U.S.S. GUNNEL (SS-253) — war patrol report SS-253_GUNNEL.pdf

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1. Division of Naval History
   - Ships' Histories Section
   - Navy Department

HISTORY OF USS GUNNEL (BB 253)

USS GUNNEL's brilliant war-time career identifies her as one of the U. S. Navy's fightingest ships. Beginning with the African invasion and continuing service through eight war patrols up until V-J Day, the sub accounted for seven enemy ships sunk and three damaged for a total of 58,300 tons of Nip shipping being sent to the bottom.

The ship was built by the Electric Boat Company, Groton, Connecticut. Following the Navy policy, she was named after the gunnel fish, which is a small, trim species of the blenny salt water fish. On 17 May 1942, USS GUNNEL slid down the ways and entered into her element. Sponsor at the launching was Mr. Ben Moreell, wife of Rear Admiral Moreell, Chief of Bureau of Yards & Docks.

Commissioned on 20 August 1942 with Lieutenant Commander J. S. McCain, Jr., USN, as commanding officer, the GUNNEL, after an intensive training period, set out in October for Fedala French Morocco. This was a special mission in connection with the invasion of French Morocco and Algeria. She arrived several days before D-Day to photograph the proposed beachhead, and make a general reconnaissance of Casa Blanca and Fedala. At the zero hour, signals were sent to the approaching U. S. Fleet, guiding them to the correct beachhead, and during the remaining early morning hours, the GUNNEL had a ringside seat for the bombardment.

GUNNEL then nosed south to aid in the interception of the French fleet should it attempt to leave Dakar. Then orders were received to head for Glasgow, Scotland. While enroute all four main engines failed, leaving ore lone auxiliary engine with a speed of about 2.5 knots. However, GUNNEL pulled into Flamouth, England, Thanksgiving Day on the one small engine, which the crew had monickered the "Cannon Ball." Glasgow was reached in December and GUNNEL's engines were repaired. It was necessary, however, to return to the States for a major overhaul at Portsmouth, New Hampshire.

After completion of her overhaul and trials, at Portsmouth, she got underway for Pearl Harbor and then on to Midway and Nagasaki, the assigned patrol area. In May 1943, GUNNEL sighted a Jap transport. Three torpedoes were fired obtaining one hit amidship. The Jap began firing with their deck guns, so the sub let them have two more torpedoes: score one more hit, no more stern, no more gun crew, no more Jap transport.

Several days later while patrolling Danjo Gunto Island, a seven ship enemy convoy loomed on the horizon. After the Nip destroyer screen was successfully penetrated, six torpedoes were fired sinking one ship and damaging a second. A 16 hour depth charge attack followed, the first for all hands.

Escaping the Jap's attacking escorts, GUNNEL again surfaced in search of more "game". The sub found that now it was being attacked by a Wakatake class destroyer. The chase was soon reversed, and as the range closed in, the destroyer began firing all guns, shells popping on all sides of GUNNEL.

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2- USS GUNNEL (SS 253)

Two torpedoes were sent down the wake and the GUNNEL submerged just as the destroyer was hit and sunk. Another six hour depth charge attack began at the angry sister ships of the sunken destroyer arrived, but GUNNEL successfully evaded them and headed for her base.

After another much needed overhaul at Mare Island the boat set out in November 1943 via Pearl Harbor and Midway for the homeland waters of Japan off Honshu. Enroute a Jap carrier task force was sighted and although three torpedoes were fired they missed astern of the fast moving target which soon got out of range.

Then one night shortly afterward, GUNNEL ran into one large and two small enemy ships. Under the inlay cover of darkness, the sub was able to make a surface attack. Four deadly "fish" were sent leaping toward the largest target, identified as a 10,000 ton transport. All found their mark. Thinking it unwise to remain, as the escorting destroyer came around the stern of the doomed ship, USS GUNNEL reached for the ocean floor to take the complete treatment of depth charges which continued for four hours. Some days later, while heading into Surugu Wan Bay, she nearly met her fate as three torpedoes from an attacking destroyer came uncomfortably close, one passing directly under the stern.

The fourth patrol was spent in the waters off Manila. However, GUNNEL failed to aid any further Nip tonnage to its score on this trip. The fifth patrol, likewise, failed to be fruitful in the Sunda Straits between the Islands of Java and Sumatra. The Jap fleet refused to be lured out of his lair around Singapore. The patrol was then shifted to the French Indo China coast off Cape Padaran, but still no Jap fleet.

On 14 July 1944 Lieutenant Commander G. E. O'Neill, Jr., USN, relieved Commander McCain as commanding officer of the GUNNEL, and she prepared to leave on her sixth patrol. In August 1944, sighting a convoy of six sea trucks, the sub made a battle surface and opened fire. While heavy cross fire was in progress, GUNNEL's guns became jammed, and she was forced to dive. The recoil of the last shot cut of the deck gun knocked the gun captain, Rudolph William Velle, over the side. The dive could not be stopped to rescue him and before the sub could resurface, a Jap PT boat came dashing up to drop a depth charge and hold GUNNEL down. On surfacing later a thorough search was made for the lost gunner. However, Velle was a good swimmer and all hands felt certain he would safely reach land. On arriving in port it was learned that Velle had encountered friendly guerillas and was safe. Several other attacks were made on enemy shipping during this patrol, but it seemed GUNNEL was running in hard luck and failed to mark up any scores.

On her seventh patrol in the South China Seas while an observation was being made, an enemy aircraft flew right over the periscope so close the Commanding Officer could count the rivets in the float of the Pete type aircraft. In early November the GUNNEL arrived off Subic Bay where a lifeguard station was assigned for carrier strikes on Manila Bay. A large convoy was sighted one morning heading for Manila and position was gained for a submerged attack. An alert escort picked up GUNNEL by sound, and warned the convoy

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3- USS GUNNEL (SS 253)

which turned away and pulled clear. However, the escort, a Chidori class: destroyer of 600 tons, was not so lucky, upon starting a depth charge run it was met by a torpedo fired "down the throat" and blew up.

On 14 November 1944, a large convoy was encountered, but just as GUNNEL turned to go in, two enemy escorts were discovered coming out to investigate. After eluding them another approach was attempted but before an attack position could be reached the convoy became an inferno as several of the ships blew up and the others scattered. It was then learned that three other U. S. subs had taken advantage of the absence of the escorts which were chasing GUNNEL and made their attacks.

During the night a few days later a convoy of five Nip ships and their convoy were spotted. An approach was made on the surface and six torpedoes were fired at three of the larger ships and three more at a fourth transport. It was necessary to pass an enemy destroyer about 900 yards astern in order to fire. Two of the ships, a large tanker and a transport were hit and both blew up almost instantly. A reload was made and four torpedoes were then sent speeding toward a medium transport obtaining one hit. The convoy then altered its course, and GUNNEL after almost an hour chase, submerged to fire three more "fish" at a medium tanker, hitting it in the bow. The ship merrily retired from the scene leaving a skeleton convoy of two cripples, one undamaged ship, and an escort behind.

Now it became GUNNEL's duty to act as a rescue ship. It was to Capayas, Palawan Island, where eleven naval aviators, who had been cared for by friendly guerillas, were waiting that the sub now turned her bow. She arrived in the assigned rendezvous and during the night, after the correct light signals were sighted, a sailboat drew alongside with the Americans aboard. These aviators were part of the crew of a PB4Y patrol plane shot down over Puerto Princessa two months previous and also the crews of two Navy dive bombers who had taken part in the strike on the islands north of Palawan. All had made their way by devious means into the hands of friendly guerilla forces. Strange as it seems, it was on this same night that another U. S. sub picked up Machinist Mate Velle, who had been lost over the side of the GUNNEL some months back.

After riding through a typhoon GUNNEL reached Tanopag Harbor, Saipan, and with regret said good-bye to her passengers who were now as much at home under the sea as they had been in the air. The sub then journeyed to Hunter's Point Naval Drydocks, San Francisco, California, for a general overhaul, reaching the homeland in January 1945.

It was the slender snout of a seasoned veteran that pushed the water aside as USS GUNNEL, now completely overhauled, set out on her final patrol. Turning her bow toward the Pacific again, her next duty was to patrol the waters south of the Japanese main islands as a lifeguard submarine for B-29 strikes on the Empire. The patrol was then shifted to the entrance of Bungo Suido between Shikoku and Kyushu Islands. Here she joined other submarines as lifeguards for almost nightly B-29 strikes. While patrolling in this area several Jap subs were sighted, but hugged too close to shore line.

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4- USS GUNNEL (SS 253)

for combat. The remainder of the patrol was uneventful. None of the B-29's required assistance and no further enemy shipping was encountered. After refitting in Pearl Harbor in August and the war over, USS GUNNEL headed for the Panama Canal, with the eventual destination the East Coast and home.

By Directive of January 1947 the ship was placed out of commission in reserve, U. S. Atlantic Fleet, and berthed at New London, Connecticut.

USS GUNNEL earned one Battle Star on the European-African-Middle Eastern Area Service Medal, and four Battle Stars on the Asiatic-Pacific Area Service Medal for participation in the following operations:

(European)
1 Star/North African Occupation
Algeria-Morocco landings -- 8 - 11 November 1942

(Pacific)
1 Star/Okinawa Gunto Operation
Assault and Occupation of Okinawa Gunto -- 17 - 21 June 1945

1 Star/Second submarine war patrol -- 28 May - 3 July 1943

1 Star/Third submarine war patrol -- 17 November 1943 - 7 January 1944

1 Star/Seventh submarine war patrol -- 21 October - 28 December 1944

STATISTICS

OVERALL LENGTH 312 feet

BEAM 27 feet

SPEED 20 knots

DISPLACEMENT 1,468 tons

Copied: September 1953

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1942
U.S.S. GUNNEL
c/o Postmaster,
New York, N.Y.

December 7, 1942

From: The Commanding Officer.
To: The Commander Submarine Squadron FIFTY.

Subject: U.S.S. GUNNEL First War Patrol - report of.

References:
(a) [Comsubron-50 Conv. 1tr FC5-50/A16(4) serial OG1 of November 24, 1942.]
(b) [Subject Report.]

Le: In accordance with reference (a), enclosure (A) is forwarded herewith.

J. S. McCAIN, Jr.

DECLASSIFIED-ART. 0445, OPNAVINST 5510.10
BY J. S. McCAIN, Jr.

DECLASSIFIED

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SS253/A16
Serial (  )
U.S.S. GUNNEL
% Postmaster,
New York, N.Y.

December 7, 1942

C-O-N-F-I-D-E-N-T-I-A-L

REPORT OF FIRST WAR PATROL - PERIOD OCT. 19, 1942 TO DEC. 7, 1942.

PROLOGUE

Operations prior to this patrol run consisted of training runs subsequent to commissioning.

1. NARRATIVE:

October 26, 1942, 1730 to 1820 (P): Sighted light bearing two points on the starboard bow, distance about five (5) miles. Submerged to avoid detection. Closer observation indicated small vessel with running lights, on opposite course. 1820 surfaced and continued on base course.

October 27, 1942, 1700 to 1835 (P): Sighted ship one (1) point on port bow, distance 16,000 yards. Submerged to avoid detection and closed target at six (6) knots. Closer observation three (3) island freighter traveling light with sorer out of water with colors flying and brightly lighted. Maneuvered submarine whereby ship passed 1,000 yards, port 900 track for a straight stern tube firing. Freighter turned out to be of Swiss nationality, making eight (8) knots on course 2700 (T). 1835 surfaced.

October 30, 1942, 2100 to 2145 (0): Sighted green flare broad on starboard bow. Sounded battle stations and changed course to 1350 (T), heading for position of flare estimated to be 8,000 to 10,000 yards. After steaming for 12,000 yards and not detecting anything on radar or sound gear, secured from battle stations and resumed original course.

October 31, 1942, 2000 to 2135 (0): All outboard exhaust valves leaked making it necessary to send men aft on deck to grind them in with a special wrench that CIM Murphy had the foresight to have made up before departure. This is not the last time that these valves gave us trouble.

2200 to 2250: Sighted white light on horizon bearing 1230 (T) distance 10,000 yards, Changed course to 1230 (T) in order to close. Identified light as that of fishing vessel of large size, apparently trawling. She was well lighted with running lights. Distance to ship was 35,000 yards. She turned on a searchlight so I dived in order to prevent possible detection; -anged course to 0650 (T).

-1-
ENCLOSURE "A"

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1942, 1942, 025 (N): Received dispatch from British Admiralty rerouting GUNNEL to avoid convoy.

November 4, 1942, 0258 (Z): Sighted white light on horizon bearing 2070 (T). Changed course at 2070 (T) and closed light at 18 knots until identified as a small fishing vessel of Spanish registry.

0520: Picked up plane on SD Radar, distance five (5) miles and made quick dive.

0532 Changed course to 0750 (T).

1815: Changed course to 1350 (T); heard screws on bearing 1690 (T). Planed up to periscope depth and sighted two small craft apparently fishing.

1915: Surfaced and sighted lights broad on port quarter. My position at this time was about twenty (20) miles off the coast of French Morocco and it was evident that I was involved in some sort of fishing fleet. Dived immediately and maneuvered a standard speed to clear the above mentioned vessels.

1950: Surfaced. Changed course to 0300 (T) and cleared area at 18 knots. Commenced approach on Fedala to take up station for reconnaissance patrol.

2000: Sighted lights broad on starboard bow, distance six (6) miles. In the direction of Casablanca there was the large glow of light that emanates from a large city, and it was apparent that the city was not darkened. The next six hours were spent in evading a fishing fleet of some thirty or forty small boats working in pairs. At the same time I was charging batteries preparatory to the periscope run off Fedala. The water was rough and very phosphorescent, limiting the speed available for running undetected. At speeds above eight (8) knots the water would cascade over the submarine leaving no doubt in the minds of an observer from another vessel that something was amiss.

November 5, 1942, 0500 (Z): Dived on course 0200 (T) and changed course to 180° (T).

0515: Surfaced to grind-in No. 4 main engine exhaust valve which was leaking badly.

-2- ENCLOSURE "A"

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0548: Dived on course 000° (T).
0715: Changed course to 180° (T): running at three (3) knots.
1125: Made land fall through periscope; estimated Fedala Light bearing 200° (T), distance 12 miles. Speed 3 knots, depth to keel 65 feet. Increased speed to 7 knots and ran at same for one (1) hour.
1245: Increased speed to 4.5 knots and changed course to 148° (T) to close FEDALA light. Planed down to 125 feet.
1430: Sound picked up screws, high speed, on bearing 330° relative which passed down port side and stopped.
1435: Came up to periscope depth and sighted destroyer on port quarter lying to, angle on the bow 90° port. This destroyer was at a range of 2,000 yards and appeared to be of the Cassard class having four stacks.
1437: Sound reported screws on starboard side turning over slowly. Saw through periscope another destroyer much smaller than first bearing 140° relative, distance 1500 yards, two stacker of La Pomone class, angle on bow 150° starboard. Estimated distance to Fedala light 3.5 miles, depth of water 180 feet. Immediately rigged for silent running and battle depth charge stations; went to 100 feet. Commenced reversing course to left at one-third speed and steadied on 045° (T) parallel to coast.
1440: Small destroyer appeared to be moving up port side at slow speed. When the bearing was 340° relative, I put the helm hard over and came to course 000° (T) which brought destroyer over on starboard bow. The larger destroyer was still stopped. Proceeded on course 000° (T) at slow speed expecting to be depth charged clearing area.
1442: Small destroyer stopped.

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1530: Planned up to periscope depth, observed large destroyer lying to at 7,500 yards, bearing 130° (T). Secured from depth charge stations and proceeded on course 000° (T) in order to clear area, at 120 feet.

: 1901: Surfaced, commenced battery charge, and proceeded on various courses avoiding numerous fishing craft.

: November 6, 1942, 0520 (Z): Submerged on course 153° (T) at three knots, approaching Fedala, taking periscope observations every hour. There was an unexpected northerly set which greatly increased the expected time of arrival off of Fedala the second day.

: 1211: Sighted small fishing vessel bearing 114° (T), distance 1,000 yards.

: 1332: Sighted small fishing vessel bearing 235° (T).

: 1340: Changed course to 180° (T) to close Fedala light.

: 1401: Heard explosion very similar to depth charge attack at quite a distance.

: 1403: Took periscope observation, nothing in sight to indicate cause of above explosion.

: 1412: Down periscope. 1413 Heard pinging on bearing 350° relative. 1414 up periscope, nothing in sight.

: 1720: Commenced clearing Fedala. Town darkened, Fedala light not on.

: 1912: Surfaced, commenced charge, and old business of avoiding large number of fishing vessels.

: 2155: Sighted green flare bearing 000° (T). Increase speed to 18 knots and came to course 000° (T). As usual, nothing picked up.

: 2310: Resumed charging.

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1942, 0408 (Z): Casablanca light was illuminated. Each night city was not darkened.

0510: Submerged and commenced patrol off of Fedala, taking navigational fixes down the coast. Results same as day before, no traffic indicated except for small fishing vessels.

1315: I decided to run in to 2.5 miles off beach to east of Fedala light.

1730: Placed submarine directly north of light in position "FM" on course 0000 (T). Intending to steam four miles north and reverse course to return to initial point.

1800: Picked up Casablanca light through periscope.

1915: Surfaced.

1920: Changed course to 1860 (T), at five knots to return to point "FM". Night was very black with offshore breeze and intermittent rain. Blackness of night made night unusually black and phosphorescence of wake disgustingly visible for a great distance.

1925: Sighted the dimmed mast headlights of three large ships off of Fedala, apparently standing up coast. Made all torpedo tubes ready for firing.

1930: Sighted the wake of a fast vessel of unknown identity examining fishing vessels on port side. This wake was visible several thousand yards. Stopped all engines and watched. Vessel passed within 2,000 yards and then proceeded on a northeasterly course.

2035: Resumed course at 5 knots on one engine.

2158: Changed course to 2100 (T) to avoid two fishing vessels.

2200: Increased speed to 10 knots. Immediately searchlight pointed in our direction from beach so slowed down. They did not see us but the wake at that speed was a dead giveaway.

2230: Lying to on heading 0000 (T).

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2250: Pinging of large number of ships heard. Start making prearranged signal on infra red signaling device.

: 2315: Challenged US Destroyer No. 600 and received proper reply. From then on, one ship after another passed in dark, Lightning flashes indicated a much larger force than I anticipated.

: 0807: Changed course to 0000 (T).

: 0634: Changed course to 2700 (T).

: 0735: Submerged when strafed by Army P-40 plane.

: 0750: Surfaced. Watched bombardment of Casablanca through glasses.

: 1140: Changed course to 2270 (T).

: 1202: Submerged from unidentified plane. 1203 plane dropped bomb which exploded over conning tower knocking paint off bulkhead.

: 1204: Changed course to 0000 (T).

: 1725: Surfaced, sighted ship of Spanish registry, combination passenger and freighter, named Rio Franco.

: 1800: Proceeded to assigned patrol area.

: November 9, 1942, 0000 (Z): Closed vessel of Spanish registry at 1,000 yards.

: Commenced patrol on surface.

: 1335: Sighted ship on horizon. Dived and closed at periscope depth. Ship identified as Rio Franco of Spanish registry making about 8 knots on same course as on previous night.

: 1630: Sighted unidentified ship on horizon. Unable to close to identify.

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ENCLOSED "A"

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1942, 0000 (Z): Lighted ship sighted; closed and identified as Spanish freighter.

0330: Sighted small lighted fishing vessel.

0655: Sighted Merchant ship. 0712 Dived to investigate. 0738 Ship identified as Spanish Monte Gurugu. Cleared area and surfaced.

1712: Sighted ship. 1713 Submerged and closed. Ship a Portuguese freighter of 1700 tons. 1800 Surfaced and resurfaced on surface.

2148: Sighted green flare bearing 0320 (T). Changed course to 0600 (T) and increased speed to 18 knots. Never able to pick up anything. Each previous experience I went down on the initial bearing but decided this time to put the flare on the bow.

1210: Sighted ship on horizon, unable to close.

November 12, 1942, 0825 (Z): Sighted Spanish freighter of 1700 tons on southerly course. Submerged and simulated approach.

1800: Received from [COMSUBRON-50-: 1219Z/13 RELEASED FROM DUTY]

1900: Proceeding on surface as routed by F.O.S.

November 14, 1942, 0135 (Z): Sighted light bearing 2050 (T). Ship identified as neutral vessel of 2500 tons.

November 16, 1942, 0738, (Z): Proceeding on prescribed route to Base. Sighted submarine (apparently German) bearing 0620 (T) about six miles on parallel course 2840 (T) in Lat 35° - 23' N., Long 16° -23'W. Submerged immediately and came to course 0620 (T). Submarine apparently sighted us about same time for he submerged at 0740. Continued towards him on course 0620 (T); rigged for silent running. Nothing was seen or heard.

-7-
ENCLOSURE "A"

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1035: Gave up and surfaced. Main engine gear train carried away on No. 1 main engine.

November 17, 1942, 0440 (Z): Proceeding to Base on prescribed route. Radar reported object bearing 0530 (T), range 1,600 yards, identity unknown.

0443: Changed course to 0530 (T). No further contact by sight, sound or radar.

November 18, 1942, 1110 (Z): Proceeding to Base on prescribed route. Sighted object on horizon bearing 2080 (T), distance about 5 miles. Submerged. Object, later identified as US Submarine, on parallel course passed 2,000 yards on ninety track, straight bow shot a big disappointment.

November 19, 1942, 1640 (Z): Proceeding to Base on prescribed route. Sighted ship bearing 1590 (T), distance about 1 miles. Object appeared to be drawing to left. Submerged and came to course 0500 (T). 1347, Changed course to 0670 (T).

1658: Identified as Anti-Submarine screen of enemy convoy north bound.

1708: Fired red smoke bomb, trained stern tubes on nearest corvette and awaited results.

1725: Surfaced and proceeded on prescribed route. Corvette H.M.S. Londonderry senior in command.

No. 3 main engine out of commission, casualty same as reported for No. 1 main engine.

November 20, 1942, 1315 (Z): Commenced submerging during daylight. Heard distant depth charging.

1600: Last of depth charging.

No. 2 main engine out of commission, same casualty as previously reported. Auxiliary engine becoming more important as cruise progresses.

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1942
U.S.S. GUNNEL REPORT OF FIRST WAR PATROL - PERIOD OCT.19, 1942 TO DEC. 7, 1942 (CONT'L)

November 8, 1942, 12032: Unidentified plane dropped bomb over vessel.

NOTE: Numerous British planes of all types sighted No Comments.

ENEMY MINESWEEPING OPERATIONS

None Observed.

MAJOR DEFECTS EXPERIENCED

(a) ENGINEERING

At 1600 on November 16 an unusual noise was heard in the port of No. 1 main engine. Engine was immediately alarmed and subsequent examination revealed the entire main drive gear train had carried away. Gear teeth on each gear, inspected visually, were found to be sheared off and otherwise distorted. At the time of this casualty No. 1 main engine had been in operation 444.3 hours. Identical casualties occurred in the other three main engines on following dates:
No. 3 M.E. November 19 after 526.5 hours of operation,
No. 2 M.E. November 20 after 480.9 hours of operation,
No. 4 M.E. November 25 after 527.8 hours of operation.
These casualties are believed due to material failure and are due to a length in C.O. GUNNEL letter serial 026 dated November 5.

Main engine outboard exhaust valves leak excessively. It has become necessary to grind a all main engine outboard exhaust valves to prevent the condition of the sea permits. In order to prevent these valves from leaking it is necessary to grind them in after each time engines are used. This condition definitely affects the military effectiveness of this vessel. After one routine dive water was found to be entering the engine rooms through the outboard exhaust valves at such a rapid rate that it was considered necessary to surface and No. 4 main engine outboard exhaust valves to be ground-in.

-11-
ENCLOSURE "A"

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U.S.S. GUNNEL
C-O-N-F-I-D-E-N-T-I-A-L
U.S.S. GUNNEL REPORT OF FIRST WAR PATROL - PERIOD OCT. 19, 1942 TO
DEV. 1, 1942 (cont'd)

Considerable difficulty has been encountered due to excessive salt water and salt spray entering the engine rooms through the main engine induction. This is having a very detrimental effect on main engine governors, fuel control racks, injectors, and other mechanical units. Attempts to prevent the action of this salt water by means of metal plates and canvas screens, have proved unsuccessful.

(b) RADAR

Model "SD" radar performed excellently at all times. Replaced transmitting tubes after 342 hours of operation. The only bad feature of the "SD" is its lack of identification of targets. The urgency of procuring such identification equipment should be given priority over any other submarine radar equipment. Reliability of the "SD" radar is 100% on high flying planes. It will not pick up "wave hopping" planes. Aircraft equipped with radars will be most effective against surface craft when flying at low levels (300 feet or below).

Model "SJ" radar gave considerable trouble and was not in operation for several hours and on numerous occasions. Leaks and some condensation around the base of the mast necessitated removing the lobe switching feature entirely. This was our main source of trouble. The Oscillator Converter unit in the transmitter was the next largest headache by requiring adjustment on numerous occasions. The thermostats controlling the transmitter temperature were troubled resulting in part of the oscillator converter trouble. The reliability of the "SJ" radar is not nearly so high as the Model "SD". In rough weather the reliable range is reduced considerably. The only "SJ" contact with other than friendly vessels was made during rough weather, The target was picked up at 1,700 yards and was lost at 900 yards in a maze of echos from waves on a very dark night.

11. RADIO RECEPTION

All messages addressed to this vessel were received. Out of the group of more than 100 messages decoded, three were received too late to be acted upon properly. HS#465, CTF 341's 2105A/6 was received 24 hours late. HS#468 part 1, and HS#469 part 2 was received 18 hours too late for proper action, however, t 2 was received 24 hours before part 1, GS#254 Admiralty's A/8 was received 3 hours after sunrise.

-12-ENCLOSURE "A"

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12. SOUND CONDITIONS AND DENSITY LAYERS

No remarks can be made as to sound conditions on the submarine, as the speed on the surface was too great for listening and no targets appeared while submerged. However density layers were observed upon the Bathyothermograph slides for seven consecutive days. On October 20 in Lat. 39-59N, Long 70-39W a maximum negative gradient of 14 degrees was found at 200 feet. Thereafter a slight increase to 300 feet were made to determine the density layers. A day a negative gradient of 4 to 14 degrees was found between 150 and 250 feet.

Off the coast of Africa sound conditions were fair; again very few targets presented themselves. No density layers were found. Depth of water in this vicinity approximated only 30 fathoms.

Enroute to the Base no observations as to sound conditions or density layers were made.

13. HEALTH AND HABITABILITY

The health of the crew as a whole was excellent throughout the patrol run. No severe injuries or illness occurred.

Ten days after the commencement of the patrol, Lilly's Multiple Vitamin capsules were issued to the crew and officers. About seventy-five percent of the crew complained of sleeplessness as a result of taking these capsules, despite the obvious need for rest.

Numerous cases of constipation developed from time to time. Cuscara Sagrada tablets were prescribed as a remedy.

-13-
ENCLOSURE "Z"

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0-0-N-F-I-D-E-N-T-I-A-L
T.S.S. GUNNEL REPORT OF FIRST WAR PATROL - PERIOD OCT.19,1942 T(C)
DEC.7, 1942

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5. S. GUNNEL REPORT OF FIRST WAR PATROL - PERIOD OCT.19,1942 TO DEC. 1,1942 (cont'd)

so badly that we could not have possibly remained submerged with out constant pumping. I believe the Portsmouth submarines are free from this defect. The green flares sighted were not fallin stars as I personally witnessed two make the familiar curve up and then down. It has been reported that U-boats in the Caribbean have used these for some unknown purpose, however, at no time was I able to force home a contact.

Paragraph 7 of Operation Order No. 2-42 specifically states that no offensive action was to be taken until after the beacon duties were concluded. The two French destroyers were particularly vulnerable to attack in that at one time or another they were both lying-to at relatively close ranges. This may be their method of tracking by sound. Their actions on the day in question gave me at the time the distinct impression that they had heard something, probably us, and were attempting to establish more definite contact. In the meantime the submarine went to stations for silent running.

The large number of vessels encountered on patrol between Cape Sims and Madeira were on northerly and southerly courses, undoubtedly running between Spain and the Carribs. At no time there any indication that those ships were engaged in any bormal shipping. They were all clearly marked and averaged about 2,000 tons in displacement.

J. S. McCAIN, Jr.
Lieutenant Commander, U.S. Navy
Commanding.

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FC5-50/ALG(4) ,  SUBMARINE SQUADRON FIFTY
    U.S.S. BARB, Flagship
Serial (009) :
c/o Fleet Post Office,
New York, New York.

U.S. SECRET
DEC 161942

To:  The Commander Submarine Squadron FIFTY.
Via:  The Commander-in-Chief, U.S. Fleet.
Subject:  War Patrol Report of the U.S.S. GUNNEL.

Enclosures: (A) to (I) Copies of Patrol Report (For Distribution List Below).

1. The report of the first war patrol of the U.S.S. GUNNEL is forwarded herewith. It is requested that distribution of enclosures (E) to (I) be effected by Commander-in-Chief, U.S. Fleet. Due to the nature of the information contained in this report it is given SECRET classification.

2. The GUNNEL's patrol covered a passage from the United States to Base TWO, United Kingdom, during which she was assigned a special mission as part of Task Force Thirty-four (34). Developments were such that no targets were presented. However, the officers and crew of the U.S.S. GUNNEL can be justly proud of the part they played as a reconnaissance and beacon submarine in the successful execution of an extremely difficult landing of a large expeditionary force on a strange and poorly charted coast. The effect of this effort on the progress of our war effort cannot be overestimated. The value of infra-red light beacons in operations of this nature was demonstrated.

3. The material condition of the ship was excellent except for the failure of all main engines after about five hundred (500) miles at a distance of nearly a thousand (1000) miles from the Base. The casualty reduced the speed of advance to eighty-five (85) miles daily. It rendered the submarine almost entirely ineffective as a combatant unit to say nothing of the hazards involved in returning to the Base through an area infested by enemy submarines. Personnel were not at fault. The Squadron Commander will submit separate report on the condition of the main engines.

4. The rerouting referred to, which was received November 1,1942, was originated by the Commander Naval Expeditionary Force (British) in the Mediterranean. Commander Task Force Thirty-four (34) (U.S.) under whose orders the U.S.S. GUNNEL was then operating.

— page 24 —
50 SECRET Ltr FC5-50/A16(4) to Cominch via Comnaveu.

Subject: War Patrol Report of the U.S.S. GUNNEL.

did not know of the change of routing. This might have led to serious consequences had any change of plans been contemplated at that time. It placed Commander Task Force Thirty-four(34) in a situation wherein he did not know the position of a part of the force under his command.

5. Leaky outboard exhaust valves on Electric Boat Company submarines are a military deficiency that should be corrected. The Portsmouth type, using hard rubber gaskets, appears to be superior.

6. The main engine inductions of the U.S.S. GUNNEL and U.S.S. GUNNEL have been altered to conform with the U.S.S. HERRING type. This should reduce the salt water spray reaching the engine rooms.

7. A well done to the officers and crew of the U.S.S. GUNNEL.

N. S. IVES.

PISTABUTION (with enclosures as indicated).

(A) Cominch
(B) Cominch (one advance copy, direct).
(C) Comnaveu
(D) r.O.(S).
(E) Consublant.
(F) Consubpac
(G) Consubsowespac
(H) Cinelant
(I) Comnphorlant.

— page 25 —
16-3/(013) U.S.S. GUNNEL (SS253)
Care of Fleet Post office,
San Francisco, California,
July 3, 1943.

DECLASSIFIED
From:
To:
Via:
Subject:
Enclosure:

1. Enclosure (A), covering the First War Patrol of this vessel in the Pacific conducted in area west of Kyushu Island in the East China Sea during the period 28 May to July 3, 1943, is forwarded herewith.

J. S. McCAIN, Jr.

DECLASSIFIED ART. C445, OPNAVINST 5510.10
BY OP-0942
DATE 5/20/42

DECLASSIFIED

— page 26 —
1. SUBMARINE DIVISION ONE TWENTY ONE
Serial 028
Caro of Fleet Post Office,
San Francisco, California,
10 July, 1943.

FIRST ENDORSEMENT to
CO GUNNEL Conf. Ltr.
A16-3/(013) of 7/3/43

CONFIDENTIAL

Subject: U.S.S. GUNNEL (SS253) - Report of First War Patrol - comments on.

6. The material condition of the GUNNEL, except for the H.O.R. engines which are being well covered in separate correspondence, is good and the health and morale excellent. Refit will be carried out by the GRIFFIN.

7. It is felt the Commanding Officer, Officers and men of the GUNNEL are to be congratulated for an excellent first patrol which was made under very trying circumstances. The decision to quit the area after the second engine failure was unquestionably sound in view of the previous experience with these same H.O.R. engines. It is recommended that the GUNNEL be credited with the following:

| SIGN | TONS |
|------|------|
| 1 AK | 7,500 |
| 1 AK | 7,250 |
| 1 DD | 820 |
| 1 DD | 15,570 |

R. M. PEACHER.

— page 27 —
1. Arrived Pearl Harbor, T.H. on May 18, 1943, from New London, Connecticut. Completed minor jobs by tender and conducted three days training. Took aboard twenty-four torpedoes, ten with torpedo heads. Departed May 28 for Midway. Arrived Midway June 1 and topped fuel and fresh water. Departed June 2 for Area Mine.

2. NARRATIVE:
   - Number two main engine stopped due to broken tooth in main idler gear. This casualty is more or less of a repetition of the trouble experienced off the coast of Europe in November 1942. Stoned teeth down and engine ran for fourteen hours when two more teeth fell out. Secured engine.

   - Sighted possible mast on horizon. Went to maximum speed on three main engines. Nothing further came of this contact.
   - Sighted lighted plane flying low and apparently coming in directly towards the submarine. Submerged, Surfaced and continued on base course.

   - Sighted Torr Shim and closed to three miles. There is apparently no activity on this island as it appeared to be completely uninhabited.

   - SD radar reported Yaku Shim at thirty-eight miles. Proceeding down coast of Kyushu towards Kuchino Shim.
   - As visibility improved sighted Suwanose Jimu, Nakano Shim, and Kuchino Shim.
   - Sunbarged.
   - Entered area through Kuchino Shim. Took course towards southern part of area with intention of working north towards Quelpart Island. From this time on, many sampans were sighted both day and night. At night some were lighted and others darkened. They were particularly large in numbers southwest of Danjo Qunto. I submerged for a great number of these in the daytime in order to avoid detection.

   - SD radar contact. Submerged.

   - 14 June (I) 1410

   - ENCLOSURE (A)

— page 28 —
1640
Surfaced. Continued on course 000° (T) closing Kyobu
To and Haku To in northern part of area. No navigational
fix due to fog since we entered area.

15 June (I)
SJ radar contact bearing 060° (T), 18,000 yards. Radar
operator reported large size ship. Sounded battle sta-
tions and commenced approach on surface. Visibility was
between five and six hundred yards and at times less.
The moon was setting.

0225
I picked up his dimmed fore truck light, which was very
high, indicating a large vessel.

0230
Fired three torpedoes from stern tubes. Target on course
260°(T), speed 12 knots. Torpedoes went out on 90 degree
track at range of 1100 yards.

0230-40s
Fired at intervals of eight seconds.
First torpedo hit apparently under stern. Two missed.
Above explosion was followed by several minor explosions.
Target immediately opened fire with a five or six inch gun.

0235
Swing bow around and at 700 yards fired one torpedo.
Torpedo hit after and out of engineeroom space. At this time
I could make out ship, range 500 yards. Gun was silenced
and crew abandoned ship in two boats. This hit was also
followed by several minor explosions. Closed ship to
about 100 yards. She was down by the stern and appeared
to be sinking very slowly.

0245
Took position to fire fifth torpedo from bow to expedite
sinking of freighter. Miss.

0255
Fired sixth torpedo from stern. Miss.

0315
Fired seventh torpedo from bow. Miss. Between each of
these firings I closed range to about 50 to 100 yards
to observe the ship. Each inspection revealed that she
was lower in the water, particularly by the stern. I
gave up and cleared to await results, and, if necessary,
use three inch gun. This was a 7000 to 8000 ton freighter,
diesel engine, of the Mogandawa Maru class (page 89,
ONI 208-J).

0330
Ship was definitely sinking. Entire after part was under
water and bow out.

0345
SJ Radar reported contact on three large ships at 22,000
yards. Took one more look at freighter. Bow was out of
water at angle of thirty degrees, and water aft was up
to second deck of center structure. At this time she was
visibly going down with increasing up angle so started
approach on now radar contact. It was now daylight with
heavy fog, visibility 500 yards.

0347
Radar reported pip on sunken freighter completely gone.

— page 29 —
0400
Determined that supposed three ships were Kyobun To, Daisanpu To, and Haku To. Reversed course and headed south for Danjo Gunto.
: 0445
SD radar contact. Submerged.
: 035
Surfaced.
: 1415
Sighted plane broad on starboard bow flying low. Submerged.
: 1615
Surfaced.
: 1645
Sighted smoke on horizon and headed for same.
: 1655
Picked up masts.
: 1700
Submerged and commenced approach on normal approach course. At this time two stacks came into view and, from smoke, ship was making maximum speed.
: 1750
As visibility closed in, the ship took a course of about 220°(T).
: 1800
Surfaced and went to 17 knots on course 220°(T) in effort to overtake aforementioned ship.
: 1930
No contacts, visual or radar, made, so slowed down and commenced surface patrol.

16 June (I)
: 1055
SD radar contact. Submerged.
: 1301
Surfaced. It was a remarkably fine day in June as occurs every place else in this world at this time of year. Visibility unlimited and a flat calm. Danjo Gunto was clearly visible twenty-five miles.

17 June (I)
: 1108
Made submerged approach on Saishu To (Quelpart Island) for fix.
: 2300
Sighted eastcar and of island and took course to close Kyobun To.
: 1830
SD radar picked up Haku To at 19,000 yards bearing 030°(T).

18 June (I)
: 0250
Sighted small darkened ship, apparently patrol vessel, bearing 000°(T), distance 7000 yards. Night was very light, even though overcast. Changed course to avoid and commenced patrol along traffic lane, courses 250 to 0700(T). At this time intercepted radio transmission on 450 kcs.
: 0240
Radar contact on small patrol vessel. Changed course to avoid.
: 0300
Sighted green flare bearing 120°(T). From the above it was evident that there were several patrol vessels working in this section. As previously stated, visibility was good. I changed course to 180°(T) for Danjo Gunto. This spot was very close to the original sinking two nights before.
: 1830
Sighted Me Shima (in Danjo Gunto) bearing 160°(T).
: 1835
Sighted ship bearing 190°(T).

- 3 -

PENCIL: (A)

— page 30 —
1837 Submerged. While trying to close this target, looked
    astern and picked up the mast of a high stacked freighter.
    I lost the first target so decided to make approach on
    this one.
1915 Sighted mast and stacks of five other ships drawing to
    westward. Battles stations, normal approach course, and
    attempted to close before dark.
1930 Second sighting turned out to be seven large freighters
    and two small ones, possibly patrol vessels.
2000 Became apparent that it would be impossible to close.
    I then came to course 180°(T) to open out with the in-
    tention of surfacing and getting ahead of column during
    night. Heard pinging from ship in stern of column but
    was unable to determine in fading light what type of ship
    it was. The so ships, all nine, were smoking heavily and
    making maximum speed. They were changing course about
    every ten minutes through sigs of forty to sixty degrees.
    A plot showed them to be on a base course of 260°(T),
    headed for Shenghai.
2055 Surfaced and got ready on three main engines, maximum
    speed 17 knots.
2130 Sighted two unlighted sampans or patrol vessels on port
    bow so changed to a northwesterly course. Range of
    visibility for large ships, 15,000 to 16,000 yards.
2150 Sighted convoy again and steamed for two hours on parallel
    course to get ahead.
2345 It was evident that I could not get far enough ahead to
    make a proper periscope approach unless we ran for three
    or four hours. These ships were plainly visible on the
    horizon, still smoking heavily.
2350 Came to course 260°(T) making 17 knots.

