocean passage maker with enough performance to turn in a good showing en route to Bermuda or in coastal competition. (In June’s Newport-Bermuda Race, Defiance , a Navy 44 MkII, finished 4th in its 15-boat class.) It is tough enough to handle a couple of decades’ worth of offshore sailing and can cope with light air and gale-force conditions.

With a deep draft and full sections aft, the boat provides much more windward sailing capability than what’s found aboard cruising boats of a similar size. Its finishes in local regattas will of course be subject to the whim of the rule of the moment, but its healthy seaworthy design will make it a fine Bermuda racer.

Designed as a masthead sloop with a removable inner forestay, the new 44 carries a basic sail inventory of a mainsail, genoas 1-4, spinnaker, storm jib, and storm trysail.

Many wonder about the use of conventional piston-hanking headsails, but with a full crew of agile midshipmen, it’s good to give them something to do. In addition, each sail is cut for a specific wind range, and the piston-hank’s fail-safe construction and easy repair at sea are pluses. Head foils can easily be added, and race crews can use luff-tape genoas if desired.

One of the first differences PS testers noticed while sailing the new boat is the finger-tip light feel of the spade-rudder steering. The design of the new, ruggedly built, carbon-fiber rudder yields a much more efficient lifting surface than the MkI’s rudder/skeg combination. And when added to the boat’s higher initial stability and reluctance to heel in the puffs, handling characteristics went from good to excellent.

While beating in 20 knots of wind, we sailed with a single reef and a No. 3 genoa, a sail combination that provided good balance and control. The mainsail trimmer works just forward of the helm while genoa trimmers have plenty of room to crank the big Lewmars. The secondary winches mounted on the cabin house separate those trimming the spinnaker, a sensible arrangement aboard a vessel designed with a priority for underway operation rather than at anchor or in-port luxury. Missing was the pounding of a modern race boat’s ultra flat underbody, a feature that appeals less and less during an ocean passage.

Neither lightweight nor rigged with a large fractional sail plan, the MkII is a functional throwback to masthead rig versatility. A removable inner forestay and running backstays offer an ideal means for setting a storm jib, and adding a reaching staysail when desired. The use of a symmetrical masthead spinnaker and full-hoist genoas make sense, especially with the Chesapeake Bay’s reputation for light air.

Like all sailboats, the new “44” is a compromise of attributes, but when it comes to seaworthiness and rugged construction, the line holds true. Interestingly, all it would take are a few creature comfort modifications below, some sailhandling simplification on deck, and this sail training workhorse could become a performance cruiser’s thoroughbred.

• Interior Notes: Navy 44 MkII
• Navy 44 MkII Construction Details

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The story of the last US presidential yacht, which hosted foreign leaders and cruised the Caribbean until the 1970s

• From 1932 to 1977 US presidents had at their disposal a private yacht named USS Sequoia. 
• The vessel was capable of sleeping six, and hosting parties of up to 40 on its deck. 
• Aboard the Sequoia, presidents hosted foreign leaders and held glamorous parties.
• President John F Kennedy celebrated his final birthday on the yacht, and President Richard Nixon held a summit with Soviet leader Leonid Brezhnev.
• The boat was sold by the government by order of President Jimmy Carter in 1977. 
• Visit Insider's homepage for more stories .

From Air Force One to armored cars like "the Beast", the President of the United States tends to travel with a degree of style and fanfare.

And, until the 1970s , perhaps the ultimate option was the US presidential yacht — a ship maintained for their exclusive use, known as the "floating White House." 

On board, presidents hosted foreign leaders and held glamorous parties — or escaped the cares and clamour of Washington, D.C. 

Below, Business Insider takes a look at the story of the last ever presidential yacht, the USS Sequoia. 

The USS Sequoia was designed in 1925 by Norwegian John Trumpy, who at the time made the most sought-after luxury yachts in the world.

The yacht, which still exists in 2019, measures 104 feet long. In its heydey it had elegant cabins of mahogany and teak with brass finishings. 

The vessel is named after Sequoyah, a leader of the Cherokee Nation. 

It was bought by the US government from a Texas oil tycoon in 1931, and was soon reserved for use by presidents. 