19 June (I)
0040 Changed course to 270°(T). The convoy was no longer in
    sight.
0400 Started surface patrol on courses north and south.
0525 SB Radar contact on plane, 8 miles, forced the submarine
    down. Commenced patrol at periscope depth.
0629 The Executive Officer suggested we come up and resume
    surface patrol, which is aid.
0630 Surfaced, no planes.
0631 Sighted convoy bearing 030°(T) coming over horizon.
0632 Submerged and came to normal approach course; proceeded
    to close range.
0645 The convoy was to the north of the anticipated position.
    In order to close I went ahead full for 17 minutes,
    slowing down and taking periscope observations every
    five minutes. I counted the same number of ships,

— page 31 —
0820
I was as close as I was going to get and they were about seven minutes on a left zig. I decided to pick two targets, and possibly a third for stern tubes, and fire.
0822-29s
Fired three torpedoes at old freighter, 7,000 to 8,000 tons, estimated similar to Seiwa Maru (page 161, OMI 208-J), track 115 degrees, range 2,500 yards.
0823-15s
Fired three remaining bow tubes at second freighter, identified as Dakar Maru type (page 185, OMI 208-J). All six torpedoes left blue smoke tracks. Sea was choppy with no swell, due to northwesterly breeze that sprung up at dawn. Visibility was excellent.
0824-45s
Head third torpedo of first salvo hit, and swung periscope to look. This torpedo apparently exploded under keel of ship at point halfway between stern and MOT, because stern disappeared in a matter of few moments, while forward part, though floating, was settling fast. This old ship undoubtedly sank within a few minutes. Sound reported pinging close aboard so ordered 120 feet. We had some difficulty in getting down due to marked temperature gradient.
0827-33s
Definite torpedo explosion. Overlapping and approximately two thousand yards on the other side of second ship fired at was a similar ship. If this torpedo exploded under this third ship, it meant that it had run its maximum distance. We were still at eighty feet, going down slowly.
0830
First depth charge of seven were dropped, each one closer than the preceding.
0849
Submarine was at 150 feet when last charge went off close aboard. Commenced evasive tactics. We could not hear any screws due to poor sound conditions, however, we did hear pinging, and I always endeavored to keep it on the storm.
0900
While still at 150 feet a grapncl or chain rattled slowly and excruciatingly down the port side. (I imagine the chains of Morley's Ghost sounded very much like that to old Soroogo). That was enough. I ordered 300 feet and ran at that depth for four hours while he alternately ranged closer and further away. While in the conning tower I heard him pass directly overhead twice.

— page 32 —
1430
After one hour of silence came to periscope depth to discover him on starboard beam at range of 3,000 yards, apparently patrolling east on various courses. Immediately returned to 300 feet and changed course to 000°(T). During this time the submarine was heavy over-all due to the amount of water that was necessarily flooded in to get down to this depth. The temperature gradient was about 10 degrees. The heavy condition necessitated blowing and venting of safety plus a combination of one-third and two-thirds speed.

2050
Surfaced in a bright moonlight night with no clouds in the sky. Sea was practically a flat calm. The battery was low due to the high speed running on the morning approach and the air banks were much depleted. Due to leak in gland of cable in conning tower there was water in pump room over the floor plates. This grounded out one air compressor motor and the air conditioning plant. Also, water running down from the seafloor was dead ground out the contact panels for the turbo-blows. Immediately started charge on two main engines and put third on propulsion. Came to course 157°(T) which took us close to sinking of morning and also into southwest portion of area nine where I intended to work over the auxiliaries, etc.

2130
SJ radar contact at 5,800 yards immediately picked up by lookout. This later turned out to be old destroyer so painted as to be very difficult to distinguish at that range in the moonlight. I immediately put him on the stern, went to battle stations, and got two after tubes ready for firing. All engines were put on the line and speed increased to eighteen knots by pit log.

2135
Despite speed, range was closing rapidly.

2140
At a range of 3,000 yards I identified this vessel as an old type destroyer (Helmstake class, page 32, ONI 14). He was making between 25 and 30 knots, changing course from thirty or forty degrees as one side to thirty or forty on the other, closing up stern. I cleared the bridge with the assumption of the quartermaster and myself.

2142
Destroyer op ned fire with forward gun using after guns when they bore. He was firing fused projectiles and they passed over and on either side.

2149
Range appeared to be 1500 to 1800 yards through binoculars, 2,000 by SJ and generated DC. She was getting uncomfortably close and angle on the bow was the degrees starboard, with the destroyer swinging right rapidly (approximately one degree per second).

2150
Entered final bearing and fired using one degree spread. Started diving alone and slowed back.

2150-62
First torpedo hit when submarine was still at 35 feet, due to some confusion on the 1st plane they were not rigged out promptly.

— page 33 —
2151: Approximately five depth charges went off nearly simultaneously astern. Submarine was then at forty feet and the pip disappeared entirely from the SJ. Leveled off at 200 feet. When still undecided as to what to do, sound reported at
2152: Leveled off at 200 feet. When still undecided as to what to do, sound reported at
2153: Sound reported pinged forward of starboard beam and getting closer.
2154: Sound reported pinged forward of port beam. These were two of three destroyers (including the one sunk) that were probably sent out from Sasebo. Commenced evasive tactics at three hundred feet.
2155: A pattern of eight depth charges were dropped well astern.

20 June (I)
0100: Last of piping.
0307: Surfaced and commenced air and battery charge. By this time air and battery were really low.
0340: Sighted my two friends ahead, range 7,000 yards, signalling to each other. By this time a combination of dawn and moonlight made visibility even better. Managed to charge batteries for twenty minutes at 3,000 amps aside. Repaired badly leaking cable stuffing-box from outside of conning tower.
0341: Submerged and went to course 2300(T). The were now thirty miles south of Saishu To (Quelpart Island) which has a nearby air station on the western end. As daylight had already started and the area must have been under constant air surveillance, I ran submerged for the rest of the day with all auxiliaries, etc., out out.
1400: Commenced running at periscope depth.
2045: Surfaced. Gravity 1120 and very little air left, commenced charge and steamed on course 1800(T). I was as far as forty-eight miles inside of SCORPION's area and had been since chasing the convoy into area twelve. Continued on various courses to clear area and get into southwestern portion of own assignment. We had been down thirty-six hours with the exception of two breaks (totaling one hour and thirty-four minutes). Received message stating that SCORPION would arrive in area.

21 June (I)
1000: Inspected gears of number three main engine and found half of tooth in main idler gear gone. A casualty of this sort is one in which there is no expedient whereby the deficiency can be corrected. Once the timing gears go the engine is completely inoperative, and in vessels equipped with H.O.R. engines the Winton auxiliary steps into a prominence heretofore

- 7 -

ENCLOSURE (A)

— page 34 —
22 June (I)
0900
Depart from area via Kuchino Shima. Sudo and headed for Midway.

: 23 June (I)
0650
Sighted twin-engined bomber on converging course, distance five miles. Submerged.
0812
Picked up patrol vessel, periscope and sound. Avoided.
1140
Surfaced.

: 3 July (I)
0900
Arrived Midway.

2. WEATHER

Enroute from Midway to the area (June 2-12) the weather was almost constantly overcast or foggy.

The first six days in the area (June 12-17) the sky was continually overcast, with occasional rain squalls and dense fog at least one quarter of the time. The fog seemed to reach only about 1,000 feet altitude as the sun shone through to give a very glaring bright appearance. The last five days (June 18-22) were generally clear and bright with unlimited visibility, no rain, and calm seas.

Although June is supposed to be the rainiest month in the Kyushu area, there was only a very small amount during this period (June 12-22).

The Asiatic Pilot says that in June the prevailing winds are southerly and westerly, and the weather is generally fine; that southerly winds are sometimes strong and easterly winds bring rain. We noted that the wind was generally from the south and east and was seldom stronger than a light breeze (4-6 knots).

According to "Translated Japanese Sailing Directions (H.O. Missel, 9965)" the frequency of fogs on the western side of Gotto Retto is thirty-four percent, and, when Quelpart Island is approached, the percentage is increased to more than forty percent. This was found to be so during the first six days in the area though definitely not so the last five days.

- 8 -

ENCLOSURE (A)

— page 35 —
1. U.S.S. GUNNEL (SS253) - Report of First War Patrol.

At night in the area with a moon and the sky overcast, when there was no fog, the visibility was excellent. At one time when the sea conditions prevailed an entire convoy was visible at 18,000 to 19,000 yards, when contact could no longer be maintained by SJ radar, The moon was full on the night of June 18. The best star for the patrol was obtained in the area on the twenty-first.

Average temperature for the period was 70°F. Barometer was between 29.55 and 29.85. Injection temperatures varied from 66°F to 76°F. The sea was never more than force 1 or 2.

3. TID, INFORMATION

Approaching Kuchino Shima, Suido from the east, we ran submerged for three hours with practically no advance in position, indicating a 2.5 knot current setting in the direction of 100° (T). Entering Kuchino Shima, Suido from the west a one knot current in the same direction aided our progress, but upon exiting the channel, which is 4.5 miles wide and about 300 fathoms deep, a definite set was experienced in a southerly direction.

In the area proper, west of Danjo Gunto and Kusakaki, a three-quarter knot north to northeasterly current was very evident. It was not ascertained as to whether this current was tidal, but it must be taken into consideration when running a D.R. position for several days without fixes, which was generally the case.

Except for the first day in the area the seas were very calm.

4. NAVIGATIONAL AIDS

TORI CHIMA (1596 ft.) was picked up on a cloudy and foggy day first by the SD radar at about 15 miles. Westbound, Tori Shima was passed 3 miles to the northward. No habitation or navigational aids were observed. It was not sighted on the return route.

YAKU SHIMA (6030 ft.) was picked up by the SD radar upon approaching the area at 38 miles.

Only the below listed lights were observed to be operating:

NE SHIMA on DANJO GUNTO - This light was sighted at its maximum range of visibility and for such a short period of time that its characteristics were not checked. At other times, when we were within its area of visibility, it was definitely not turned on, leading to the supposition that it is turned on only when required.

— page 38 —
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— page 39 —
6. ATTACK SHIP: SD 253 (SS253) - Report of First War Patrol.

| NO. | DATE (TUN) | TIME (T) | POSITION (L) | ALT (Feet) | ACTION | REMARKS |
|-----|||||-------||
| 1   | 8        | 2158     | 30-35 N     | -         | 700   | Submerged visual carried light - range 3 Miles - no indication on SD. |
| 2   | 14       | 1415     | 31-57-30 N  | -         | -     | Submerged SD - 11 miles. Not sighted. |
| 3   | 15       | 0845     | 33-09 N     | -         | -     | Submerged SD 11 miles. Not sighted. |
| 4   | 15       | 1415     | 32-43 N     | Type 97    | 2000  | Submerged Visual, 5 miles. No indication on SD. |
| 5   | 16       | 1055     | 31-24 N     | -         | -     | Submerged SD 16 Miles. Not sighted. |
| 6   | 23       | 0705     | 30-06 N     | Type 97    | 1500  | Submerged Visual, 5 miles. No indication on SD. |

- 13 -

ENCLOSURE (A)

— page 41 —
7. SUMMARY OF SUBMARINE ATTACKS
ATTACK NO. 1
It is my belief that the last three torpedoes failed to explode due to erratic performance. One torpedo was definitely heard to stop at the end of a 700 yard run. This was a point-blank set-up, target dead in the water, and as far as I could determine, these torpedoes ran straight and to the target.

ATTACK NO. 2
There were nine ships in this convoy, two of which were undoubtedly escorts. The remaining seven were old large coal-burning freighters of seven to eight thousand tons, traveling light. They were roughly in three columns in a haphazard, staggered formation. A longitudinal spread was used, one-quarter ship length ahead, MOT, and one-quarter ship length astern. The second torpedo explosion may well have been under the third ship mentioned in the narrative. This ship was approximately at the maximum run of the torpedo and overlapped the second ship of the second salvo. If the torpedo exploded at the end of its run, it was the only case of the fifteen fired. The depth of water was sixty fathoms and, with the exception of a chop, was very calm.

ATTACK NO. 3
A one-half degree spread was used between the two torpedoes. This destroyer was painted a khaki or brindle, which made it very hard to pick up at ranges greater than 5,000 yards. The five depth charges went off as the ship sank. As a matter of reflection, the submarine would have gotten a good working-over had this attack not been successful. The sea was a flat calm and the point of diving was well marked. The type of approach used by this destroyer was the most dangerous from his view-point that can be imagined. He was directly on the stern, swinging alternately right and left, presenting, periodically, a beautiful target. I maneuvered to keep him there until the range had become favorable for a shot.

8. ENEMY A/S MEASURES
Measures used by the Japanese Navy are, as previously reported, a combination of listening and echo-ranging. This area is under constant air patrol. The evasion tactics of the 19th and 20th of June took place within a fifty mile radius of the air station on Quoll-part Island. This added to our difficulties due to the excellent weather conditions both day and night.

- 15 -

ENCLOSURE (A)

— page 42 —
9. ENEMY MINE SYSTEM OPERATIONS

None observed.

: 10. MAJOR DEFENSES EXPERIMENTS

KUL:

Bow and stern plane shafting create an excessive amount of noise, especially when the planes are operated in power. The universal joints apparently cause most of the trouble as they obviously have too much lost motion.

The hydraulic system is considered unsatisfactory in that it makes an excessive amount of noise and cycles approximately every 50 seconds. It is believed that the latter condition is caused by leaks through the main manifold in the control room.

Attention is again invited to the fact that our submarines do not have a satisfactory method of trimming the boat during periods of silent running. The trim and drain pumps are too noisy and the procedure of blowing and venting leaves much to be desired.

EMERGENCY:

Number 2 high pressure air compressor developed a zero ground on two field coils due to a large amount of salt water in the pump room bilges. Repeated attempts of washing with fresh water, then drying, failed to remove the ground. Numerous other grounds developed in pump room equipment but all were cleared within 48 hours. All pump room motors should be given a high voltage test during the refit period.

ENGINEERING:

Number one main engine idler gear tooth showed improper wear on the after end of the face. Number two main engine main idler gear showed the same wear, and on June 5, 1943, an unusual noise was heard and the engine was stopped. Subsequent inspection revealed that one-third of a tooth from the main idler gear had broken off and the bits were mashed into the main drive gear and both upper idler gears. The damaged teeth were crossed up and the engine put back in commission. After 14 hours of operation the noise was again heard and the engine immediately stopped. Upon inspection two more teeth were found broken off as before, and a piece was broken out of the center of one tooth on the inboard upper idler gear. The teeth wore redressed. Later events required the running of the engine for six hours, after which an inspection of the gears revealed nineteen teeth now broken, therefore, the engine was not run again. Number one and two

— page 43 —
U.S.S. GUNNEL - Report of First War Patrol:

ENGINEERING (Continued)

main engines developed cracks in the gear casing, near governor, Further cracking was prevented by drilling a hole at each end of the crack and inserting screws. On June 21st during a routine inspection of the gears, about one-half of a tooth from the after end of the main idler gear of number three main engine was discovered broken. All main idler gear teeth of this engine showed the same improper wear on the face of the after end of the teeth. Number four main engine main idler gear teeth showed the same wear as those of the other engines, however, no teeth have been found broken in this engine. On June 24th an unusual knock was heard in number four main engine and the engine was immediately stopped. Subsequent inspection revealed damage to number five cylinder as follows: broken division cover, sprung shim ring, broken spherical nut cap, and broken lock plate. Upon further inspection the jack bolts on numbers three, four and five main bearings, were found loose, and wiring and outer pins broken, all due to excessive vibration. The lubo oil lines to numbers four and five main bearings were broken, and number four main bearing, upper half, was wiped. All damaged parts were removed and the engine put back in commission. The dofocets noted above, and other previous casualties to the main engines, are the subject of a secret letter to Commander Submarine Force, Pacific Fleet.

Since the depth charging of June 19, 1943, the starboard shaft has developed a hum at forty RPM not noticed before. The reduction gears and shaft should be thoroughly inspected during the coming refit period.

11. RADIO RECEPTION AND RADAR

Recoived all alphabet serial messages except "WILLIAM" which was missed while submerged.

Sent messages 221231 and 251025 of June.

Submerged reception, using "DQ" loop, is impossible beyond 500 miles west of Midway, on 16.68 kcs.

16.68 kcs gives very poor coverage of operating areas west of Japan. All messages were copied on 4115 kcs series, while on station.

NPM 4235 series, ship to shore frequency signal strength, is much weaker than the 4115 series. 4235 kcs series is jammed continually by the Japs, or is used by the Japs, making NPM's weak signals most difficult to read, and at times impossible. Submarines, while on station, will probably continue to cause interference on this frequency by excessive calling, until NPM puts out a signal that submarines can hear, or a frequency shift is made.

ENCLOSURE (A)

— page 44 —
U.S.S. GUNNEL - Report of First War Patrol.

RADIO RECEPTION AND RADAR (Continued)

"SD" radar performance was excellent. Yaku Shima was picked up at about 38 miles, accurate to and from area. The Japs probably have not learned that the "SD" will not pick up low flying planes, as most plane contacts were over ten miles and from high flying planes. Greatest range contact was 16 miles.

The "SD" radar picked up target for the first attack at 18,000 yards, while visibility was 600 yards and under in low surface fog. This equipment is invaluable, but requires frequent attention. Moisture (condensation and saltwater) was the primary cause of trouble. The lobe switching collector rings shorted out for the second time since installation, by Portsmouth Navy Yard, of a guaranteed nodrip drip-pan. The insulators separating the lobe switching collector rings are made of very poor material, soon becoming salt impregnated, and resulting in short-circuits when subsequently moistened by condensation.

After attack on convoy on 19 June, we were required to go to silent running. Power for heater circuits in the SJ comes from the lighting motor-generator which meant that heater power was cut-off. Condensation in all units was observed. Prior to surfacing, attempts were made to remove moisture with rags, but it is impossible to remove all the moisture in this manner. The lighting motor generator was started twenty-five minutes prior to surfacing, but this was insufficient time for equipment to warm up, drive out moisture, and become fully operative, as was thought. The equipment did not become fully operative until a close range contact on a destroyer was made, forty minutes after surfacing. The lobe switching leads at the collector ring end were shorted out due to salt water, necessitating removal of fuses, which made the lobe switching feature inoperative. The destroyer contact above made the lobe switching feature particularly desirable, as the destroyer was closing our stern rapidly (tactical error by Jap), and it is difficult to give reliable bearings without the lobe switching feature.

Intermittent shorted developed in cables from transmitter pulse to range and range indicator units.

Recommend that power for "SD" heater units be taken from the I.C. board DC or AC supply.

Recommend that the "SD" be modified so that the antenna mast may be used at any height desired. If this is impossible, recommend that it be made operative in the fully raised and in one other position six or seven feet lower than the maximum height. The "SD" mast presents an object easily sighted by small patrol boats and sampans when submarine is cruising on the surface.

ENCLOSURE (A)

— page 45 —
12. SOUND CONDITIONS AND DENSITY LAYERS

The Baththermograph trace observed on all dives made during the patrol. Density layers were found enroute varying from one to twelve degrees with the first break to the left beginning at depths from 50 to 150 feet. The first day on station in position 30-55 N, 127-35 E, a bathymetrograph card was taken showing a negative gradient of five degrees at 112 feet. The boat was then balanced for 34 minutes at 114-117 feet, maintaining depth control by raising and lowering the periscope. Throughout the entire area sound conditions were poor, density layers being found on all dives, and when the boat was below the break to the left on the bathymetrograph card, sound ranges were very poor. In the majority of cases the trace was isothermal from the surface down to the first break which was to the left, then negative, then isothermal again from about 200 feet to 350 feet. In one case a positive gradient of one degree was found in the first ten feet from the surface, then isothermal, negative, isothermal as before. No marked difference in the sound conditions indicated by this trace was noted. In another case the trace was negative from the surface to 150 feet, then isothermal. In this case sound conditions were extremely poor, noises from within the boat, normally heard by the sound gear, could not be detected. No gradients were found below 200 feet.

Strongly recommend that topside sound heads be installed. Everyone heard the A/S vessels propellers but the sound man, who had the phones over his ears. Echo-ranging equipment takes up a lot of much needed space that could be better utilised for some other, pur-pose.

13. HEALTH AND HABITABILITY

The health of the crew was in general very good. There were no contagious diseases except for several cases of common coughs and colds. No one missed any watches due to illness.

The crew has been encouraged and have been voluntarily taking multiple Vitamin Capsules. The officers take them regularly. The engineers like to take the Salt Tablets.

The average number of minor ailments such as headaches, constipation, cuts, boils, etc. were treated, and one man sustained a bad laceration of the upper lip.

Good weather was conducive to good health, and air conditioning made for excellent living conditions on the surface and submerged.

— page 46 —
U.S.S. GUNNEL - Report of First War Patrol.

HEALTH AND HABITABILITY (Continued)

The food was very good but there is an insufficiency of variety. Regular routine with three meals per day was maintained, and each watch section stood the same watches throughout the patrol, as the men preferred this regularity to "dogging" the watches.

14. MILES STREAMED TO AND FROM STATION

From Pearl Harbor to Midway 1165
From Midway to Arco 2796
In Arco 1595
From Arco to Midway 2792
Total miles steamed 8350

15. FUEL EXPENDED (Gallons)

Pearl Harbor To Midway 15,886
Midway to Arco 30,450
In Arco 12,730
Area to Midway 33,202
Total Fuel Expended 92,268

16. FACTORS OF ENDURANCE (RECHARTERING)

TORPEDOES FUEL PROVISIONS (DAYS)

9 16,618 25

FRESH WATER PERSONNEL

Unlimited 30

17. ENDURANCE FACTOR RATING PATROL

Engines.

18. REMARKS

There are three main trade routes in this area as follows:

(a) From Taushim Straits past Kyobu To to Saishu Kaikyo, straits north of Quelpart Island.
(b) From Taushim Straits down the western coast of Kyushu (Goto Retto) past Danjo Gunto to the south or west to China.
(c) From Nagasaki west past Tori Shima north of Danjo Gunto to China or straight south on courses close to 220°(T).

- 20 -

ENCLOSURE (A)

— page 48 —
1. The Commander Submarine Division ONE TWENTY ONE.
To: The Commander-in-Chief, United States Fleet.
Via: (1) The Commander Submarine Squadron TWELVE.
(2) The Commander Submarine Force, Pacific Fleet.

Subject: U.S.S. GUNNEL (SS253) - Report of First War Patrol - Comments on.

1. The first war patrol of the GUNNEL extended over a period of 47 days of which only 11 were spent on station in contact with the enemy. The limiting factor was the performance of the H.O.R. engines.

2. While it lasted this patrol was well and aggressively conducted and the area well covered. The aggressive spirit was especially evident when the GUNNEL entered the area assigned, with one engine already gone and with the expectation of losing others. Out of a total of six worthy contests the ship was able to close and attack three with success.

3. In the first attack on 15 June the three misses after target had stopped and soon abandoned are hard to understand. The most plausible explanation seems to be that the exploders may have failed to function since the activated torpedoes were now never heard to explode at the end of their run.

4. It is regretted that lack of confidence in the ability of the H.O.R. engines of the GUNNEL to make an end around run on the enemy encountered on the evening of 15 June, prevented taking advantage of a later rudder in a good by the enemy for a night attack. Had the commanding officer been aware of this it might have enabled him to get in two attacks with consequent greater damage. When the attack was made next morning one ship was sunk. The second explosion heard on this attack may have been a hit in an overlapping target or a torpedo exploding at the end of its run, but due to lack of concrete evidence no damage is claimed.

5. In the third attack on the destroyer the Commanding Officer showed plenty of courage but a pariesope or radar depth firing would probably have accomplished the same results and entailing loss unnecessary risk. The Division Commander feels that there is sufficient evidence in the GUNNEL's report to credit this as a definite sinking.

— page 49 —
027
Serial: 027
Care of Fleet Post Office,
San Francisco, California,
JUL 11 1943
CONFIDENTIAL
SECOND ENDORSEMENT to
GUNNEL Conf. 1tr. A16-3/(013)
of July 3, 1943.

From: The Commander Submarine Squadron TWELVE,
To: The Commander-in-Chief, United States Fleet,
Via: The Commander Submarine Force, Pacific Fleet.

Subject: U.S.S. GUNNEL (SS253) - Report of First War Patrol.

1. Forwarded, concurring generally with the remarks made by the Commander Submarine Division 121.

2. The attack made on the destroyer of the WAKATAKE class appears to have resulted in its sinking, in that after the torpedo hit all offensive or other action by the destroyer ceased, and its pip disappeared from the radar screen at a range of about 1800 yards. While this evidence seems almost conclusive, it is unfortunate that no visual evidence was obtained and it is believed that credit for only damage to this destroyer should be credited to the GUNNEL.

3. It is noted that the Bathythermograph was used to fulfill advantages by the GUNNEL and it is believed that this instrument will prove to be of increasing value to submariners in evasive tactics.

4. The Squadron Commander congratulates the Commanding Officer, Officers and Crew of the GUNNEL upon making a successful and aggressive first patrol. It is to be regretted that engine casualties prevented them from having more time in the Area, as they had the proper spirit and desire to inflict more damage upon the enemy.

5. It is recommended that the GUNNEL be credited as follows:

SUNK
1 AK - MOONATAWA Class .... 7,500 tons.
1 AK - SEIWA Class 7,250 tons
Total ..... 14,750 tons

DAMAGED-PROBABLY SUNK
1' DD - WAKATAKE Class 820 tons

/a/ W. B. THORP,
Acting.

— page 50 —
1955-121/416-3
Serial 028

FIRST ENDORSEMENT to
CO GUNNEL Conf. Ltr.
416-3/(013) of 7/3/43

CERTIFICATE:

Subject: U.S.S. GUNNEL (SS253) - Report of First War Patrol - comments on.

6. The material condition of the GUNNEL, except for the H.O.R. ongines which are being well covered in separate correspondance, is good and the health and morale excellent, Refit will be carried out by the GRIFFIN.

7. It is felt the Commanding Officer, Officers and men of the GUNNEL are to be congratulated for an excellent first patrol which was made under very trying circumstances. The decision to quit the area after the second engine failure was unquestionably sound in view of the previous experience with these same H.O.R. engines. It is recommended that the GUNNEL be credited with the following:

SUNK

1 AK - MOGAMLTAVA Class --- 7,500 tons
1 AK - SEITA Class --- 7,250 tons
1 DD - TAKATAKE Class --- 820 tons
Total --- 15,570 tons

R. M. PEACHER.

— page 51 —
1-10/416-3(5)/(16) SUBMARINE FORCE, PACIFIC FLEET 1d

Serial 0919

CONFIDENTIAL

COMSUBSPAC PATROL REPORT NO. 212
U.S.S. GUNNEL - SECOND WAR PATROL.

From: The Commander Submarine Force, Pacific Fleet.
To: Submarine Force, Pacific Fleet.

Subject: U.S.S. GUNNEL (SS253) - Report of Second War Patrol.

Enclosures:
(A) Copy of subject war patrol report.
(B) Copy of Comsubdiv 121 Conf. 1st. end. F15-121/A16-3, Serial 028 of July 11, 1943.
(C) Copy of Comsubron 12 Conf. 2nd. end. FC5-12/A16-3/FB5-121, Serial 027 of July 11, 1943.

1. This second war patrol was the first made by the GUNNEL in areas under the operational control of Commander Submarine Force, Pacific Fleet. The patrol was carried out in an extremely aggressive and successful manner. In addition to normal hazards of patrolling in enemy waters the GUNNEL was severely handicapped by poor engine performance and the patrol had to be terminated early because of this feature.

2. All attacks were carried out with careful but aggressive planning and each attack resulted in inflicting damage to the enemy. Excellent judgment was used throughout. The night attack on the enemy destroyer that was attacking the GUNNEL was extremely aggressive. Although the GUNNEL was in the area but 11 days, excellent area coverage was maintained. This was accomplished by surface running so planned as to reduce possibility of being sighted by aircraft which would cause roosting of enemy traffic. It is noted that both radars functioned efficiently. The bathythenograph was used daily to good avail.

3. The Commander Submarine Force, Pacific Fleet, congratulates the commanding officer, officers, and crew for this highly aggressive and successful war patrol carried out under trying conditions of faulty material. The GUNNEL is credited with having inflicted the following damage upon the enemy:

SUNK
1 - Freighter (MOGA MIGAHA MARU Class) - 7,497 tons
1 - Freighter (SEITA MARU Class) - 7,210 tons
1 - Destroyer (WAKATAKE Class) - 900 tons

TOTAL: 15,607 tons

* This is considered the GUNNEL's second war patrol. The first covered a very important mission in the opening of the Allied invasion of Africa.

Distribution and authentication on following page - 1 - C. A. LOCKWOOD, Jr.

— page 52 —
212
U.S.S. GUNNEL - SECOND WAR PATROL.
Subject: U.S.S. GUNNEL (SS253) - Report of Second War Patrol.

DISTRIBUTION:
(Correlate Reports)
Cominch (5)
VCNO (5)
Cincpac (5)
Serfcrcpac
(Adv. Base Plan. Unit (1)
Cincelent (2)
Comsubsblent (8)
S/M School, NL (2)
Consopac (2)
Comsowospac (1)
Consubswospac (2)
CTF 72 (2)
CTF 16 (1)
Consubspac (10)
SUBAD, MI (2)
Consubconsubspac
Midway (2)
All Squadron and Div.
Commanders, Subpace (2)
U.S.S. GUNNEL (1)
(COMSSPAC Encroachment only)
All Submarines, Subpace (1)

R.C. LAVER,
Flag Secretary.

— page 53 —
63988

U.S.S. GUYOT (SS253)
Care of Fleet Post Office,
San Francisco, California.
7 January 1944

The Commanding Officer.
The Commander in Chief, United States Fleet.
(1) The Commander Submarine Division ONE
TEN-TY-ONE.
(2) The Commander Submarine Squadron TWELVE.
(3) The Commander Submarine Force, Pacific Fleet.
(4) The Commander in Chief, U.S. Pacific Fleet.

Subject: U.S.S. GUYOT (SS253), Report of War Patrol
Number Three (Second in Pacific).

Enclosure: (A) Subject report.
(B) Track chart (to Consubpac only).
(C) Current chart (to Consubpac only).

1. Enclosure (A), covering the third war patrol of this vessel, conducted in the approaches to YOGFA and TOKYO, during the period 17 November 1943, to 7 January 1944, is forwarded herewith.

J.S. NOCAIT, Jt.
DECLASSIFIED-ART. 0445, OPNAVINST 5510.1C

DECLASSIFIED
BY A.E. O'BRIEN, DATE 7 JANUARY 1944

63988

— page 54 —
1. U.S.S. GRIML (SS253) - Report of Third "Air Patrol.
2. Period from 17 November 1943; to 7 January 1944.
   - ComTaskFor-17 Operation Order No. 270-43.
3. 6 November 1943 arrived Pearl Harbor from Navy Yard, area
   Island, following re-engining and general overhaul. Conducted
   five days training at sea and completed miscellaneous work
   alongside USS GRIML. Readiness for sea 17 November 1943.
4. 17 November
   - Underway for 1idway and area.
5. 17-21
   - Underway for 1idway and area.
6. 18 November
   - Exchanged recognition signals with patrol plane.
7. 21 November
   - Secured at 1idway alongside U.S. BUSHNELL. Topped off
   fuel and provisions.
8. 1645 (T)
   - Underway for area.
9. 22-29
   - Underway conducting various drills surface and
   submerged.
10. 30 November
   1025 (T)
    - Looks out sighted one flying boat, Type 97, at 4
    miles, altitude 1000 feet. Radar did not pick up
    this contact. Dived. Plane apparently did not sight
    submarine.
11. 1122 (K)
    - Surfaced.
12. 1 December
    - Patrolling on surface.
13. 2 December
    - Radar contact on 5T at 25,000 yards, bearing 185° (T),
    submarine on course 160° (T). Ordered all four main
    engines on the line and C/C to 185° (T).
14. 2205 (K)
    - Radar operator detected six pips on the screen,
    two large and four small. Sounded battle status on
    and commenced plotting.
15. 2230 (K)
    - Light was relatively light with calm sea and good
    horizon. Sky was thirty percent overcast and range
    of visibility was estimated at 6000 yards. At this
    time I identified the targets as two auxiliary air-
    craft carriers of the Quihio Class and four des-
    troyers. The carriers were in line of bearing with

-1-

— page 55 —
2250 (X) I submerged to forty feet at a range of 6000 yards to continue approach on an estimated 90 degree starboard track.

2252 (X) Submarine broached to 30 feet.

2254 (X) The target zigged directly towards us, necessitating submerging to 80 feet. The distance to the track was very small and we were four or five degrees on his starboard bow. In order to increase the distance to the track, I reversed course and resorted to sound bearings. It was immediately apparent after steadying on new course that the carrier had changed course so as to bring the bow tubes into a firing position on a ninety port track, instead of the anticipated 120 degree starboard stern tube track. Therefore at

2257-08 (X) I fired four torpedoes from the bow tubes at eight second intervals, using a four degree spread. At

2257-12 (X) The port destroyer scrosson passed over the bow. About

2302 (X) Near four definite explosions which I interpreted to be depth charges. Rigg'd the submarine for depth charge attack and increased depth to 300 feet.

3 December 0130 (X) Surface and proceeded along track of targets in futile and far fetched hope of running into something. However, night and next day were uneventful.

0219 (X) First message sent to Columbus giving information on attack.

2315 (X) Radar contacted two very large targets at 27,000 yards, bearing 090 (T). Ordered battles stations, changed course to the initial bearing, and placed all four main engines on the line. Commenced closing target.

— page 56 —
2320 K
Plot showed targets to be making radical zigs on base
course 150°(T) at nine knots. Visibility was much
less than night before., estimated at 3000 yards, with
sky overcast. Rough seas with wind from southeast.

2358 (K)
A much smaller ship on screen at 18,000 yards appeared.
This was an escorting vessel, later determined to be
an unidentified destroyer.

4 December
0025 (K)
At range of 3500 yards, recognized first target as
large passenger freighter of about ten thousand tons
displaced, on later inspection she appeared to be
similar to the African Iaru class or Arizona: aru
class. The ship by binocular formula was five hundred
feet or more in length and was of two or three decks
instead of one, as given in CTI 208-J. This vessel
was heavily laden and very low in the water. The other
target was two to three thousand yards on the port
flank of the first, and I never got close enough to
note any details other than that she was also large
but somewhat smaller than the original ship. Closed
range on passenger freighter to 1000 yards on a 90
degree starboard track, and at

0051-27 (K)
fired four torpedoes on the surface using radar
ranges and TTT bearings. Firing interval eight
seconds using three degree spread. As last torpedo
was fired, watched escort turn towards submarines at
high speed, at range of two thousand yards.

0052-03 (K)
Dived and saw first torpedo hit just forward of center
island.

0052-09 (K)
second torpedo hit.

0052-15 (K)
Third torpedo hit followed by tremendous explosion.

0052-21 (K)
Fourth torpedo hit.

0053 (K)
Leveled off at 300 feet and changed course to par-
allel to the convoy. The noise was terrific as the
ship broke up with many minor explosions. This noise
was transmitted through the hull to all compartments
and completely negated effective use of the sound
gear. This din continued for about five to ten
minutes. In the meantime the escort commenced drop-
ping depth charges and, as far as I could determine,
firing her guns. Thirty-six depth charges were drop-
ped, none close, with the exception of the first
three.

-3-

— page 57 —
0215 (X) Last depth charge.
: 0311 (X) Last of echo-ranging.
: 0415 (X) Surfaced and proceeded down track of other freighter at eighteen knots.
: 0750 (X) Sighted masts of merchant ship on port beam and was astonished to find that we had overtaken our objective so early in the game. Submerged.
: 0755 (X) Closed target which was making a very suspicious speed of 5 knots or less. At
: 0819 (X) Instead of target of night before it turned out to be a high masted trawler of a little over 1000 tons with a destroyer two thousand yards astern. This was the submarine trawler of CUPARD fame. I broke off approach as destroyer turned towards us. Clerend area.
: 1200 (X) Surfaced. As previous target now had a 40 to 50 mile lead, I took course for area.
: 4 December From this date until we entered area, a great part of each day was spent, unsuccessfully, in trying to stop leaks in the engine induction, hull induction, and radio antenna trunk.
: 5 December Lookout sighted flying boat, Type 97, at 5 miles, altitude 2000 feet. Lived.
: 1622 (X) One depth bomb, not close.
: 1735 (X) Surfaced.
: 6 December Lookout sighted flying boat, Type 97. Submerged.
: 0738 (X) Lookout sighted flying boat, Type 97. Submerged.
: 2050 (X) Contacted patrol vessel on 225 mile circle from Tokyo. Avoided.
: 7 December Small patrol vessel. Avoided.
: 0415 (X) Small patrol vessel. Avoided.
: 8 December Entered area. From t.i.s time until 31 December, I maintained a submerged patrol during the daytime. I dove at approximately 0530 and surfaced at 1730 each day.

-4-

— page 58 —
1820 (I) Picked up Mikura Shima on SJ at 75,000 yards. Took course to close this island.

9 December 0520 (I) -submerged, patrolling 25 miles southwest of Iiyake Shima.

2045 (I) Radar interference from Iiyake Shima. From this date until the 22nd, the moonlight made it impossible to close the coast at night.

10 December 0548 (I) Submerged, patrolling in vicinity of Inamba Shima.

2050 (I) Sighted sampan and avoided. Weather was much too rough for fishing.

11 December 0520 (I) Commenced periscope patrol to east of Iiyake Shima.

1745-1929 (I) Radar interference from Iiyake Shima.

12 December 0520 (I) -loved south to avoid radar on Iiyake Shima, and at commenced periscope patrol east of Iikure.

0945 (I) Sound contact. Small boat.

2303 (I) Unidentified plane at 7.5 miles on SJ radar.

13 December 0545 (I) Took course toward Suruga and Iro Seki. Submerged and commenced periscope patrol steadily towards Suruga 'an.

1900 (I) Three fishing vessels. Conducted patrol southwest of Iro Saki.

14 December 0535 (I) Radar interference.

0545 (I) Submerged and commenced patrol southwest of Iro Saki.

1830 (I) SJ radar contact at 20,600 yards. Broke off approach when target identified as 1000 ton trawler apparently patrolling.

2135 (I) Two fishing boats.

2205 (I) One fishing boat.

— page 59 —
15 December 2330 (I)
: 16 December 0415 (I)
: 0440 (I)
: 0545 (I)
: 2120 (I)
: 17 December 0105 (I)
: 0310 (I)
: 0430 (I)
: 0530 (I)
: 1530 (I)
: 1600 (I)
: 1933 (I)
: 2110 (I)

: 18 December 0530 (I)
: 1700 (I)
: 1712 (I)

: U.S.S. GUNNEL (SS253) - Report of Third Far Patrol.
: Submerged, petrolling vicinity of Inamba Shima.
: While east of Iikura Shima, radar interference from direction of Miyake Shima.
: While standing toward Kojima Saki, sighted small petrol vessel. Avoided this and at
: sighted screened searchlight of another, estimated range 6000 yards.
: Submerged and commenced periscope patrol between Iojima Saki and Katsura Fan.
: Picked up searchlight from airfield at Tatoayama.
: Radar interference bearing from Iojima Saki.
: Radar interference - Iyake Shima.
: Radar interference - Iojima Saki.
: Submerged and commenced periscope patrol north of Iyake Shima and east of O Shima.
: Sighted flying boat, Type 97.
: Large radio station on southern end of O Shima.
: Radar interference - Iojima Saki. Sighted lights of plane landing on air field at Tatoayama.
: SJ radar picked up target on port beam with very large rate of change of bearing and range. Shortly thereafter this was confirmed as a plane b/ look-outs. This was followed by contact with another plane, both SJ radar and sight. These planes were searching the area we had just vacated. The night was dark with moonrise still fort. minutes away. I maneuvered out of this vicinity on the surface. During the next half-hour these planes ranged closer and farther away. Stood southeast.

: 16 December 0530 (I)
: 1700 (I)
: 1712 (I)
: 18 December 0530 (I)
: 1700 (I)
: 1712 (I)

— page 60 —
19 December 0150 (I) Picked up interference on bearing 140° (T) which I think came from the GUNARD.

0530 (I) Submerged west of Zeni-Su.

1725 (I) Surface.

1732 (I) Sighted plane with running lights.

2050 (I) Radar interference. Stood up towards Iro Saki.

20 December 0540 (I) Submerged just south of entrance to Suruga Yan.

1545 (I) Sighted smoke on horizon end proceeded to close.

1705 (I) Periscope disclosed 1000 ton trawler apparently patrolling, and it appeared to be purposely emitting large quantities of smoke intermittently.

1855 (I) Flared to forty feet and swept horizon with SJ. Target bearing 240° (T), range 4,300 yards, closing. Flared down and opened.

2002 (I) Surface.

2035 (I) SJ radar contact, very small pip at 10,000 yards. Never sighted target.

2136 (I) SJ radar on small patrol boat, range 13,000 yards.

2310 (I) SJ radar contact on large target at 31,000 yards. Commenced approach as target turned up well into Suruga Yan.

2340 (I) Swept around horizon with radar and picked up another target coming from Orai Saki, standing towards Iro Saki. In view of ideal position on this second target and close proximity of monorise, shifted to this second setup.

21 December 0100 (I) At four thousand yards this target was recognized as a 1000 to 2000 ton trawler, high in the water, similar to the one of the afternoon approach. At this time a very small boat was sighted on his port bow, signaling to the trawler. Ordered area.

0540 (I) Submerged and stood into Suruga Yan.

-7-

— page 61 —
1330 (I) Picked up screws by sound and verified target at 4200 yards through periscope to be a 6000 to 7000 ton freighter escorted by a large sized patrol boat of modern design with clipper bow. This contact was 4.8 miles from Iro Saiki. Sent to battle stations.

1340 (I) Target changed course to his left and I was unable to close. At no time did torpedo run become less than 3800 yards.

1415 (I) Ship rounded Iro Saiki. At this time I decided to patrol submerged the next day in this vicinity.

1745 (I) Surfaced.

1950 (I) SJ contact on two large fishing vessels at 17,000 yards.

2134 (I) SJ radar contact at 17,500 yards. Commenced approach on this target. Later inspection disclosed him to be patrol of night before. A small boat was apparently in company with him and about 4:00 yards on his quarter, toward us.

22 December 0405 (I) SJ radar contact at 26,000 yards. This target turned north and disappeared well into Suruga Yan.

0525 (I) Submerged and moved on course 3450(T) up toward's contact of preceding day. I intended to be four or five miles further into the Yan by 1500, but an unexpected set of current to southwest put me south of the anticipated position.

1600 (I) Large saapen by sound and periscope.

1620 (I) Second large saapen.

1628 (I) Sighted freighter five thousand tons, range 12,000 yards, hull down, standing toward Iro Saiki. Failing light and fact that target would be well on way into Scgami Nada by time we were able to close, if at all, preloaded an approach.

1730 (I) Surfaced, stood south to charge batteries. The night was very dark and overcast with no moon. Sea was calm and phosphorescent extreme. I estimated visibility to be about 1000 yards.

— page 62 —
2205 (I) While standing north again, radar contacted three targets that had apparently just rounded Iro Saki standing southwest. Those three targets on the radar were all the same size and relatively small.

: 2217 (I) Sweep of SJ disclosed two much larger targets on the port bow, bearing 333°(T), distance 22,000 yards, on course east from Oma1 Saki to Iro Saki. Shifted approach to these two.

: 2230 (I) While on course 000°(T), speed 12, making approach on aforementioned two targets, noted wake of torpedo fifteen feet forward of the bow, on an estimated 70 to 90 degree port track. All ahead flank speed and I changed course to the right in time to observe another torpedo wake pass astern about fifteen yards. I steadied on a course parallel to torpedo tracks. These two torpedoes were fired about ten seconds apart.

: 2232 (I) Torpedo wake passed down the starboard side on a parallel course. In the meantime radar report d that both sets of targets had dispersed. It no time after, did we see more than single targets on the screen. I cleared this area at eighteen knots for Hachijo Shima.

: 23 December 0530 (I) Submerged to east of Hachijo Shima.

: 24 December I stood northeast through eastern part of area to investigate possibilities of Inubo Saki and Katsuura. Further, I made an effort to withdraw at such a range as to avoid the radar interferences previously mentioned.

: 25 December 2034 (I) Sighted searching of fishing vessel.

: 2047 (I) Sighted flare.

: 2315 (I) SJ radar contact on small vessel at 7000 yards. Clearance vicinity.

: 26 December 0530 (I) Submerged southeast of Iikura.

: 1735 (I) Surfaced.

: 2145 (I) Radar interference to seaward. This was the first indication of radar afloat.

-9-

— page 63 —
2210 (I) Very heavy radar interference of such intensity as to indicate something nearby. The bearing of this was such as to lead me to believe that we were being tracked by an installation affect.

27 December 0020 (I) Heavy radar interference.

0345 (I) Sighted light bearing 340° (T).

0525 (I) Sighted light on horizon.

0540 (I) Submerged patrol south of Inubo Saki.

1745 (I) Surfaced. Stood down 100 fathoms curve towards Katsuura. Ran during night.

1815 (I) During night sighted searchlights on beach at various times.

2334 (I) Radar interference in direction of Inubo Saki.

29 December 0218 (I) Submerged during day south of Inubo Saki. Sighted light.

2240 (I) Heavy interference in direction of Inubo Saki.

30 December 0115 (I) Sighted Katsuura. Ran light.

0116 (I) Night was dark, visibility 1000 years. Radar pip at 2500 years, followed immediately by heavy interference on same bearing. Did not sight cause of this. However, S7 did not pick up target again.

0530 (I) Submerged and proceeded into Katsuura. Large banging noise developed outside of conning tower. When later investigation revealed to be an inspection door on side of conning tower.

0915 (I) Sighted single float plane, Type "Deve".

1740 (I) Surfaced and stood south on 157° (T), towards a point twenty miles east of .ikura.

-10-

— page 64 —
1650 (I) Signed plane with lights.
31 December Last of Hachijo Shima on surface at daylight.
0833 (I) Radar interference astern. Visibility was much reduced by rain and overcast sky.
0900 (I) Weak radar interference.
0915 (I) Sighted eight heavy' bombers on southerly course, distance 10 miles. Dove and remained submerged rest of day.
1720 (I) Surfaced.
1725 (I) Took course for 'idway.
1812 (I) Radar interference. This interference was undoubt- edly the result of an installation on Hachijo.
1930 (I) Radar interference on bearing 250° relative which indicated ship installation. This interference per- sisted during the night at varying intervals and apparently came from astern.

1 January On surface standing out of area.
2 January Radar interference astern.
0700 (I) Radar interference astern.
1258 (I) Patrol vessel. Dove and avoided.
1700 (I) Radar interference astern in direction of patrol boat. This kept up at odd intervals during the night.

3 January Radar indication off and on during twenty-four hours.

4 January Last of radar interference.
0500 (I) Last of radar interference.
1245 (I) Sighted masts and stack of patrol vessel. Avoided on surface.

7 January Cored at 'idway.

-11-

— page 66 —
3/3/1944
U.S.S. GUMMI (SS253) - Report of Third Per Patrol.

NAVIGATIONAL AIDS (continued)

Three radio towers were observed on the south eastern end of O Shima.

Periscope pictures were taken of Fugi Yama, Mikure Shima, and Miyake Shima.

The islands in the area were easily identified through the periscope by their profiles as shown in ONI 60.

Again the 5J radar proved to be a valuable navigational aid. Piloting in the vicinity of the islands proved to be extremely simple with the use of this instrument. Off the coast near Katsura, it was difficult to distinguish between the numerous peaks, and so it became necessary to use soundings in conjunction with information obtained from the radar. It was relatively easy to follow the 100 fathom curve in this locality.

— page 67 —
2200K 26-03N 2 ACV 25000 3400T R Fire 4 torpedoes. 2 Dec 147-50E (Luino Cl.) 18 to hits. 4 DD (Type Unk.) 2 2315K 29-45N 1 AK 27000 1500T R Fire 4 torpedoes 3 Dec 145-54.5E (Africa or 9 4 hits. Submerged. Arizona Cl.) Reel approx. 36 depth charges. 1 AK (Type Unk.) 1 DD (Type Unk.) 3 0750K 29-125N 1 small AK 8000 180T SD General appear- 4 Dec 146-32E (1000 to 5 ance of A-1 indi- 1500 tons) cated a possible 1 DD (Type Unk.) 4 2050I 34-02.5N Patrol Boat 18000 110T R Boat patrolling 6 Dec 143-38.5E (Type Unk.) 14 225 mile circle (1000 to 1500 tons) from Tokyo. 5 0415I 34-37N Patrol Boat 14000 210T R 'Avoided. 7 Dec 142-39. (Type Unk.) 12 5E (1000 to 1500 tons) 6 2050I 33-32E Sempan 1000 Lying- SN 'Avoided. 10 Dec 139-44E 200 tons to 7 0945I 33-57E Small 2000 0400T Sound Avoided. 12 Dec 139-43E boat 12 8 1900I 34-21E 3 small 10000 120T SN Rear 100 fathom 13 Dec 138-12E Fishing 6 curve off Oma1 Vessels Saki. Lighted. 9 1630I 34-25E Trawler 20600 070T R Apparently 14 Dec 138-33E (1000 to 9 patrolling. 1500 tons) 10 2135I 34-04.5E 2 Fishing 9000 Lying- SN Close to 100 14 Dec 138-47.0E Boats to fathom curve near Eni-su -14-

— page 68 —
22051 34-05N 1 F1sling 5000 Iying- 5N Close to 100
14 Dec 138-50E Vessel to fathom curve
12 04151 34-35N 1 small 7000 180T S1 10
16 Dec 140-17.5E Patrol boat
13 04401 do do 6000 SN Boat was using
16 Dec a searchlight.
14 15451 34-27.5N Trawler 15 100T P Smoking.
20 Dec 138-36E (1000 tons) miles 8
15 18551 34-23N Small boat
20 Dec 138-32E
16 20301 34-11N Small Vessel 10000 R Avoided.
20 Dec 138-24N
17 21361 do Patrol Boat 13000 050T R Avoided.
20 Dec
18 23101 34-19L Large Vessel 31000 330T R Shifted approach to
20 Dec 138-41L 9
19 23401 34-19N 1000-2000 22000 070T R Small boat
20 Dec 138-40.5E ton Trawler 8 was signalling
with small
boat
20 13301 34-33N 6000-7000 4200 085T Sound Unable to close
21 Dec 138-47E ton Aft with 11
1000-2000 ton
patrol yacht
escort
21 19501 34-26N 2 Fishing 17000 300T R Steved clear.
21 Dec 138-43L Vessels 7
22 21341 34-31.5N 1000-2000 17500 085T R Accompanied by
21 Dec 138-42E ton Trawler 7 small boat
4000 yds on
Qtr. similar
to contact of
2340, 20 Dec.

— page 69 —
U.S.S. CHIEST (SS253) - Report of Third War Patrol.

| No. | Time | Lat. | Long. | Types | Init. Range | Est. Speed | Cont. | Remarks |
|-----|------|------|-------|-------|||-------||
| 23  | 0405I| 34-22N| Large Ship and escort | 28000 | 2900T | R | Unable to close. |
| 24  | 1600I| 34-31T| Large Sampson | 4000 | 3150T | 10 | Sound very high structure. |
| 25  | 1630I| 34-31.5N| Large Sampson | 7000 | 0350T | P | Similer to preceding contact. |
| 26  | 1628I| 34-30N| 1 AY | 12000 | 0700T | P | Unable to close. |
| 27  | 2205I| 34-21.5N| 3 small targets (Type Uak.) | 20000 | 2300T | R | A. 3.0 reach. shifted to following target. |
| 28  | 2217I| 34-21.5N| 2 Large Vessels | 22000 | 0900T | R | Approached to 10,000 yds. 3 torpedoes fired at us. |
| 29  | 2034I| 33-52N| Fishing Vessel | 10000 | - | S | Using search-light. |
| 30  | 2315I| 34-17T| Small Vessel | 7000 | - | R | Avoided. |
| 31  | 2145I| 34-07N| - | - | - | R | Bearings of radar interference indicate ship with radar. |
| 32  | 0020I| 35-40T| 2 Unidentified Vessels | - | - | - | Using search-lights. Radar did not contact. |
| 33  | 0116I| 35-01T| - | 2500 | - | R | Pip on radar followed by heavy interference. |

— page 71 —
1. USS S-25-35 (SS253) - Report of Third Patrol.

| No. | Date (V.I.) | Lat. Long. | Type | Init. Est. Cont. | Remarks |
|-----|||------|||
| 1   | 0835 24-15N 18 Nov 160-37T | Liberator (USA) | 15 mi 270°T | SD | Exchanged recognition signals. |
| 2   | 1025K 34-38N 30 Nov 152-07T | Flying Boat Type 97 (J) | 4 mi 090°T | SD | Not sighted. Submerged. |
| 3   | 1620K 32-04N 5 Dec 144-00T | Flying Boat Type 97 (J) | 5 mi 135°T | SD | Dropped one depth bomb. |
| 4   | 0738K 34-25N 6 Dec 143-55T | Flying Boat Type 97 (J) | 6 mi - | SD | Not sighted. Submerged. |
| 5   | 2303I 33-34T 12 Dec 139-36.5E | Unidentified (J) | 7.5 mi - | R (SJ) | Not sighted. |
| 6   | 1530I 34-41T 17 Dec 139-40E | Flying Boat Type 97 (J) | 4 mi 090°T | F | Not sighted. |
| 7   | 1933I 34-31N 17 Dec 139-41E | Unidentified (J) | 12 mi - | S | Landing on Nojima Saki. Lights on. |
| 8   | 2110I 34-37T 17 Dec 139-52.5E | 2 Unidentified (J) | 4 mi Var | S | Appeared to be searching area. |
| 9   | 1732I 33-35N 19 Dec 138-00E | Unidentified (J) | 4 mi 045°T | S | Not sighted. Lights on. |
| 10  | 0915I 34-59N 30 Dec 140-17E | Single Float Kooonn. Type "Deve" (J) | 2 mi 180°T | P | Not sighted. |
| 11  | 1850I 34-49T 30 Dec 140-39E | Unidentified (J) | 6 mi 000°T | S | Lights on. |
| 12  | 0915I 33-05N 31 Dec 140-30E | 8 Heavy Bombers in formation | 10 mi 180°T | SD | Submerged. Not sighted. |

-18-

— page 72 —
20 feet, Course: 010°T, Speed: 16 knots
Range: 650 yards (at firing)

Type Attack:
Approach was made by use of radar plot and TDC on the surface until targets were within 6000 yards. Visibility was too good and submergence was necessary. Approach continued at 40 feet with radar. Zigging of target toward submarine caused submarine to 80 feet, and approach was completed on sound bearings.

-19-

— page 73 —
SUBJECT:  U.S.S. GUERRILLA (SS253) - Report of Third War Patrol.

Torpedo Attack No. 1

Tubes Fired 1 2 3 4
Track Angle 90P 90P 90P 90P
Gyro Angle 017-30 008-30 355 339
Depth Set 10 10 10 10
Power High High High High
Hot or Miss Miss Miss Miss
Erratic Probably not
Mark Torpedo 14-3 14-3 14-3 14-3
Serial No. 25901 40144 39725 39708
Mark Exploder VI-1A VI-1A VI-1A VI-1A
Serial No. 7321 6549 4841 7324
Actuation Set Contact Contact Contact Contact
Actuation Actual None None None
Mark Jarhead XVI XVI XVI XVI
Serial No. 10182 3765 10274 11170
Explosive TPX TPX TPX TPX
Firing Interval 8 sec. 8 sec. 8 sec. 8 sec.
Type Spread 6R 2R 2L 6L
Sea Conditions Calm
Overhaul Activity USS GRIFFIN

-20-

— page 74 —
0052 (K). Date: 4 Dec. 1943. Lat.: 29-45 N. Long: 145-54.5E

TARGET DATA - DATABASE INITIATED

Description: Night radar attack. Targets were visible through binoculars at 6000 yards. Convoy composed of two freighters and one escort. Freighters were heavily laden.

Ship Sunk: One 10,000 ton freighter of Africa Maru or Arizona Peru Class.

Ships Damaged or Probably Sunk: None.

Damage Determined By: Sighting first torpedo hit and timing of explosions with torpedo run. Target could be clearly heard through the hull, exploding and breaking up, after all four torpedoes hit.

Target Draft: 28 feet. Course: 170°T. Speed: 9 knots

Range: 1000 yards (at firing)

CDR SHIP DATA

Speed: 9 knots. Course: 063° (T). Depth: 24 feet. Angle: 0° (at firing)

FIRE CONTROL AND TORPEDO DATA

Type Attack: Night surface, TDC, Slot, Radar and Visual from bridge. Firing bearings were sent down from the bridge b. use of the BET and shocked without change on TDC.

-21-

— page 75 —
U.S.S. GUTTEL (SS253) - Report of Third "er" Patrol.

Torpedo Attack No. 2

Tubes Fired 1 2 3 4
Track Angle 935 935 935 935
Gyro Angle 352 350 349 347
Depth Set 10 10 10 10
Power High High High High
Hit or Miss Hit Hit Hit
Erratic No No No No
Mark Torpedo 14-3A 14-3A 14-3A 14-3A
Serial No. 25959 25940 39722 39211
Mark Exploder VI-1A VI-1A VI-1A VI-1A
Serial No. 7323 6424 7313 7322
Actuation Set Contact Contact Contact Contact
Actuation Actual Contact Contact Contact Contact
Mark Perished XVI XVI XVI XVI
Serial No. 10137 5842 6046 2739
Explosive TXT TXT TXT TXT
Firing Interval 8 sec. 6 sec. 8 sec. 8 sec.
Type Spread 4°OR 12°R 15°L 45°L
Sea Conditions Cold
Overall Activity USS GRIFFIN

-22-

— page 76 —
1. SUBMARINE MEASURES AND REVISION TACTICS
Anti-submarine procedure following attacks remains unchanged. However, there is definite indications that radar is being used by patrol vessels in the vicinity of Tokyo, and on the route to and from Midway. From the 9th of December until this submarine had arrived at the 1000 mile circle on the return trip, radar was in evidence both ashore and afloat. During this period there was not one night, and sometimes during the day, that the SJ screen did not indicate other radar in the near proximity of this vessel. Mojima Seki, Miyake Saima, and Keenijo Shima gave very definite evidence of radar installations. I suspect that Inubo Seki and Katsuura Wan also have installations, as does Iro Saki. On the night of 26-27 December we were followed by a patrol vessel whose bearing changed from 194° (T) to about 240° (T). I believe that the Japanese are able to obtain bearings on our SJ, but not ranges, as I had no difficulty in ducking these prospective customers. On the morning of 4 January we received interference on bearing 070° relative, and some hours later contacted by eight the masts of a patrol vessel on 2 January, the SJ radar gave indications that we were being followed by this same contact during the night. In the area, use of the SD was immediately followed by interference on the SJ radar screen. One night, on approaching Mojima Saki, a very definite radar indication persisted on the bearing of that point at the navigational range then existent. On the night of 22 December, three torpedoes were fired at this submarine under conditions of visibility that precluded firing on sight. However, after this firing, the radar was unable to pick up anything in the direction from which the torpedoes were fired. This made me believe that we were the target of either a submarine or midget submarine so trimmed down as to offer no appreciable reflecting medium for the SJ radar.

There is now a very definite patrol across the entrance to Suruga San, day and night.

(K) JAPOR DEFECTS AND DAMAGE

Hull
While submerged to 300 feet after attacking carriers on the night of 2 December, the engine and hull inductions commenced leaking and filling up bilges in both engine rooms and pump room, necessitating the pumping of variable ballast from time to time. The next night, while conducting evasive running tactics, both inductions leaked considerably more, and seemed to be getting worse. After that, bolts in the flanges were tightened up from time to time, as opportunity permitted, until the rubber gaskets began to squeeze out and it was

— page 82 —
1. SUBJECT: U.S.S. GUYARD (SS253) - Re: sort of Third Air Patrol.

DISTINCT LAYERS (continued)

*Time
Date
2100
25 Deo

Lat.
Long.
33-51 17
140-01 2

Depth of
Density Layer
260 ft.

*All times are C.C.T.

(2) HALT AND FIXTABILITY

Throughout the cruise, health and habitability of the officers and crew was very satisfactory. Relatable meals were a primary reason for the general good tone of all hands. The ice cream freezer was run daily and proved to be the most popular piece of equipment aboard. Denters were consequently improved 100 percent over those of the last patrol.

There were a few routine c.ses of V.A. infection of the gums, but all were promptly cured with the use of 3 percent chromic acid.

Two cases of catarrhal fever arose occurred. One man, after being restored to duty, suffered a relapse complicated by bronchopneumonia. His temperature, pulse, and respiration steadily rose over a period of twenty hours to 103-6 - 118-26 respectively. A makeshift canvas oxygen tent with a celluloid window was constructed and subsequently used for sixteen hours. The patient showed rapid improvement. After removal from the tent he was given human plasma, administered intravenously. Sulfathiazole tablets were given orally for six days, commencing when the patient first showed complications. His condition has since improved as to permit him to be up and around, but he is considerably weakened and run down. The pharmacist's mate is to be commended for his excellent handling of the above cases.

(3) PERSONNEL

The performance of duty of both officers and men was excellent. The Commanding Officer has nothing but the highest praise for all hands.

-29-

— page 83 —
U.S.S. GUNNEL (SS253) - Report of Third War Patrol.

(R) U.S.S. STILLA - FUEL USED

Base (PEARL) to area: 4677 miles 53,797 gallons
In area: 3650 miles 25,303 gallons
Area (IDAY) to base: 2172 miles 25,875 gallons

(S) DURATION

Days enroute to area (from PEARL): 20
Days in area: 24
Days enroute to base (IDAY): 5
Days submerged: 24

(T) FACTORS OF INDUCTIVE REACH

Torpedoes: 14
Fuel: 3,000 gals.
Provisions: 14 days
Personnel Factor: 30 days

Limiting factor this patrol - terminated by operation order.

(U) RATINGS

WILLIAMS, Herman C., CPH(A), USN, is worthy of the highest commendation for successfully handling a severe case of bronchopneumonia. He most probably saved the patient's life.

— page 84 —
16-3 COMMANDER SUBMARINE FORCE, PACIFIC FLEET
    SUBORDINATE COMMAND
Serial 013
Care of Fleet Post Office,
San Francisco, California,
January 9, 1944.

FIRST INDIRECT INSTRUCTIONS:
From: The Commander Submarine Force, Pacific Fleet,
    Subordinate Command.
To: The Commander-in-Chief, United States Fleet.
Via: (1) The Commander Submarine Force, Pacific Fleet,
    (2) The Commander-in-Chief, United States Pacific Fleet.

Subject: U.S.S. GUNNEL (SS253), Report of War Patrol
    Number Three (Second in Pacific).

1. The GUNNEL third war patrol was her second in this force and the first after a navy yard overhaul including replacement of HOR engines by WINTON 276-A. GUNNEL spent twenty-four days of this fifty-two day patrol in the assigned area. Patrol was terminated by provisions of the operation order.

2. The assigned area was well covered. Eight contacts were made resulting in two attacks. One contact was on an escorted ship whose actions resembled that of a trap and was avoided. GUNNEL was unable to close three contacts to firing position. One night 2 convoys were picked up by radar approaching in opposite directions. When attack was shifted to the convoy containing largest ships three torpedoes were seen to pass close aboard so GUNNEL retired and could not develop contacted ships which headed away.

3. (a) On the night of 2 December, 2 ACVs escorted by 4 DDs were picked up by radar, zig plan determined and approach started. When targets were seen at 6000 yards GUNNEL went to radar depth. Shortly after submergence submarine broached to 30 feet. When again at radar depth and at range of 3900 yards bearings indicated formation had zigged directly towards GUNNEL. Approach was then conducted from 80 feet using sound bearings. Four torpedoes were fired and no hits are known to have been made. Firing occurred 3 minutes after reaching 80 feet and in all probability estimated enemy course was in error causing misses.

(b) On night of 3-4 December an aggressive, well conducted surface radar attack was made on 2 AKs escorted by one DD. Four hits were seen in a large passenger freighter of AFRICA MARU or ARIZONA MARU class. Although immediate depth charging prevented observation ensuing explosions and noises indicate that this ship undoubtedly sank.

— page 85 —
16-3
Serial 013
C-O-N-F-I-D-E-N-T-I-A-L
FIRST ENORSE UNIT
Subject: U.S.S. GUNNEL (SS253), Report of War Patrol
Number Three (Second in Pacific).

4. GUNNEL encountered considerable interference on SJ radar and strong indications that Jap shore stations and some ships in this area are equipped with radar. On the dark overcast night that three torpedoes were observed to pass near to GUNNEL closest radar pip was 11000 yards. Ships in convoy turned away at about the same time. It is possible these torpedoes were fired by destroyer escort at 11000 yards on radar information. It is equally possible that these torpedoes were fired by an enemy submarine which radar sweeps failed to pick while concentrating on multiple targets.

5. The ingenuity and resourcefulness of our submarine pharmacist's mates, particularly Herman C. WILLIAMS, CPhM(AA), U.S. Navy, in this case, is again worthy of praise.

6. Material defects noted will be completed during normal refit period. Commanding Officer, officers and crew are congratulated on damage inflicted upon the enemy.

J. A. CONNOLLY.

Copy to:
CO GUNNEL

— page 87 —
16-3
Serial 07
U.S.S. GUNNEL (SS253)
Care of Floet: 2o4t Office;
San Francisco, California,
6 April 1944.

cDECLASSIFIED-I-A-L
From: The Commanding Officer:
To: The Commander-in-Chief, United States Fleet.
Via: Official Channels.

Subject: U.S.S. GUNNEL (SS253) - Report of Tar Patrol
Number Four.

Enclosure: (A) Subject Report.
(B) Track Chart (Commander Submarines, Seventh Fleet, only).

1. Enclosure (A), covering the fourth war patrol of this vessel conducted in the approaches to Manila and the northern approach to Makassar Strait during the period 3 February 1944 to 6 April 1944 is forwarded herewith.

J. S. McCANN, Jr.

DECLASSIFIED-ART. 0445, OPNAVINST 5510.1C

BY OP-0982C DATE 3/5/42

DECLASSIFIED

— page 88 —
1. U.S.S. GUNNEL (MS253) - Report of Fourth War Patrol.

C-O-N-F-I-D-E-N-T-I-A-L

Period from 3 Feb. to 6 April 1944 - Operation Order 38-44.

E.A. OFUL
Arrived Midway on 7 January 1944, from third war patrol. Commenced refit, altered bridge and installed FPI. Completed three days training in company with U.S.S. HURRING. Departed 3 February for Sou'esaPao, Com T F 71, and designated area.

1
NARLATTLE

5 Feb.
LONG(T)
Position: Latitude 27° - 43° N
    Longitude 179° - 11° W
    Miles steamed 189. Fuel used 1686.

6 Feb.
1200(T)
Position: Latitude 27° - 02° N
    Longitude 169° - 12° W
    Miles steamed 263. Fuel used 2236.

7 Feb.
1200(L)
Position: Latitude 26° - 43° N
    Longitude 165° - 03° W
    Miles steamed 223. Fuel used 1780.

9 Feb.
1200(L)
Position: Latitude 26° - 25° N
    Longitude 160° - 22° W
    Miles steamed 253. Fuel used 2337.

10 Feb.
0047(K)
Sighted plane with running lights. Bearing 286°(T)
distance 4 miles on course 115° T. Submerged.

0107(K)
1200(K)
Position: Latitude 26° - 00° N
    Longitude 156° - 34° W
    Miles steamed 225. Fuel used 2133.

11 Feb.
0050(K)
Sighted small patrol boat bearing 165°(T), range
6,000 yards on course 070°(T), speed 5 knots.

1200(K)
Position: Latitude 25° - 32.5° N
    Longitude 151° - 41.0° W
    Miles steamed 263. Fuel used 2492.

1.
ENCLOSURE (A)

— page 89 —
12 Feb.
1200(K) Position: Latitude 24° - 38° N
    Longitude 148° - 33° E
    Miles steamed 180. Fuel used 1868.

: 13 Feb.
1200(K) Position: Latitude 23° - 37.5° N
    Longitude 144° - 01.0° E
    Miles steamed 255. Fuel used 2302.

: 14 Feb.
1200(K) Position: Latitude 22° - 42° N
    Longitude 139° - 45° E
    Miles steamed 240. Fuel used 2090.

: 15 Feb.
1200(I) Position: Latitude 21° - 32.5° N
    Longitude 136° - 03.0° E
    Miles steamed 216. Fuel used 1624.

: 16 Feb.
200(I) Position: Latitude 20° - 22° N
    Longitude 132° - 21° E.
    Miles steamed 210. Fuel used 1516.

: 17 Feb.
1200(I) Position: Latitude 19° - 57° N
    Longitude 128° - 02° E
    Miles steamed 247. Fuel used 1991.

: 18 Feb.
1200(I) Position: Latitude 20° - 03 N
    Longitude 124° - 10.5° E
    Miles steamed 217. Fuel used 1760.

: 2121(I) Position: Contact on SD radar, later proved to be Balintang Island, 28,000 yards, and Babuyan Island, 68,000 yards. Checked and adjusted operation of SJ radar, which apparently was not operating properly prior to this time.

: 19 Feb.
0009(H) Transited Balintang Channel.
0205(H) Entered South China Sea.
1200(H) Position: Latitude 19° - 32.5° N
    Longitude 119° - 47.0° E
    Miles steamed 246. Fuel used 2517.

— page 90 —
20 Feb.
1200(H) Commenced patrolling West of Luzon.
Position: Latitude 17° - 10' N
    Longitude 117° - 10' E
    Miles steamed 218, Fuel used 1374.

21 Feb.
1200(H) Position: Latitude 15° - 07' N
    Longitude 117° - 18' E
    Miles steamed 193, Fuel used 1293.

1938(H) Sighted light of small sampan on surface bearing 235°(T), distance 5 miles.

22 Feb.
1200(H) Position: Latitude 12° - 57' N
    Longitude 116° - 31' E
    Miles steamed 239, Fuel used 1538.

23 Feb.
1200(H) Position: Latitude 12° - 58' E
    Longitude 118° - 08' E
    Miles steamed 189, Fuel used 1458.

1645(H) Entered area at Lat. 13° - 02' N, Long. 118° - 31' E. Unless otherwise stated all patrolling was done on surface.

1752(H) Sighted small fishing sampan bearing 310°(T), distance 6 miles on course 070°(T) speed 9 knots.

24 Feb.
0515(H) SJ radar contact on Lubang Is. bearing 110°(T) distance 25,000 yards. Adjusted and calibrated SJ radar.

0520(H) Divd and commenced submerged patrol to north of Lubang Light.
Position: Latitude 14° - 19' N
    Longitude 119° - 38' E
    Miles steamed 145, Fuel used 1054.

1507(H) Sighted smoke through periscope. Changed course to normal approach course. I was unable to close this contact so at

1730(H) Surfaced and put all four main engines on the line. Darkness closed in before I was able to identify this target and the SJ radar failed in operation. That night we closed Lubang Island and tuned the Radar to maximum efficiency.

25 Feb.
1108(H) Sighted small sampan bearing 200°T distance 5 miles. Submerged and at

1159(H) Surfaced clear of target.
Position: Latitude 15° - 35' N
    Longitude 119° - 26' E
    Miles steamed 183, Fuel used 1300.

1925(H) Sighted light of fishing sampan.

— page 91 —
26 Feb.
1200(H) Position: Latitude 15° - 10' N
    Longitude 118° - 01.5' E
    Miles steamed 167. Fuel used 1122.
1245(H) Sighted Scarborough Shoals. Several small outrigger canoes fishing inside of Lagoon.
1835(H) In Let. 14° - 58.5' N and Long. 117° 30' E
    Experienced radar interference that developed later into three distinct sources on the following bearings: 353°(T), 190°(T) and about 100°(T). These persisted until 2200 when all shut down except the one to the north.
2330(H) All three opened up again and at all interference ceased. I never sighted or contacted any targets and I presume that these were three patrol vessels as this was not our last encounter.

27 Feb.
0645(H) Sighted smoke on the horizon bearing 030°(T), distance 14 miles. At
0647(H) High lookout reported masts of possible convoy well beyond horizon. Executive officer on examination through periscope picked up submarine bearing 020°T distance 15,000 yards on southerly course.
0650(H) Submerged (Lat. 14° - 56' N, Long. 116° - 58' E) and commenced approach on submarine. As range closed it became apparent that this submarine had both periscopes raised. Weather was fair with sea force 3 and wind north force 4. 'Hile taking position for ninety stern tube starboard track this "UU" boat (identified as such, 750 ton) submerged at 2500 yards between observations. Sound conditions were poor which precluded any sound contact on his part.
0830(H) Sighted smoke and masts of a fast moving ship at Bearing 050°(T) distance 12,000 yards moving east. Came to the normal approach course and at
0915(H) Surfaced with nothing in sight. I assumed that the ship or ships were bound for Manila and put all four main engines on the line and gave chase.
1200(H) Position: Latitude 14° - 31' N
    Longitude 117° - 22.5' E
    Miles steamed 227. Fuel used 1644.
1225(H) Nothing was sighted so secured the engines and resumed normal surface patrol. In retrospection I do not think that the "UU" boat was connected with the convoy. I believe at the time that he was observing this convoy through his own relief of iscopes and that he may have submerged to avoid contact.

— page 92 —
20:00(H) Sighted sighted sampan bearing 002°(T) distance 13,000 yards. Position Lat. 14° - 26° N. Long. 118° - 30.5° E.

28 Feb. 0530(H) SJ radar contact on Lubang Is. Bearing 102°(T), distance 80,000 yards.
1200(H) Position: Latitude 13° - 40° N. Longitude 120° - 00° E. Miles steamed 182. Fuel used 1366.

29 Feb. 0000(H) Changed course to patrol in Verde Island Passage.
0302(H) Sighted small sampan.
0540(H) Submerged.
0805(H) In Calavite Passage sighted two small vessels, fifty to one hundred tons, that had the appearance of patrolling. I avoided them and continued on into Verde Island Passage.
1200(H) Position: Latitude 13° - 31.5° N. Longitude 120° - 18.5° E. Miles steamed 116. Fuel used 1072.

1605(H) Sighted small sampan.
1750(H) Surfaced in Verde Island Passage, western end.
2045(H) In position Lat. 13° - 37.5° N. Long. 120° - 33.5° E. Sighted small patrol vessel. Avoided.

1 March 0300(H) Sighted sighted sampan.
0520(H) Submerged; conducting patrol in passage.
0646(H) Sighted small fishing boat with sail up.
1200(H) Position: Latitude 13° - 41.5° N. Longitude 120° - 37° E. Miles steamed 164. Fuel used 1257.

1255(H) Sighted two patrol boats patrolling off Cape Santiago. One patrol boat hoard us because he followed the submarine for about an hour alternately running and stopping to listen.
1615(H) Sighted small sailing vessel with oversize aerial, Position Lat. 13° - 34° N. Long. 120° - 33° E, in eastern end of Calavite Passage.
1925(H) Surfaced and took course clearing Calavite and Verde Island Passage.

2 March 0620(E) Sighted sampan bearing 030°(T) distance 15,000 yards and avoided.
1200(H) Position: Latitude 15° - 02° N. Longitude 119° - 06.5° E. Miles steamed 149. Fuel used 1327.

— page 93 —
1735(H) Sighted smoke on horizon which inspection after dark disclosed to be small properly lighted hospital ship on southerly course. (Lat. 15° - 33' N. Long. 119° - 35' E. Due to interference, I suspect that this ship was using radar.

3 March 0515(H) Commenced patrolling off of Cape Bolinaco. Submerged and closed coast. Position: Latitude 16° - 03' N. Longitude 119° - 36' E. Miles steamed 119. Fuel used 918.

1530(H) Sighted smoke through periscope bearing 043°(T) distance 20,000 yards. Later identification disclosed this to be medium sized passenger freighter with one escort of the OTORI Class torpedo boat. I was unable to close this target to less than 4,000 yards, due to the fact that he pulled me out from coast and than made radical zig in close. It was headed south for Manila. I decided to surface and run ahead for night approach. So at Surfaced and proceeded on course 2000T at maximum speed.

1930(H) Sighted unidentified light bearing 230T distance 12,000 yards. Continued chase of afternoon target. Sighted a ship with escort bearing 130°(T) distance 18,000 yards on course 015°(T) speed 10 knots. Shortly I received radar interference from the new Tracer. I than decided to get ahead and close the coast, submerge, and conclude approach by sound and periscope. At this time, search lights at regular intervals and navigational lights appeared along the coast from Capo Bolinaco to Pt. Ociiman. Those searchlights were located at each navigational light at intervals of about one mile and so directed as to illuminate the coast line. It was apparent that he would hug the shore at this point. "Hilo maneuver-ing to get in position, radar interference develop-ed in the direction of Pt. Ociiman. There were scattered clouds in the sky and the moon was out, making a poriscoo approach feasible. At'

4 March 0107(H) Submerged and closed the coast to 2.5 miles at Pt. Piodra. Prior to submerging the high lookout reported that anchor escort had joined the target group apparently coming from Santa Cruz where two lights at the harbor entrance were observed. Made all tubes ready for firing and steadied on 280T for a storm tube shot. The coast runs north and south at this point. Lat. 16° - 16' N. About this time, the moon became completely blacked out, eliminating use of the poriscoo. I thought of

— page 95 —
8 March
Standing South to patrol in vicinity of Capo Calevito.
Sighted flying boat in position Lat. 14° - 25' N.
Long. 119° - 46.5' E. Submerged.
Plane dropped two depth bombs.
Position: Latitude 14° - 24' N.
Longitude 119° - 39' E.
Miles steamed 152. Fuel used 1028.

1440(H)
Sighted single engine float plane. Position
Lat. 14° - 04.5' N. Long. 119° - 30' E. Submerged,
no bombs this time.
1819(H)
Surfaced.
Momentary pin on S3 bearing 220°T at 19,000 yards.
Probably plane. Night was very light with full
moon, visibility 20,000 yards.
2125(H)
Reposition of above pip. No have had airroret
on this screen before in vicinity of Yokohoma.
This was choked by actual sighting of running
lights of planes.

9 March
0020(H)
S.J. Radar contact bearing 220°T in Lat. 13° - 52.5'
N. Long. 119° - 46' E at 19,000 yards. Closed this
range and sighted the target visually at 16,000 yards.
This was a small patrol vessel equipped with radar.
At the same time there was interforenoo from two
other sources, 060(T) and 160(T). No other visual
contacts were made but I suspect that this was the
same three of the night of 26 February. This radar
interference continued for some time, slowly changing
bearings indicating a possible search. As previously
mentioned the visibility was high.
0540(H)
Submerged patrol off Capo Calevito.
Position: Latitude 13° - 31.5' N.
Longitude 120° - 16' E.
Miles steamed 128. Fuel used 1057.

1856(H)
Surfaced.

10 March
Patrolling, Capo Calevito.
Sighted fishing sempen.
Sighted smoke on horizon on boaring 310°T. Went to
maximum spood but was unable to either pick up target
or smoke again.
0520(H)
Submerged.
Position: Latitude 13° - 30' N.
Longitude 120° - 14' E.
Miles steamed 97. Fuel used 926.

— page 96 —
1510(H) Sighted small sampan.
1835(H) Surfaced.

11 March
0250(H) Sent my number one roquosting extension in area.
1000(H) On surface picked up radar interference at bearing
1900 T.
1200(H) Position: Latitude 14° - 34° N
Longitude 118° - 13° E
Miles steamed 179. Fuel used 1460.

12 March
0515(H) Submerged.
1200(H) Position: Latitude 13° - 00° N
Longitude 120° - 34° E
Miles steamed 178. Fuel used 1333.

1445(H) Sighted smoke through periscope on horizon bearing
276°(T). Also picked up a plane on this same bearing
which gave every indication of being an air escort
for a convoy. No wore unable to close this contact.

1900(H) Surfaced.

13 March
0530(H) Submerged off Maniguin Light.
1200(H) Position: Latitude 11° - 32.5° N
Longitude 121° - 38.0° E
Miles steamed 152. Fuel used 1050.

1855(H) Surfaced. Commenced passage of East Cuyo Pass.

14 March
0525(H) Submerged.
1200(H) Position: Latitude 09° - 25° N
Longitude 121° - 49° E
Miles steamed 192. Fuel used 1383.

1510(H) Surfaced.

15 March
0500(H) Submerged off of West coast of Mindanao. Position;
Lat. 07° - 52' N, Long. 122° - 07' E.
1200(H) Position: Latitude 07° - 55.5° N
Longitude 122° - 08.0° E
Miles steamed 122. Fuel used 1051.

1745(H) Sighted five or six small fishing vessels bearing
0400 T.
1905(H) Surfaced.

16 March
0625(H) Standing towards Sibutu Passage.
Sighted bomber bearing 000°T distance 8 miles,
on southerly course. Submerged, no bombs.

— page 97 —
1200(H) Position: Latitude 06° - 50.5' N
    Longitude 120° - 05.0' E
    Miles steamed 160, Fuel used 1397.
    Surface: Took course for Sibutu Passage.

17 March
0110(H) Slighted small unidentified vessel, 190°T, 10,000 yards.
0400(H) Completed transited of Sibutu Passage.
0530(H) Submerged.
1200(H) Position: Latitude 03° - 58' N
    Longitude 120° - 01.5' E
    Miles steamed 202, Fuel used 1652.

1810(H) Surfacad.

18 March
0535(H) Submerged and commenced patrol in position: Lat.
   01° - 49.5' N, Long. 120° - 35.5' E.
1200(H) Position: Latitude 120° - 35.5' E
    Miles steamed 166, Fuel used 1436.

1205(H) Sighted one auxiliary carrier and two destroyers,
    range 12,000 yards on base course 260° spoed; 15
    knots. Battle stations.
1206(H) Normal approach course.
1211(H) Periscope observation indicated range of 9,000
    yards, angle on the bow 10° port. Saw two planes
    patrolling to left of target. Just before putting
    down the periscope, I noticed a large cloud of
    black smoke from the port destroyer screen. App-
    arantly she increased speed on a contact from an
    unseen plane that spotted the periscope or hull
    of the submarine because, about a minute after
    the periscope was lowered, two depth bombs went
    off at about two hundred yards. I went to 120
    feet and this was followed by depth charges, none
    close, from the destroyer. Went to 300 feet and
    silent running. The destroyer dropped about six-
    ton depth charges in the next twenty minutes.
    Thus, ended this encounter.
1810(H) Surface.

19 March
0551(H) Submerged and commenced patrol off Stromon Capo.
1200(H) Position: Latitude 01° - 23.5' N
    Longitude 121° - 05.5' E
    Miles steamed 127, Fuel used 898.