The vessel was berthed at Washington Navy Yard, a short drive from the White House.

Herbert Hoover was the first president to use the vessel, embarking for Florida coast fishing expeditions on the boat.

He was so enamored of the Sequoia he even used a picture of it on his 1932 Christmas card, seen above.

However, at a time when many Americans were suffering unemployment and poverty as a result of the Great Depression, the card drew criticism from political opponents. 

The Sequoia has ample crew quarters and could sleep around eight people in her three double and two single state rooms.

Here is a picture of the president's bedroom cabin, with the presidential seal above the bed. 

The vessel had a spacious aft-deck, where about 40 guests could gather.

It was ideal for hosting family gatherings, or meetings with foreign leaders and their staff. 

Up to 22 guests were able to dine on the vessel.

It was President Harry Truman who added the piano to the salon after becoming president in 1945. 

Lyndon Baines Johnson later added a drinks bar. 

Different presidents made their own adjustments to the vessel.

President Franklin Delano Roosevelt, who was confined to a wheelchair for much of his presidency, had an elevator installed so he could access each deck. 

According to legend, he also decommissioned the vessel so he and Prime Minister Winston Churchill could enjoy alcoholic drinks on deck while they planned their strategy in World War II. 

At the time, no alcohol was permitted on US Navy vessels. 

The vessel was intended as a place presidents could use as a private retreat, and there are no official records of its guests. As a result, rumors have long circulated about what took place on board. 

The vessel was ideal for hosting foreign dignitaries, far from the glare of the media.

In June 1973, President Richard Nixon hosted Soviet leader Leonid Brezhnev on the Sequoia, where the two negotiated the SALT-1 nuclear arms treaty. 

It was Nixon who embarked on more trips on the boat than any other president, taking more than 100 in total. 

During the Watergate crisis, he used the boat as a refuge.

It was on a trip on the Sequoia that he told his family of his intention to resign the presidency, before retiring to the boat's saloon to drink scotch and play "God Bless America" on Truman's piano.

Presidents also used the yacht on private trips, where they hosted friends and family

On May 29, 1963, President John F Kennedy celebrated his 46th birthday aboard the Sequoia. 

Among the guests for the dinner-party cruise were actors David Niven and Rat Pack member Peter Lawford (at the time married to Kennedy's sister). 

His brother Bobby Kennedy, the attorney general, was among family who attended, alongside select members of Washington high society. 

Guests later recalled it as a raucous party, with French cuisine, champagne flowing and the president even making a pass at the wife of a party guest, a prominent journalist. 

The birthday party was to be his last. Seven months later, Kennedy was assassinated on an official visit to Dallas, Texas. 

President Lyndon Baines Johnson used to project movies on the main deck.

Johnson would use a projector to watch Western films on board the ship.

He also used the Sequoia as a retreat to cajole potential allies and formulate policy. 

On board, he hosted members of congress whom he lobbied over his landmark civil rights bill, and strategized with officials as the US became further mired in the Vietnam War. 

It was Nixon's Secretary of State, Henry Kissinger, who best explained the unique appeal of the Sequoia to a succession of presidents.

Kissinger told Newsweek in 2012 :

"It's important for the President to be by himself, to remove himself from the machinery of the White House. Of course, he can get on a plane and go to Florida or anywhere else, but that requires throwing the machinery into motion.

"But here, he just can say at five o'clock: 'I'm going to the boat, I'm taking four or five people. And you don't have to call it a meeting and you don't have to prepare the papers.'"

Vowing a more modest presidency, Jimmy Carter sold the Sequoia in 1977

When Jimmy Carter took office in 1977, he sought to make good on his election pledge to strip the White House of the trappings of an "imperial presidency."

And with running costs totalling $800,000 a year, the Sequoia had to go. 

Later, Carter revealed that selling the vessel was a decision he came to regret.

"People thought I was not being reverent enough to the office I was holding, that I was too much of a peanut farmer, not enough of an aristocrat, or something like that. So I think that shows that the American people want something of, an element of, image of monarchy in the White House," he told the JFK Presidential library in a 2011 interview .

After its sale, the yacht had a succession of owners. 

It was designated a National Historic Landmark in 1987, spent the '90s in a shipyard, and ran chartered cruises until 2014.

However it fell into disrepair, and, according to a CBS News report in 2016 , was decaying in a Virginia dry dock, overrun by raccoons. 

It is currently owned by investor Michael Cantor who is restoring the vessel. In a 2017 interview with Town and Country magazine , Cantor said he was determined to return it to its former condition. 

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• NAVY, COAST GUARD AND OTHER SEA SERVICES PATCHES

Navy Yacht Clubs, Seas and Station patches

By Patchcollector, October 15, 2011 in NAVY, COAST GUARD AND OTHER SEA SERVICES PATCHES

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Patchcollector.

Happy Saturday all,here is my Navy "Yacht Club" collection.

Over the years I have picked up a few of the original Tonkin Gulf ones,in various sizes and shapes,and every now and then,would see one from other places,so I decided to try and collect as many different ones as possible.

This first pic is a front view,group shot of my Tonkin Gulf patches

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A rear view,group shot of my Tonkin Gulf patches,all made in Japan,I believe

My BIG Tonkin,a back patch

Rear view of the back patch

A nice minty medium sized example

Another,if you look closely,you can find subtle differences in the boat shape,and other design elements

Here is a variation that has a red bar underneath the disc,it means that this is the second tour for the buyer of this patch

Another one,a bit bent!

A smaller second tour patch

Here is a recent addition to my collection,this one is shaped differently than the other standard designs.

Nice collection of variants. So where would these patches be displayed...on USN tour jackets/party suits etc?

Now after the Vietnam war,other Naval units picked up on the "Yacht Club" theme,so here are some ones from other parts of the world.Some are personalized to individual ships.First up,a Persian Gulf Yacht Club for the Cruiser Vincennes.

Back,looks P.I made.

Here is an Eastern Mediterranean Yacht Club.Notice the Jewish star and Egyptian pyramid!

I've seen this patch as an Ace Novelty item,I think that the tag was removed from the back.

Next is the Gulf of Sidra,Libya,when the US sank some ships from that country.Libya is back in the news again!

Here is a Mediterranean Yacht Club,this one is for the carrier Nimitz,and is dated 1983

In 1984 the USS King sailed in the Persian Gulf,and a Yacht Club patch was made for this "War Zone" cruise

Here is an unusual on that I picked up recently,for the Spratley Islands

Back,made in Japan,I think

Thanks Sabrejet!Yes these would be for jackets,or suits,if they had them.

Here is an interesting one,I did some research into Operation Plowback,and it was a training OP for pilots going to Nam.A little humor never hurts!

I found this image on a website.It appears that my patch has an error.It should read "Mexico"

Here are my Viet era yacht patches. All Japanese made and quite remarkably all 8 are different than the ones PC posted.

Regards, Mitch

Here are my Viet era yacht patches. All Japanese made and quite remarkably all 8 are different than the ones PC posted. Regards, Mitch

Awesome patches Mitch! :bravo: You have some sweet variations!I love the detailed boats on the patches to the left.

The center one is cool because it identifies the 7th Fleet,and the Attack Squadron 12 is,I believe,a scarce variation!

• 2 weeks later...

Here is a patch for the USS Charles E. Brannon,a Destroyer Escort.

I am including it in my Yacht Club collection because she may have

been one of the first US Navy ships to participate in the Tonkin area,

at a very early stage of the hostilities in Vietnam.Notice on the patch

an image of the familiar "Junk",seen on later Gulf of Tonkin Yacht Club

Patches!Sorry about the small pics,they are the sellers,not mine.

Here is her story:

After seeing action in WW2,she joined the Reserve Training Fleet,providing Reservists with hands on experience.In 1962 however,she was part of CORT DIV. 72(Escort Division 72),and while on this Pacific cruise,proceeded to Vietnam,assisting in training units of the South Vietnamese Navy,and also "showing the flag",maintaining American presence in that area.She then screened the Valley Forge (LPH-8), Navarro (APA-215), and Point Defiance (LSD-31) while that group took a Marine Corps expeditionary force to Bangkok,Thailand.The 3rd Battalion,9th Marines, embarked in the amphibious group were sent to Thailand in an effort to provide the friendly regime with troops to deter any Communist moves across the Mekong River.