— page 98 —
1838(H) 20 March
0230(H) 21 March
0520(H) 22 March
0903(H) 23 March
1200(H) 24 March
1842(H) 25 March
0535(H) 26 March
0842(H) 27 March
0847(H) 28 March
0852(H) 29 March
1200(E) 30 March
1817(H) 31 March
2240(H) 32 March

---

**Submerged patrol report for USS GUNNEL (SS253) - Report of Fourth War Patrol.**

**Surfaced.**
- Sighted small fishing vessel bearing 180°T, range 7,000 yards.
- Submerged and common patrol north of North 'Tatohor, Makasser Streets.
- Position: Latitude 00° - 45.5' N
- Longitude 119° - 59' E
- Miles steamed 106. Fuel used 717.

**Surfaced.**
- Submerged for patrol north of North 'Tatohor.
- Sighted small sailing vessel.
- Position: Latitude 00° - 41.5' N
- Longitude 119° - 55' E
- Miles steamed 101. Fuel used 793.

**Surfaced.**
- Submerged and common patrol in position, Lat. 01° - 31' N, Long. 119° - 49' E.
- Sighted one auxiliary aircraft carrier and two destroyers on course 060°(T) spoed 15 knots at 11,000 yards.
- The angle on the bow was ton dogroos stearboard and at 9,500 yards came loft to about a ninoty track and went to 120 foot. Plottod targot by sound until chengo in boaring showod possible right zig.
- Poriscoop observation showed targot to newo changod course radically to right, angle on bow eighty port, range eight thousand yards. I was nowr able to reach position of loss range and tergot changod course again to right. Thus endod socond onoounter.
- Position: Latitude 01° - 32.5' N
- Longitude 119° - 53.0' E
- Miles steamed 122. Fuel used 1188.

**Surfaced to oloar aroa.**
- S.J. Radar contact, position Lat. 01° - 41.5' N, Long. 120° - 46' E. Boaring 243°T, distenoo 21,500 yards.
- The next morning poriscoop observation disolosod thoso to bo four medium sized tankors oscoorted by four des-troyors. Radar tracking gave targot baso course of 090°(T), spoed 12 knots. Thoy ziggod from 060°(T) to 120°(T) about six minutes on aon log. First I tried to oloso thoso targots on the port bow, then on the

— page 99 —
23 March 0155(H)
I decided to attempt to get ahead of convoy and make
periscope approach shortly after daylight before air
escorts joined group.
In effort to get on track of convoy I closed the
sorcer on the port bow of the convoy to a range of
11,000 yards. This brought immdiato response be-
cause he apparently turned directly towards the sub-
marine and the range decreased at a rate indicating
that the destroyer was making over thirty knots. The
radar transmitter was operated periodically as montion-
od above and the constant intorforonce on our sorcer
left no doubt that he was trained on us in bearing.
The range closed to 9,200 yards and in the increasing
light we wore afraid of visual sighting so I submerged
while still six thousand yards off of the convoy's
track. There is no doubt that this destroyer knew
of our presence and closed to attack. I changed to
the normal approach course. It was still too dark
for a periscope observation.
Picked up high speed sorews which slowed down and
stopped. The star sets of high speed sorews were
heard, one close aboard. This was followed at
by the slow sorews of merchant ships.
Periscope observation showed that the convoy was
beyond angle on the bow 160° port range 3,900 yards.
Sound conditions were poor, range two or three thou-
and yards. I most certainly expected to be worked
over by the destroyer previously mentioned and made
the mistake of not getting the torpedo tubes ready
before the convoy was actually over the submarine.
I was very much surprised when the heavy sorews were
picked up as I expected the main body to pass further
south. This convoy was distributed with the tankers
in a square and a destroyer patrolling ahead, astern,
and on either flank. It was a very close formation
when I saw it and the destroyers were stopping period-
ically to listen. The unfrtunato oircumstance was
the imposed dive at 9,200 yards before I was in a
position well ahead of the convoy to conduct a proper
periscope approach.

12

ENCLOSURE (4)

— page 100 —
0745(H) 1136(H) 1200(H) 1310(H) 1345(H) 1802(H)

: 24 March 0530(H) 1200(H) 1813(H) 2334(H) 25 March 0535(H) 0839(H) 0847(H) 1048(H) 1059(H) 1200(H)

: 1300(H) 1814(H) 26 March 0530(H) 1200(H) 1725(H) 27 March 1200(H) 1225(H)

: 37° 42' 00" 125° 12' 00" 1673.5 00' 00" 00

— page 101 —
1255(H)  Surfaced and closed boat, which close inspection dis-
closed to be sampan with natives aboard. No radio,
no nips.

: 28 March  Position:  South through Banda Sea.
: 1200(H)  Latitude:  06° - 29' S
:  Longitude: 126° - 58.5' E
:  Miles steamed 277. Fuel used 2699.

: 1820(H)  Passed through barrier.

: 29 March  Submerged.
: 0600(H)  Sighted monoplane.
: 1100(H)  Position:  Latitude: 09° 40' S
: 1200(H)  Longitude: 128° - 08' E
:  Miles steamed 218. Fuel used 1987.

: 1600(H)  Surfaced.

: 30 March  Moored at Darwin. Unloaded torpedoes. Received
: 0805(H)  provisions and 35,000 gals. fuel oil. Miles
:  steamed 258, Fuel used 2340.

: 31 March  Underway for Freemantle.
: 0530(H)  Position:  Latitude: 12° - 08' S
: 1200(H)  Longitude: 129° - 42' E
:  Miles steamed 73. Fuel used 790.

: 1730(H)  Sighted five medium bombers.

: 1 April  Position:  Latitude: 12° - 59' S
: 1200(H)  Longitude: 124° - 29' E
:  Miles steamed 306. Fuel used 4231.

: 1601(H)  Sighted plane. Submerged.
: 1730(H)  Surfaced.

: 2 April  Position:  Latitude: 15° - 56' S
: 1200(H)  Longitude: 119° - 27' E
:  Miles steamed 340. Fuel used 5780.

: 3 April  Position:  Latitude: 19° - 20' S
: 1200(H)  Longitude: 114° - 00' E
:  Miles steamed 335. Fuel used 5802.

: 1415(H)  Passed Dutch sub K15.

— page 102 —
1. U.S.S. GUNNEL (SS253) - Report of Fourth War Patrol.

2. MATCH

Climatic conditions during the entire patrol were ideal for peacetime cruising, clear skies, glassy water and light winds being continually conspicuous. A moderately rough sea, lasting for a few hours, was encountered north west of Lingayen Gulf; and west of Scarborough Shoals the sea was choppy with slight swells, but soon abated.

The Banda, Subi, and Colebes Seas, Kindoro Strait, and Kolukka Passage were practically dead flat calms. Squally weather frequently resulted in reduced visibility, characterized conditions in the Ceram Sea.

North east.

3. TIDAL INCREASE

Currents were noted as follows:

| Currents | Description |
|||
| 320°     | 1 Knot.     |
| 210°     | 1.5 Knots (increased as the beach was approached). |
| 000°     | 0.5 Knots   |
| 010°     | 2.0 Knots    |
| 020°     | 1.6 Knots    |

Forty miles west of Subio Bay (surface)
000° 0.5 Knots

Off Piedra Pt. (submerged)
010° 2.0 Knots

Thirty seven miles south west of Matatindoo Pt.,
Negros Is. (submerged)
000° 1.5 Knots

South of Kuril Island in East Ouyo Pass (submerged)
250° 1.5 Knots

In the Sulu Sea Lat. 6° - 55' N, Long. 120° - 07' E
020° 1.6 Knots.

15

PENOLOSURE (A)

— page 108 —
1. 1st LT, 2nd LT, 3rd LT, 4th LT, 5th LT, 6th LT, 7th LT, 8th LT, 9th LT, 10th LT, 11th LT, 12th LT, 13th LT, 14th LT, 15th LT, 16th LT, 17th LT, 18th LT, 19th LT, 20th LT, 21st LT, 22nd LT, 23rd LT, 24th LT, 25th LT, 26th LT, 27th LT, 28th LT, 29th LT, 30th LT, 31st LT, 32nd LT, 33rd LT, 34th LT, 35th LT, 36th LT, 37th LT, 38th LT, 39th LT, 40th LT, 41st LT, 42nd LT, 43rd LT, 44th LT, 45th LT, 46th LT, 47th LT, 48th LT, 49th LT, 50th LT, 51st LT, 52nd LT, 53rd LT, 54th LT, 55th LT, 56th LT, 57th LT, 58th LT, 59th LT, 60th LT, 61st LT, 62nd LT, 63rd LT, 64th LT, 65th LT, 66th LT, 67th LT, 68th LT, 69th LT, 70th LT, 71st LT, 72nd LT, 73rd LT, 74th LT, 75th LT, 76th LT, 77th LT, 78th LT, 79th LT, 80th LT, 81st LT, 82nd LT, 83rd LT, 84th LT, 85th LT, 86th LT, 87th LT, 88th LT, 89th LT, 90th LT, 91st LT, 92nd LT, 93rd LT, 94th LT, 95th LT, 96th LT, 97th LT, 98th LT, 99th LT, 100th LT, 101st LT, 102nd LT, 103rd LT, 104th LT, 105th LT, 106th LT, 107th LT, 108th LT, 109th LT, 110th LT, 111st LT, 112th LT, 113th LT, 114th LT, 115th LT, 116th LT, 117th LT, 118th LT, 119th LT, 120th LT, 121st LT, 122nd LT, 123rd LT, 124th LT, 125th LT, 126th LT, 127th LT, 128th LT, 129th LT, 130th LT, 131st LT, 132nd LT, 133rd LT, 134th LT, 135th LT, 136th LT, 137th LT, 138th LT, 139th LT, 140th LT, 141st LT, 142nd LT, 143rd LT, 144th LT, 145th LT, 146th LT, 147th LT, 148th LT, 149th LT, 150th LT, 151st LT, 152nd LT, 153rd LT, 154th LT, 155th LT, 156th LT, 157th LT, 158th LT, 159th LT, 160th LT, 161st LT, 162nd LT, 163rd LT, 164th LT, 165th LT, 166th LT, 167th LT, 168th LT, 169th LT, 170th LT, 171st LT, 172nd LT, 173rd LT, 174th LT, 175th LT, 176th LT, 177th LT, 178th LT, 179th LT, 180th LT, 181st LT, 182nd LT, 183rd LT, 184th LT, 185th LT, 186th LT, 187th LT, 188th LT, 189th LT, 190th LT, 191st LT, 192nd LT, 193rd LT, 194th LT, 195th LT, 196th LT, 197th LT, 198th LT, 199th LT, 200th LT, 201st LT, 202nd LT, 203rd LT, 204th LT, 205th LT, 206th LT, 207th LT, 208th LT, 209th LT, 210th LT, 211st LT, 212nd LT, 213rd LT, 214th LT, 215th LT, 216th LT, 217th LT, 218th LT, 219th LT, 220th LT, 221st LT, 222nd LT, 223rd LT, 224th LT, 225th LT, 226th LT, 227th LT, 228th LT, 229th LT, 230th LT, 231st LT, 232nd LT, 233rd LT, 234th LT, 235th LT, 236th LT, 237th LT, 238th LT, 239th LT, 240th LT, 241st LT, 242nd LT, 243rd LT, 244th LT, 245th LT, 246th LT, 247th LT, 248th LT, 249th LT, 250th LT, 251st LT, 252nd LT, 253rd LT, 254th LT, 255th LT, 256th LT, 257th LT, 258th LT, 259th LT, 260th LT, 261st LT, 262nd LT, 263rd LT, 264th LT, 265th LT, 266th LT, 267th LT, 268th LT, 269th LT, 270th LT, 271st LT, 272nd LT, 273rd LT, 274th LT, 275th LT, 276th LT, 277th LT, 278th LT, 279th LT, 280th LT, 281st LT, 282nd LT, 283rd LT, 284th LT, 285th LT, 286th LT, 287th LT, 288th LT, 289th LT, 290th LT, 291st LT, 292nd LT, 293rd LT, 294th LT, 295th LT, 296th LT, 297th LT, 298th LT, 299th LT, 300th LT, 301st LT, 302nd LT, 303rd LT, 304th LT, 305th LT, 306th LT, 307th LT, 308th LT, 309th LT, 310th LT, 311st LT, 312nd LT, 313rd LT, 314th LT, 315th LT, 316th LT, 317th LT, 318th LT, 319th LT, 320th LT, 321st LT, 322nd LT, 323rd LT, 324th LT, 325th LT, 326th LT, 327th LT, 328th LT, 329th LT, 330th LT, 331st LT, 332nd LT, 333rd LT, 334th LT, 335th LT, 336th LT, 337th LT, 338th LT, 339th LT, 340th LT, 341st LT, 342nd LT, 343rd LT, 344th LT, 345th LT, 346th LT, 347th LT, 348th LT, 349th LT, 350th LT, 351st LT, 352nd LT, 353rd LT, 354th LT, 355th LT, 356th LT, 357th LT, 358th LT, 359th LT, 360th LT, 361st LT, 362nd LT, 363rd LT, 364th LT, 365th LT, 366th LT, 367th LT, 368th LT, 369th LT, 370th LT, 371st LT, 372nd LT, 373rd LT, 374th LT, 375th LT, 376th LT, 377th LT, 378th LT, 379th LT, 380th LT, 381st LT, 382nd LT, 383rd LT, 384th LT, 385th LT, 386th LT, 387th LT, 388th LT, 389th LT, 390th LT, 391st LT, 392nd LT, 393rd LT, 394th LT, 395th LT, 396th LT, 397th LT, 398th LT, 399th LT, 400th LT, 401st LT, 402nd LT, 403rd LT, 404th LT, 405th LT, 406th LT, 407th LT, 408th LT, 409th LT, 410th LT, 411st LT, 412nd LT, 413rd LT, 414th LT, 415th LT, 416th LT, 417th LT, 418th LT, 419th LT, 420th LT, 421st LT, 422nd LT, 423rd LT, 424th LT, 425th LT, 426th LT, 427th LT, 428th LT, 429th LT, 430th LT, 431st LT, 432nd LT, 433rd LT, 434th LT, 435th LT, 436th LT, 437th LT, 438th LT, 439th LT, 440th LT, 441st LT, 442nd LT, 443rd LT, 444th LT, 445th LT, 446th LT, 447th LT, 448th LT, 449th LT, 450th LT, 451st LT, 452nd LT, 453rd LT, 454th LT, 455th LT, 456th LT, 457th LT, 458th LT, 459th LT, 460th LT, 461st LT, 462nd LT, 463rd LT, 464th LT, 465th LT, 466th LT, 467th LT, 468th LT, 469th LT, 470th LT, 471st LT, 472nd LT, 473rd LT, 474th LT, 475th LT, 476th LT, 477th LT, 478th LT, 479th LT, 480th LT, 481st LT, 482nd LT, 483rd LT, 484th LT, 485th LT, 486th LT, 487th LT, 488th LT, 489th LT, 490th LT, 491st LT, 492nd LT, 493rd LT, 494th LT, 495th LT, 496th LT, 497th LT, 498th LT, 499th LT, 500th LT, 501st LT, 502nd LT, 503rd LT, 504th LT, 505th LT, 506th LT, 507th LT, 508th LT, 509th LT, 510th LT, 511st LT, 512nd LT, 513rd LT, 514th LT, 515th LT, 516th LT, 517th LT, 518th LT, 519th LT, 520th LT, 521st LT, 522nd LT, 523rd LT, 524th LT, 525th LT, 526th LT, 527th LT, 528th LT, 529th LT, 530th LT, 531st LT, 532nd LT, 533rd LT, 534th LT, 535th LT, 536th LT, 537th LT, 538th LT, 539th LT, 540th LT, 541st LT, 542nd LT, 543rd LT, 544th LT, 545th LT, 546th LT, 547th LT, 548th LT, 549th LT, 550th LT, 551st LT, 552nd LT, 553rd LT, 554th LT, 555th LT, 556th LT, 557th LT, 558th LT, 559th LT, 560th LT, 561st LT, 562nd LT, 563rd LT, 564th LT, 565th LT, 566th LT, 567th LT, 568th LT, 569th LT, 570th LT, 571st LT, 572nd LT, 573rd LT, 574th LT, 575th LT, 576th LT, 577th LT, 578th LT, 579th LT, 580th LT, 581st LT, 582nd LT, 583rd LT, 584th LT, 585th LT, 586th LT, 587th LT, 588th LT, 589th LT, 590th LT, 591st LT, 592nd LT, 593rd LT, 594th LT, 595th LT, 596th LT, 597th LT, 598th LT, 599th LT, 600th LT, 601st LT, 602nd LT, 603rd LT, 604th LT, 605th LT, 606th LT, 607th LT, 608th LT, 609th LT, 610th LT, 611st LT, 612nd LT, 613rd LT, 614th LT, 615th LT, 616th LT, 617th LT, 618th LT, 619th LT, 620th LT, 621st LT, 622nd LT, 623rd LT, 624th LT, 625th LT, 626th LT, 627th LT, 628th LT, 629th LT, 630th LT, 631st LT, 632nd LT, 633rd LT, 634th LT, 635th LT, 636th LT, 637th LT, 638th LT, 639th LT, 640th LT, 641st LT, 642nd LT, 643rd LT, 644th LT, 645th LT, 646th LT, 647th LT, 648th LT, 649th LT, 650th LT, 651st LT, 652nd LT, 653rd LT, 654th LT, 655th LT, 656th LT, 657th LT, 658th LT, 659th LT, 660th LT, 661st LT, 662nd LT, 663rd LT, 664th LT, 665th LT, 666th LT, 667th LT, 668th LT, 669th LT, 670th LT, 671st LT, 672nd LT, 673rd LT, 674th LT, 675th LT, 676th LT, 677th LT, 678th LT, 679th LT, 680th LT, 681st LT, 682nd LT, 683rd LT, 684th LT, 685th LT, 686th LT, 687th LT, 688th LT, 689th LT, 690th LT, 691st LT, 692nd LT, 693rd LT, 694th LT, 695th LT, 696th LT, 697th LT, 698th LT, 699th LT, 700th LT, 701st LT, 702nd LT, 703rd LT, 704th LT, 705th LT, 706th LT, 707th LT, 708th LT, 709th LT, 710th LT, 711st LT, 712nd LT, 713rd LT, 714th LT, 715th LT, 716th LT, 717th LT, 718th LT, 719th LT, 720th LT, 721st LT, 722nd LT, 723rd LT, 724th LT, 725th LT, 726th LT, 727th LT, 728th LT, 729th LT, 730th LT, 731st LT, 732nd LT, 733rd LT, 734th LT, 735th LT, 736th LT, 737th LT, 738th LT, 739th LT, 740th LT, 741st LT, 742nd LT, 743rd LT, 744th LT, 745th LT, 746th LT, 747th LT, 748th LT, 749th LT, 750th LT, 751st LT, 752nd LT, 753rd LT, 754th LT, 755th LT, 756th LT, 757th LT, 758th LT, 759th LT, 760th LT, 761st LT, 762nd LT, 763rd LT, 764th LT, 765th LT, 766th LT, 767th LT, 768th LT, 769th LT, 770th LT, 771st LT, 772nd LT, 773rd LT, 774th LT, 775th LT, 776th LT, 777th LT, 778th LT, 779th LT, 780th LT, 781st LT, 782nd LT, 783rd LT, 784th LT, 785th LT, 786th LT, 787th LT, 788th LT, 789th LT, 790th LT, 791st LT, 792nd LT, 793rd LT, 794th LT, 795th LT, 796th LT, 797th LT, 798th LT, 799th LT, 800th LT, 801st LT, 802nd LT, 803rd LT, 804th LT, 805th LT, 806th LT, 807th LT, 808th LT, 809th LT, 810th LT, 811st LT, 812nd LT, 813rd LT, 814th LT, 815th LT, 816th LT, 817th LT, 818th LT, 819th LT

— page 109 —
22

U.S.S. (SS-251) - Report of Patrol
No. 1
Date: 12-12-45
Time: 0342
USS 35-12N
125-45E
Ship: 2
Range: 2000
Bearing: 270°
Speed: 900
Depth: 2000
Torpedo: 2000
Depth Charge: 2000
Depth

— page 110 —
7. ATTACK DATA
None.
8. MINES
None Encountered.
9. ANTI-SUBMARINE MEASURES AND EVASION TACTICS.

Of primary importance is the offensive character of the Japanese. anti-submarine measures as compared with the defensive attitude of a few months ago. Perhaps the greatest influence is the greatly increased use of air.

10. MAJOR DEFECTS AND DAMAGE
C & R
The air conditioning system did not operate at maximum efficiency due mainly to lack of spare parts which were unobtainable on the last refit at Midway. One thermostatic expansion valve became entirely inoperative and the Manual by-pass valve had to be used. Both compressors make considerable noise throughout the boat and can be partly remedied by shock mounting. It is believed that a great improvement in air circulation and temperature submerged can be accomplished by installing an extra set of coils and a fan in the Supply System at the forward Control Room bulkhead.

ENGINEERING
A lube oil pump failure on #1 main engine was experienced during the early part of the patrol. Investigation revealed that the teeth on the oil pump spline shaft were completely sheared. The teeth of the driving shaft attached to the engine were entirely free of any burrs or abrasions. Pump was replaced with spare which has operated satisfactorily. No cause for the failure can be determined other than defective material since end clearance of the shafts was sufficient to prevent binding. The original pump is satisfactory except for the damaged shaft.

The Roots-Connorsville compressor attached to #1 evaporator unit developed an unusual pounding noise which was discovered to be caused by a damaged bell bearing race. The bearing was replaced with a spare. After ten hours of further operation another noise developed. Upon disassembly it was discovered that the taproot pin in the compressor lobe shaft backed out and sheared thus bending the shaft. Another spore complete unit was installed with proper casing clearance, but the .006" to .016" taproot lobe clearance was unobtainable; a .012" overall clearance was the optimum. The compressor operated satisfactorily for 60 hours; then developed a noise caused by lack of clearance between lobes,

— page 111 —
1. U.S.S. GUNNEL (SS253) - Report of Fourth War Patrol.

ENGINEERING (Cont'd)
The evaporator unit was scoured, ponding proper belading and alignment of the compressor during the refit period.

Considerable difficulty with engine smoking was present temporarily until a two-solution remedy seemed to solve the problem. Exhaust temperatures were properly adjusted to recirculate limits and to coincide with one another as nearly as possible. This action helped noticably. It was then found by thoroughly cleaning the silencer, so that the air was no longer in the air box, and from the air box to the bilges that smoking ceased almost entirely with operating engines under a fixed load. This latter procedure is now included in the weekly maintenance program, and is frequent enough to prevent recurrence of smoking.

While returning from patrol, two inboard cylinder head bolts on #9 unit, #1 main engine, sheered. Casually probably due to loosening of nuts. All cylinder head bolts were checked with torque wrench to proper 650 pound setting during last refit period. Recurrence will be prevented by checking torque settings once each month.

11. RADIO
Radio reception was good to excellent on 9250 and 4370 kcs.

No serials were missed.
Signal strength was five.
Sont these messages in March:
101650
181255
221058
230052
271620
290945

On two separate transmissions difficulty was experienced because of failure of the T.B.L.-6. Plate voltage and filament voltage were lost because of an overload and the failure of the overload reset to function properly. Recommend this unit be overhauled.

24.

ENCLOSURE (2)

— page 112 —
12. RADAR

S.J. The S.J. radar operation at the beginning of the patrol was erratic and unsatisfactory. This was not detected until within range of Balingang Channel when land was not picked up until the range closed to 17,000 yards. It was found upon shock with wavemotor that the Beating Oscillator in the transmitter-receiver was badly out of tune. Returned to proper frequency of 60 MO above the transmitter and S.J. retained land on Balingang Island to 60,000 yards as range opened.

When the S.J. was turned on after the first day of submergence, prior to surfacing, a heavy and loud arcing was detected in the PIU unit, necessitating taking it out of service. A chock found the trouble to be in a high voltage arc from the 5D21 rectifier socket to the metal supporting frame surrounding it. Further inspection found the cathode ray tube to be defective, there being a carbonized short between the accelerator (2nd) anode and the cathode. The first trouble persisted repeatedly at the same times as first mentioned, and believe this is due to moisture deposited during submergence, which creates a path across the porcelain insulator frame, since the high voltage contact pins project through and above the frame. In attempting to lower the pins below the insulating section by grinding off the tops and drilling a section of each pin out so that it could be sealed with insulating material, the socket was dropped and broken. No spares were available, causing the PIU to be inoperative during most of the patrol.

Believe the radars to be wire the 120V A.C. power supply and 300V D.C. power supply through the now not used antenna motor switch so that the PIU may remain inoperative during surfacing after being submerged for a long period of time, thus giving the rectifier unit a chance to dry out.

After carefully returning the S.J. with the wavemotor it worked satisfactorily but the load voltage supply from the S.J. motor generator fluctuated enough to cause the sweep to shift erratically. The MG was removed and cleaned, having found it in bad condition with salt deposits, grease and dirt accumulation. This improved its performance but the overload and accelerator relays are worn and should be replaced, since they give trouble continually.

Ranges on mountain peaks up to approximately 90,000 yards were obtained on the S.J. after returning and it picked up low flying planes at reasonable ranges.

Destroyers were picked up at 19,000 yard ranges, while small patrol craft were picked up at ranges of 5,000 to 12,000 yards.

— page 114 —
U.S.S. GUNN (SS253) - Report of Fourth War Patrol.

It would prove advantageous if the JK motor training unit could be used during silent running, and if possible a noise level test made with this unit in operation to ascertain whether it could be detected by a listening apparatus, since operation of the unit manually is fatiguing and inconvenient.

The QB sound head was rarely used since it is not as sensitive as the JK. The shaft on it rattles and vibrates and should be checked.

The JP-1 proved invaluable and often picked up propeller beats before the JK. Best operation was obtained on the 3,000 KG selective filter. Better disorientation between high speed and low speed scows wore often on this unit. The only disadvantage was in the high impedance crystal headphones. Perspiration and heat combined to dull their sensitivity. At present both headphones sots are in bad shape.

Sound conditions off the western coast of Luzon were generally bad and agreed with those indicated on the sound ranging chart issued by the Hydrographic Office.

14. DENSITY LAYERS

Temporaturo gradients were found extremely favorable in the assigned area generally necessitating flooding in 3000 - 7000 pounds in going from periscope depth to 300 feet. The oceansonal presence of two separate brooks was propitious in that it was possible to take advantage of the buoyant effect of the lower layer by remaining just above it while at the same time protected in some measure from anti-submarine tactics by the upper layer. In some localities marked changes in buoyancy were noted not attributable either to change of temperature or to depth. It is believed that such unusual performance was due to strong layered cross currents, change in specific gravity, or perhaps types of internal waves. Fortunately, this did not occur frequently.

15. TEMPERATURE LAYERS

| DATE | TEMP | Latitude | Longitude | DEPTH |
|------|------|||-------|
| 1-27 | 2300 | 28-08N   | 117-22W   | 260   |
| 2-5  | 0200 | 27-43N   | 179-11E   | 300   |
| 2-5  | 2230 | 27-21N   | 174-37E   | 180   |
| 2-8  | 0000 | 168-30E  |           | 225   |

27

ENCLOSURE (4)

— page 115 —
U.S.S. GUNNEL (SS253) - Report of Fourth War Patrol.

| DATE | TIME | Latitudo | Longitudo | DEPTH |
|------|------|||-------|
| 2-11 | 0000 | 25-37N. | 151-55E | 180 |
|      |      | 24-30N. |          |       |
| 2-12 | 0400 | 147-10E | 280     |       |
|      |      | 23-40N. |          |       |
| 2-13 | 0100 | 144-00E | 175     |       |
|      |      | 23-25N. |          |       |
| 2-13 | 0600 | 143-05E | 260     |       |
|      |      | 20-02N. |          |       |
| 2-17 | 0900 | 127-32E | 250     |       |
|      |      | 19-55N. |          |       |
| 2-18 | 0600 | 123-59E | 180;280 |       |
|      |      | 19-23N. |          |       |
| 2-19 | 0900 | 119-06E | 150     |       |
|      |      | 16-59N. |          |       |
| 2-20 | 0400 | 117-41E | 200     |       |
|      |      | 15-13N. |          |       |
| 2-21 | 0700 | 117-43E | 260     |       |
|      |      | 13-02N. |          |       |
| 2-22 | 0800 | 114-38E | 170     |       |
|      |      | 13-05N. |          |       |
| 2-23 | 0900 | 118-43E | 170     |       |
|      |      | 15-30N. |          |       |
| 2-24 | 2300 | 119-22E | 190     |       |
|      |      | 14-52N. |          |       |
| 2-27 | 0130 | 116-50E | 130     |       |
|      |      | 13-25N. |          |       |
| 2-28 | 2100 | 120-10E | 180;280 |       |
|      |      | 13-35N. |          |       |
| 2-29 | 2130 | 120-23E | 280     |       |
|      |      | 13-33N. |          |       |
| 3-1  | 0500 | 120-23E | 260     |       |
|      |      | 15-45N. |          |       |
| 3-2  | 2200 | 119-42E | 180     |       |
|      |      | 16-01N. |          |       |
| 3-3  | 1700 | 119-41E | 200     |       |
|      |      | 15-48N. |          |       |
| 3-6  | 2130 | 119-27E | 180     |       |
|      |      | 14-22N. |          |       |
| 3-8  | 0200 | 119-44E | 240     |       |
|      |      | 13-22N. |          |       |
| 3-8  | 2100 | 119-52E | 120     |       |
|      |      | 13-08N. |          |       |
| 3-11 | 2130 | 120-24E | 100     |       |
|      |      | 7-57N. |          |       |
| 3-14 | 2030 | 122-07E | 180     |       |
|      |      | 6-40N. |          |       |
| 3-15 | 2230 | 119-59E | 210     |       |

28 | ENCLOSURE (4)

— page 116 —
3-17 2130 2-57N 140;290
: 3-18 0500 1-50N 220
: 3-21 2130 1-33N 240
: 3-22 2130 2-01N 240
: 3-26 0830 0-50S 240;280
* All times are G.O.T.

16. HEALTH, FOOD, AND HABITABILITY
Aside from a few mild colds, the health of the crew was excellent.

High state of morale, A good variety of food helped to maintain a very high state of morale.

17. PERSONNEL
The morale and performance of duty of all hands was excellent.

(a) Number of men on board during patrol - 72.
(b) Number of men qualified at start of patrol - 33.
(c) Number of men qualified at end of patrol - 46.
(d) Number of unqualified men making their first patrol - 15.
(e) Number of men advanced in rating during patrol - 17.

18. MILES STRAIGHT & FURST, USED
Base (Midway) to area 3616 miles; 31;432 gals.
In area 4142 miles; 31;399 gals.
Area to base (Fromental) 4170 miles; 48,981 gals.

19. DURATION
Days enroute to area 17
Days in area 27
Days enroute to base (Fromental) 19
Days submerged 26

29

NOLOSURE (4)

— page 117 —
20. FACTORS OF DURATION REMAINING

Torpedoes | Fuel | Provisions
24 | 4000 (Darwin) | 14

Personnel Factor 14.

Limiting factor this patrol - fuel.

21. REMARKS

Due to the elaborate system of lights and searchlights between Pt. Caiman and Pt. Bolinco, it is evident that some traffic hugs the coast north of Manila. In one occasion there is very strong evidence of a radar installation on Pt. Caiman.

Very contact the I-make after dark had radar. In two specific instances this made it impossible to close the target for a night approach. In one case I was forced to submerge at a time when I was still working ahead for a position to attack shortly after daybreak. The ultima thule is a night periscope.

— page 118 —
15 April 1944.
FIRE FIGHTING TO:
CO'DULL CO. Itr.
AL6-3. serial 07 or 6
April 1944. Report of
War Patrol No. 1.

Subject: U.S.S. GUY F. (SS-255) Report of War Patrol
Number FOUR - complete on.

1. The fourth war patrol of the U.S.S. GUY F. (SS-255) was conducted while enroute from INDIVAY to FRILLING, extended over the period from February 5 - April 6, 1944, a total of 63 days, 27 of which were in the patrol area in the eastern section of the SOUTH CAROLINA SEA, the SULU SEA and CENTRAL PACIFIC. Area coverage was thorough. Contacts with worthwhile targets were few and unfortunately could not be developed into attacks.

2. An attempted submerged attack upon the submarine, identified as a German "U" boat failed when the submarine dived during the approach. Another attempted submerged attack on an escorted ship on the night of 5 - 4 March had to be broken off when the target got between GUY F. and the high coast line and could no longer be picked up. During the approach on 17 March, on an escort carrier escort, by two destroyers and with plane cover, GUY F. was sighted by a plane while still 9,000 yards from the formation and was forced deep by two depth bombs. This was followed with a depth charge attack by one of the destroyers which was not close but spoiled the opportunity for an attack on the carrier. An escort carrier with two escorting destroyers was sighted on the morning of 23 March on a favorable position for a submerged approach, but a radical change of course of the formation prevented GUY F. from reaching a firing position. Late that same evening radar contact was made with a convoy which at daylight was identified as a medium tanker escort by 4 destroyers. Three attempts to gain position for a night surface attack were frustrated by maneuvers of the escorts which from all indications were using radar. While attempting to gain position ahead for a night submerged attack GUY F. was picked up at 11,000 yards by one of the escorts, evidently by radar and submerged before a favorable position from which to make an approach was reached. The final disavowal attempt came when an attempt to run around the convoy during the day was broken up by enemy planes.

— page 119 —
15 April 1944.

Subject: U.S.S. GUNNEL (SSG-353) report of War Patrol Number FOUR - incident on.

3. The increased number of escort ships equipped with radar and the enemy shore radar activity in the vicinity of the approaches to MANILA is noteworthy.

(a) It is noted that adjustment and equalization of exhaust temperatures, and cleaning of silencer screens and air mazes eliminate smoke to some extent. This is good engineering practice and should invariably be followed. Material which it is hoped will be successful in eliminating smoke in G-273A engines under all conditions is being shipped.

(b) The casualty to No. 1 main engine tube oil pump necessitates renewal of 16 connecting rod upper bearing halves. Other engines have not been inspected yet.

(c) The arcing condition in the PPI is being investigated. This is the first occurrence of this kind of trouble, and it is felt that the cause of it will be found and remedied. The motor generator is being given a complete overhaul.

(d) The arcing and multitype pulsing of the SD was due to a broken transmission line inside of the mast which probably occurred at the same time the insulator was broken as the mast was being raised. The mast has been pulled for a complete overhaul.

5. It is noted that the Commanding Officer expresses the need for a night periscope. This will facilitate night attacks despite the increased use of radar by the enemy.

6. The material condition in general and the state of cleanliness of the ship is excellent. The morale of the crew is excellent despite the dislocations of a non-productive patrol.

7. The Squadron Commander takes pleasure in welcoming the aggressive and well trained GUNNEL to this command.

— page 120 —
3977
UNITED STATES NAVY
Serial: 0370
22 April 1944.
C-O-N-F-I-D-E-N-T-I-A-H
SHOULD ENDORSEMENT:
GO GUNNEL Conf. Ltr.
AL6-3 Ser. 07 dated 6
April, 1944. Report of
Fourth War Patrol.
From:
To:
Via:
Subject:
The Commander Submarines SEVENTH FLIGHT.
The Commander in Chief, UNITED STATES FLIGHT.
The Commander SEVENTH FLIGHT.
U.S.S. GUNNEL (SS253) - Fourth War Patrol -
Comment on:
1. The remarks of the Commander Submarine Squadron
SIXTEEN are complete and are concurred in.
2. This patrol is designated "Not Successful" for
purposes of award of the Submarine Combat Insignia.
3. No damage was inflicted on the enemy.
R. W. CHRISTIE.

DISTRIBUTION:
Cominoh (3) - (Direct)
Vice Opnav (2) - (Direct)
Vice Opnav Op-23o
Comlstflt (1)
Com2ndFlt (1)
Com3rdFlt (1)
Com7thFlt (2)
ComsublstFlt (4)
Comsub2ndFlt (4)
CTP-71 (2)
CTP-72 (2)
OSS-12 (1)
OSS-16 (1)
DivComs Ron-12 (1)
DivComs Ron-16 (1)
S/A School N.L.Conn. (2)
Each S/A W.A. (1) - NOT TO BE TAKEN TO SEA - BURN

P. F. STRAUB, JR.,
Flag Secretary.

— page 121 —
0/0/49

A16-3/(F-3/ow)

Serial: 0/0/49

C-O-N-F-I-D-E-N-T-I-A-L

THIRD ENDORSEMENT to:
CO USS GUNNEL (SS253)
Conf. Ltr. Serial 07
dated 6 April 1944.

From: The Commander SEVENTH FLEET.
To: The Commander in Chief, United States Fleet.

Subject: U.S.S. GUNNEL (SS253) - Report of Fourth War Patrol.

1. Forwarded.

R. H. CRUZEN,
By direction.

— page 122 —
16-3
Serial 011
DECLASSIFIED
C-O-N-F-I-D-R-N-T-I-A-L

From: The Commander Officer.
To: The Commander in Chief,
United States Fleet.
Via: Official Channels.

Subject: U.S. CUNN (SS253) - Report of Fifth War Patrol.

Ancestors: (A) Subject Report.
(B) Track Chart (Commander Submarines, Southwest Pacific only).

1. Subject report, covering the fifth war patrol of this vessel conducted in the Sunda Strait and South China Sea areas during the period 3 May 1944 to 4 July 1944 is forwarded herewith.

2. SIGNATURES:
   - [SIGNATURE: name and signature]
   - [SIGNATURE: name and signature]

DECLASSIFIED-ART. 0445, OPNAVINST 5510.1C

BY OP-02996 DATE 5/20/24

DECLASSIFIED

— page 123 —
5. GUINNEL (SS253) - Report Fifth War Patrol
C-O-N-F-I-D-E-N-T-I-A-L

(A) PROLOGUE

Arrived at Freemantle, W.A. from the 4th War Patrol on 6 April 1944. Moored alongside U.S.S. PELLIAS for refit. No. 4 fuel ballast tank converted for fuel and auxiliary generator armatures, and made deep dive. 3 May departed for fifth patrol.

(B) NARRATIVE

8 May 1944

1635(H) Underway in company with mother sub, in accordance with CTO 71.1 Operation Order No. 51-44 dated 3 May 1944 for special reconnaissance in Sunda Strait and subsequent patrol in South China Sea.

4 May 1944

Enroute Exmouth Gulf conducting drills submerged and surface.

5 May 1944

2225(H) Anchored Exmouth Gulf. Doctor arrived aboard to examine Chief Torpedoman Robert David Pikard, recommended that he be transferred to base for treatment.

6 May 1944

0815(H) Moored alongside oil barge and commenced fueling.

1430(H) Transferred Pikard, Robert David, CTM(PA), Chief of the Boat to sick bay for treatment.

7 May 1944

1200(H) Received by air, spare parts for SJ radar.

1530(H) Completed repairs on SJ radar and underway for Sunda Strait.

8 May 1944

0830(H) Sighted unidentified aircraft bearing 128T, distance 10 miles. Conducted fire control problems and drills.

2 May 1944

ENCLOSURE (A) Enroute Sunda Strait. Conducting drills, etc.

1.

— page 124 —
10 May 1944

J.S.S. GUNNAL (SS253) - Report of Fifth War Patrol.

10 May 1944

Anroute Sunda Strait. Conducting drills, etc.

1945(H) Radar interference supposedly from submarine.

11 May 1944

Anroute Sunda Strait.

0035(H) Sighted land bearing 035°T, distance 19 miles. This was subsequently identified as Payung Mt. Su-AR Jig radar not operating properly.

0345(H) Entered assigned area.

0555(H) Submerged.

1200(H) Position: Latitude 06-32' S Longitude 104-53' S.

1945(H) Surfaced. SJ radar inoperative.

2345(H) Repairs effected, closed Princes Is. to test and check radar.

12 May 1944

0600(H) Submerged, conducted patrol vicinity of Krakatau Island.

1200(H) Position: Latitude 06-19 S Longitude 105-21.5 S.

1937(H) Surfaced.

2325(H) Sighted small boat bearing 105°T. Avoided. Latitude 06-21 S Longitude 105-34 E.

13 May 1944

0535(H) Sighted small boat Latitude 06-21 S, Longitude 105-27 S. Avoided.

0610(H) Submerged.

1200(H) Position: Latitude 06-17.5 S Longitude 105-16.5 S.

1940(H) Surfaced.

— page 125 —
14 May 1944
0600(H) Dived.
1200(H) Position: Latitude 06-21.5 S
Longitude 105-40.0 E
1935(H) Surface.
16 May 1944
0600(H) Submerged.
1200(H) Position: Latitude 06-07' S
Longitude 105-37' E
1620(H) Surface small fish. boat under sail.
Latitude 06-12' S, Longitude 105-40.5 E.
1935(H) Surface.
17 May 1944
0550(H) SJ radar contact, three thousand yards identified
as small fishing vessel. Latitude 06-05' S,
Longitude 105-48' E.
0610(H) Submerged.
1145(H) Small sail boat.
1200(H) Position: Latitude 06-05.5 S
Longitude 105-48.0 E.
1940 (H) Surface.
2043(H) Sighted small unidentified vessel, distance 10,000
yds. Latitude 06 11 S, Longitude 105-38 E.
2317(H) Sighted light of small fishing vessel. Latitude
06-14 S, Longitude 105-43 E.