DE-446 DEPLOYMENTS - MAJOR EVENTS

Add a DE-446 Shellback Initiation Add a DE-446 Deployment - Major Event

Month Year to Month Year Deployment / Event

FEB 1945 - - - Shellback Initiation - 15 FEB 1945 - Pacific Ocean

JAN 1961 - JAN 1962 Middle Pacific

JAN 1962 - JAN 1963 VIETNAM

DANFS History of DE 446

Charles E. Brannon, who was born 2 August 1919 in Montgomery, Alabama, enlisted in the Naval Reserve 14 April 1941 for aviation training. Ensign Brannon reported for duty in Torpedo Squadron 8 in carrier USS Hornet (CV-8 ) 3 February 1942, and was killed in action 4 June 1942 during the Battle of Midway. He was awarded a Navy Cross posthumously for his extraordinary heroism in pressing home an attack against a Japanese carrier.

( DE-446: displacement 1,350; length 306'; beam 36'8"; draft 9'5"; speed 24 knots; complement 186; arms: 2 5" turret guns; 2 twin 40mm guns; 10 20mm guns; 3 21" torpedo tubes; 8 depth charge projectors; 1 depth charge projector-hedgehog; 2 depth charge tracks; class: John C. Butler)

Charles E. Brannon (DE-446) was launched 23 April 1944 by Federal Shipbuilding Company, Newark, New Jersey; sponsored by Second Lt. D. Brannon, WAC; and commissioned 1 November 1944, Comdr. E.W. Todd in command.

Putting out from New York 27 January 1945, Charles E. Brannon escorted cargo ships by way of the Panama Canal, and the Galapagos and Society Islands to Manus, arriving 15 March. Routed on to San Pedro Bay, Philippine Islands, she began the important task of guarding inter island convoys. Late in April, she sailed in the screen of the assault forces bound for Tarakan, Borneo, off which she lay from 1 to 8 May, covering the landings and giving call fire support. Her effective gunfire won many compliments from the troops whose advance was thereby expedited. Charles E. Brannon gave similar support during the assault on Brunei Bay which began 10 June.

From beginning of July through mid-September 1945, Charles E. Brannon escorted convoys sailing from the Philippines to Okinawa, then participated in the occupation of China operating between Okinawa and Hong Kong. She returned to San Francisco 1 February 1946, and on 21 May 1946 was placed out of commission in reserve at San Diego.

From August 1946 into 1960, Charles E. Brannon was assigned to the reserve training program. In cruises along the west coast over weekends and in more extended periods, active reservists manned her in refresher training. From 21 November 1950 to 18 June 1960, Charles E. Brannon performed this service in commissioned status, and since the latter date has been in service under an officer-in-charge, with a reserve officer in command when she puts to sea with her reserve training group, until she was decommissioned in 1968. In 1969 she was sold for scrap.

Charles E. Brannon received one battle star for World War II service.

CHARLES E. BRANNON (DE-446)

Named for Ensign Charles E. Brannon, b. 2 August 1919, Montgomery, AL; served with Torpedo Squadron 8, HORNET (CV-8); KIA 4 June 1942, Battle of Midway; posthumous Navy Cross

Builder: FED

Keel laid 01/13/44

Launched 04/23/44

Commissioned 11/01/44

First CO: Cdr E. W. Todd

Decommissioned 05/21/46; one battle star

Recommissioned 11/21/50-06/18/60

Stricken 09/23/68

Sold 10/27/69, scrapped

Unit of CortDiv 77

From the research of Anne McCarthy,

with contributions by Pat Perrella and Pat Stephens, webmaster. March 2006

I love these. Wish I still had mine. Ian, we wore these on our Dungaree working Jackets, Cruise Jackets (tour jackets?) and sometimes on Foul Weather Jackets (Deck Jackets) if we could manage to hang on to one. Airdales would wear them on flight jackets. Not sure what a "Party Suit" is. Never saw/heard of anything like that.

Steve Hesson

I love these. Wish I still had mine. Ian, we wore these on our Dungaree working Jackets, Cruise Jackets (tour jackets?) and sometimes on Foul Weather Jackets (Deck Jackets) if we could manage to hang on to one. Airdales would wear them on flight jackets. Not sure what a "Party Suit" is. Never saw/heard of anything like that.   Steve Hesson

Steve,a party suit is the Air Force equivalent to a cruise jacket,except it is a one piece,like a flight suit.Sometimes two piece party suits were made as well.

Worn at casual functions,like after work parties,hence the name.

Here is some info I found online:

Party suits were a local and unofficial creation that arose in 1967 from the 357th Tactical Fighter Squadron of the 355th Tactical Fighter Wing, stationed at Tahkli Royal Thai Air Base. They created "special flight suits" in response to the 8th Tactical Fighter Wings' usage of black dyed cotton flight suits for social occasions. The use of these colorful, lightweight suits, popularly known as "Party Suits," was soon adopted by the Air Force flying units stationed at the large bases in Thailand. The tradition also quickly spread to units in South Vietnam and to a limited degree, other locations in Southeast Asia. Party suit usage was normally limited to flight personnel and those in direct support of flight operations.

Party suit colors were consistent within the unit and generally had some standard form of name, rank and unit identification. Additional insignia, unofficial patches (usually humorous) and other embroidery was purely up to the creativity of the individual. There were numerous local tailors near the air bases who specialized in making party suits and embroidering the many associated custom patches.

The light and comfortable suits were ideal in the tropical environment and were worn on-base only for special social occasions in lieu of official dress uniforms, which were not commonly used in Southeast Asia. The most significant social occasion was the famous "Sawadee" party. Named for the Thai language greeting appropriate for both "hello" and "good-bye," this party welcomed newly arrived personnel and bid good-bye to those returning home.

The party suit tradition, although superficially humorous, served an important role in Air Force organizations by promoting unit integrity and maintaining an esprit de corps under the most difficult combat circumstances, while being highly valued by those who served in Southeast Asia.

Steve,a party suit is the Air Force equivalent to a cruise jacket,except it is a one piece,like a flight suit.Sometimes two piece party suits were made as well. Worn at casual functions,like after work parties,hence the name. Here is some info I found online: Party suits were a local and unofficial creation that arose in 1967 from the 357th Tactical Fighter Squadron of the 355th Tactical Fighter Wing, stationed at Tahkli Royal Thai Air Base. They created "special flight suits" in response to the 8th Tactical Fighter Wings' usage of black dyed cotton flight suits for social occasions. The use of these colorful, lightweight suits, popularly known as "Party Suits," was soon adopted by the Air Force flying units stationed at the large bases in Thailand. The tradition also quickly spread to units in South Vietnam and to a limited degree, other locations in Southeast Asia. Party suit usage was normally limited to flight personnel and those in direct support of flight operations.   Party suit colors were consistent within the unit and generally had some standard form of name, rank and unit identification. Additional insignia, unofficial patches (usually humorous) and other embroidery was purely up to the creativity of the individual. There were numerous local tailors near the air bases who specialized in making party suits and embroidering the many associated custom patches.   The light and comfortable suits were ideal in the tropical environment and were worn on-base only for special social occasions in lieu of official dress uniforms, which were not commonly used in Southeast Asia. The most significant social occasion was the famous "Sawadee" party. Named for the Thai language greeting appropriate for both "hello" and "good-bye," this party welcomed newly arrived personnel and bid good-bye to those returning home.   The party suit tradition, although superficially humorous, served an important role in Air Force organizations by promoting unit integrity and maintaining an esprit de corps under the most difficult combat circumstances, while being highly valued by those who served in Southeast Asia.

WOW. Trying to imegine a Sailor wearing something like that :think: . Most likely, get beat up. :w00t:

sigsaye said: WOW. Trying to imegine a Sailor wearing something like that :think: . Most likely, get beat up. :w00t:   Steve Hesson

And What the h*ll is that sailor doing???? :w00t:

OK,OK,that's it,I'll quit there,'nuff said!

I think that "lady" has a pollywog in her panties!!! OK,OK,that's it,I'll quit there,'nuff said!