— page 126 —
18 May 1944
0600(H) Submerged.
1200(H) Position: Latitude 06-11' S
    Longitude 105-36' E
1935(H) Surfaoed.
2200(H) Sound picked up screws of small boat bearing 020°T.
    Latitude 06-04' S, Longitude 105-40.5' E.
2203(H) Radar contact on above target at 5900 yards. Conducted radar tracking drill for two hours. This vessel
    periodically displayed two vertical white lights that
    were answered by another on the beach about Latitude
    C6-15 S, Longitude 105-51' E.

20 May 1944
0600(H) Submerged.
1200(H) Position: Latitude 06-04 S
    Longitude 105-44.5 E.

1800(H) Sighted smoke on horizon north of eastern pass of
    Sunda Strait. Latitude 06-01.5 S, Longitude 105-56 E.
    This smoke disappeared and there were no further indications of a target.

I suspect that this was an A/S vessel on its way.
If so, it passed through Sunda Strait
west of Stroom Rock.

1825(H) Sighted small fishing vessel.

1925(H) Surfaced.

2129(H) Sighted small boat with lights. Latitude 06-14 S,
    Longitude 105-39.5 E.

— page 127 —
21 May 1944
0007(H) Sighted three white flares.
0600(H) Dived.
1200(H) Position: Latitude 06-19.0 S
Longitude 105-24.0 E
1315(H) Sighted considerable wreckage. Latitude 06-19 S,
Longitude 105-25 E.
1943(H) Surfaced.
22 May 1944
0605(H) Dived in position bearing 220°T, distance 12 miles
from lookout tower on Twhartway Island and commenced
passage of Sunda Strait west of Stroom Rock. Experien-
ce of U.S., SUB., and own. conolusions based on traffic
on the day of transit and previous observations, in-
dicated that this course was the least apt to be
mined.
0900(H) Sighted small steam launch on south easterly course
apparently bound for Anyer Kidul. This launch was
first sighted south of Kandang Island.
1010(H) During the day sighted numerous small sailing boats.
1101(H) Sighted small inter-island steamer, one hundred tons,
north west of Twhartway Island on southerly course
to pass west of Stroom Rock.
1135(H) Two or three miles north of Stroom Rock sighted PC
boat lying to, apparently listening. The range was
four thousand yards. Rigged for silent running and
changed course to 075°T. Latitude 05-53.3 S,
Longitude 105-52° E.
1210(H) Periscope depth, quick observation dissolved patrol
boat dead astern, about two thousand yards. Currents
and navigational restrictions, namely close proximity
of 'Insor Rock, necessitated a change to northerly
course. The PC boat never heard us because subseque-
nt observations showed him to be headed for his
original position. This concluded our transit of
Sunda Strait. Numerous sailboats were sighted during
the afternoon.

— page 128 —
1935(H)  Surfaced ten miles north east Twhartway Island.  All ahead standard speed seventeen knots in order to clear shallow water (11 fathoms) before daybreak.

2010(H)  Sighted unidentified light.

23 May 1944

Enroute Karimata Straits.

0035(H)  Fassed Etna Bank abeam to port distance tem miles.

0610(H)  Submerged.

1200(H)  Position: Latitude 4-42' S
                Longitude 108-22' E.

1847(H)  Surfaced.

2345(H)  Commenced patrol 10 miles South of Discovery Rock.

24 May 1944

Enroute Karimata Straits.

0549(H)  Submerged patrol across southern entrance to
                Karimata Straits.

1200(H)  Position: Latitude 04-08' S
                Longitude 109-37' E.

1835(H)  Surfaced and commenced transit of Karimata Straits.

25 May 1944

0600(H)  Submerged sixty-four miles west of Karimata Islands.

0940(H)  Sighted small sail boat.  Latitude 01-31 S, Longitude
               107-55 E.

1200(H)  Position: Latitude 01-29.5 S
                Longitude 107-50 E.

1840(H)  Surfaced.  Took course for area off of French Indo
                China Coast.

26 May 1944

1200(H)  Position: Latitude 02-12 N
                Longitude 107-21 E.

— page 129 —
1400(H) SD radar contact closed from 10 to six miles. Submerged.

1850(H) Surfaced.

2025(H) Sighted unidentified light. Latitude 02-52' N, Longitude 108-05 E.

2245(H) Sighted Soobi Katjil Island light on southern Natuna Is. group. (gp. FL. white 2' 2 ev. 10 secs.)

27 May 1944

enroute to area.

1200(H) Position: Latitude 05-44' N Longitude 108-48' E.

1625(H) Sighted U.S. Subj., Latitude 06-41' N, Longitude 108-48' E.

1708(H) U.S. Subj. maneuvered alongside and transferred nitrogen bottle which later was found to be empty.

28 May 1944

enroute to area.

0941(H) Entered area. Latitude 10-00' N Longitude 110-24' E

1200(H) Position: Latitude 10-33 N Longitude 110-23 E

29 May 1944

enroute to petrol off of Cape Padaran and Camrank Bay.

0618(H) Flushed out number four fuel ballast tank for use as main ballast tank.

1040(H) Sighted U.S. Subj., Latitude 10-20' N Longitude 110-00' E

1200(H) Position: Latitude 10-22.5 N Longitude 109-57' E.

30 May 1944

enroute to patrol off of Phanrang Bay.

— page 130 —
U.S. GUNNEL (SS253) - Report - Fifth War Patrol.

C-O-N-F-I-D-E-N-T-I-A-L

0450(H) Sighted small fishing vessel.

0510(H) Submerged bearing 075, distance 12 miles from Cape Padaran. Sighted innumerable sailboats off north coast of Padaran and in Phanrang Bay.

0930(H) Sighted possible smoke over horizon. Changed course to close. Nothing materialized from this contact.

0953(H) Sighted plane type "Dave" apparently patrolling five to ten miles off shore.

1030(H) Sighted large size sailing vessel, fifty tons.

1050(H) Sighted small tug.

1105(H) Sighted smoke on horizon north of Camranh Bay. I was unable to develop this contact.

1200(H) Position: Latitude 11-25.5 N Longitude 109-10' E.

1330(H) Sighted small inter-island steamer, 100 tons, close inshore.

1955(H) Surfaced and conducted night patrol ten miles off beach.

31 May 1944

0520(H) Submerged 19 miles from Padaran bearing, 250°T.

1200(H) Position: Latitude 11-30' N Longitude 109-11' E.

1325(H) Sighted smoke over horizon. Changed course to close and identified contact as small stoat trawler, (50 tons) which stood out from Camranh Bay and changed course to the north, unable to close.

1933(H) Surfaced. Conducted surfaco patrol ten miles off shore.

1 June 1944

0520(H) Submerged for patrol off Camranh Bay.

0820(H) Sighted possible smoke on horizon. No further contact.

1200(H) Position: Latitude 11-43' N Longitude 109-20' E.

— page 131 —
1955(H)    Surfaced, conducted surface patrol of coast 10 miles
2 June 1944
0516(H)    Submerged.
1007(H)    Sighted small 50 to 100 ton cargo vessel.
1200(H)    Position: Latitude 11°-54' N
    Longitude 109°-22.5' E
1505(H)    Sighted small tug off Hon Nha.
1800(H)    Sighted aircraft through periscope type "Rufe".
2140(H)    SJ radar contact on patrol boat, south of Hon Nai.
    This vessel remained in that position all night.

3 June 1944
0520(H)    Submerged.
1200(H)    Position: Latitude 11°-58' N
    Longitude 109°-22' E.
1720(H)    Sighted small fishing vessel, gasolii, headed for
    Camranh Bay.
1935(H)    Surfaced.
1950(H)    Sighted light of small fishing boat. Took course to
    proceed up coast towards Capo Varolla.
2200(H)    Changed course to 070°T to patrol northern sector of
    area.

4 June 1944
Undestroy on surface to northern sector.
1200(H)    Position: Latitude 13°-55' N
    Longitude 113°-09' E.

5 June 1944
Undestroy on surface to patrol northern sector of area.
0920(H)    Sighted plane, type "Noll", Latitude 13°-49' N and
    Longitude 116°-11' E at 10 milus on southerly course.
Submerged.
0950(H)    Surfaced.

— page 132 —
1110(H) Plane bearing 090°T, 18 miles. Did not dive.
: 1200(H) Position: Latitude 13°-48' N
: 1200(H) Longitude 116°-29' E
: 1200(H) Target on SJ radar, apparently plane, at 19000 yards
: 1200(H) bearing 339°T. The rate of change of bearing pre-
: 1200(H) cluded any other type of target and the visibility
: 1200(H) that night was excellent due to a very bright moon.
: 1200(H) This plane was moving south.
: 1200(H) Position: Latitude 14°-47' N
: 1200(H) Longitude 115°-20' E.
: 1200(H) In Latitude 14°-25' N, Longitude 114°-50' E sighted
: 1200(H) vertical stick in water that looked exactly like a
: 1200(H) dummy periscope.
: 1200(H) In Latitude 14°-13' N, Longitude 114°-31' E sighted
: 1200(H) another stick similar to one mentioned above.
: 1200(H) Contact SD radar 6 miles. Submerged.
: 1200(H) Depth bomb fairly close.
: 1200(H) Depth bomb not close.
: 1200(H) Surfaced.
: 1200(H) SJ radar contact on plane at 4,150 yards. Submerged.
: 1200(H) Surfaced.
: 1200(H) Underway on surface standing south patrolling.
: 1200(H) SJ radar contact at 31000 yards, bearing 200°T. At
: 1200(H) same time sighted aircraft bearing 190°T on easterly
: 1200(H) course. Submerged.
: 1200(H) Surfaced on course 157°T.
: 1200(H) In Latitude 11°-59' N and Longitude 112°-29' E, SJ
: 1200(H) radar contact bearing 245°Trange 29,450 yards.
: 1200(H) Observation through high periscope disclosed this to
: 1200(H) be one small aircraft carrier and at least three other
: 1200(H) unidentified ships. Tracking gave a base course of
: 1200(H) 205°T speed 11.5 knots. Commenced working around
: 1200(H) this group on surface.

10.

— page 133 —
3.S. GUNNEL (SS253) - Ropar of Fifth War Patrol.

C-O-N-F-I-D-E-N-T-I-A-L

1002(H) Plot shows speed to be fourteen knots.

1101(H) Radar indicated four pips on bearing 065°T range 30,000 yards apparently on south orly course. These pips were very indistinct and never confirmed. I closed in and intermittent rain squalls were frequently encountered.

1113(H) SJ radar noted heavy interference on bearing 65°T and a small target on that bearing at 29,000 yards. Lowered visibility precluded visual sighting of this contact.

1200(H) Position: Latitude 11°-36' N Longitude 112°-28' E.

1217(H) Officer of Deck inadvertently dived on SD radar contact at 24 miles. Just prior to this dive plot indicated a change in course to the right and a possible increase in speed.

1230(H) Surfaced on course 270°T and went ahead on all four main engines. This course should have regained contact in a relatively short period of time. Following no contact, we developed search curve to include possible courses to right up to 280°T.

1709(H) No contact so changed course to 170°T to intercept convoy further along initial path and developed search curve.

1818(H) In Latitude 11°-28' N and Longitude 111°-00' E sighted unidentified aircraft, distance 15 miles bearing 310°T. Submerged.

1835(H) Surfaced.

9 June 1944

Underway on surface, developing search for contact of previous day.

0855(H) Sighted plane bearing 280°T range 14 miles. Submerged. Latitude 09-09' N, Longitude 109°-11' E.

0915(H) Surfaced.

1000(H) Sighted plane, 7 miles, bearing 190°T. Submerged.

1025(H) Surfaced.

— page 134 —
1052(H) Sighted plane bearing 120°T, range 13000 yards. Submerged. I decided to continue patrol submerged in hopes that convoy would close our position.

: 1200(H) Position: Latitude 08°-53' N Longitude 109°-06' E

: 1245(H) Submerged.

: 1430(H) Surfaced and sighted U.S.S.S. through high periscope bearing 257°T at range of 14 miles.

: 1500(H) Closed NURSED and exchanged information. Decided to continue secret to south along base course, other sub.; 15 miles to west of this line and U.S.S.S. 15 miles to east.

: 10 June 1944

: 0517(H) Changed course to 035°T to return to area.

: 1200(H) Position: Latitude 07°-13' N Longitude 107°-59' E

: 11 June 1944

: 1200(H) Underway to patrol off of Nui Ong Can.

: 12 June 1944

: 0500(H) Underway to patrol off coast.

: 0800(H) S.J radar completely out of commission. With the exception of four hours this condition existed until 19 June at which time repairs were effected.

: 1012(H) Surfaced.

: 1200(H) Position: Latitude 11°-36' N Longitude 110°-12' E

: 1555(H) SD contact 12 miles. Submerged.

: 1645(H) Surfaced.

12.

— page 135 —
1745(H) SD contact 15 miles. Submerged.
: 1805(H) Surfaced.
: 13 June 1944
: Underway to patrol off coast.
: 1200(H) Position: Latitude 13°-04' N
: Longitude 111°-05' E
: 14 June 1944
: Underway to patrol off coast.
: 0345(H) Sighted sail boat.
: 0520(H) Submerged for patrol off Nui Ong Can.
: 1200(H) Position: Latitude 13°-53' N
: Longitude 109°-23' E.
: 2008(H) Surfaced.
: 2032(H) Sighted small sail boat.
: 15 June 1944
: Sent depth.
: 0030(H) Sent depth.
: 0520(H) Submerged and patrolled south of Cape Varella.
: 1200(H) Position: Latitude 12°-51' N
: Longitude 109°-38' E.
: 1954(H) Surfaced.
: 16 June 1944
: Underway patrolling off Cape Varella.
: 0515(H) Submerged for patrol off Hongom Peninsula.
: 1200(H) Position: Latitude 12°-44' N
: Longitude 109°-34' E.
: 1435(H) Sighted unidentified plane through periscope.
: 2010(H) Surfaced.
: 17 June 1944
: Underway patrolling south east of Cape Varella.

Page 13.

— page 136 —
0515(H) Submerged for patrol off Hon Doi.
: 1200(H) Position: Latitude 12°-39' N
: 1952(H) Surface. Underway to patrol off of Nui Ong Can.
: 16 June 1944
: 0515(H) Submerged, patrolling off Nui Ong.
: 1200(H) Position: Latitude 13°-52' N
: 1800(H) Surface and went alongside three sailboats. No Nips, etc.
: 2018(H) SJ contact on target that later proved to be small sailboat. His sails must have been coated with some type of reflecting paint.

19 June 1944
: 1200(H) Position: Latitude 12°-13' N
: 1635(H) SD target 11 miles. Submerged.
: 1708(H) Surface.
: 1713(H) SD target 8 miles closing. Submerged.
: 1803(H) Surface.

20 June 1944
: 1200(H) Position: Latitude 10°-50' N
: 1333(H) Sighted large oil tank. Conducted 4° 50' and 20mm practice.
: 1700(H) Departure area for Karimate Straits.

— page 137 —
21 June 1944
Enroute Karimata Straits.
1200(H) Position: Latitude 07°-02' N
Longitude 108°-17' E

22 June 1944
Enroute Karimata Straits.
1200(H) Position: Latitude 02°-30' N
Longitude 106°-57' E

14:24(H) SD target 8 miles. Submerged.

1615(H) Surfaced.

23 June 1944
Enroute Karimata Straits.
1200(H) Position: Latitude 01°-23' S
Longitude 107°-47' E

1300(H) Submerged to make approach on Straits for transit at night.

1735(H) Surfaced Latitude 01-45 S, Longitude 108-13 E.
Sighted sailing junk. Boarded same which was load-
ed with rice.

1935(H) Commenced transit of Karimata Straits.

24 June 1944
Underoay transiting Karimata Straits.
0500(H) Completed transit, took course for Lombok Straits.

0928(H) Sighted small sail boat.

1200(H) Position: Latitude 04°-27' S
Longitude 109°-54' E.

25 June 1944
Enroute Lombok Strait, patrolled Surabaya-Singapore
route this date.

1200(H) Position: Latitude 04°-43' S
Longitude 112°-12' E

— page 138 —
26 June 1944
Annotate: Lontok Strait, patrolled Surabaya-Singapore route this date.

: 1200(H) Position: Latitude 05°-03' S Longitude 111°-40' E

: 27 June 1944
Annotate: Lontok Strait.

: 0615(H) Sighted small boat.

: 930(H) Sighted unidentified aircraft, bearing 190°T, distance 12 miles. Submerged.

: 1005(H) Surfaced.

: 1200(H) Position: Latitude 06°-05' S Longitude 116°-02' E

: 1430(H) Sighted small sailboat.

: 28 June 1944
Annotate: Lontok Strait.

: 0219(H) Commenced transit of Lontok.

: 0400(H) SJ Radar contact bearing 245°T range 6,800 yards. This was a patrol boat and he closed the range to 5600 yards on suspicion.

: 0420(H) Patrol boat apparently decided situation normal and continued patrol of Strait to north.

: 0444(H) Completed transit and took course for Xemouth Gulf.

: 1150(H) Sighted friendly sub, and closed.

: 29 June 1944
Annotate: Xemouth Gulf.

: 30 June 1944
Annotate: Xemouth Gulf.

: 1000(H) Made deep submergence to check submarine for leaks and noise level prior to raft.

. 16.

— page 139 —
1 July 1944
Enroute Exmouth Gulf.
1000(H) Arrive Exmouth Gulf fuel barge. Received 19000
gas. fuel oil.
1500(H) Departed for Freemantle.
2 July 1944
Enroute Freemantle.
3 July 1944
Enroute Freemantle.
4 July 1944
0900(II) Arrived Freemantle.

Page 17.

— page 140 —
U.S.S. GUNNEL (SS253) - Report of Fifth War Patrol.

C-O-N-F-I-D-A-N-T-I-A-L

(C) WATCHER

Similar to that described in Coast Pilot. Sunda Straits were frequented by thunderstorms and intermittent rain squalls.

(D) TIDAL INFORMATION

Currents encountered in Sunda Straits were similar to those predicted by the various hydrographic publications. An exception to this was noted 6 miles west of Thwartway Island where the current set to the north, and from this position on out north-easterward of Strooom Rock, an east-northeasterly set of from one to one and one half knots was experienced.

Slightly miles east of Cape Varella, an easterly set of 1.5 - 2.0 knots was noted sea force 4. Sixty miles southeast of Cape Padaran set was 1.0 knot easterly, sea force 1.

Along the coast of Indo-China currents were as expected, the set paralleling the trend of the east-lines. North of Carranh Bay, the strength of the current decreased, zero current being encountered while patrolling submerged south of Nui Ong Can Islands. Fifteen to forty miles off the coast, the set tended toward the north with a strength of about one knot.

Currents in Lombok were from 2.0 - 4.0 knots

SETTING S-SW.

(E) NAVIGATIONAL AIDS

No navigational Lights were sighted in Sunda Strait. On the southern end of Thwartway Island there was a large structure which was possibly a lockout tower.

The light at the north end of Soobi Kotjil Island in the south Natuna Island Group was burning with the following characteristics: group flashing, 2 ev. 10 secs.

Cape Padaran Light on one occasion was observed flashing at irregular intervals. This was the only navigational light observed to be burning alone the Indo-China Coast.

The pngode shaped hill west of Cape Varella proved valuable for taking bearings while submerged, also at night when the visibility permitted. Similarly, the conspicuous gap in the coast south of Nui Ong Can Islands proved to be of aid.

— page 143 —
29. 0906TH (1st) 12-29
Lat. 35° 12'N, 125° 45'E
No. 1
Ship: USS
Date: 12-29
Time: 0342
Date: 1445
Time: 1445

— page 146 —
U.S.S. GUNNEL (SS253) - Report of Fifth War Patrol.

-O-N-F-I-D-E-N-T-I-A-L

(H) ATTACK DATA
No comments
(I) MINES
No comments
(J) ATT-SUBMARITIME MEASURES AND VISION TRICKS

Leak of contacts on this patrol precluded any extensive observation of A/S measures. There is a regular patrol out of Carenah Bay consisting of a converted trawler that apparently works up and down the coast and smokes considerably. Aircraft are using larger depth bombs and the effect was more pronounced as compared with previous patrols.

(K) MAJOR DEFECTS AND DAMAGE

1. C & R Defects.
Before going on patrol it was noticed that in order to shift from low to high power on #2 periscope excessive pressure had to be used. The packing glands on the handle were loosened to relieve part of the trouble and operation of the optics appeared to be satisfactory. However about two weeks later this condition became worse and the optics stuck on high power and remained that way for the rest of the patrol.

During this patrol and previous ones it has been noted that the decks of both battery compartments remain warm for long periods after each battery charge. It is recommended that in new construction boats, some sort of adequate insulating material be installed in the decking to prevent this heating. This would certainly aid in reducing the temperature inside the vessel, especially on all day dives near the tropics.

2. An inerring Defects.
During the early part of the patrol the nipple leading into the low side of the pitometer log sword arm was broken while rigging in the arm. The resulting uneven high pressure on the bellows caused permanent deformation. After replacing the bellows with spare the pump failed to operate. Checked and found defective gearing in coupling from pump drive motor to speed and distance transmitters. Replaced unit with spare. The log then operated satisfactorily at speeds greater than six knots, but continued adjustments failed to correct its erratic performance at lower speeds.

— page 147 —
1. S.S. GUAYNEL (SS253) - Report of Fifth War Patrol.

C-O-N-F-I-D-N-T-I-A-L

Experienced shearing off of head to deck bolt on #1 unit of #2 main engine. Stud removed and spare installed. No further difficulty was encountered with these bolts perhaps attributable to the choking of torque settings on all the engines during middle of patrol.

The red rubber gaskets installed during refit period in the outboard exhaust valves are considered unsatisfactory for a complete war patrol. All of those were replaced by neoprene gaskets after five days of operation. The red rubber gaskets soon became extremely gummy and badly burned thus failing to provide an adequate sealing surface for the valve.

During routine operations the generator shaft flange connected to #3 main engine flexible coupling commenced to drag against the lower coupling housing. Investigation revealed that #9 main bearing was in good condition showing only .0005" wear in 1535 hours of operation. No unusual temperatures were noted in the main generator bearing. Strain gage readings taken between crank webs showed .004" misalignment (maximum permitted .0035"). Cleaned cases and operated engine for three days checking bearing periodically for possible failure. At end of period pulled bearing which indicated .001" additional wear and flaking out of bearing metal. Location of bearing wear checked with strain gage indication of shaft misalignment. Sounded holding down bolts on main engine and available ones on main generator. None found defective. Engine secured pending further investigation during refit period.

(1) RADIO
Good reception during entire patrol. No material defects.

(2) RADAR
Trouble was encountered with the SJ radar at the beginning of the patrol and also during the latter part of the time in the operating area. Annotate to Xmouth Gulf from Freemantle considerable difficulty was experienced in keeping the unit properly tuned, and the high voltage rectifier current was erratic. On arrival at Xmouth Gulf the retardation coil (L(1)(1)) in the transmitter-receiver's modulation generator burned out. A careful check found that the pre-knock and course rate frequency adjustments had been improperly set so that the generator could not control the pulse rate frequency consistently. Also one of the 636 high voltage rectifier tubes was defective, the plates terminal broken and a king intermittent contact. The modulation generator was completely overhauled replacing besides the retardation coil, some bad plate load resistors which showed a high resistance reading.

From Xmouth Gulf to the area, the sweep became erratic, the lobe switching unit ceased operating and the PTI went bad. The trouble in the sweep was cleared up by replacing a defective 5U-4G rectifier tube in the "BB" regulated 300V rectifier. The 110V terminals to the lobe switching unit (in the rear indicator) were

— page 149 —
3.8. GUNNEL (SS253) - Report of Fifth War Patrol.

C-O-N-F-I-D-E-N-T-I-A-I

A ground developed in the QB driver of the fathometer, burning out an 836 rectifier tube and since no spare 836's were aboard, making the fathometer inoperative.

While we wore patrolling on the surface in Sunda Strait, the JK picked up the screws of a small patrol boat at 7,000 yards, and before the boat was detected by the SJ radar. In general, sound condition in all localities were similar to those described in the hydrographic charts.

(0) DENSITY LAYERS

During the patrol most of the density layers were found fairly close to the surface and having very sharp breaks. In daily dives the depth of the layer increased from twenty to fifty feet during the afternoon. No unusual or erratic conditions were noted.

| DATE  | *TIME   | LATITUDE | LONGITUDE | DISTANCE |
|-------|||||
| 1.    | 5-10-44 | 0700     | 9-08 N    | 220 ft.  |
| 2.    | 5-20-44 | 2200     | 6-22 S    | 120 ft.  |
| 3.    | 5-26-44 | 0600     | 2-20 N    | 100 ft.  |
| 4.    | 5-27-44 | 0200     | 5-54 N    | 100 ft.  |
| 5.    | 5-29-44 | 2130     | 11-22 N    | 70 ft.  |
| 6.    | 5-30-44 | 0400     | 11-26 N    | 90 ft.  |
| 7.    | 5-31-44 | 0600     | 11-34 N    | 90 ft.  |
| 8.    | 6-1-44  | 0600     | 11-57 N    | 80 ft.  |
| 9.    | 6-3-44  | 2200     | 11-54 N    | 85 ft.  |
| 0.    | 6-5-44  | 1200     | 13-54 N    | 80 ft.  |
| 1.    | 6-6-44  | 0400     | 16-20 N    | 105 ft. |

27.

— page 150 —
U.S.S. GUNNEL (SS253) - Report of Fifth War Petrol.

C-O-N-F-I-D-E-N-T-I-A-L

| DATE | *TIME | LATITUDE | DEPTH |
|------|-------||-------|
| 12.  | 6-7-44 | 1200     | 13-51 N 113-59 E | 135 ft. |
| 13.  | 6-8-44 | 0500     | 11-25 N 111-55 E | 160 ft. |
| 14.  | 6-10-44 | 0700     | 6-45 N 108-00 | 130 ft. |
| 15.  | 6-11-44 | 0100     | 9-21 N 109-30 E | 100 ft. |
| 16.  | 6-12-44 | 0300     | 11-24 N 110-21 E | 120 ft. |
| 17.  | 6-14-44 | 0400     | 13-54 N 109-29 E | 100 ft. |
| 18.  | 6-15-44 | 2130     | 12-50 N 109-36 E | 110 ft. |
| 19.  | 6-16-44 | 2130     | 12-45 N 109-38 E | 90 ft. |
| 20.  | 6-17-44 | 2130     | 14-00 N 109-31 E | 100 ft. |
| 21.  | 6-19-44 | 1200     | 11-27 N 109-59 E | 150 ft. |

*All times are G.C.T.

(2) HEALTH, FOOD AND HABITABILITY

Health of the crew was fair, there being several minor skin infections and the following cases:
- Caterpillar fever 1
- Cellulitis 1
- Trigyphotosis 1
- Fungi-ears 3

One officer has a tropical leg ulcer which will require treatment.

The food was good and well prepared, due to the excellent management of Charles Junior HIT, SClc, USN.

28.

— page 151 —
72 men aboard during patrol.
39 men qualified at start of patrol.
51 men qualified at end of patrol.
12 unqualified men making their first patrol.
23 men advanced in rating during patrol.

(R) MTLS STATED = FUEL USED

| Item | Quantity | Description |
|------|||
| Torpedoes | 24 | 24 |
| Fuel | 2200 | 2200 |
| Provisions | 12 | 12 |
| Personnel | 14 | 14 |

Limiting factor this patrol - Fuel and operation order.

(U) RATE, RKS

The cooperation of Lisut. T. Welford and the services rendered by Lt. (jg) I.D. Schrader, H.C., were greatly appreciated. Every effort was made at Xmouth Gulf to place at the disposal of the submarine the limited facilities of that base.

CRH(2A) D. R. Valdley handled a possible case of blood poisoning with skill and effectiveness. He undoubtedly prevented a serious illness in the case of Lisut. Zurehor.

The Germans are now installing on their submarines rocket guns primarily intended for anti-aircraft defense. The increased use of small wooden vessels by the Nips for transportation purposes argue strongly for the installation of a "Bazooka" on our own submarines. Further, a gun of this type might be of untold value in a surprise encounter with small patrol vessels.

29.

— page 152 —
1/2/44
Serial 0118
CONFIDENTIAL
FIRST ENDORSEMENT to
U.S.S. GUNNEL Report
of Fifth Per Patrol.

From: The Commander Submarine Squadron TWELVE.
To: The Commander in Chief, United States Fleet.
Via: (1) The Commander Submarines, SEVENTH FLEET.
    (2) The Commander SEVENTH FLEET.

Subject: U.S.S. GUNNEL (SS253) - Report of Fifth Per Patrol.

1. The Fifth Per Patrol of the GUNNEL was of 63 days duration, 3 May to 4 July 1944. Twelve days were spent in reconnaissance in the Southern approach to Sunda Strait before transitting the strait and proceeding to the assigned patrol area in the South China Sea. No torpedoes were fired and no damage was inflicted upon the enemy.

2. The only contact with a "northwile torpedo target" was made on 8 June 1944 with a small aircraft carrier and several other unidentified ships. While working around this formation in low visibility and frequent rain squalls, GUNNEL dived for an "SD" plane contact and was unable to re-establish contact upon surfacing about 15 minutes later. It is possible that the enemy DF'd GUNNEL's radar signals and radically changed course. Subsequent search failed to regain contact.

3. On 7 June 1944, a plane picked up on the "SD" at 6 miles forced GUNNEL to dive and dropped two bombs which caused no damage. No unusual anti-submarine measures were encountered.

4. The material condition of the GUNNEL after three patrols since navy yard overhaul was excellent. Routine refit will be conducted by the U.S.S. GRIFFIN and the Submarine Division One Twenty One Relief Crew during the normal period. "Terror report current regarding" possible misalignment of number three main engine and generator will be thoroughly investigated.

5. Cleanliness of the ship and health of the crew is excellent. Morale is of a high order despite lack of damage inflicted on the enemy.

J.B. CRICOS: 3

— page 153 —
12a/pn
19 July 1944.
8 02160

From: The Commander Submarines, SEVENTH FLEET.
To: The Commander in Chief, UNITED STATES FLEET.
Via: The Commander, SEVENTH FLEET.

Subject: USS GUNNEL (SS253) - Report of Fifth War Patrol - Comment on.

1. GUNNEL'S Fifth War Patrol was conducted in the SUNDA STRAIT and SOUTH CHINA SEA Areas. A submerged transit of SUNDA STRAIT was completed without incident. The remarks of the Commander Submarine Squadron TWELVE are concurred in.

2. This patrol is designated "not successful" for purposes of award of the Submarine Combat Insignia.

3. No damage was inflicted on the enemy.

R. W. CHRISTIE.

DISTRIBUTION:
[Signature]
Vice-Opnav
Vice Opnav Op-23c
Com1stFlt
Com2ndFlt
Com3rdFlt
Com7thFlt
Comsub1stFlt
Comsub2ndFlt
CTF-71
CTF-72
CSS-12
CSS-16
DivComRons-12
DivComRons-16
S/K School N.L.Conn(2)
Eoch S/M W.A. (1) - NOT TO BE TAKEN TO SEA - BURN

P. F. STRAUB, Jr.,
Flag Secretary.

— page 154 —
9 AUG1944
Reg. No. 8 02160
Serial: 0d/99

THIRD ENDORSEMENT to
USS GUNNEL conf. 1tr.
Al6-3 Serial 011, of
4 July 1944. Report
of Fifth War Patrol.

From: Commander Seventh Fleet.
To: Commander in Chief, United States Fleet.

Subject: USS GUNNEL (SS253) - Report of Fifth War Patrol.

1. Forwarded.

H. W. GRAF,
Chief of Staff.

— page 155 —
12/1/44
A16-3
Serial 015
U.S.S. GUNNEL (SS253)
Care of Fleet Post Office;
San Francisco, California,
22, September 1944.

From: The Commanding Officer, U.S.S. GUNNEL.
To: The Commander in Chief, United States Fleet.
Via: Official Chennels.

Subject: U.S.S. GUNNEL, Report of War Patrol Number Six.

Enclosure: (A) Subject Report.
(B) Plot of ship's track.
(C) Navigational Time Plots of Contacts.
(Enclosure (B) and (C) for ComTaskFor 71 only)

1. Enclosure (A), covering the Sixth War Patrol of this vessel conducted in the Sulu Sea and Manila area during the period from July 29, 1944 to September 22, 1944 is forwarded herewith.

G. E. O'NEIL, F.
DECLASSIFIED ART. 0445, OPNAVINST 5510.10
BY OO-098C DATE 12/29/42

91035

— page 156 —
1944. Arrived Fremantle, Western Australia, completing this vessel's fifth war patrol. Commenced refit by U.S.S. CHIEF and Relief Crew, Division 121. Ships of officers and crew left ship for two weeks reacquisition leave in the Perth Area.

July 14, 1944. Lieutenant Commander G. E. O'NEILL, Jr., USN relieved Commander J. S. McGAHAN, JR., USN., as commanding officer.

July 18, 1944. Eight completed. Regular ships of officers and crew returned from leave. Conducted loading and completed minor items of repair. In addition to the normal refit the following work was accomplished.

(a) Replaced S. R. R. carrier shaff with latest enclosed gear type.
(b) Overhauled #2 and #3 main engines.
(c) Moved S. R. R. carrier to location on #1 periscope wall in control room.
(d) Repaired #1 periscope which had been flooded with oil and had jammed when shift control. On installation, switchgear incepting of scope placing the attack periscope in the forward position.

July 19, 1944. Underway, made trim dive in operating area followed by sound tests in Cookburn Sound.

July 21-22, 1944. Underway conducting individual ships exercises.

July 23-27, 1944. Underway conducting practice day and night torpedo approaches. July 25th took Commander Sub-Div 121 aboard and conducted coordinated search and attack exercises with U.S.S. MUSKALLUNGE and U.S.S. FILER on escorted ship as target. July 27th fired three exercise torpedoes and returned to port to complete loading. Took on board 24 Mark 14 torpedoes to complete full load.

1. ENCLOSURE (A)

— page 157 —
29 July 1944.
: Underway in accordance with ComTaskForce 71 operation order #98-44 to conduct unrestricted submarine warfare against the enemy in the Sulu Sea. Routing via Darwin, East of Timor, Banda Sea, Molukka Passage, Celebes Sea and Sibutu Passage.
: Commenced coordinated attack exercises with the USS NARWHAI against single ship convoy consisting of USS CHANTICLEER, USS ISABEL and HMAS DUBBO. During these exercises the SJ radar gave very poor performance. After tuning to peak performance while tracking convoy a maximum range of 6,000 yards only could be occasionally had on the Chanticleer.
: Completed convoy exercises and set course in the bombing restriction lane proceeding independently for Darwin. Continued working on SJ Radar through the night until the trouble was found to be in the Fulsar Box of the transmittable spare pulser box carried was found to be in an equally poor condition giving negligible output power.
: 30-31 July 1944.
: Proceeding independently around the Darwin conducting daily trim dives and fire control drills.
: On 30 July 1944, #1 main engine found to have a broken head stud and placed out of commission. #2 main engine was found to have a leaking liner seal ring which was renewed from spares.
: 1 August 1944.
: (SC#1) Sighted Dutch K-14 on opposite course in position Latitude 20-20 S, Longitude 113-03 E. Exchanged recognition signals.
: (AC#1) While submerging for training made a plane contact on the SD Radar at 14 miles, Plane not seen.
: Position: Latitude 19-57 S, Longitude 113-10 E.
: Fired ten rounds 4" common ammunition from the deck gun and 60 rounds 20mm ammunition from each 20mm gun. A home-made target was constructed but it sank immediately on launching due to an over zealous auxiliary man stuffing in a large lead hammer to make it float upright.
: Sent Gunnel #1.

— page 158 —
2 August 1944
1200(H) Position: Latitude 16-42 S, Longitude 118-13 E.
1800(H) #3 main engine out of commission for five hours due to faulty injector.
3 August 1944.
0200(H) Master gyro compass out of commission due to lost vacuum in North Rotor, commenced steering by auxiliary gyro.
0210(H) #3 main engines out of commission due to an improperly installed teak ring on cylinder liner leaking.
1200(H) Position: Latitude 14-20 S, Longitude 122-08 E.
1300(H) #3 main engine placed back in commission. Gyro placed in commission for awhile after vacuum pumped down but it started losing again so continued steering by auxiliary gyro.
2102(H) Sent dunnel #2:
4 August 1944.
Conducting daily drills and section dives.
1200(H) Position: Latitude 12-48 S, Longitude 126-34 E.
1542(H) #2 main engine out of commission until 1800(H) due to faulty liner seal ring.
1800(E) Placed SJ radar out of commission to replace burned out tubes. The faulty pulser box in the transmitter is the cause of the tube trouble.
5 August 1944.
0605(H) (AC#2) SD radar contact 11 miles. Identified as Liberator bomber.
0615(H) (SC#2) Exchanged recognition signals with HMAS ML 814, commenced entry Port Darwin via swept channel.
0915(H) Moored Port side to Boom Jetty, Port Darwin, Australia. Received 23,299 gallons diesel fuel, 150 gallons lube oil symbol 9370 and 10,000 gallons fresh water. On arrival was informed required spare parts would not arrive until 1900(H) so made tentative plans to depart early the following morning.
6 August 1944.
Moored to dock, Darwin, Australia.
3.

— page 159 —
0300(H) Completed repairs to master gyro compass, SJ radar and #3 main engine. In addition on routine inspection yesterday we found another faulty seal ring on one liner of #2 main engine which had to be replaced. At this point we only have enough replacement seal rings for four more units. As no SJ radar spare parts arrived last night we replaced the SJ transmitter complete with one kept in Darwin for emergency repairs. The difference in operation was phenomenal and for the first time I was able to see how a PPI is supposed to work. Where the maximum range on a ship the size of the Chanticleer had been 6,000 yards, it now gave ranges of 15,000 to 20,000 on small craft.

: 0535(H) Underway erroute patrol area in Sulu Sea via the swept channel and Bombing restriction lane east of Timor.

: 0800(H) Submerged for a trim.

: 0815(H) Surfaoed.

: 1200(H) Position: Latitude 12-10 S, Longitude 129-29 E.

: 1400(H) (AC#3) Lookout sighted unidentified two engine bomber, range about 8 miles. Submerged to avoid detection. Position: Latitude 11-44 S, Longitude 129-05 E.

: 7 August 1944.

: 0120(H) Picked up North eastern cornu. Timor Island on SJ radar, range 40 miles.

: 0409(H) Commenced passage of Barrier.

: 0623(H) Submerged for a trim and to work on SJ radar training gear. On attempting to surface found transmitter tubes burned out in SD radar. These were replaced and at

: 1000(H) Surfaoed.

: 1158(H) (AC#4) Lookout and OOD sighted one DINAH on port bow flying low on opposite course range about 8 miles. Submerged to avoid detection. Position: Latitude 7-25 S, Longitude 136-50 E.

: 1321(H) Surfaoed.

: 1606(H) Cleared Bombing Restriction lane, set course for Greyhound Strait. Had intended to pass close by Northern and of Buton Strait but due to plane contacts and radar troubles had dropped behind schedule.

: 8 August 1944.

: 0543(H) Submerged for a trim.

— page 160 —
0600(H)  Surfaceed.
0705(H)  (AC#5) Plane contact on SD radar, 7 miles closing. Submerged to avoid detection. Position: Latitude 124-57.5 E.
0820(H)  Surfaceed.
1045(H)  (AC#6) Contact on SD radar 18 miles, closing. Position: Latitude 03-16 S, Longitude 124-43 E.
1047(H)  Contact closed to 13.5 miles without being sighted so submerged to avoid detection.
1200(H)  Position: Latitude 03-11 S, Longitude 124-47 E.
1242(H)  Surfaceed.
1535(H)  Picked up TANJAM Island ahead, range 60,000 yards on the SJ radar. Patrolled off search on entrance GREYHOUND STRAIT until.
1830(H)  Commenced transit, passing to the eastward of TEMPAU Island, no activity was noticed.
2007(H)  Completed transit of GRIMWOOD STRAIT, set course to pass close to Cape FANGAISLANG and thence to Cape FLESKO.

9 August 1944.
0308(H)  Made contact with Cape FLESKO on the SJ radar, range 60,000 yards. Crossed the equator at Longitude 124-20 E.
0531(H)  (AC#7) Contact on the SD radar, 6 miles, closing. Submerged to avoid detection. Position: Latitude 00-17 N, Longitude 124-31 E.
As plane contacts have been so numerous and this appeared to be a good spot to intercept traffic between DAVAO and KEMDARI decided to spend day submerged close along the coast. The air containing immodately vast out of commission and spent the entire day trying to make it work. Nothing sighted.
1200(H)  Position: Latitude 00-28 S, Longitude 124-34.5 E.
1727(H)  Surfaoed and set course for BANTA PASSAGE.
2045(H)  (SO#3) Picked up radar interference 3450 T, and at
2132(H)  Exchanged recognition signals with a U.S. Submarine by keying to SJ radar. Communication was established at an estimated range of over 20,000 yards. The plp was picked up finally at 15,500 yards. and lost at 15,000, this being the closest the submarine passed us aboard.
2230(H)  Commenced transit BANTA PASSAGE.

— page 161 —
10 August 1944.
0000(H) Completed transit and set course for SIBUTU PASSAGE, across Colebos Sea.