Seriously though, the explination makes complete sense. I had just never heard/seen one, so had no idea what they were. I guess just like Crossing The Line for the Navy/MC, Party Suits are an Air Force thing. neat patches though

HEHEEH That's just good fun Which brings up an interisting thing about Crossing The Line. The first time I went across, we did not know we were going. We just sort of got orders due to some incident in the south and were diverted from where we were originally going. But, when we had the Poly Wog Queen contest, All sorts of "Things not issued in a Male Seabag" showed up :think: May be those guys would have worn one of those "Party Suits" if thsy thought they could get away with walking down the street in one   Seriously though, the explination makes complete sense. I had just never heard/seen one, so had no idea what they were. I guess just like Crossing The Line for the Navy/MC, Party Suits are an Air Force thing. neat patches though   Steve Hesson

Well, I never was in the Wog Queen contest either, but did Kiss the Royal Babys Belly :w00t:

and he's wearing his underwear outside of his pants!! :w00t:

So that's what he is doing,that is one big baby That poor guy looks like he has crap smeared all over him, and he's wearing his underwear outside of his pants!! :w00t:

Yes, the Royal Baby was the fattest Shellback. yes, skivvies were worn on the out side, all other clothing was to be worn inside out. Different crossings had different rules. Yes, the Baby has much grease smeared all over his belly, and the wog is covered in about a weeks worth of galley garbage, old grease and assorted other "Stuff". Fun times. My son just informed me that one of the "training" lectures he had to give was "Why Crossing The Line Ceromoneys were a bad thing". Said he couldn't really think of anything, so just repeated the party line for 30 minutes. He was a shore duty type, nothing better to do I guess. Always semed like a waste of an enlistment to me.

Yes, the Royal Baby was the fattest Shellback. yes, skivvies were worn on the out side, all other clothing was to be worn inside out. Different crossings had different rules. Yes, the Baby has much grease smeared all over his belly, and the wog is covered in about a weeks worth of galley garbage, old grease and assorted other "Stuff". Fun times. My son just informed me that one of the "training" lectures he had to give was "Why Crossing The Line Ceromoneys were a bad thing". Said he couldn't really think of anything, so just repeated the party line for 30 minutes. He was a shore duty type, nothing better to do I guess. Always semed like a waste of an enlistment to me.   Steve Hesson

Oh...man....a weeks worth of galley garbage, old grease and assorted other "Stuff"...I'm not gonna ask what the other "stuff" was,but I can guess... :pinch:

• 1 year later...

Here is an Ace Novelty patch I bought while onboard the USS Independence in 1983.

firefighter

Great collection of Yacht patches.I'll have to post some of mine, when I figure out my camera and when I figure out where to crop/size my images.The Easter-Med made by Ace is beautiful, even tho I'm a Vietnam collector.

Cool thread! Here is my variant of the Gulf of Mexico patch, which reads Flight Instructor on bottom.

I have read somewhere that the Tonkin Gulf Yacht Club was the nickname of the Seventh Fleet. But also that it was worn by pilots who had to eject over the Tonkin Gulf; is there any truth to that?

Also, what does the bottom red stripe mean? It appears quite rarely on the classic patch design, is it for a second Westpac cruise?

That patch was designed by a friend of mine during our '88 deployment to the PG. We had a contest aboard ship (sponsored by our CO) to design a "cruise patch" that embodied our time in the region. The crew voted on the submissions with the one being selected getting made in large quantities and sold in the ship's store.The winning artist would receive a handful of his patch, free of charge and the pride knowing his selection was the selected.

This patch was NOT the winner, however the skipper decided to have all of the entrants made up anyway so this one got produced in small quantities. I have one of each example (including my own submission).

One other patch design submitted by another shipmate also borrowed on the Yacht Club theme. This one has been reproduced a few times - I think that the manufacturer in the PI continued to manufacture it as it was so generic.

Cool thread! Here is my variant of the Gulf of Mexico patch, which reads Flight Instructor on bottom.     I have read somewhere that the Tonkin Gulf Yacht Club was the nickname of the Seventh Fleet. But also that it was worn by pilots who had to eject over the Tonkin Gulf; is there any truth to that? Also, what does the bottom red stripe mean? It appears quite rarely on the classic patch design, is it for a second Westpac cruise?  

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Specialist naval divers called in to search for clues to why Mike Lynch superyacht sank

I talian navy specialist divers are combing the superyacht on which tycoon Mike Lynch and six others died to try to find out why it sank last month off Sicily.