1200(H) Position: Latitude 03-31 N, Longitude 122-13 E.

1743(H) Submerged for a trim. Inadvertantly went to 250 foot strain in the Pit Log Bellows and putting the pit log out of commission.

1821(H) Surfaced.

2018(H) Picked up Tawi Tawi Island on SJ radar, range 55,000 yards.

2110(H) Commenced north bound transit Sibutu Passage.

2240(H) Completed unoventful transit Sibutu Passage. Set course for Doc Can Island.

11 August 1944.

0055(H) Picked up Pearl Bank Lighthouse 15,000 yards by SJ radar.

0130(H) Commenced passage between Doc Can Island and Pearl Bank.

0239(H) Completed passage, entered area. Set course for DULUNGUIN Pt., MINDINAO, following SULU ARCHIPELAGO.

0532(H) Sighted PANGUTARAN Island bearing 143°T, 30,000 yards.

0637(H) Submerged for a trim.

0650(H) Surfaced.

1056(H) Sighted SANGBOY Islands bearing 122°T.

1107(H) Noticed interference on SD radar so commenced kaying radar at irregular intervals. Lost interforance which was never picked up again.

1200(H) Position: Latitude 07-05 N, Longitude 121-28 E.

1454(H) (AC#8) Sighted one unidentified aircraft bearing 065°T, range about 10 miles, flying low on course 155°T. Submerged to avoid detection. Position: Latitude 07-38 N, Longitude 121-36 E.

1608(H) (AC#9) Sighted one JAKE bearing 040°T, range about 5 miles Position: Latitude 07-40 N, Longitude 121-37 E.

1851(H) Surfaced and closed coast of Mindanao to patrol about six to seven miles off point DULUNGUIN.

12 August 1944.

0501(H) Submerged for days patrol on a line three miles off DULUNGUIN Point.

— page 162 —
1030(H) (AC#10) Sighted one NATE, or OSCAR with its wheels lowered, bearing 157°T, range 3 miles, making climbing turn away from the coast. The officer of the dock thought it had just taken off from a position to the northward of the STOKUM River and to seaward of the 2/5 foot hill shown at Latitude 07-43 N, Longitude 122-07.5 E on C.&G.S. chart 4065. Dust soon hanging in this air over this spot tends to bear this out.

: 1153(H) (AC#11) Sighted same aircraft as before bearing 260°T, about four miles, flying low and crossing astern headed for the coast at the same spot mentioned above. The eagerness of the O.O.D. to get deeper spoiled an opportunity to observe further actions of the plane but upon regaining pariscopo depth a few minutes later the plane had disappeared and another dust cloud could be soon forming above the supposed air strip.

: 1753(H) (SC#4) Sighted mast and smoke bearing 166°T near the coast. Went to battle stations and commenced approach.

: 1825(H) Target identified as long son truck proceeding north, spaced 7 knots. Pulled clear and at.

: 1921(H) Surfaced and named tracking party. Found there were two targets, both son trucks. Visibility was too poor for the dock gun and torpedoes wore useless on him so decided to let him go. Continued tracking to give fire control party a work out.

: 2041(H) Closed range to 2000 yards and got a look in a flash of lightning to make sure he was a son truck, then broke off approach. They were not worth giving our position away at this time. Rosumad patrol to the south staying about 6 - 7 miles off the beach.

: 13 August 1944.

: 0505(H) Submerged for days patrol on a line 3 miles off ALITAYA point.

: 1856(H) Surfaced and proceeded north keeping about 6 - 7 miles off the beach.

: 14 August 1944.

: 0507(H) Submerged for days patrol on a line 3 miles off DULUNGUN Point.

: 1410(H) (AC#12) Sighted what appeared to be a type Sally bomber bearing 240°T, range about 4 miles, on course 210°T. Position: Latitude 07-44 N, Latitude 122°02'5"E.

: 1412(H) (AC#13) Sighted a formation of sovon Tony's, in two sections of four and three, flying low just over the shore line on a course of 176°T. Position: Latitude 07-40 N, Longitude 122-00 E.

— page 163 —
1848(H)  Surfaced and proceeded north staying about. 6 miles off the coast.
: 2315(H)  Departed Zamboango Peninsula, set course for NASO Point, Panay Island.
: 1527(H)  Sighted NASO Point, Panay Island, bearing 008°T, 28 miles.
: 0605(H)  Submerged for a trim.
: 0620(H)  Surfaced. #3 main engine out of commission due to another bad liner soel ring.
: 0636(H)  (AC#14) Sighted one unidentified aircraft bearing 262°T, range about 10 miles, on a northerly course. Submerged to avoid detection. Position: Latitude 10-06 N, Longitude 121-49 E. Decided to stay submerged as #3 engine, air conditioning plant, and SJ radar bearing transmitter all out of commission. Commenced closing NASO Point, Panay Island.
: 1830(H)  Surfaced and proceeded northward via CUYO EAST PASS, and TABLAS STRAIT. #3 main engine, and SJ radar back in commission. Air conditioning plant remained out of commission the rest of the patrol.
: 1604(H)  (SC#5) Contact on the SJ radar 330°T, 6,600 yards. Maneuvered to avoid. His actions indicated he was patrolling between CONCEPCION and BANDON Islands at the northern end of Tablas Strait. Position: Latitude 12-49 N, Longitude 121-53 E.
: 0501(H)  Submerged off DOS HERNANAS Islands and set course for BONDOC Peninsula.
: 1200(H)  Position: Latitude 13-10 N, Longitude 122-08.5 E.
: 1853(H)  Surfaced for night patrol in southern approaches to MOMPOG Pass. Received orders to patrol Sulu Sea north of 9°30' N.
: 17 August 1944.
: 0500(H)  Submerged for days patrol on a line three miles off PINAY-UNTANGAN POINT, BONDOC Peninsula.
: 1835(H)  Surfaced. SJ radar out of commission due to burned out rotardation coil.

8.

— page 164 —
2053(H) SJ radar track in commission. Commenced a search over to cover area missed while radar was cut of commission. Believed radar trouble due to extremely high temperature and humidity in the boat during the last week.

: 18 August 1944.

: 0403(H) (SC#6) Mado-contaot with three ships on the SJ radar boaring about 105°T, range 7600 yards, almost dead astern. The radar operator however was looking at the PPI-scope set on the 8000 yards scale thinking it was the 40,000 yards scale as his instructions called for, and in the confusion allowed the contact to draw out to 12,000 yards, bearing 148°T before reporting his find at about 0418(H). Position: Latitude 13-06 N, Longitude 122-33 E.

: 0420(H) Manned tracking party and headed south on four engines to get ahead of convoy which I supposed was on a southoasterly course. Nothing could be soon but the radar officer reported that the pips indicated small or medium sized vessels and the range was opening fast showing a high speed.

: 0432(H) The tracking party continued to report a course of 045°T, speed 15 kts, so reversed course to head them off the other way. This was confusing as it either was a zig of 180°, or they actually were heading to the eastward to pass through the straits south of Bondoo into RAGAY GULF.

: 0447(H) (SC#7) The range had opened to 15,000 yards, with their course still 045°T, speed 15 kts when a ship was soon on the starboard beam at a range of 6000 yards. Shifted to him as the first targets pips were booming very weak and found he was on a course of 280°T speed 14 kts, which drew him back on our starboard quarter, range slowly closing.

: 0453(H) (SC#8) Sighted two more ships on our starboard beam; angle. on the bow zero, range 6,000 yards by radar and closing rapidly. By this time it was becoming light so thinking the original targets had turned and headed north while we were tracking contact #7 above, turned and at

: 0455(H) Submerged to radar depth, manned battle stations, and started approach on two closest targets south of us. After they came in sight by pariscope they apparently turned to the west for they want by out of range. I couldn't see them well enough for identification but sound reported both high speed and slow speed sorews. They disappeared in the direction of Mon Pog Pass.

The above was all very confusing at the time with the convoy apparently making a complete 360° turn, but on studying the chart into it appears one convoy, our first contact, was heading in an easterly direction for RAGAY GULF when they sighted another convoy, our second contact, heading north. They then turned south to avoid and after passing astern resumed their easterly course and we, running around to the northward of them picked the second group up on our star-

— page 165 —
0553(H) Surfaced and set a course for the passage to the southward of MARINDUQUE ISLAND. With our four engine speed we could arrive by 1200 giving us time to submerge and catch them off LOCOLOC Point.

: 0753(H) (AC#16) Sighted two aircraft, type Sally, bearing 300°T, distance about ten miles passing from starboard to port. Position: Latitude 13-05 N, Longitude 121-59 E. They went out of sight on our port bow still heading south so we continued on our way.

: 0756(H) (AC#17) Sighted two more aircraft, type Sally, bearing 330°T about 7 miles, crossing our bow from starboard to port. Position: Latitude 13-05 N, Longitude 121-57 E. Their course would take them very close so decided to dive, when

: 0757(H) (AC#18) Contact on the SD radar 3 miles closing fast. Submerged to 150 feet. Just before the radar mast went under the contact faded out at 3 mile. No bombs were dropped so he either didn't carry any or they were stuck in the racks. Decided as they knew our location we had better stay submerged and get away from our present spot.

: 092d(H) (SC#9) Sighted two sea trucks bearing 068°T, 6000 yards on a course of 300°T.

: 0932(H) (SC#10) Sighted one sea truck bearing 067°T, range 6000 yards, on a course of 300°T. Position: Latitude 13-08 N, Longitude 121-55 E.

: 1200(H) Position: Latitude 13-10 N, Longitude 121-45 E.

: 1221(H) (SO#11) Sighted masts of what turned out to be a convoy of six sea trucks bearing 331°T, range about 10,000 yards on a course of about 095°T. They looked fairly defenceless, no guns could be seen, but assumed they carried at least 20mm machine guns. As our presence must have been known, and no aircraft had been sighted all morning since submerging, decided to try to pick off a couple by gunfire. Manned battle stations and at

: 1440(H) (Gun attack #1) Surfaced and commenced firing with four inch and 20mm machine guns. Opening range about 2800 yards. Both 20mm immediately jammed, and the first four rounds of 4" went at least 2000 yards over, so commenced a turn away to avoid closing range and to submerge as we wore doing no good at all and I didn't want to expose personnel to the enemies machine gun fire which so far was all short. At

— page 166 —
1501(H) The deck was cleared, but just as the diving alarm sounded and the last man were going down the hatch, one man was re-ported overboard. He was VELLE, Rudolph William, #224 42 10, MoMule, USN. His battle station was gun captan and investigation disclosed he had been knocked overboard by the ro- coil of the last shot fired by the dock gun. He was last seen astern, swimming with his head well above water and clear of the screws. I am convinced he was able to reach land as he appeared uninjured and is a good swimmer. He is undoubtedly now a prisoner of war. A sailboat not far away might have picked him up. Was intending to head back in an attempt to rescue Volle when

: 1518(H) (SC#12) Sighted a PT boat heading towards us at a range of about 3,000 yards and a small angle on the bow, making at least 25 or 30 knots. I believe this boat was acting as an escort on the far side of the sea truck convoy as he couldn't have arrived this soon starting from the nearest land. He appeared identical to our own Higgins design of MTB's with the exception of the two machine gun turrets which he lacked. His screw noises sounded like a loud buzz, similar to underwater sound recordings I have heard of our own boats. Want to deep submargence.

: 1520(H) Omd depth charge.

: 1630(H) Lost contact and came up for a look. All clear.

: 1852(H) Surfaoed and returned to the spot we submerged hoping Volle was still in the vicinity. Nothing could be found so set course for the eastern entrance to Verde Island Passage.

: 19 August 1944.

: 0508(H) Submerged for days patrol on a line three miles off LOCO-LOCO Point at the eastern entrance to VERDE Island Passage.

: 0903(H) (SC#13) Sighted a small tug towing three 80 ton schoonors bearing 200# range 600 yards on a course of 070#. The tug was identified as a SCS-1 class special duty subchaser. Position: Latitude 13-34 N, Longitude 121-18 E.

: 1210(H) (AC#19) Sighted a type JAKE aircraft bearing 088#T, on a course of 270# flying low over the water.

11.

— page 167 —
1909(H) Surfaoed and commenced patrol covering eastern approach to Verde Island passage.
20 August 1944.

: 0100(H) (SC#14) (Torpedo Attack #1) Made contact with the S7 Radar on a group of about five ships, bearing 066°T, range 18,050 yards. The night was dark, with a clear horizon, smooth sea, and sky overcast. Position: Latitude 13-32 N, Longitude 121-26 E.

: 0104(H) Commenced tracking and found they were on a westerly course heading for Verde Island Passage from the North entrance of Mompog Pass.

: 0113(H) Went to battle stations and headed in for an attack as they soon would enter Verde Island Passage. They appeared to be in a formation of two columns, three ships in the far and two in the near column with about five hundred yards interval between columns. I intended to come in on the port bow of the second ship in the near column.

: 0122(H) Broke off attack as the leading ship on the port hand had dropped back abeam of the second ship and the trailing vessel was drawing forward on the port quarter of the second ship. There were apparently three escorts, one ahead, one astern, and one on the starboard bow of the convoy.

: 0207 (H) Started in again as formation had steadied down with the two leading ships abreast, two more in line of bearing on their port quarter, and a third on the port quarter of the whole formation on course 245°T, speed 9.5 knots; chose further one of two nearest ships as first target, bearing 000° Rel., angle on bow 64P, gyro angle 347°, torpedo run 2100 yds, own course 340°T, speed 5 kts, and at

: 0215-19 Fired #4 tube.

: 0215-24 Fired #5 tube.

: 0215-32 Fired #6 tube.

: Shifted to nearest ship bearing 007° Rel., angle on bow 65P, gyro angle 355°, torpedo run 1500 yds and at

: 0215-52 Fired #1 tube.

: 0216-01 Fired #2 tube.

: 0216-08 Fired #3 tube.

: Went ahead full with right full rudder, when piloted up third ship range 2000 yards, on the port quarter of second target. He looked a fair size so stopped and steadied course 160°T and got a set up for a storm tube shot. The bearing 175 Rel., angle on bow 90P, gyro 162°, torpedo run 3000 yds, and at

— page 168 —
0219-02 Fired #7 tube.
: 0219-12 Fired #8 tube.
: 0219-22 Fired #9 tube.
: 0221(F) Went ahead full and opened out to pull ahead and attempt to get in again while making a reload. All torpedoes appeared to run normally, and their course could be followed almost 4000 yards by the brilliant phosphorescence of the water. The second three torpedoes were clearly seen to pass under their target although the depth set was four feet. The targets could not be identified, but from what was seen while firing, and later discussions, I do not believe now they were over 1000 tons. While we were firing I had seen a ship on the starboard quarter of the convoy pull to the right and at
: 0238(H) He commenced dropping depth charges astern of us, range 2900 yards by radar.
: 0250(H) (SC#15) Picked up an escort on our starboard bow bearing 0170T, range 2400 yds closing so changed course to 1600T and went ahead flank. At the same time radar reported the vessel who had dropped the depth charges bearing 0460T range still 2900 yards and now closing. Based over to 1800T to put the two ships on each quarter and continued flank speed.
: 0312(H) Finally lost both contacts astern. The escort on our port quarter was the most persistent for ho closed to 2000 yards and stayed right with us at 18.5 kts for about twenty minutes, then dropped slowly back to 4000 yards and at about 0312 apparantly reversed course as his range suddenly opened rapidly and was lost at about 8000 yards. Our wake was shining like a bright light astern during this chase.
: 0357(H) (SC#16) Picked up a patrol vessel on our port bow bearing 0590T range 4600 yds. Altered course to the left again and tracked him at 13 kts until we lost him astern at 6500 yards at 0410(H).
: 0425(H) (SC#17) Picked up another patrol vessel bearing 1200T range 7000 yards. Tracked this one at almost 18 kts while we maneuvered to avoid. He closed to 6400 yards and we finally lost him astern at 7700 yards at 0440(H).
: 0449(H) Submerged as it was becoming light. Set a course to take us to the southern entrance to MomPog Pass, passing to the south of the DOS HURTANAS Islands.
: 0708(H) '(SC#18) Sighted six sea trucks bearing 3520T range about 7000 yards on course of about 0900T.

13.

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0-0-N-F-I-D-E-N-T-I-A-I
: 0745(H) (AC#20) Sighted a type Pote aircraft bearing 340°T range 5 miles. He was really looking for us for he was flying a sine curve at about 500 feet and his base course was right overhead. Position Latitude 13-00 N, Longitude 121-41 E. Eased down to 150 feet.
: 0809(H) (SC#19) Scund picked up screws bearing 300°T, 156 RPM. Took a look and found a type PC-1 patrol boat moving up our starboard side on a parallel course. He passed out of sight ahead. They certainly had our 0800 position figured out.
: 0845(H) (SC#20) Sighted two more sea trucks bearing 308°T on a course of about 095°T.
: 1005(H) (SC#21) Picked up same PC-1 patrol boat by sound and periscope, heading back from the vicinity of MAESTRE DE CAMPO island crossing our bow from starboard to port, range 1000 yards. He disappeared on a course of 010°T in the direction of MARINDUQUE ISLAND.
: 1200(H) Position: Latitude 13-00N, Longitude 121-47E.
: 1237(H) (SC#22) Sighted a small motor sampan bearing 121°T range about 6000 yards which soon disappeared.
: 1550(H) (AC#21) Sighted an unidentified aircraft bearing 291°T range about three miles which disappeared in a cloud bank.
: 1848(H) Surfaced and proceeded for patrol station in vicinity of southern entrance MomPog Pass.
: 2045(H) (SC#23) Picked up what appeared to be a patrol boat, bearing 041°T range 11,400 yards. At first he tracked at 12 kts on a course of about 190°T, and then when the range had closed to about 9200 yards he stopped and lay to. We opened to the west to get around him and finally lost him at 11,000 yards bearing 051°T, still stopped. Position: Latitude 13-03 N, Longitude 122-25 E.
: 21 August 1944.
: 0455(H) Submerged, for days patrol on a line four miles off QUINDONANE POINT.
: 0555(H) (SC#24) Sighted one sea truck bearing 117°T, range 4500 yards on a course of 000°T. Position: Latitude 12-58 N, Longitude 122-53 E.
: 1700(H) Found another leaking liner seal ring on #2 main engine. Decided to hold engine for emergency use and work on it after submerging in the morning.
: 1857(H) Surfaced and commenced patrol covering the southern approaches to MomPog Pass.

— page 170 —
22 August 1944.

0509(H) Submerged for patrol in same position as yesterday.

1352(H) (SC#25) (Torpedo Attack #2) Sighted masts and smoke bearing 0900 range 12,000 yards off what turned out to be two lone AK's of about 1000 gross tons each. Maned battle stations and commenced approach. Escort: Lattitude 12-54, N, Longitude 122-51 E.

1450(H) With #2 periscope out of commission due to a short circuit in the hoist motor and rising work on it, tried to make an observation and found the other periscope wouldn't raise. Continued approach by sound.

1457(H) Completed emergency repairs to #2 periscope hoist motor finally and found we were in a perfect position on a ninety port track and a 2200 yd torpedo run on the farthest target. The two ships were in a line of bearing about 500 yards apart with the bow of the nearer one just overlapping the stern of the far one. Don't touch they were small decided to shoot as I didn't see how I could miss. Torpedoes were set on three feet and with targets draft must have been at least six or seven feet as they were loaded. With the far target on course 2360T, speed 5.5 kts, range 2250 yards, own course 0200T, speed 3 kts, at

1458-57 Fired #1 tube.

1459-07 Fired #2 tube.

1459-14 Fired #3 tube.

1459-24 Fired #4 tube.

1459-33 Fired #5 tube.

1459-43 Fired #6 tube.

The torpedoes were spread by periscope along the length of the two targets. No. 1 torpedo was soon to run erratically to the left. The remainder of the torpedoes ran hot straight and normal. I am correct if #3 and #4 ran under the far ship and #5 and #6 ran under both ships. Neither ship changed course until after the torpedoes passed under, then they commenced rigging wildly.

1515(H) Set a course of 2700T to clear this area and spent remainder of the day placing both periscopes back in commission.

1856(H) Surfaced end headed for the entrance to Tablas Strait. We have raised so much fuss around here in the last two days without accomplishing anything that I decided to try a new spot. #2 main engine still out of commission. A second long liner seal ring was found during the day making two units that had to be pulled. This was the last sparc and any more bad leaks mean the loss of one engine.

— page 171 —
23 August 1944.
0130(H) #2 main engine back in commission.
0513(H) Submerged for the day off PUCIO POINT, PANAY.
0530(H) Another bad leaking liner seal ring found in #2 main engine Engine to be used in emergency only.
1847(H) Surfaced and headed south to send message about losing Velle over the side.
24 August 1944.
0135(H) Unable to raise VIX, so sent message #3 blind. We later found it was received.
0504(H) Submerged for days patrol on a line three to four miles off SOJOTON POINT, NEGROS ISLAND.
1853(H) Surfaced and commenced patrol of PANAY GUILF and entrances to GUMARAS STRAIT.
25 August 1944.
0518(H) Submerged for days patrol off SOJOTON POINT.
0900(H) Lost power operation of bow planes.
1232(H) (AC#22) Sighted two aircraft identified as type TOPSY, bearing 178T, two miles, on a course of 020T. Position: Latitude 10-03 N, Longitude 122-29 E.
1857(H) Surfaced with one main engine out of commission due to a broken head bolt, two other engines out due to a total of seven minor leaking liner seal rings and one bad leak per engine, no power operation of the bow planes either rigging or tilting due to broken wires in the torpedo room panel and control room switch box, a peculiar noise had developed in #3 main motor and the air conditioning still out since 15 August. Set a course to seaward while trying to repair all the casualties and started a charge plus propulsion on our one remaining engine and the auxiliary. Thank God these boats have four main engines.
2100(H) As a last straw we lost steering in the conning tower for the rest of the night due to forcing too much grease in the hull packing and cooking the gland.
26 August 1944.
0518(H) Submerged off SOJOTON I-VIN for days patrol. During night repaired one main engine and steering, still working on remainder of casualties.

— page 172 —
1901(H) Surfaced for patrol of Panay Gulf. Everything in commission except #2 main engine and the air conditioning plant. #2 engine could be used in emergency by refilling with water and keeping the purifier on the sump to take as much water as possible out of the oil, #3 main engine still had three minor leaks but that didn't interfere with normal operation. Source of noise in #3 main motor still undetermined.
: 0515(H) Submerged for days patrol on a line three miles off NASO POINT, PANAY ISLAND to cover route between CUYO EAST PASS and ILOILO or GUIMARAS STRAIT.
: 1832(H) Surfaced and commenced patrol of PANAY GULF. I intended to head for the western coast of MINDANAO the following night but at
: 2200(H) Received orders to proceed to the South China Sea.

28 August 1944.
: 0725(H) Submerged for passage of APO EAST PASS, MINDORO STRAIT, with AMBULONG ISLAND bearing 345T, 16 miles.
: 1907(H) Surfaced and set course for rendezvous.
: 29 August 1944.
: 0158(H) Picked up what appeared to be SJ radar interforance ahead, so headed towards.
: 0225(H) Established voice communications with the GUITARRO.
: 0245(H) (SC#26) SJ radar contact bearing 145T range 7,000 yards. We hold the range at about 8,000 yards and finally succeeded in establishing mutual identification by communication on the SJ radar at 0315(H).
: 0323(H) Closed range to visual signal distance and received instructions for joint patrol for next two days.
: 0527(H) Submerged for days patrol covering shipping routes between PALAWAN PASSAGE and MANILA.
: 1200(H) Position: Latitude 13-10 N, Longitude 119-24 E.
: 1853(H) Surfaced and set course for initial point for the nights joint patrol.
: 30 August 1944.
: 0528(H) Submerged for days stationary patrol at assigned position.

— page 173 —
1200(H) Position: Latitude 12-52.5N, Longitude 120-16E.

1904(H) Surface with joint patrol concluded as other submarine departed from area. Headed north in order to be off CAPE CALAVITE in the morning. It was a clear bright moonlight night but due to the proximity of land decided to keep the SD radar scoured and depend on lookouts and the SJ radar for aircraft detection.

31 August 1944.

0032(H) (AC#23) An extra man on the bridge for air sighted an unidentified aircraft about 500 feet overhead coming from astern. Position: Latitude 13-25N, Longitude 119-45E. OOD made a quick turn to the right and then submerged.

0035(H) One very close bomb or depth charge as we passed 100 foot going down. No major damage was done although many sea valves were jammed open, a deck plate was blown off topside, and cork knocked loose. Power operation was lost temporarily on the bow planes and tubes wore knocked loose in the SJ radar putting it out of commission.

0328(H) SJ radar back in commission, all clear on the SD radar so surfaced and topped off the battery charge.

0508(H) Submerged for days patrol and headed towards CAPE CALAVITE.

1910(H) Surface with another bright moonlight night ahead. Using the SD radar this time by keying it.

2327(H) (AC#24) Obtained a simultaneous pip on the SD and SJ radar bearing 150T, range 8 miles, which disappeared immediately. Position: Latitude 13-29N, Longitude 119-51E. Nothing sighted.

2356(H) (AC#25) Two lookouts sighted an unidentified aircraft bearing 3 miles, heading towards us so submerged and went 2 and 3 miles, heading towards us so submerged and went deep. Position: Latitude 13-26N, Longitude 119-51E. Neither radar picked this one up although it was very close.

1 September 1944.

0210(H) Surface, all clear by radar.

0211(H) (AC#26) One lookout sighted an unidentified aircraft ahead crossing our bow from port to starboard, range about six miles, and flying low. No radar contact.

0219(H) (AC#27) Lookouts sighted an unidentified aircraft bearing 200T, very close with a 35 position angle and heading towards us so submerged and went deep. Again not other radar picked it up. Position: Latitude 13-16N, Longitude 119-52J. I had thought contact number 26 above was imagination but believe now it was the same plane. They apparently wore keep-

18.

— page 174 —
C-O-N-F-I-D-E-N-T-I-A-L
ing below our SD radar and possibly were homing its signal
although it was being keyed. Decided to wait for moonset
to surface this time as they had us behind the eight ball.

0406(H)  Surfaced and topped off battery charge.

0506(H)  Submerged for days patrol covering routes between MANILA
and PALAWAN PASSAGE.

1901(H)  Surfaced and headed towards PALAWAN PASSAGE. With our in-
ability to detect these planes, and a bright full moon for
the next few nights, decided to get further from the coast
so that should we be held down all night at least we could
surface at daylight and get in a battery charge.

2 September 1944.

0037(H)  (AC#28) Picked up a target on the SJ radar PPI screen,
range about 4,000 yards closing and moving very rapidly
from our starboard quarter up our starboard side. Submerge-
ed and went deep. Position: Latitude 12-37 N, Longitude
119-01 E. This contact may have been a badly overworked
imagination after the last two nights but it definitely
wasn't a rainsquall and if it was a fish it was making a
good 80 knots and giving a good pip on the radar.

0247(H)  Surfaced and headed for northern entrance to PALAWAN PASSAGE
for days surface patrol.

1200(H)  Position: Latitude 12-19 N, Longitude 119-09 E.

1848(H)  Submerged for a trim.

1900(H)  Surfaced.

3 September 1944.

1200(H)  Position: Latitude 12-22 N, Longitude 119-15 E.

1855(H)  Submerged for a trim.

1910(H)  Surfaced.

4 September 1944.

0525(H)  Submerged for days patrol to the northward of BUSANGA
Island.

0700(E)  (AC#29) Sighted an unidentified aircraft bearing 254°T,
range about 8 miles, on a course of 160°T. Position:
Latitude 12-49 N, Longitude 119-49 E.

1200(H)  Position: Latitude 12-50 N, Longitude 119-50 E.

1850(H)  Surfaced.

19.

— page 175 —
5 September 1944.

0412(H) (AC#30) SJ radar made contact on an unidentified aircraft bearing 290°T range 6 miles and then lost it immediately. A minute later it was sighted from the bridge flying low on a course of about 020°T and closing. Position: Latitude 12-59 N, Longitude 119-44 E. Submerged to avoid detection and remained submerged for days patrol.

1200(H) Position: Latitude 13-03 N, Longitude 119-57 E.

1815(H) Surfaced.

6 September 1944.

0353(H) (AC#31) Sighted an unidentified aircraft bearing 310°T on a course of about 270°T and closing. Submerged to avoid detection. Position: Latitude 12-51 N, Longitude 119-18 E.

0612(H) Surfaced.

0633(H) (SC#7) Sighted smoke from many ships bearing 310°T range about 40,000 yards. Commenced closing in order to determine course and speed. Position: Latitude 12-50 N, Longitude 119-09 E.

0643(H) (AC#32) Sighted an aircraft, identified as a type Luoy, bearing 070°T on our starboard quarter, distance about 10 miles and closing. Submerged to avoid detection.

0736(H) With no aircraft in sight, surfaced and commenced and a round on the convoy which appeared to be on a course of about 200°T. The sea was like glass and it was a bright clear day.

0745(H) (AC#33) Sighted what appeared to be the same aircraft now circling over the convoy bearing 106°T. After about ten minutes the plane appeared to be closing us so submerged to avoid detection. A flash of light from the plane at this time was first thought to be a recognition challenge but after submerging I realized it was only the reflection of the sun off his windscreen. Continued observations of the smoke and the aircraft until the plane drew out of sight.

0947(H) Surfaced and continued and around.

0957(H) (AC#34) Sighted the same aircraft as before circling over the convoy. He appeared to be patrolling about 10 to 15 miles on the port flank of the convoy and up to ten miles ahead which effectively prevented us from closing and seeing anything more than smoke. Position: Latitude 12-38 N, Longitude 119-01 E. I attempted to stay far enough away so the plane would not sight us at the same time keeping the smoke in sight and working into a position ahead of the convoy which was heading for Palawan Passage. The plane was in sight the remainder of the morning. I believe a second plane guard-ed the starboard flank but could not be seen from our position.

20.

— page 176 —
1305(H) The convoy appeared to have changed base course to the left for the plane in it's sweeps was drawing closer. Still nothing but smoke in sight. I was trying to squeeze between the convoy and the northernmost edge of Palawan Passage in order to make a submerged torpedo before dark.

: 1320(H) The plane appeared to be closing in, so when the range was reduced to about six miles submerged and attempted to close the smoke on a normal approach course going high speed between looks.

: 1448(H) Two aircraft in sight. They either were relieving the watch or both were prowling the same side now. Their eastward sweep took them very close to us.

: 1630(H) Abandoned approach and decided to try again after dark. It looked like I would never time to get ahead again before moonrise at 2130. Also if it didn't get light too soon I would have a chance for a surface attack. The bearing of the smoke continued to crawl forward.

: 1902(H) Surfaced and continued chase.

: 1944(H) Picked up nearest ships of convoy by SJ radar bearing 225°T range 22,000 yards. Position: Latitude 11-31 N, Longitude 118-25 E. Commenced tracking and and around. The convoy base course was now 165°T and they had speeded up to 11-12 knots. Continued around the eastern side for there wasn't a chance to make it around the other side before moonrise. I hoped I could be ahead before becoming silhouetted in the moon or caught in the shoal water bordering Palawan Island.

: 2030(H) Too light for surface attack already so continued on staying outside 20,000 yards in order to get ahead and make a submerged approach in moonlight.

: 2130(H) Joonriso and still about ten miles to go to get on the convoy track. The SD radar took this time to go out of commission so we kept on and held our breath.

: 2157(H) (AC#35) Sighted an unidentified aircraft overhead just as it dropped a brilliant white parachute flare. Submerged hoping it was just a recognition signal to the convoy and we weren't sighted. Continued closing and at

: 2235(H) Sighted smoke again bearing 320°T range about 10,000 yards. Went to battle stations and took normal approach course at high speed. Position: Latitude 10-56 N, Longitude 118-27 E. The convoy consisted of four medium AKs and three large AKs, one of which might have been a large tanker. Their base course now was about 200°T. Only two escorts were visible, a Chidori and a small PO boat. We were holding our own and had closed the range to about 6,000 yards on the nearest ship with angle on the bow 85 port when at

— page 177 —
2354(H) Made an observation and found a type PC-1 escort vessel with an angle on the bow of zero and range 3,000 yards. The convoy was back out to 10-12,000 yards with an angle on the bow of 140 Port. The PC boat circled us at about 1,000 yards and then continued snooping around and listening so we eased deep to shake him off. If he had only a deep enough draft I could have gotten a good shot at him with our Mk 14's. I could see three men walking down his deck aft as he went by. Apparently he had seen our periscope in the moonlight or else we had been seen by the plane, although I had been careful in my looks.

7 September 1944.

0128(H) Lost the escort vessel and nothing more in sight by periscope. I believe the convoy entered the reefs at Latitude 10-50° N. Latitude 118-30 E and continued south in the shoal water close along the west coast of PALAU Island which was the direction they were headed when last seen. As our SIR and we still out and this area was well patrolled at night or in surf raft decided to remain submerged till day-light.

0822(H) Surfaced for a battery charge. Proceeding north back into area. That was certainly a disappointment to lose out on the only real torpedo targets seen this whole patrol. I think we would have gotten in if the first plane hadn't forced us down. AOO! that morning.

1154(H) Could not raise VTVJ again as transmitted message #4.

1200(H) Position: Latitude 11-45 N, Longitude 116-35 E.

1213(H) (AC#36) Sighted an unidentified aircraft which disappeared below the horizon on a soundly course bearing 075°T.

1630(H) SD radar was in commission.

8 September 1944.

0141(H) (AC#37) Inbounds sighted an unidentified aircraft bearing 240°T, coming from astern and closing. Submerged to avoid detection. Position: Latitude 12-50 N, Longitude 120-07 E.

0273(H) Surfaced.

1529(H) Submerged for days patrol in northern entrance MINDORO STRAIT.

1859(H) Surfaced and commenced transit of APO EAST PASSAGE departing from area in accordance with patrol instructions.

— page 178 —
1916(H) (SC#28) Made contact by SJ radar on what appeared to be two small vessels bearing 087T range 1400 yds. During the next hour they drew rapidly ahead and were lost at a range of 6,000 yds. bearing 190T. They apparently were patrol craft as they were making about 16 kts and were quite small. One could be seen ahead for a short while before radar lost contact.

2130(H) Completed passage APO EAST PASS and set course for NASO POINT, PANAY via CUYO EAST PASS.

9 September 1944.

0530(H) Submerged for days patrol off NASO POINT, PANAY.

1047(H) (SC#29) Sighted two sea trucks bearing 112T, range about 5 miles, proceeding north close along the coast. Position: Latitude 10-27 N, Longitude 121-49 E.

1229(H) (SC#30) Sighted one SCS#1 class special duty sub-chaser bearing 079T range about 4 miles proceeding north along the coast. Position: Latitude 10-25 N, Longitude 121-51 E.

1841(H) Surfaced and set course for BLANCA POINT, MINDANAO.

1925(H) Sent message number 5 stating our intention of spending a couple of extra days waiting for traffic in SULU SEA instead of proceeding homeward.

10 September 1944.

0458(H) Submerged for days patrol on a line 3-4 miles off BLANCA POINT, MINDANAO.

1850(H) Surfaced and commenced patrol covering traffic routes between Gebu and. Zamboanga.

11 September 1944.

0507(H) Submerged for days patrol 3 miles off BLANCA POINT.

1741(H) Surfaced and set course to the north for a point off the southern end of PANAY.

2350(E) (SC#31) Sighted lights of a ship bearing 240T, distance about 20,000 yards on a northerly course. Closed and identified it as a properly marked hospital ship. Position: Latitude 09-50 N, Longitude 122-00 E.

12 September 1944.

0028(H) (SC#32) Picked up radar interference and then an SJ radar contact bearing 238T range 13,500 yds that was identified as a friendly submarine. Position: Latitude 09-55 N, Longitude 121-54 E. We made an attempt to exchange recognition signals via the SJ radar but before our identification was certain our radar went out of commission so set course to 23.

— page 179 —
0219(H) Submerged to repair our SJ radar

: 0315(H) Surfaoed with SJ radar in commission. Set course for Sibutu Passage.

: 1200(H) Position: Latitude 07-16 N, Longitude 120-17 E.

: 1245(H) (AC#39) SD radar contact 10 miles and closing so submerged to avoid detection. Why the SD should work on a bright weeks I don't know.

: 1335(H) Surfaoed.

: 1530(H) Sighted PANGUTARANG ISLAND bearing 185°T distance 18 miles.

: 1610(H) (AC#39) Sighted an unidentified aircraft bearing 318°T, range about 7 miles on an easterly course so submerged to avoid detection. Position: Latitude 06-26 N, Longitude 120-24 E.

: 1710(H) Surfaoed.

: 1814(H) Sighted CAP ISLAND bearing 194°T distance 12.5 miles.

: 1940(H) Commenced transit of passage between DOC CAN ISLAND and PEARL BANK.

: 2011(H) Completed passage, set course for SIBUTU PASSAGE.

: 2310(H) Commenced transit SIBUTU PASSAGE; BONGAO PEAK and SIBUTU HILL in sight.

: 13 September 1944.

: 0055(H) Completed uneventful transit of SIBUTU PASSAGE, set course for MARATEOA ISLAND to cover traffic lanes between NAKASSAR STRAIT and TARAKAN.

: 0942(H) #3 main engine developed anothatr bed water leak. At this point we had only two good engines and one of them sounded like a Mack truck with two large holes in the muffler.

: 0944(H) (AC#40) Sighted an unidentified aircraft bearing 160°T, range about 9 miles on a northerly course. Submerged to avoid detection. Position: Latitude 02-46 N, Longitude 118-30 E.

: 1030(H) Surfaoed.

: 1110(H) (AC#41) Made SD radar contact at 7 miles. Submerged to avoid detection. Position: Latitude 02-38 N, Longitude 118-24 E. It is possible this aircraft had radar as inter-

— page 181 —
C-O-N-F-I-D-E-N-T-I-A-I
four of them was 15,000 yards and a medium sized ship can
be easily hold at 24,000 yards with our SJ. Having already
wasted 15 torpedoes on shallow draft spit kits I didn't in-
tend to throw any more away. Our four inch gun was out of
commission since we last fired it so we left them and con-
tinued south.

0615(H) Sighted SIBIRU ISLAND on the starboard bow, range about 12
miles. Set course for LOMBOK STRAIT.

0946(H) (AC#42) Aircraft contact on the SD radar at 8 miles which
commenced to open slowly as we submerged. Position: Latitude
05-39 S, Longitude 117-00 E.

1013(H) Surfaced.

1200(H) Position: Latitude 06-02 S, Longitude 116-52 E.

1840(H) Picked up LOMBOK and BALI ISLAND by SJ radar range 100,000
yards on either bow.

2159(H) Put all four main engines on the line and commenced transit
LOMBOK STRAIT favoring the BALI side of the channel.

17 September 1944.

0000(H) Completed transit LOMBOK STRAIT, set course for the bombing
restriction lane. No patrols encountered.

0613(H) Submerged for a trim.

0632(H) Surfaced.

0942(H) Sont message number 6.

1200(H) Position: Latitude 11-55 S, Longitude 115-16 E.

18 September 1944

0130(H) (SC#35) Picked up radar interference bearing 190°T from an
SJ Radar on a friendly submarine. Position: Latitude 15-15 S
Longitude 114-35 E. At 0202(H) Completed exchange of reccogn
nition signals by keying the radar, but unable to exchange
calls as the signal faded out, still ahead.

0326(H) (SC#36) Sighted a green flare bearing 190°T range about 15
miles and at the same time picked up SJ radar interference
and what appeared to be a challenge by radar on the same
bearing. Answered with one green flare and about 0335(H)
succeeded in answering challenge and exchanging calls by
radar with a U.S. Submarine bound north. Position: Latitude
15-38 S, Longitude 114-25 E.

1200(H) Position: Latitude 17-31 S, Longitude 113-47 E.

— page 182 —
19 September 1944.

0325(H) (SC#37) Made contact to the SJ radar bearing 1150T, range 14,700 yards. Shortly thereafter SJ radar interference was noted, very weak, coming from the same contact. Latitude 20-08'S, Longitude 112-51' W.

0330(H) Received answer: to challenge and found it was intact. Submarine proceeding north. He must have had the old SJ as his signal was very weak.

0908(H) Sighted land through the high periscope and identified as VLAMING HEAD, NORTHWEST CAPE, AUSTRALIA.

1120(H) Commenced entry EXECUTING CULF, AUSTRALIA.

1319(E) Moored port side to fuel barge, EXECUTING GULF, and found he was slowly but surely sinking. At the time of our arrival the crew were sitting patiently on deck measuring the distance they would have to swim for their pumps were as usual broken down.

1858(H) The barge crew finally had their fuel pump out of water and in commission so commenced taking on fuel.

2146(E) Underway, having received about 5,000 gallons diesel fuel. As we cast off our lines I heard one of the barge crew state the water level was rising again.

2340(H) Departed Exmouth Gulf, set course in bombing restriction land for Fremantle, W.A.

20 September 1944.

0053(H) (SO#38) Picked up radar interference bearing 2700T. Exchanged calls and identification signals with another U.S. Submarine proceeding into Exmouth Gulf for fuel. Notified him of the difficulties he would encounter, but as our fuel was just enough to get us back and I felt sure he would arrive before the barge sank did not return to offer help with fuel.