An investigating magistrate has reportedly asked the Italian navy’s secretive Comsubin unit to search for clues as to what happened , so he can check them against statements given by the crew.

Sicilian magistrates are investigating the yacht’s captain, a British yacht engineer and another British crew member over their role in the sinking of the Bayesian in a storm off Sicily last month.

Fifteen people, including Mr Lynch’s wife, survived the sinking, and other vessels nearby stayed afloat.

Mr Lynch died alongside  his 18-year-old daughter, Hannah, the boat’s chef and four others who were on board the British-flagged yacht, celebrating his acquittal after a decade-long legal battle.

About six divers from the Comsubin unit are combing the 180ft superyacht for electronic equipment, including data storage and CCTV footage, according to The Times .

They are also checking whether doors or hatches were left open, a source close to the investigation told the paper.

Sources close to New Zealander James Cutfield, 51, the captain, told the Italian newspaper  Corriere Della Sera  that is living through the darkest days of his life.

A large-scale search operation by Italy’s fire service was carried out over for five days as they retrieved the seven bodies.

Divers faced debris and furniture that blocked the narrow passageways of the sunken yacht.

But the sinking has puzzled maritime experts , who said a vessel such as the Bayesian, built by high-end yacht manufacturer Perini, should have withstood the storm.

The naval diving specialists from Comsubin, which is the Italian navy equivalent of the British Special Boat Service, have now begun work, supported by a navy minesweeper with a decompression chamber to help in deep-dive operations.

The authorities say the vessel’s owner, Revton, which is controlled by Lynch’s widow Angela Bacares, will fund the operation to raise the yacht.

Revton has employed a Genoa-based diving company, Drafinsub, to use sonar and a submersible robot to study the state of the Bayesian to plan how to raise it.

“With the robot we will video the hull to see how the yacht and its mast are positioned on the sea floor, while the sonar we have on a vessel can map the sea floor and check the position of the anchor and chain,” a Drafinsub official told The Times .

Around 18,000 litres of fuel must be syphoned out of the yacht’s tanks to avoid any spillage and make the vessel lighter to lift.

Then buoyancy balloons may be used or ties could be attached to the yacht to hoist it to the surface.

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Special forces divers and robots search Mike Lynch’s sunken Bayesian yacht for clues

A sonar also being deployed to discover the best way to raise the wreckage from the sea, article bookmarked.

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Specialist military divers are currently searching the sunken Bayesian yacht for clues as to why it sunk in a freak storm off the coast of Siciliy, killing seven passengers.

British tech tycoon Mike Lynch’s boat had been moored near the port of Porticello on 19 August when it sank during the early hours of the morning, and is now lying 50 metres below the surface of the water.

About six divers from the Italian navy ’s Comsubin unit are investigating the superyacht for electronic equipment, which includes data storage and CCTV and to see if doors were left open during the storm.

A source close to the investigation told The Times : “The investigating magistrate has asked Comsubin to investigate so he can check statements made by the crew of the yacht.”

Three crew members including the yacht’s captain are under investigation, with plans being discussed to raise the yacht from the ocean bed to assist enquiries.

Sources close to New Zealander James Cutfield, 51, the captain , told the Italian newspaper Corriere Della Sera that is living through the darkest days of his life.

Among those killed were Mr Lynch and his 18-year-old daughter Hannah, who had been due to begin studying at Oxford University in September, as well as four other family friends and associates.

Jonathan Bloomer, the international chairman of Morgan Stanley Bank; his wife Judith, a psychotherapist; Christopher Morvillo, a US lawyer; and his wife Neda, a jewellery designer also died in the sinking.

Also killed was the yacht’s chef, Recaldo Thomas, whose body was recovered floating near the wreckage.

According to the authorities, efforts to raise the yacht will be made by the vessel’s owner, UK company Revton, which is controlled by Mr Lynch’s widow Angela Bacares.

They have reportedly employed the Genoa-based diving company Drafinsub to use sonar and a submersble robot to examine the yacht to discover the best plan to raise it.

It is likely to take two to three days to complete, with 18,000 litres of fuel having to be syphoned from the yacht’s tanks in order to avoid any spillage.

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