0235(H) Sent message number 7.

Underway, enroute Fremantle, W.A.

27.

— page 183 —
21 September 1944.
Underway, enroute Fremantle, W.A.
22 September 1944.
Arrived Fremantle, W.A. completing this vessel's sixth war patrol.

28.

— page 185 —
1. 1st LT, 2nd LT, 3rd LT, 4th LT, 5th LT, 6th LT, 7th LT, 8th LT, 9th LT, 10th LT, 11th LT, 12th LT, 13th LT, 14th LT, 15th LT, 16th LT, 17th LT, 18th LT, 19th LT, 20th LT, 21st LT, 22nd LT, 23rd LT, 24th LT, 25th LT, 26th LT, 27th LT, 28th LT, 29th LT, 30th LT, 31st LT, 32nd LT, 33rd LT, 34th LT, 35th LT, 36th LT, 37th LT, 38th LT, 39th LT, 40th LT, 41st LT, 42nd LT, 43rd LT, 44th LT, 45th LT, 46th LT, 47th LT, 48th LT, 49th LT, 50th LT, 51st LT, 52nd LT, 53rd LT, 54th LT, 55th LT, 56th LT, 57th LT, 58th LT, 59th LT, 60th LT, 61st LT, 62nd LT, 63rd LT, 64th LT, 65th LT, 66th LT, 67th LT, 68th LT, 69th LT, 70th LT, 71st LT, 72nd LT, 73rd LT, 74th LT, 75th LT, 76th LT, 77th LT, 78th LT, 79th LT, 80th LT, 81st LT, 82nd LT, 83rd LT, 84th LT, 85th LT, 86th LT, 87th LT, 88th LT, 89th LT, 90th LT, 91st LT, 92nd LT, 93rd LT, 94th LT, 95th LT, 96th LT, 97th LT, 98th LT, 99th LT, 100th LT, 101st LT, 102nd LT, 103rd LT, 104th LT, 105th LT, 106th LT, 107th LT, 108th LT, 109th LT, 110th LT, 111st 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32

| No. | Name | Date | Time | Location | Coordinates | Times | Ship | Tonnage | Ranges | Bearings |
|----|------|------|------|||-------|------||||
| 1   | 1st  | 25  | 0342 | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 2   | 2nd  | 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 3   | 3rd  | 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 4   | 4th  | 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 5   | 5th  | 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 6   | 6th  | 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 7   | 7th  | 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 8   | 8th  | 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 9   | 9th  | 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 10  | 10th | 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 11  | 11th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 12  | 12th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 13  | 13th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 14  | 14th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 15  | 15th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 16  | 16th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 17  | 17th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 18  | 18th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 19  | 19th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 20  | 20th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 21  | 21st| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 22  | 22nd| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 23  | 23rd| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 24  | 24th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 25  | 25th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 26  | 26th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 27  | 27th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 28  | 28th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 29  | 29th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 30  | 30th| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 31  | 31st| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |
| 32  | 32nd| 36  | 1445  | 125-45E  | 35-12N    | 1445  | USS  | 25,000 | 30,000  | 10,000  |

— page 188 —
1 2 3 4 5.
: 1 5 6 7 8
Date : AUG : AUG : AUG : AUG : AUG
: 0943 : 0605 : 1400 : 1158 : 1045
Time (Zone) : 110 : 170 : 170 : 170 : 170
Position: Lat. : 20-21S : 12-08S : 11-44S : 07-25S : 03-50.5S
Long. : 113-03E : 130-15E : 129-05E : 126-50E : 124-57.5E
Spued : 3 kts. : 16 kts. : 17.5 kts. : 17 kts. : 15 kts
Course : 007 : 080 : 336 : 299 : 100
Trim : RAD : SURF : L.T. : L.T. : L.T.
Minutes Since Last : 0 : 0 : 0 : 0 : 0
SD Radar Search : :

Number : 1 : 1 : 1 : 1 : 1
Type : : Libera- :

— page 189 —
6 : 7 : 8 : 9 : 10 : 11 : 12 : 13 :
: 8 : 9 : 11 : 11 : 12 : 12 : 14 : 14 :
: AUG : AUG : AUG : AUG : AUG : AUG : AUG : AUG :
: 1045 : 0531 : 1454 : 1608 : 1030 : 1153 : 1401 : 1412 :
: HOW : HOW : HOW : HOW : HOW : HOW : HOW : HOW :
: 03-168 : 00-17N : 07-38N : 07-40N : 07-44N : 07-44N : 07-40N :
: 12L-48B : 12L-3E : 121-36R : 121-37R : 122-02R : 122-02S : 122-02S : 122-00R :
: 15 kts : 14 kts : 15 kts : 2 kts : 2 kts : 2 kts : 2 kts : 2 kts :
: 341 : 039 : 070 : 070 : 180 : 005 : 030 : 030 :
: SURF : SURF : SURF : :
: L.T. : L.T. : L.T. : PER : PER : PER : PER : PER :
: 0 : 0 : 0 : 0 : 0 : 0 : 0 : 0 :
: 1 : 1 : 1 : 1 : 1 : 1 : 7 : 7 :
: Jake : Jake : Nate : Nate : Sally : Tony :
: UNK : UNK : H : H : PAT : PAT : UNK : TRANS :
: S.D. : S.D. : Lookout : PER : PER : PER : PER : PER :
: 18 mt. : 6 mi. : 10 mi. : 5 mi. : 3 mi. : 4 mi. : 4 mi. : 6 mi. :
: 50 : 150 : 20 : 30 : 50 : 120 :
: N.D. : N.D. : UNK : N.D. : N.D. : N.D. : N.D. : N.D. :
: 1 : 1 : 1 : 1 : 0 : 0 : 0 : 0 :
: 055 : 055 : 040 : 040 :
: 30 : 5 : 30 : 30 : 20 : 20 : 15 : 20 :
: 4,000 : 5,000 : 5,000 : 5,000 : 5,000 : 7,000 : 6,000 :
: 5 : 9 : 8 : 7 : 7 : 9 : 8 :
: 34.

— page 190 —
14 : 15 : 16 : 17 : 18 : 19 : 20 : 21 :
: 15 : 15 : 18 : 18 : 18 : 19 : 20 : 20 :
: AUG : AUG : AUG : AUG : AUG : AUG : AUG : AUG :
: 0656 : 0740 : 0753 : 0756 : 0757 : 0503 : 0745 : 1550 :
: HOY : HOY : HOY : HOY : HOY : HOY : HOY : HOY :

: 10-06N : 10-07N : 13-05N : 13-05N : 13-05N : 13-35N : 13-00N : 12-58N :
: 121-49E : 121-49E : 121-59E : 121-57E : 121-57E : 121-21E : 121-41E : 121-53E :
: 14 kts : 2 kts : 17 kts : 17 kts : 17 kts : 2 kts : 2 kts : 2 kts :
: 342 : 342 : 263 : 263 : 263 : 063 : 060 : 070 : 095 :
: SURF : SURF : SURF : SURF : SURF : SURF : SURF : SURF :
: L.T. : PER : L.T. : L.T. : L.T. : PER : PER : PER :
: 0 : 0 : 0 : 0 : 0 : 0 : 0 : 0 :
: 1 : 2 : 2 : 2 : 1 : 1 : 1 : 1 :
: UNK : Fighter : Sally : Sally : Jake : Pete : UNK :
: UNK : Trans : Pat : Pat : Pat : Pat : H : Pat :
: Sighted :
: LOBkout : PER : Sighted : Sighted : S.D. : PER : PER : PER :
: 10 mi. : 20 mi. : 10 mi. : 7 mi. : 3 mi. : 14 mi. : 5 mi. : 3 mi. :
: 8° : 15° : 5° : 5° : 10° : 5° : 10° :
: N.D. : N.D. : N.D. : N.D. : UNK : N.D. : N.D. : N.D. :
: 0 : 0 : 0 : 0 : 0 : 0 : 0 : 0 :
: 66620. : 25 : 25 : 25 : 25 : 10 : 10 : 15 :
: 6,000 : 7,000 : 5,000 : 5,000 : 5,000 : 10,000 : 7,000 : 5,000 :
: .8 : 18 : 10 : 10 : 16 : .6 : .7 : .8 :

— page 191 —
22 : 23 : 26 : 25 : 26 : 27 : 28 : 29 :
: 25 : 31 : 31 : 31 : 1 : 2 : 4 :
: AUG : S.AUG : AUG : AUG : SEPT : SEPT : SEPT : SEPT :
: 1232 : 0032 : 2327 : 2356 : 0211 : 0219 : 0037 : 0700 :
: HOW : HOW : HOW : HOW : HOW : HOW : HOW : HOW :

: 10-03N : 13-25N : 13-29N : 13-26N : 13-17N : 13-16N : 12-37N : 12-49.5N :
: 122-29.5E: 119-45E: 119-51E: 119-51E: 119-52E: 119-52E: 119-61E: 119-49E :

: 2 kts : 10 kts: 10 kts : 10 kts : 10 kts : 5 kts : 10 kts : 2 kts :

: 105° : 316° : 180° : 180° : 180° : 090° : 180° : 080° :
: SURF : SURF : SURF : SURF : SURF : SURF : SURF : PER :
: L.T. : L.T. : L.T. : L.T. : L.T. : L.T. : L.T. : PER :

: 0 : 0 : 0 : 0 : 0 : 0 : 0 : 0 :

: 2 : 1 : 1 : 1 : 1 : 1 : 1 : 1 :

: Topay : : : : : : : : : Fighter :

: PAT : H : H : H : PAT : H : H : PAT :
: S.J. : S.J. : S.J. : S.J. : S.J. : S.J. : PER :
: PER : Sighted : S.D. : Sighted : Sighted : Sighted : S.J. : PER :

: 6000 yds : 500 yds: 18,500 : 60000 yds : 12,000 : 60000 yds: 3500 yds : 8 mi.

: 10° : 70° : 30° : 15° : 15° : 10° : 15° :

: 210° :
: 500 yds : N.D. : N.D. : N.D. : N.D. : N.D. : N.D. :

: N.D. :

: 2 : 0 : 0 : 0 : 0 : 0 : 0 : 0 :

: 180 :

: 10 : 30 : 30 : 30 : 30 : 30 : 30 : 20 :

: 4,000 : 0 : 3,000 : 3,000 : 3,000 : 2,000 : 2,000 : 3,000 :

: 10 : 0 : 3 : 3 : 4 : 4 : 8 : 6 :
: 240 : 000 : 000 : 060 : 150 : 010 :
: 40° : 35° : 35° : 30° : 30° : 35° :

: .75 : .8 : .8 : .8 : .8 : .8 : .9 :

— page 192 —
30 : 31 : 32 : 33 : 34 : 35 : 36 : 37
: 5 : 6 : 6 : 6 : 6 : 6 : 7 : 8
: SEPT : SEPT : SEPT : SEPT : SEPT : SEPT : SEPT : SEPT
: 0412 : 0353 : 0643 : 0742 : 0877 : 0877 : 0877 : 0877
: HOW : HOW : HOW : HOW : HOW : HOW : HOW : HOW

: 12-59N : 12-51N : 12-50N : 12-44.5N : 12-40N : 10-58.5N : 12-17.5N : 12-50N
: 119-442 : 119-18E : 119-054 : 119-028 : 119-012 : 117-27 : 117-33 : 117-27 : 117-27 : 117-27

: 5 kts : 10 kts : 14 kts : 15 kts : 17.5 kts : 18 kts : 11.5 kts : 5 kts

: 0650 : 2250 : 2700 : 2100 : 1900 : 2050 : 0000 : 0900
: SURF : SURF : SURF : SURF : SURF : SURF : SURF : SURF
: L.T. : L.T. : L.T. : L.T. : L.T. : L.T. : L.T. : L.T.

: 0 : 0 : 0 : 0 : 0 : 0 : 0 : 0 : 0

: 1 : 1 : 1 : 1 : 1 : 1 : 1 : 1 : 1

: Luey : Luey : Luey : Luey : Luey : Luey : Luey : Luey : Luey

: PAT : PAT : ESC : ESC : ESC : ESC : PAT : PAT : PAT : PAT

: S.J. : Sighted : Sighted : Sighted : Sighted : Sighted : Sighted : Sighted : Sighted

: 6 mi. : 6 mi. : 110 mi. : 8 mi. : 12 mi. : 1 mi. : 16 mi. : 5 mi. : 5 mi.

: 120 : 200 : 280 : 200 : 150 : 70 : 50 : 150

: N.D. : N.D. : N.D. : N.D. : N.D. : 1,000 : 0950 : N.D. : N.D.

: 1 : 0 : 0 : 0 : 0 : 0 : 0 : 0 : 0

: 180 : 20 : 30 : 30 : 30 : 30 : 30 : 20 : 20

: 2,000 : 4,000 : 4,000 : 4,000 : 3,000 : 4,000 : 0 : 2,000 : 0

: 5 : 5 : 5 : 4 : 4 : 4 : 2 : 0 : 4 : 4
: 1400 : 0100 : 2350 : 0100 : 2350 : 0100 : 2350 : 0100 : 2350 : 0100
: 250 : 300 : 100 : 100 : 100 : 100 : 100 : 100 : 100

: 10 : 10 : 10 : 8 : 8 : 8 : 8 : 8 : 8

37.

— page 193 —
38 + 39 : 40 : 41 : 42
: 12 : 12 : 13 : 13 : 16
: SEPT : SEPT : SEPT : SEPT : SEPT
: 1215 : 1610 : 0944 : 1110 : 0946
: HOW : HOW : HOW : HOW : HOW

: 07-04 N : 06-26.5 N : 02-46 N : 02-38 N : 05-39 S
: 126-43 E : 120-45.5 E : 118-30 E : 118-24 E : 117-00 E

: 16.5 kts : 16.5 kts : 15 kts : 15 kts : 14 kts

: 00° : 228° : 213° : 213° : 202°
: SURF : SURF : SURF : SURF : SURF
: L.T. : L.T. : L.T. : L.T. : L.T.

: 0 : 0 : 0 : 0 : 0

: PAT

: SIBDvi : Sifted : C1Shted : S,D, : S,L

: 10 mi. : 7.5 mi. : 9 mi. : 7 mi. : 8 mi.

: 3° : 12° : 3° : 12° : 3°

: N.D. : N.D. : N.D. : N.D. : N.D.

: 0 : 0 : 0 : 0 : 2
: 320

: 20 : 20 : 15 : 15 : 15

: 7.000 : 5.000 : 6.000 : 6.000 : 7.000

: .8 : .9 : 10 : 10 : .7

38.

— page 195 —
1 2 3 4
Zone Time: 02-15-52 : 02-16-01 : 02-16-08 : 02-15-19
Range: 1580 : 1540 : 1500 : 2100
Torpedo Run: 1500 : 1590 : 1450 : 2100
Target Bearing: (R)007-40 : 009 : 008 : 000
Track Angle: 95P : 90P : 90P : 98P
Gyro Angle: 355-15 : 355-30 : 355 : 347-30
Depth Set: 4 : 4 : 4 : 3
Power: High : High : High : High
Hit or Miss: Miss : Miss : Miss : Miss
Erratic: No : No : No : No
Mark Torpedo: 23 : 23 : 23 : 23
Serial Number: 40041 : 26526 : 49737 : 50091
Mark Exploder: 6-5 : 6-5 : 6-5 : 6-5
Serial Number: 14165 : 17227 : 14010 : 17251
Actuation Set: Electrostatic Contact
Actuation Details: None
Mark Warhead: 16-1 : 16-1 : 16-1 : 16-1
Serial Number: 13539 : 9403 : 13206 : 13641
Explosive: TPX : TPX : TPX : TPX
Type Spread: 1L : 0 : 1L : 1L
Sea Conditions: Calm
Overhaul Activity: U.S.S. GRUFFIN
Miss Due to: Ran Under: Ran Under: Ran Under: Ran Under

40.

— page 196 —
5 6 7 8 9
Zone Time: 02-15-24::02-15-32 ::02-19-02 ::02-19-12 ::02-19-22
Range: 2090 ::2060 ::2980 ::3080 ::3180
Torpedo Run: 2090 ::2060 ::3000 ::3100 ::3200
Target Bearing: (R) 001-15 ::000 ::175 ::174 ::173-20
Track Angle: 96P ::98P ::100P ::102P ::102P
Gyro Angle: 347-45 ::347-15 ::162-30 ::161-20 ::160-50
Depth Set: 3 :: 3 :: 4 :: 4 :: 4
Power: High ::High ::High ::High ::High
Hit or Miss: Miss ::Miss ::Miss ::Miss ::Miss
Erratic: No :: No :: No :: No :: No
Mark Torpedo: 23 :: 23 :: 23 :: 23 :: 23
Serial Number: 49499 ::49291 ::50012 ::50003 ::49273
Mark Exploder: 6-5 ::6-5 ::6-5 ::6-5 ::6-5
Serial Number: 14405 ::14412 ::14417 ::17254 ::523
Actuation Set: Electroical Contact
Actuation Actual: None
Mark Warhead: 16-1 ::16-1 ::16-1 ::16-1 ::16-1
Serial Number: 11610 ::1445 ::12430 ::17316 ::13151
Explosive: TPX ::TNT ::TPX ::TPX ::TPX
Type Spread: 0 ::1 R ::1 L ::0 ::R
Sea Conditions: Calm
Overhaul Activity: U.S.S. GRIFFIN
Miss Due to: Ran Under: Ran Under: Ran Under: Ran Under: Ran Under

41.

— page 197 —
0-0-N-F-I-D-E-N-T-I-A-L
U.S.S. GUNNEL: TORPEDO ATTACK #2 PATROL NO. 6
Time: 14:58(H) Date: 8-22-44 Latitude 12-54 N, Longitude 122-51 E
Target Data - Damage Inflicted

Description: Two ships steaming unescorted in a line of bearing, interval about 500 yards. Both ships were identical, MTM, and two well decks. The after well was about half the length of the forward, and the poop deck was very short. They could not be identified but were estimated to be about 1000 gross tons each. They resembled the UZI MARU shown in the miscellaneous section of ONI 208-J (Revised).
Visibility was excellent with the exception of a very foggy periscope, and the contact was made submerged by periscope as the two vessels came north up the west coast of Burias Island headed for Kampong Pass.

Ships Sunk or Damaged: None.

Target Draft: (a) 6' Course: (a) 286°T Speed: (a) 9.5 Range: (a) 2250 (b) 6' Course: (b) 286°T Speed: (b) 9.5 (b) 1690

Own Ship Data

Speed: 3.0 kts. Course: 020°T Depth: 66° Angle: 0-12° D

Fire Control and Torpedo Data

Type Attack: The attack was made submerged by periscope. No maneuvering was necessary as both ships steamed by within range presenting a 90° port track. Both periscopes went out of commission during the approach, and sound was used to keep the TDC set up. One periscope was made usable just prior to firing and the final set up obtained. Sir torpedoes were fired using a periscope spread, the spread covering both targets as the bow of the closer was overlapping the stern of the far target. The range of the far target was used in the TDC while firing. Although a depth setting of three feet was used on all torpedoes, and only one ran erratic, all missed. It is believed the last four torpedoes ran under, two running under the far target, and two running under both targets.

— page 198 —
1 2 3
: 14-58-57 : 14-59-07 : 14-59-14
: 2250 : 2230 : 2210
: 2240 : 2250 : 2200
: (R) 001 : 0001 : 000
: 100 P : 100 P : 102 P
: 348 : 348 : 347-40
: 3 : 3 : 3
: High : High : High
: Miss : Miss : Miss
: Yes : No : No
: 23 : 23 : 23
: 49862 : 52999 : 50066
: 6-5 : 6-5 : 6-5
: 17226 : 8177 : 17245
: None : None : None
: 16-1 : 16-1 : 16-1
: 3568 : 13711 : 13146
: TX : TX : TX
: Periscope from forward aft along extended length of both ships.
: Calm
: U.S.S. GRIFFIN
: Erratic : Spread : Ran Under

43.

— page 199 —
4 5 6
: 14-59-24 : 14-59-33 : 14-59-43
: 2190 * : 2175 * : 2150 *
: 2200 * : 2190 * : 2270 *
: 359* : 359* : 359*
: 100 P : 49 P : 100 P
: 347 : 347* : 347
: 3 : 3 : 3
: High : High : High
: Miss : Miss : Miss
: No : No : No
: 14-34 : 23 : 23
: 26527 : 49435 : 41207
: 6-5 : 6-5 : 6-5
: 13795 : 17279 : 6189
: None : None : None
: 16-1 : 16 : 16
: 17314 : 6118 : 9086
: TFX : TNT : TNT
: Calm : Calm : Calm
: U.S.S. GRUFFIN : U.S.S. GRUFFIN : U.S.S. GRUFFIN
: Ran Under : Ran Under : Ran Under

* Actual range 500 yards less because TDO was kept set up on the furthest target.

44.

— page 200 —
0-N-F-I-D-E-N-T-I-A-L
U.S.S. GUNNEL GUN ATTACK #1 PATROL NO. 6
Time: 1440 Date: 8-18-44 Latitude 13-10 N, Longitude 121-49 E
Target Data - Damage Inflated

The ship attacked was one of a convoy of sea trucks. Both 20mm failed shortly after opening fire, and the 4" fire was so erratic due to excitement of gun crew and a defective trainers sight that the action had to be broken off before any apparent damage was done. The failure of the 20mm allowed the enemy to open an acourate counter fire with small calibre machine guns and added to that three unexpected 3" guns being towed on rafts astern of the sea trucks landed several close salvo before this vessel submerged.

Ships Damaged or Probably Sunk: None

Details of Action

A battle surface was made and both 20mm and 4" deck gun were manned. Fire was opened at a range of 2,500 yards on the sea truck selected as a target. The after 20mm did not fire as the first shell jammed in the barrel. The forward 20mm fired fifty seven rounds and then jammed. It is doubtful any damage was done although the tracer appeared to be hitting the target.

The 4" gun trainer was unable to find or stay on the target due to a defective sight and excitement and consequently too much time elapsed between each salvo. A total of 5 rounds 4" high capacity were fired before clearing the deck, all of which went at least 2,000 yards over the target. Spotting was done with the high periscope in the conning tower, the spots being applied to the TDC range which was kept set up by the SJ radar. The hitting gun range was then sent to the bridge to be passed to the gun by word of mouth. The combination of inability to stay on the target and excessive time lag between setting the sights and firing caused the shots to go over.

(I) MINES.

No mines or mine laying activity was noticed.

(J) ANTI-SUBMARINE MEASURES AND EVASION TACTICS

It was necessary to dive for plane contacts everyday spent on the surface in the Molukka Sea, the Sulu Sea, Western Celebes Sea, and the southern part of Makassar Straits, and moonlight air patrols were encountered in the area to the westward of Mindoro and between 12-00 N and 14-15 N Latitudes each night from 31 August to 9 Sept., a period of full moon. I believe these night patrols were routine searches and not merely a search proceeding a convoy movement. In only one night contact did our SD radar pick up the plane and give us advance warning before sighting it from the bridge. The lookouts fortunately sighted all but one plane in time, but that one bombed us.

— page 201 —
0-N-F-I-D-E-N-T-I-A-L

Apparently the Japs know our radar is ineffective against low flying planes for each one encountered at night was flying low and in almost every case approached us from astern or either quarter which I understand is a blind spot for most SD raiders. Our SJ radar made contact twice on planes, but could not be relied upon.

I believe it is imperative a more efficient radar be installed or all submarines, one that can pick up both low flying and high flying planes and at consistent ranges of at least 10 miles. The Japs are patrolling in moonlight now and it is logical to assume they will patrol in darkness next for it should be possible to spot a submarine's wake on a dark night. The present SD radar and look-outs can give no warning then.

The convoy tracked on 6 September employed two and I believe at times four planes as air cover during daylight and at least one plane after the moon rose. Their patrol was new to me in that the planes employed were fast and covered a large area around the convoy. They flew between 1000 and 2000 feet altitude and covered an area about 15 to 20 miles on the convoys flank and up to 10-15 miles ahead. This very effectively prevented us from getting in close enough to track with the high periscope for that would have put us right under the plane. Previous air patrols I have observed have flown directly over the convoy. Apparently it was as monotonous for the Japs as for us as one plane put on a brief stunting exhibition once after zooming his convoy a couple of times.

One aircraft encountered in the Celebes sea was possibly equipped with radar as just prior to the contact interference was noticed on our SD radar which was not again seen after losing the plane and surface. If it was radar it was not very effective for our contact was made at 7 miles and the range was opening while we were submerging.

The only evasion tactics required were four engines flat out to escape an 18 knot escort on the surface the morning of 20 August, and silent running at deep depth to shake off an MTB after our abortive gun action on 18 August.

The PC boat that discovered us the night of 6 September apparently never did make sound contact although he pinged a bit and spent some time listening.

The MTB seen on 18 August was something new to me also. I had understood several ex-dutch boats were being used by the Japs but this one, seen close, was identical to the U.S. Higgins boat design with the exception of the two machine gun turrets our boats usually mount. He apparently carried but one depth charge as that was all that was dropped. He appeared to be acting as an escort to the convoy of six sea trucks we had attacked.

— page 202 —
1. Liner seal rings - The rubber liner seals locally manufactured in Australia used in overhauls of 2&3 main engines were a constant source of trouble due to water leaking past the seal and into the engine sump. It was necessary to remove eleven units to replace leaky rings discounting thirteen other units which developed small leaks for which spares were not available. Since only 18 on board spares were carried (6 over allowance) some old rings had to be reused. The defective rings in each instance were twisted circumferentially. At the point of twist the combination of heat, vibration, and pressure caused distortion of ring thus ruining it's sealing value. It is believed that although these rings are inferior in quality to factory made rings, improved performance could be obtained by guarding against twisting the ring during installation. Eventually, it became necessary to forget the small leaks and substitute careful checks for possible bearing failure due to water in lube oil. A prolongation of the patrol would have undoubtedly resulted in putting one engine completely out of commission in order to supply seal ring spare parts for the other. As it was #2 and 3 engines wore used in emergency only after 28 August due to the alarming number of water leaks and progressive dilution of lube oil.

2. Engine head bolts - Two engine head bolts were found broken during the patrol. Considerable difficulty was encountered removing the remainder of the stud in one instance due to burning of threads near the top of the stud hole. The burred threads were chiseled clear and the stud removed at Darwin with a screw extractor which had a special nut welded on top to replace the broken top of extractor.

3. Master gyro - While enroute to Port Darwin the north rotor of the master gyro compass commenced to lose vacuum. Although it was then pumped up two consecutive times the vacuum failed to hold more than 6 hours. Received new north rotor. In Darwin and installed. The vacuum remained satisfactory until nearly the end of the patrol when it became necessary to use a blower on the casing to cool the gyro and hold the vacuum. At about the same time the gyro master indicator became jerky in operation whenever a course change was made. The follow-up drive motor gear train is believed to be binding. Decided to remedy during refit period as the navigation hazards on the return journey necessitated use of the master compass all the time.

4. Pitometer log - Continuous difficulty was experienced with the pit log throughout the patrol. An obstruction in the dynamic side of the rodometer caused a permanent distorsion of the bellows probably due to the mechanical stops being backed off beyond the specified limits. Replaced with spare. Adjusted follow-up motor driving contacts, but unable to prevent sticky operation of the speed pointer. Investigation revealed a stripped fibre gear in the Bodino Constant speed motor of the master indicator. This was repaired, but operation was still erratic. Both mechanical stops were broken and the gear was replaced in the pit. Both mechanical stops were

— page 203 —
6-0-N-F-I-D-E-N-T-I-A-I

Commission again. We then found a high resistance short circuit due to moisture in the contactors which kept the indicator moving up and down continuously through several knots. Remodeled short circuits which resulted in satisfactory performance of speeds in excess of five knots, but unable to adjust for slow speeds.

5. #3 Main motor - An unusual olcking noise was discovered in #3 main motor during a routine inspection. Repeated careful visual checks have failed to reveal the trouble, but there is a possibility of broken insulation, a loose binding wire, a loose cooling fan, or a noisy brush. No change in bearing temperatures have been noted and the motor continued to operate normally though the noise continues. It will be necessary to dismantle this motor during refit in order to investigate and correct.

6. Main engine mufflers - The day after departing from Darwin a large hole opened in #4 main engine muffler. This was temporarily repaired and noise reduced by strapping a sheet tin and asbestos patch around the muffler. However the bomb dropped by a plane on 31 August opened another hole in the same muffler for which nothing could be done. It is very irritating to be deafened by unmuffled Winton engines reverberating from the hills when attempting to pass undetected through narrow straits and in confined waters.

All four main engine mufflers have been in use four patrols, and it is imperative they be replaced this coming raft.

7. Periscope hoist lower limit switches - During most of the patrol both periscope lower limit switches failed to release whenever they were operated. The linkage is believed binding in the periscope wells as the outside of operating mechanism appears satisfactory.

8. #2 Periscope hoist motor - A zero ground in the hoist motor was found due to poor insulation on the armature leads. The insulation was temporarily renewed which removed the ground.

9. #1 Periscope hoist motor - At a crucial moment during a periscope approach and while #2 hoist was being repaired, the periscope motor failed to operate. Inspection of the panel revealed that the stud holding the accelerating contactor in place had burned out. The burning of the stud opened the circuit from the lead in back of the panel to the accelerating contactor actuating solenoid. The stud had apparently vibrated loose causing arcing. The stud was renewed and the lead repaired.

10. Circulating water pump - The detached circulating water pump in the after engine room became airbound and overloaded which caused excessive heating. The pump was secured, and series and shunt field were chocked. An open circuit was found and repaired in the series field. The pump was tested but failed to operate. The armature will have to be rewound during the coming raft.

11. Bow planes - During one days submerged patrol the riso circuit failed on the bow planes. Investigation of the tilting panel showed a broken accelerating contactor. It was renewed, but the planes failed to operate. The leads were checked in back of the tilting

— page 204 —
0-N-F-I-D-E-N-T-I-A-L

panel and e broken pilot circuit accelerating contactor wire was found. The planos were still operative. Then it was discovered the bow plane tilting switch was not making proper contact in addition to another broken lead in the air circuit. This was repaired, but it is evident that the pressure condition of the leads in the bow plane circuit is such that suitable relief is necessary in control room and forward torpedo room. The crew of the ocean wires was apparently the vibration while running flank speed to escape a patrol boat. About one week later two leads operating the solanoid'outout burned out. They were repaired but the clutch still failed to operate in power. It was decided to continue hand operation of the clutch rather than risk additional difficulties by tampering with the already poor wiring.

12. Refrigeration - A ground due to excessive moisture in the boat burned out the solenoid which operated the expansion valve in the main refrigerator system. Replaced with spare.

13. #1 vaporator unit - A seeping noise developed in the vapor compressor after about 380 hours operation. The face of the gear teeth were found to be badly worn on the blower lobe drive while the blower lobes themselves were commencing to hit one another. It is possible that the gears were not matched initially with the blower lobes causing improper clearance. The spare gear and lobe unit were installed and then operated satisfactorily.

14. IC motor generator - The speed regulator failed to operate properly on #2 IC motor generator causing variation of frequency. Inspection revealed a cracked wy-bar and broken wye-bar spring, which resulted in poor commutation. This improper contact caused the commutator to pit and be burned and occasionally cut in full resistance or generator field with resultant overspeed of motor. Replaced wye-bar and spring with spare with satisfactory results.

15. Lub oil flexible coupling - #3 main engine rubber flexible coupling on L.O. line between discharge of L.O. pump and purulators ruptured during routine operation of engine. Replaced with spare.

16. Pantry frigidaire - The wardroom ice box developed a frozen leak which can not be located. It will be necessary to completely overhaul this unit during the refit period in order to repair all leaks and obtain proper operation.

(b) Hull

1. Air conditioning - Immediately warm water and warm weather was encountered it was found that the forward air conditioning unit was not functioning properly. For several days we made minor adjustments to the expansion valves, after which we removed the expansion valve to the starboard coils forward unit and installed a new one. Again we obtained no helpful results. At this stage the boat from the engine rooms forward was most uncomfortable and heat rash was becoming prevalent. For the rest of the patrol close observation was made and recorded of the temperature from the forward engine room, the temperature of the air after it crossed the coils, blower speeds, suction and discharge pressures of the compressor, relative humidities, injection temperature, etc.

— page 205 —
0-0-N-F-I-D-E-N-T-I-A-L

ture of the sea water, and gallons of water(condensate) made by the forward coils. Despite the fact that the system was checked continually the forward coils were still not producing. The after coils in the after engine room, which supplies the engine rooms aft, are operated from the same units as the forward coils, and they were operating satisfactorily as evident by temperature and humidity.

From this observation we came to the conclusion that the forward coils were either not clean, the expansion valves faulty, or the lines leading to the forward coils partially stopped up. To check this we shut off the expansion valves and opened the hand by-pass valves. Immediately we got a rush of gas through the by-pass valves, thus proving that the gas was getting up to that point. We then tried operating the system by hand by-pass valves continually but this did no good. The strainer was removed and cleaned and the system rigged with the expansion valves again cut in but no improvement. At this point the forward coils completely failed. The air after leaving the coils was found to be only a few degrees different than the supply air from the engine room which was around 100° F. Both expansion valves were then cut out and the by-pass valves cut in. By adjusting the hand by-pass valves and switching the suction and discharge pressures of the compressors carefully the temperature of the air after it crossed the coils dropped to 84°. We continued to make small adjustments to these valves and the temperature eventually dropped to 80, and the humidity slightly improved. This was not consistent as the system appeared to alternately stop up and then become free.

It will be necessary to completely clean out all the free lines for the forward system this coming refit period, and completely readjust and reset the system. The system was found to be not rigged correctly according to the instruction book on leaving Fremantle and it is believed this condition has existed since the last Navy Yard overhaul of this vessel.

2. Steering - Steering from the conning tower was lost for several hours one evening when excessive grease was put in the pressure hull packing gland, causing the rotainer ring to bind on the shaft. By removing the grease and two rings of packing we were able to tap down the rotainer ring to it's normal position. We then renewed the two rings of packing and the steering returned to normal. It will be necessary that this gland be repacked and a new nut be made as the nut was found to be slightly bent.

3. Trimming system - On the ninth of August on diving for a trim it was found impossible to pump or flood forward trim tank. Investigation disclosed a large rag in the trim line at the forward torpedo room trim tank stop valve which must have been carried forward from the trim manifold in the control room. Later more of the same rag was removed from the trim manifold. It must have been left in the manifold during the rofit period as that is the only time the manifold had been opened.

— page 206 —
4. Periscopes - Trouble was experienced. The entire patrol with #2 periscope (search periscope) fogging. Some fogging was due to the outside humidity causing the cutter window to cloud up, but most of the time it appeared due to interior fogging. The attack scope (high angle) did not give this trouble, however there appears to be traces of oil film remaining from a casualty experienced the last patrol when oil was introduced accidentally when trying to recharge it at sea.

(o) Torpedo and Gunnery.

1. Torpedoes - Shortly after leaving on patrol, the torpedo in No. 9 tube stuck and could not be removed from the tube for routing. It was necessary to drop the forward roller to get the torpedo out of the tube. When the torpedo was examined, seven studs were found loose and four were missing from the afterbody and lying in the tube and caught in the roller. The studs were replaced and no further difficulty was experienced. The torpedo had been taken aboard five minutes before getting underway and so no previous shock by ships crew had been made.

2. 4" Dock Gun - The trainers telescope was found to be scratched and fogged. It was not installed until the morning the ship departed on patrol and a check before getting underway was not made so it was too late to replace it.

(L) RADIO

During the time spent in the Sulu Sea and Manila area reception of VIXP was found to be poor, and there appeared to be an increase in interference. It was necessary to receive the schedules on 9250 KGs as on the two alternate frequencies, 12630 and 4370, the signal was so weak as to be unreadable. The following table has been compiled for an average day in these areas giving the signal strength on 9250 KGs.

| Time - How | Signal Strength |
|||
| 0000-0300  | 3              |
| 0300-0600  | 3              |
| 0600-0800  | 3              |
| 0800-1100  | 3              |
| 1100-1200  | 4              |
| 1200-1300  | 2              |
| 1300-1600  | 1              |
| 1600-1800  | 3-4            |
| 1800-2300  | 5              |
| 2300-2400  | 4              |

The interference noted on 9250 KGs was particularly strong between 0000(H) and 0400(H) and appeared to be a Japanese station with a very loud signal sending some sort of a schedule similar to our Baker.

A total of 7 messages were sent during the patrol, three of these being sent not-th of the barrier. Of these, two had to be sent blind as exchanges of signal with VIXP was impossible due to their zero signal strength on all frequencies and the attempts of three

— page 207 —
1. SJ - During the training period much trouble was experienced in keeping the SJ operating properly. The unit would not stay tuned and poor ranges were obtained on the practice targets.

On July 29, 1944, on the morning of departure on patrol, the transmitter ceased operating and a quick check showed an undetermined ground in the high voltage circuit, which burned out the type 836 tubes in the high voltage rectifier. Due to the shortage of time remaining, the transmitter was replaced by a spare from the tender and it seemed to be operating properly. However, enroute to Darwin it carefu1 check showed that its output power was very low and difficulty was experienced in obtaining contacts on ships, even at ridiculously short ranges. The transmitter was given a complete thorough check over and a defective modulation network (pulsar box) was found in the unit. This transmitter was replaced by another from spares at the Port Darwin Naval Base as requested spares did not arrive from Fremantle and it proved to be a dandy. Much credit is due the radar officer stationed at Darwin, Ensign Hopkins, for the shape in which he keeps his equipment and his help in our case is deeply appreciated.

Very little trouble was experienced with the last transmitter installed and on only two occasions was it necessary to perform major repairs on it. On Aug. 14, the retardation coil (L1(1)) in the modulation generator became defective and it is believed a loose VR 150-30 gas tube in the bias network caused this trouble. The defective coil was replaced by a spare which we luckily had on board, and the gas tubes installed firmly in their sockets.

On Sept. 12, the magnetron developed a ground in it's filament and was replaced. Slight adjustment in beat oscillator tuning was necessary to bring it back to peak performance.

The unit was out of service at short intervals to replace gassy 5V4G rectifier tubes in the B regulated rectifier, and a bad 6SN7 in the "on time" circuit. On two occasions it was necessary to replace one of the 836 rectifier tubes in the high voltage rectifier and it is believed a fluctuating load voltage, occasioned by poor performance of the motor generator, caused this trouble.

Poor alignment of the new enclosed type knuckle gears in the antenna training unit installed the last refit period, caused the taper pin just below the first knuckle gear, to shear off on three different occasions. In each instance it was necessary to align the antenna for proper directivity. This trouble was temporarily cured.

— page 208 —
0-N-R-I-D-E-N-T-I-A-L

by loosening the anchor bolts on the knuckle unit to allow play for the misalignment. A universal joint will have to be installed in this section of shaft the coming refit.

The radar motor generator was a continual source of trouble during this latter part of the patrol. The high speed copper impregnated carbon brushes in the alternator wore out, and there being no spares of this type available, they were replaced by improvised ones of softer material which would only last about a day. Also the overload relays continually kicked out and this was believed due to the generator overheating. The unit is in a terrible spot underneath the overhead in the forward engine room, where the ambient temperature always runs high. It will have to be moved to the spot formerly occupied by the degaussing motor in the after part of the forward engine room this coming refit in order to obtain proper ventilation while in operation.

The recognition system of keying the modulated pulse rate in the transmitter works admirably, but a means should be adopted by the boats to use a standard procedure in initiating the recognition keying. On each occasion that the IFF was used, it was necessary to spend extra time training the antenna on the position of maximum interference intensity, and send the challenge continually before any response was obtained. During this period the efficiency of the radar search is lost to the boat as a contact would not be picked up.

The maximum range of detecting SJ radar interference on another similar unit appears to be approximately 30,000 yards, and the interference appears on all bearings just before the pip on the detected submarine is picked up on our unit at about 12,000-14,000 yards.

The following ranges were consistently obtained after replacing the transmitter in Darwin.

Net Tender at Port Darwin - 25,000 yards.
Japanese Sea trucks - 15,000
American submarine - 12,000
Medium froighters and tankers - 25,000
Patrol boats - 10-14,000
Sailboats - 5-10,000

On several occasions a school of porpoises were tracked out to 4,000 yards, a flock of birds picked up at 1,800 yards and debris in the Celebes and Sulu seas at ranges between 3,000 and 10,000 yards. One plane was contacted at 20,000 yards momentarily.

It is intended to conduct a test to determine the maximum height at which planes can be picked up at a nominal range of 20,000 yards, in order to determine whether there is a blind spot in elevation between the SJ and SD search beams at that range. An attempt to obtain this information will be conducted during the next training period.

— page 209 —
2. SD - The SD was a big disappointment throughout the patrol. It
seems so unusual that this unit should not so erractically from one
patrol to another, even with the same exact calibration settings. It
could never be depended on to detect planes and on several occasions
lookouts sighted planes at close ranges and high altitudes which
should have been easily picked up on the SD. With the in creased use
of planes by the Japanese at night a good dependable air search radar
is mandatory. It seems strange that with our supposed superiority in
developing new materials of war the same undependable air search
radar is still installed in our submarines.

During the training period, the antenna whips were changed from
the 26" to 21" size and the unit tuned to as near 118 MC (in accord-
ance with ComSubPac Data) as possible. When tested at the frequency
it was a total flop, failing to pick up the test plane at close ranges
and high altitudes on any bearing. The tender at request of the ships
force, replaced the 26" whips and returned the unit to the original
112 MC at which it had operated so efficiently on the previous patrol.
This seemed to accomplish little, as the unit still operated erratic-
ally.

On two occasions the resistor network (RI08) in series with
the 8014A filaments in the transmitter, burned out, even though this
wattage rating is comfortably above the normal transmitter plate
current used (about 10 mA). Those were replaced from spares and
repaired.

It was hard to find two 8014A's which would properly match in
the transmitter, and continual trouble was experienced in keeping them
operating satisfactorily which necessitated changing them at frequent
intervals.

It is believed that the mast was damaged on the night of 31 Aug.
when the boat received an aerial bomb close aboard. Regeer chocks
showed a continual decrease in resistance to ground readings between
the transmission lines and the mast. This was accompanied by ooossion-
al double pulsing, and variation in frequency, which could not be re-
mended by any adjustment. Replacing two bad 9001 R.F. tubes and ad-
justing the diplexer steadied the frequency, but the other trouble
continued, even though the SD picked up a few planes while in this
condition. It is suspected that the top insulator has been cracked
and a slight amount of salt water has leaked into the mast, causing
the partial ground. It will be necessary to give the mast a complete
overhaul, along with the transmitter.

Relocating the receiver indicator adjacent to No. 1 periscope
well forward on the port side was a brilliant idea as it makes visual
observation of the screen from the control room many times better,
the navigator when working does not interfere with a proper watch on
the screen and a target may be watched by the Captain while submerg-
ing without having to climb over the control room watch.

— page 210 —
1. 8-8-44 0400 ZPERA 3-08 S 190
2. 8-11-44 1000 " 7-09 F 100
3. 8-12-44 -2100 " 7-14 N 100
4. 8-13-44 2100 " 7-44 N 95
5. 8-15-44 2100 " 12-59 N 50
6. 8-15-44 2100 " 55,

— page 211 —
6. 8-16-44 2100 ZEBRA 13-06 N 160
: 7. 8-18-44 0700 " 13-12 N 110;200
: 8. 8-19-44 2045 " 13-03 N 80
: 9. 8-31-44 1630 " 13-22 N 180
: 10. 9-4-44 2015 " 13-00 N 60
: 11. 9-5-44 1900 " 12-58 N 50
: 12. 9-6-44 1400 " 11-19 N 50
: 13. 9-7-44 2100 " 12-50 N 40
: 14. 9-8-44 2115 " 10-38 N 36
: 15. 9-12-44 0500 " 7-18-N 80
: 16. 9-13-44 0315 " 2-28 N 36

(P) HEALTH, FOOD AND HABITABILITY.

The health of the crew was in general excellent. The only trouble experienced was hot rash, a total of 20 bad cases developing due to the lack of air conditioning with resultant high temperatures and excessive humidity in the boat throughout the patrol. The most of these cases were cured after surface running could be resumed. In addition there were four mild cases of cellulitis. There were no sick days.

The food carried was good and of sufficient variety. It was a very pleasant experience for the commanding officer after subsisting on Australian beef for a year in this area to once again eat Ameri-can meat supplied by the recently arrived tender. Not much can be said for the preparation of the food as three unimaginative cooks and the Navy cook book is a bad combination for even the hardest working of commissary officers.

— page 212 —
0-N-F-I-D-E-N-T-I-A-L

Habitability was very poor and the leak of air conditioning was keenly felt because the area assigned required many days of submerged running. One does not realise the blessing in disguise afforded by air conditioning until a petrol is made without it in those waters. It takes a lot out of a person to spend day after day gasping for breath and dripping with sweat.

(C) PERSONNEL.

This is the third consecutive patrol made by this vessel in which the results were negligible, yet the morale of the crew is excellent and all hands are ready to get out and get going again to make up for lost time.

Both officers and crew performed their duty in an excellent manner.

It is deeply regretted that Rudolph Villain Vello, Mollie, USN, was lost over the side; but as he was uninjured, a good swimmer and close to land, it is felt that his chances of survival are excellent. It is the hope of all hands that he escaped detection by the Japs and assuming they are thinly spread in this area his chances of reaching friendly hands is believed good.

(R) MILES STEAD - RULED USED.

Fremantle, WA. to area (Sulu Sea). 3475 Miles 45,676 gals. In area. 4995 " 50,594 " Area to Fremantle, WA. 2757 " 44,510 "

(S) DURATION.

Days enroute to area 13
Days in area 33
Days enroute to base 9
Days submerged 30

(T) FACTORS OF DURANCE REMAINING.

Torpedoes Fuel Provisions Personnel factor
9 4,300 10 days 15 days

(U) RADAR

A great increase in small craft traffic was found this patrol. Sea trucks were encountered in large numbers in the northern part of the SIBUYAN SEA and in TABLAS STRAT, usually in convoys of four to six ships. This seems to indicate the Japanese shipping situation is becoming critical and their large ship traffic is concentrated more to the north westward between the Phillipine and the Empire.

— page 213 —
1. The Commander Submarine Squadron TELVE.
To: The Commander in Chief, United States Fleet.
Via: (1) The Commander Submarines, SWORTH FLEET.
(2) The Commander S.W. WITH FLT.

Subject: U.S.S. GUNNEL (SS253) - Report of Sixth War Patrol; Comments on:

1. The sixth war patrol of the U.S.S. GUNNEL was conducted in the Sulu Sea-Hanilla Area from 29 July to 22 September 1944. It was of fifty-five days duration with thirty-three days spent in the area. Thirty days were spent submerged.

2. Fifteen torpedoes were fired at enemy ships and no hits were made. Although depth settings were either three or four feet there is a possibility that some ran under as the ships fired at very small and their drafts shallow. A gun attack on a sea truck was ineffective due to various personnel and material failures and enemy gunfire.

Attack No. 1(a), (b), and (c) - Three hit surface attacks on a five ship convoy with three scores, salvos of three torpedoes each were fired at each of three ships. The torpedo spaces used of less than 40 yards is considered rather small for covering possible or-ors in estimates. All torpedoes missed.

Attack No. 2 - A day parisopec attack on two unsosorted small AKS. Six torpedoes were fired at the two ships overleaving and no hits were observed or heard.

3. The occurrence of so many serious material defects and derangements is a matter of grave concern to the Squadron Commander. Their cause will be thoroughly investigated and their report carefully and fully accomplished. The rofit routine will be changed as necessary to make it effective in preventing a recurrence of those items. In addition to the defects reported by the Commander, 1/4 main engine, upon disassembly for overhaul, was found to have all sixteen cylinder liners so badly scored that they had to be removed. All bearings (connecting rod and main) so far removed for inspection were found with pipe, spavled, or pitted beyond the possibility of re-use. During the previous rofit this engine was given a routine 500 hour check and no unusual conditions noted. The ship's force has reported that operation throughout the patrol was normal in all respects. The engine was last used by the relief crew for charging the day after arrival, and no indication of its poor condition was evident during this charge. The score of cylinders was caused by either temporary loss of lubrication, dirt, water or acid in the lub oil, or foreign matter entering all cylinders equally through the air ports.

- 1 -
10 04354

— page 214 —
5-12/16-3/FBS-121, SUBMARINE SQUADRON THELVEE

Serial 0229

CERTIFICATE:
FIRST REPORT TO:
U.S.S. GUNNEL - Report
of Sixth War Patrol.

Subject: U.S.S. GUNNEL (SS253) - Report of Sixth War Patrol;
Comments on.

The other two engines so far inspected, #1 and #3, also had to have the upper halves of all connectin' rod bearings removed. The lower seal rings could have contributed to this condition on #3 main engine. Number 2 engine will also be inspected and overhauled if necessary. A 6-ton air-conditioning unit operating off of #2 compressor will be installed in the forward battery compartment during this refit, and the main plant will be restored to its designed operating condition. Lack of air-conditioning may have caused many of the air-rig air-cooled troubles reported. Replacement of the present S2 radar motor-rotor motor is in course; therefore, relocation will not be accomplished this refit.

4. The Squadron Commander regrets that the corrective performance of the Commanding Officer, Officers, and Crew did not produce better results and it is expected that on the next patrol the luck of the GUNNEL will be improved.

J.P. Grafas,

— page 215 —
12a/pr 6
UNITED STATES NAVY
Serial 01147
C-O-N-F-I-D-E-N-T-I-V-I-A
SECOND ENDORSEMENT to:
USS GUNNEL Conf. Ltr.
A16-3 serial 015 dated 22
September 1944. Report of
Sixth War Patrol.

From: The Commander Submarines, SEVENTH FLEET.
To: The Commander in Chief, UNITED STATES FLEET.
Via: The Commander, SEVENTH FLEET.

Subject: U.S.S. GUNNEL (SS253) - Report of Sixth War Patrol - Comment on.

1. GUNNEL's Sixth War Patrol was conducted in the
SIBUYAN SEA Area and off the West Coasts of Southern LUZON and
MINDORO. It was the first war patrol for the new Commanding
Officer, Lieut. Comdr., G. E. O'NEIL, USN., as such.

2. Fifteen torpedoes were fired at small freighters in
two attacks. Although the torpedoes were set at three and four
feet depths, some were observed to run under the target on each
attack. No damage was inflicted on the enemy.

3. Heavy and persistent air and surface anti-submarine
activity was encountered. In the SIBUYAN SEA and Western VERIE
ISLAND PASSAGE Areas eleven contacts were made with patrol vessels.
In the area west of MINDORO, during the period of bright moonlight
from 31 August to 8 September, GUNNEL had ten night aircraff
contacts. These planes flew very low, apparently conducting a
routine search, and, with one exception, were not picked up by the
SD radar. Radar indications were noted from these planes on only
one occasion. On of these night search planes was not detected
until it was directly overhead. No bombs were dropped on that
approach, probably due to the fact that the ODD made a quick
change of course before submerging. One close bomb or depth
charge was received three minutes after the sighting as GUNNEL
passed one hundred feet.

4. GUNNEL made an aggressive Battle Surface on a convoy
of six sea trucks which appeared to be comparatively defenseless.
Two or three of them effectively returned the fire with three inch
guns mounted on targets towed astern. These guns had been ensonaled
under a great camouflaged tarpaulin. The importance of carefully
inspecting prospective gun targets is re-emphasized.

5. The award of the Submarine Combat Insignia is not
authorized.

— page 216 —
12a/pr
Serial 01147
9 October 1944.
C-O-N-F-I-D-E-N-T-I-A-L
SECOND ENDORSEMENT to:
USS GUNNEL Conf. Ltr.
A16-3 serial 015 dated 22
September 1944. Report of
Sixth War Patrol.

Subject: U.S.S. GUNNEL (SS253) - Report of Sixth War Patrol.
Comment on:

R. W. CHRISTIE.

ORIGINAL COPY

Cominoh (3) - Direct
Vice Opnav (2) - Direct
Vice Opnav Op-230 (1)
Com1stFl1 (1)
Com2ndFl1 (1)
Com7thFl1 (2)
ComSub1stFl1 (30)
ComSubs2ndFl1 (4)
OTF-71 (4)
OTF-72 (2)

OTG-71.3 (2)
OTG-71.4 (2)
OTG-71.5 (2)
DivComsSubRon-12 (1)
DivComsSubRon-16 (1)
DivComsSubRon-18 (1)
S/M School N.L. Conn. (2)
SubAd, Mare Island (2)
S/M THFLT (1)

THIS REPORT WILL BE DESTROYED PRIOR TO ENTRY INTO NAVY CONTROLLED WATERS.

2. F. STRAUS, Jr.,
Flag Secretary.

18175

10 04354

COMMANDER
CTR

-2-

— page 217 —
3/23/1944
10 0251
24 OCT 1944
CONFIDENTIAL
THIRD ENDORSEMENT to:
CO, U.S.S. GUNNEL (SS253)
Conf. Ltr. A16-3 serial
015 of 22 September 1944.

From: Commander Seventh Fleet.
To: Commander in Chief, United States Fleet.

Subject: U.S.S. GUNNEL (SS253) - Report of Sixth War Patrol.

1. Forwarded.

Signed: H. L. LONG,
By direction.

— page 218 —
15/6/44
U.S.S. GUINELL (SS253)...
Care of Fleet Post Office,
San Francisco, California,
28 December 1944.

Al6-3
Serial 017

DECLASSIFIED
U.S.S. GUINELL
The Commanding Officer, U.S.S. GUINELL.
The Commander in Chief, United States Fleet.
Official Channels.

Subject:
U.S.S. GUINELL, Report of "Air Patrol 1st Subjct:
Seven.

Enclosure:
(A) Subject Report.
(B) Plot of Ship's Track.
(C) Investigation Time Flots of Attacks.
(D) Report of Special Mission, 1 Dec. 44.
(E) Report of Special Mission, 2 Dec. 44.
(Enclosures (B)(C)(D)(E) for Commanders
71 and 17 only).

1. Enclosure (A) covering the Seventh "Air Patrol
of this vessel conducted in the South China Sea and Northern
Part of the Sulu Sea during the period from October 21, 1944
to December 28, 1944 is forwarded herewith.

C.E. O'BRIEN, Jr.
DECLASSIFIED
DECLASSIFIED-ART. 0445, OPNAVINST 5510.10C
BY O.P. 03/23/44 DATE 11/24/44

103527

— page 219 —
0-0-N-F-I-D-E-N-T-I-A-L

(A) PROLOGUE

September 22, 1944. Arrived Fremantle, Eastern Australia completing this vessel's Sixth-War Patrol. Commenced refit by U.S.S. GRIFFITH and Relief Crew Division 121. Ship's officers and crew left ship for two weeks recreational leave in the Perth Area.

October 6, 1944. Refit completed with the exception of a major docking job discovered necessary at the time of the routine docking during the refit period and postponed awaiting availability. Regular ship's officers and crew returned aboard. Ensign J.B. Linton, E-M, USNR reported aboard for duty. Liout.(jg) J.L. Schilansky, E-W(RS), USNR was detached for treatment at Hollywood Hospital. Commenced loading and completing minor items. In addition to the normal refit the following work was accomplished:

(a) Entire air conditioning system was overhauled, piping cleaned out, new parts installed, and all valves adjusted.

(b) A small air conditioning unit, similar to that mounted in the conning tower, was installed on the overhead in the forward battery compartment to improve the habitability of this part of the boat.

(c) All and 4 main engines completely overhauled. In addition all liner seal rings, which had given trouble last patrol, were replaced by factory made rings.

(d) Renewed all cast iron cylinder liners in #2 and 4 main engines with chrome plated liners. It is not known why this had not been done during the last Navy Yard overhaul.

(e) Renewed all four main engine mufflers and elbows.

(f) Repaired faulty bow plane solenoid operated clutch.

(g) Replaced bad wiring for bow plane rigging and tilting in the forward torpedo room and control room and installed junction boxes in those compartments to facilitate the rigging of operational difficulties with the bow plane.

(h) Reduced the motor speed of the 150 hydraulic pump 200 RPM to conform with name pilot data.

(i) Repaired a bent oil seal ring in the forward bearing of #3 main motor thus correcting the cause of the noise not located in this motor during the last patrol.

(j) Installed the correct type of pressure proof speaker on the bridge replacing a makeshift design previously installed in the after position.

(k) Completely overhauled the SD radar, and discovered cause of difficulties to be a loose impedance transformer in-side the mast.

(l) Removed both North and South gyro rotors to the shop and ran a heat test to assure vacuum would hold during this next patrol. I believe had this previously been done we would not have had the trouble experienced last time.

(m) Completely overhauled the Pit Log. Some damaged parts were replaced and the entire instrument correctly adjusted.

— page 220 —
1944. Docked in Marine railway. The boat and
    torpedo frames and bulkheads in #3 FBT, Safety Tank, #2-3 Auxiliary and #4 FBT wore removed and replaced with new frames and
    bulkhead plates.

: 1944. Underway conducting oloctronics
    and cavitation tests. Submerged in Cockburn Sound for sound tests
    and found the starboard shaft excessively noisy at 80 R.P. and
    above. Most of our machinery was found at or above the allowable
    limit of noise lovol.

: 1944. In drydock. Removed and replaced the starboard propellor and inorassd the stern tube oloctronics on both
    shafts to .070" in order to decrease the noise.
    In afternoon undocked and conducted sound tests which showed
    a decrease in noise lovol.

: 1944. Completed final loading and took on board
    fourteen Mk 23 and two Mk 14 torpedoes forward, and five 1k 18-1
    and three Mk 18 torpedoes aft for a full load.

(B) NARRATIVE

Note: AC - Aircraft Contact.
SC - Ship Contact.

Saturday, 21 October.

1305(H) Underway in accordance with ContactsGroup 71.1 operation order No. 151-44 to conduct unrestricted submarine warfares against the enemy in the South China Sea. Routing via Darwin, East of Timor, Flores So., Ickassar Straits, Sibu, Pasuaga and Lindoro Strait to the South China Sea.

1711(H) Commenced exercising at day and night approaches in company with the USS HARDHEAD with HMS IVARL as target.

2310(H) Completed exercises, set course for Plymouth Gulf in company with Headned in the Joint Zone.

Sunday, 22 October.

Two years ago this month, this commanding officer departed Fremantle in a boat bound for overhault in the States, and exactly one year ago to this day arrived back in Fremantle only one year ago to this day arrived back in Fremantle following the first patrol in a new boat. Somony is figuring my foreign duty very closely.

Spent the day alternating with Hardhead in making practice approaches; trained sound operators, radar operator.

2.

— page 221 —
1802(H) (SC#1) Sighted and established identification with a friendly allied submarine.

Continued exorcising with Hardhead and training sound and radar operators and lookouts. In afternoon fired 20mm guns for training. During night tracking exorcises discovered the Arma Clock Zig is practically impossible to plot. Although the base course was determined with reasonable accuracy and the limits of the zig plan could be determined, the zig plan itself could not be worked out. Each zig remained a complete surprise.

1740(H) Hardhead departed company in order to proceed independantly to Xmouth Gulf. Remained in radar contact however to exercise the second team tracking party until contact was lost at 2155(H).

Very valuable training was afforded during these two days in company with the Hardhead and it is believed whoever possible this should be done when boats leave for patrol. This training gave us a chance to tune the radar to perfection, it afforded a target for all radar operators during every watch, and all sound operators became efficient in use of the sound gear while surfaced and submerged. Lookouts were given a view of a partially improved anti-gun and their efficiency ranged from 4" to 10" and 20mm, and 8 magazines 20mm, and several bolts of .50 cal. A group of balloons tied to a box made a very satisfactory target. The gunnery officer distinguished himself and shamed the 20mm gun crews by breaking one balloon at 1,000 yards with three shots from a .30-06 service rifle.

0045(H) 25, Oct. Sent message #1 giving ETA Darwin.

2112(H) 25, Oct. In position Latitude 14-29 S, Longitude 121-47 E picked up radar signals on 203 LC and 40 PPS coming in 5 out of every 20 seconds on the APR. Received to be friendly.

Friday, 27 October.

Continuing surprise dives and battle problems for training.

— page 223 —
252(H) (AC#5) Contact on SJ radar at 8 miles, end pip and IFF response on SD radar at same range. No sighted. Position: Latitude 10-49 S, Longitude 128-39 E.
: 0332(H) (AC#6) SD radar contact 6 miles and opening showing IFF. Position: Latitude 10-40 S, Longitude 128-36 E.
: 0410(H) (AC#7) Contact on SJ radar which closed to 5 miles and then showed IFF response and pip on SD radar at same range. Not sighted. Position: Latitude 10-34 S, Longitude 128-33 E.
: 0621(H) (AC#8) SD radar contact 17 miles showing IFF. Position: Latitude 10-15 S, Longitude 128-25 E.
: 0932(H) Submerged for a trim and found that steerboard shaft had again become noisy. Ran tests and discovered that if spoof was brought up slowly on that shaft we could reach 100 RPM before the squawk started. If spoof wore brought up suddenly or full rudder applied the squawk commenced at a much slower spoof which seems to show the load or thrust of the propellor has a lot to do with the cause of the squawk.
: 1123(H) Surfaced. During afternoon made several dives and held battle problems for training.
: 1622(H) (AC#9) SJ radar contact at 8 miles showing IFF. Not sighted. Position: Latitude 09-00 S, Longitude 127-50 E.
: 1705(H) Made landfall on Timor, distance 41 miles by SJ radar.
: 1930(H) Commenced passage through barrier east of Timor following joint zone.
: 2308(H) Completed passage, entered Flores Sea.

Monday, 30 October.

0601(H) Submerged for a trim.
0616(H) Surfaced.
0810(H) (AC#10) SD contact at 12 miles which soon opened and disappeared. No IFF response. Position: Latitude 06-39 S, Longitude 125-11 E.
1015(H) (AC#11) Sighted one aircraft bearing 210°T at about 10 miles passing clear. No contact on SD radar nor IFF response soon. Identified as a Liberator bomber. Position: Latitude 06-36 S, Longitude 124-30 E.
1200(H) Position: Latitude 06-34 S, Longitude 124-15.8 E.

— page 224 —
2148(H) (AC#12) SD contact at 20 miles. No IFF response. Pip closed to 15 miles then opened and disappeared at 18. Although moon was full and night was bright the plane was not seen. Position: Latitude 06-20.5 S, Longitude 121-59.8 E.

: 2151(H) Left blind bombing zone.

: 2310(H) (AC#13) SD contact at 18 miles which stayed steady for two or three minutes than faded out. No IFF. Position: Latitude 06-17 S, Longitude 121-39 E.

: 2328(H) (AC#14) SD contacts at 16,18 and 22 miles. The 22 mile pip then faded out, the 18 mile pip closed to 16 miles then opened and was lost at 17 miles, while the 16 mile pip closed to 13 miles and stayed steady. Slowed to reduce wake and waited to see what he would do. Position: Latitude 06-15 S, Longitude 121-35 E.

: 2348(H) [D]idn't have to wait very long for pip started to close. He had been keying our SD radar but in making contact left it on in order to keep track of range. Believe this fellow DF'led our signal. When range he'd closed to 9 miles

: 2349(H) Submerged, went deep, and waited for bomb. A loud water noise was heard on sound about 15 minutes later which I now believe was a dud bomb falling pretty close.

Tuesday, 31 October.

: 0037(H) (AC#15) At fifty foot, raised SD radar mast and made contact at 10 miles closing fast. Sneaked back to 150 feet. This bird is persistent.

: 0106(H) (AC#16) Back to periscope depth. Red said periscope and looked one Jap "noto" squaro in the engine cowling. He want by so close I could have punched a hole in his float with the periscope and JP sound heard him as he passed overhead. As I had more fuel than he did decided to wait him out. I believe he had radar and picked up our periscope that first time I took a look because we wore now several miles from where we drove. A peculiar water noise of short duration heard by JP go sound astern might have been another dud bomb on this last pass.

: 0253(H) 45 feet and all closer by SJ and SD radar so surfaced and proceeded on our interrupted way. A limber submerged in this area will probably catch itself tonight if he doesn't have an aircraft warning radar.

: 0347(H) Picked up SALIER Island ahead distance 42 miles by SJ radar.

: 0530(H) Commenced passage between SALIER and MIGER Island passing south of SALIER Island.

— page 225 —
1200(H) Position: Latitude 06-26 S, longitude 119-41 W.
: 1523(H) Sighted DEBRILI Lighthouse on port bow distance 20,700 yards by SJ radar. Entered HAGASAR STRAIT.
Wednesday, 1 November.
: 0030(H) Made contact by SJ radar on CAPE MANDAR bearing.0290 T, 75,000 yards.
: 0529(H) (SC#4) As dawn was breaking sighted smoke over horizon on port quarter. Manned tracking party and reversed course to end around contact. Position: Latitude 118-29 E.
: 0710(H) In position on base course of target and just about to dive for the attack when it was discovered the target had almost reversed course. "He headed in on a converging course to get a better look and finally at
: 0740(H) Identified target as a small (150 ton) ex "hale killer" type patrol vessel apparently covering his assigned area off CAPE HILLIAN. Secured tracking party and continued on our way.
: When first sighted with just stack and mast over the horizon he appeared to be a fairly good sized AR and making a huge amount of black smoke. His area seemed to be a large square from about 6 miles off the beach out to the shoal water to the Westward and between CAPE HILLIAN and CAP MANDAR.
: 1057(H) (AC#17) Made SD radar contact at 7 miles which closed to 6 miles. Submerged to avoid detection. Position: Latitude 0213 S, Longitude 118-36 E. One lookout sighted the plane astern just before clearing bridge and stated it had a sinle wing and sinle float.
: 1145(H) All clear so surfaced.
: 1200(H) Position: Latitude 02-09.3 S, Longitude 116-39 E.
: 1904(H) (SC#5) Picked up interference on the SJ radar ahead, identified as U.S. Submarine. Unable to make contact by radar.
: 2227(H) Exchanged calls and recognition signals via SJ radar with the same U.S. Submarine ahead.
Thursday, 2 November.
: 0129(H) Made visual contact with U.S. Submarine, previously identified ahead, range 9,700 yards. Altered course so as to pass clear as we are slowly overtaking him.
: 0202(H) Passed CAPE MANDAR aboard to port, entered CELERES SEA.

— page 226 —
0715(H) (AC#18) Made contact on SD radar range 10 miles. Contact stayed steady for several minutes then faded out. Position: Latitude 01-57 N, Longitude 119-34 E.

: 0718(H) Submerged for a trim. Just as the boat was going under, the SD contact was regained moving out to 16 miles.

: 0745(H) All clear, surfaced.

: 1117(H) (SC#6) Sighted high periscope of Southbound U.S. Submarine over the horizon ahead. Exchanged recognition signals, then closed range to hailing distance and exchanged data on enemy activity noted. Position: Latitude 02-49 N, Longitude 119-40 E.

: 1200(H) Position: Latitude 02-56 N, Longitude 119-43 E.

: 1405(H) (SC#7) Sighted by high periscope what appeared to be periscope shears of a submarine overtaking us from astern, range about 30,000 yards. Commenced tracking and found we were right on base course. Position: Latitude 03-25 N, Longitude 120-46 E.

: 1425(H) Submerged, went to battle stations and commenced approach.

: 1450(H) Identified target as U.S. Submarine we had overtaken and passed this morning and now overtaking us. Simulated making tubes ready. Submarine constant helming thirty degrees right and left of base course.

: 1504(H) With a torpedo run of 1,100 yards for the stern tubes, 90 port track and zero gyro fired two recognition smoke bombs and sent recognition signal by sound. Observed lookouts eyes bulge as smoke bomb burst.

: 1515(H) Surfaced, exchanged recognition, and claimed drinks on the house when we reach Frisco from one very irate skipper. I believe our lookouts are now 100% more alert and fire control party received good training on a constant helm zig.

: 1954(H) Sighted BONCAO Island bearings 000°T, 60,000 yards.

: 2022(H) Commenced northward transit of SIBUTU PASSAGE.

: 2136(H) Completed uneventful transit, set course for PEARL BANK.

Friday, 3 November.

: 0012(H) Sighted small islands on PEARL BANK reef bearings 319°T, 18,000 yards.

: 0047(H) Commenced transit of passage between PEARL BANK and DOC CAN ISLAND.

: 0103(H) Completed passage, set course across SULU SEA for 150 POINT, PLAN.

8.

— page 227 —
0655(H) Submerged for a trim.
: 0710(H) Surfaced.
: 1200(H) Position: Latitude 08-06 N, Longitude 120-56 E.
: 1518(H) (AC#19) C.ntact on the SD radar at 10 miles and closing. Submerged to avoid detection. Position: Latitude 08-47 N, Longitude 121-17.5 E.
: 1559(H) All clear surfaced. SD radar out of commission.
: 1815(H) (SC#8) Picked up interference of our own type on the SJ radar ahead. Exchanged recognition and calls with a U.S. Submarine. Position: Latitude 09-10 N, Longitude 121-33 E.
: 2035(H) Sighted NASO POINT, PAYAY bearing 0220T, 45 miles.
: 2100(H) Received orders to proceed to a position 30 miles west of SAIPALOC POINT, LUZON, to act as lifeguard for air strikes on IANILA the 5th, 6th, and 7th Nov. I did not relish the thought of an aircraft search for us in the bright moonlight then existing with no SD radar for a warning, so decided to delay acknowledging receipt of orders until daylight. From past experience the Japs don't need radar equipped aircraft to spot us in this visibility, and we can't see them in time.

Saturday, 4 November.

: 0316(H) Sighted ELBATAN ISLAND bearing 0150T, 16 miles.
: 0610(H) Transmitted serial #2 blind to VIXO informing CG 71.1 we would arrive on station by daylight the 5th.
: 0630(H) (AC#20) Sighted unidentified aircraft overnight us from astern, range 7 miles. Submerged to avoid detection. Position: Latitude 11-39 N, Longitude 121-22 E.
: 0700(H) All clear, surfaced.
: 0747(H) (AC#21) Sighted an unidentified aircraft bearing 0750T, range about 10 miles and closing. Submerged to avoid detection. Position: Latitude 11-47 N, Longitude 121-12 E. It looked like we stirred them up and at this rate we will have a hard time meeting our schedule.
: 0829(H) All clear, surfaced.
: 0843(H) Sighted ABULOC ISLAND bearing 3450T, 22 miles.
: 0927(H) Submerged for transit APO EAST PASSAGE into South China Sea.
: 1200(H) Position: Latitude 12-09 N, Longitude 120-58 E.

— page 228 —
1827(H) Surfaecad and set course for assigned position.
: 2320(H) (AC#22) Sighted an unidentified aircraft bearing 115FT, range about 3 miles and closing. No indication of radar on APR. Submerged end went deep but no bomb. Position: Latitude 13-06 N, Longitude 119-50 E.

Sunday, 5 November.
: 0140(H) Surfaced, sent serial #3 blind to VIXV informing the boss we can't make our station on time.
: 0152(H) Submerged until visibility improves to the point we will have a chance to see these planes first. I flew over us had stretched our luck awfully far already on moonlit contacts.
: 0427(H) Moon directly overhead and clear horizon, surfaced and proceeded our station.
: 0430(H) (SC#9) Picked up radar interference at ten and minutes later exchanged recognition and calls with a U.S. Submarine. Found he had been forced down by a plane also. Position: Latitude 13-06 N, Longitude 119-50 E.
: 0615(H) (AC#23) Sighted two unidentified two engine bombers bearing 100FT and closing, range about 6 miles. Submerged to avoid detection. Position: Latitude 13-46 N, Longitude 119-30 E.
: 0647(H) Surfaced.
: 0702(K) (AC#24) Sighted one unidentified air raft, bearing 350FT, range about 7 miles. Submerged to avoid detection. Position: Latitude 13-50 N, Longitude 119-31 E.
: 0722(H) Surfaced.
: 0736(H) (AC#25) Sighted an aircraft identified as a Franco, bearing 010FT, range about 10 miles and crossing our bow from port to starboard. Slowed to reduce our wake as it didn't appear he could see us. Position: Latitude 13-54 N, Longitude 119-32 E.
: 0741(H) Although the Francoes was flying at about 2,000 feet the PFI picked him up at 15 miles bearing 039FT. "to kept the plane in sight until about 0753 when he suddenly made a steep diving turn below the horizon towards the sun. That looked very much like an attack as we were all set when at
: 0755(H) Sighted some Francoes coming in fast with a zero angle on the bow right in the sun glare flying not more than 20 feet off the water and with a range of 7 miles by SJ radar PFI when we pulled the plug and took her deep. That trick would certainly work like a charm on these moonlight nights.

10.

— page 229 —
0856(H) Our friend still in sight by periscope but patrolling low up ahead, apparently about over our lifeguard station. At this rate it began to look like we never would get there. Decided to stay submerged a while longer as we wouldn't always be this lucky at spotting these planes first. So far no indication that the raid on Manila had started.

: 1135(H) Surfaced, all clear. Heard voices on VHF circuit indicating raid had started but could not make out what was said.

: 1149(H) to Picked up indication of radio signal on APR but the radio technician believed it to be our aircraft VHF carrier wave and not a radar signal.

: 1439(H) Finally reached our lifeguard station at Position: Latitude 14-45 N, Longitude 119-39 E. No indication of any of our aircraft in the water yet. Several group leaders were heard ordering planes in trouble to go home but that was all. The raid seemed to be a success but no signs of activity or smoke could be seen.

: 1900(H) (SC#10) Noted interference on SJ radar and exchanged recognition and calls with a friendly submarine.

: 2300(H) (AC#26) Noticed a momentary pip on the SJ radar PR1 bearings 175T, range 12 miles. As it could not be seen again and surface visibility was excellent with a bright full moon rising. Decided it was a moonlit air patrol.

: 2345(H) Submerged for the remainder of the night, keeping a periscope watch in case any traffic passed this way. Having stayed on the surface all afternoon in this sea spot, and no SD radar for protection I considered it best to remain out of sight in the moonlight.

Monday, 6 November.

: 0515(H) Surfaced on station.

: 0544(H) (AC#27) Sighted an unidentified aircraft, bearing 180T range about 7 miles, and closing so submerged to avoid detection.

: 0745(H) Surfaced on station.

: 0820(H) (AC#28) Sighted an unidentified aircraft bearing 080T range 10-15 miles, on a northerly course so submerged to avoid detection. At this time our VHF radio went out of commission, leaving us in the dark as to what was happening, but from conversations heard just before this it appeared Subie Bay was under attack.

: 0919(H) All clear, surfaced on station. Sighted a huge column of black smoke arising from the northern shore of Subie Bay. Much flak could be observed bursting in the air above the bay but no planes were seen.

11.

— page 230 —
1025(H) 1213(H) 1222(H) 1243(H) 1330(H) 1445(H)

Received message from one of attacking air group that a plane was down and two aviators were in the water in a rubber boat with dye marker showing to seaward of CORRIGIDOR ISLAND. Put four main engines on the line and set course for the rescue. 'Requested check on their position and air cover for us.

Received word that downed aviators were in a rubber boat in position 10 miles bearing 230°T from CORRIGIDOR. Air cover was promised.

(Ac#29) Sighted exposed air cover consisting of four U.S. Navy Hellcats. Position: Latitude 14-38 N, Longitude 119-44 E. Two of them commenced a patrol over the water while the other two went ahead to locate the rubber boat which had originally been reported by another plane. It was certainly a 'stand f' aline to see the white bar and star flying overboard in this area. Co-operation was excellent and the air cover group coasted over the course continually. Thinking the air cover was on the course continually, the air group was not sure that the torpedo was in the water. I figured we could pick up only nine miles off Bataan. I figured we had to get out of the water and get out of the water. This plan was to be a very good one. The torpedo was not a good one. The torpedo was not

— page 231 —
1508(H) (SC#11) Sighted what appeared to be either a fishing trawler or patrol boat with the periscope and from the bridge heading to sea from the North side of Corregidor. The range was about 10 miles. Position: Latitude 14-17 N Longitude120-26.5 E.

: 1518(H) Sighted what appeared to be a rubber boat bearing 1240T, range about two miles. On closing, however it turned out to be an empty CARVIL Built type of wooden row boat or life boat painted brown.

: 1521(H) (AC#31&32) Lookouts sighted first two JACKS bearing 3450T about 5-6 miles and almost simultaneously two PETES, one bearing 2140T at about 3 miles and the other about 2000T at 4 miles. I took one look at the nearest Pete and as he filled my binocular field we took her down in record time and started deep.

: 1523(H) One bomb, not close followed by a second bomb, closer, a half minute later. One JACKHuns around the rest of the afternoon patrolling back and forth overhead so rescue operations were a bit curtailed. The search was so well as we could by periscope submerged until dark. I do not understand why we could not find at least one of the five rubber rafts unless they were all thoroughly strafed and sunk by the nine aircraft. The presence of the two Petos and two Jacks in plain view of seven other aircraft who were still in sight when we dove convinces me this first seven we were unable to contact on VHF were JIPS (either Judy or Jill) and using IFF. I don't think a comparatively defenseless Pete would venture within 50 miles of one of our aircraft even with a juicy submarine in view.

: 1620(H) (SC#12) It was very dark and we were just coming up to 45 foot for a sweep with the SJ radar when sound reported screws and I sighted three PC type patrol boats on a course of about 0800T bearing 3000T and a range of about 4,000 yards. They were apparently heading for the northern entrance to Manila Bay. Position: Latitude 15-16 N, Longitude 120-15 E. I thought at first they might have been escorting a convoy in but as they passed between us and a large iron at Subic Bay I could see they were alone and apparently completing a routine sweep.

: 1657(E) Surfaced and headed back in to further search the area, Jap searchlights were combing the sky from the direction of Cavite and Manila.

: 1900(H) (SC#13) Picked up radar interference bearing 2200T on the SJ radar. Could not establish identification as assumed it was a Jap patrol. No dogged our tail until 2330, while we searched and after we shoved off at high speed, but never once challenged us or answered our challenge. He was rotating his antenna at about 12 RPM between looks at us which seemed rather fast for a submarine.

— page 232 —
2038(H) Saw a terrific explosion which lighted the whole sky and sent a huge black cloud into the air from somewhere beyond CORRIGIDOR ISLAND, possibly Cavite. We hoped it was a fuel or ammunition dump. Our airdales got in a good lick today.

: 2100(H) Knocked off search and set a course on four engines to clear the area and return to our station. Our chances were nil of finding a small raft in the darkness, we were known to be in the area, our unknown friend was still snooping around, and the moon and aircraft would be up soon so I believe the risk was greater than the stake involved.

Tuesday, 7 November.

: 0030(E) Sent message #4 to VIXO giving dope on the results of our search for the information of the carrier striking group.

: 0054(H) Submerged to avoid any night patrolling aircraft during the bright moonlight which our message might stir up.

: 0518(H) (SC#14) Sighted a U.S. Submarine bearing 307°T. He apparently saw our periscope for when he was at a range of about 3,000 yards and between looks he disappeared. So I assumed he submerged. Position: Latitude 14-45 N, Longitude 120-39 W. Headed away to clear area.

: 0731(H) All clear, surfaced on station.

: 1545(H) (AC#33) Sighted one unidentified aircraft bearing 110°T.

: 1730(H) Lifeguard duties complete, set course for newly assigned area sounded to the north by Latitude 17-30 T, to the south by Latitude 16-30 N, to the east by Longitude 118-00 E and to the west by Longitude 115-00 E.

: 1800(H) Faster gyro compass went out of commission for two hours due to faulty tubes in the follow up system.

: Wednesday, 8 November.

: 0115(H) SJ radar went out of commission.

: 0429(H) (SC#15) (Torpedo Attack #1) Sighted smoke of many ships bearing 340°T at an estimated range of 25,000-30,000 yards. Position: Latitude 16-14 T, Longitude 116-45 E. Stationed tracking party, put three engines on the line, and commenced maneuvering to attain a position ahead of them on their base course. No prospects yet of SJ radar being put in commission. At various times one or two ships were in sight, but with no radar it was very difficult to determine convoys base course and we scanned to either lose them entirely or get too close in the moonlight. They appeared to be on a base course of about 140°T which would head them for Manila.

14.

— page 233 —
0530(H) Attempted to get contact report out but transmitter failed to load up and was reported out of commission.

: 0541(H) With convoy bearing 320°T and the true bearing about steady, submerged, went to battle stations, and commenced approach. The pit log took this time to go out of commission due to a leaky petcock. The estimated range to the nearest ship, later found to be a Chidori range, was about 17,000 yards. The composition of the convoy was never made out, but five smoke plumes were usually in sight in addition to two Chidori's.

: 0557(H) Took an observation and saw a large searchlight signalling in our direction from the upper works of an unidentified ship. I believe he was communicating with the air escort seen later and which may have soon us in the moonlight before we submerged. One Chidori was on our starboard bow and the other our port bow and both were closing.

: 0600(H) Five depth charges from the direction of the convoy. At this time the nearest escort was about 1000 yards away. I intended to get inside and fire our electric fish at him then get the bow tubes on one of the marooned but our plan was foiled for both escorts were heading our way at high speed. I believe now the nearest escort made radar contact on us (both had radar antenna mounted on foramast) just before we dove and alerted the convoy, then steamed out to investigate.

: 0613(H) Picked up pinging and screws on scund, range 5,000 yds.

: 0618(H) Identified both escorts as Chidori class. Decided to let the nearest 50 brt, then get in on the convoy. Closed outer doors while we went to 100 feet to let the nearest escort pass 800 yards ahead. Sound felt sure he had contact on us at this time. If he did have a warning sure about it for he circled us and then headed away again. The next observation showed the convoy had made a large zig away, so it:

: 0634(H) Went to normal approach course on convoys smoke, nearest Chidori still heading away.

: 0638(H) (AC#34) Sighted one Pote circling over convoy and fairly close.

: 0645(H) The nearest Chidori appeared to be still pinging on us and now reversed course and headed directly towards us again, range about 5,000 yards. Came left to head towards him, opened outer doors, and set torpedoes to run at 3 feet.

: 0657(H) In position Latitude 16-09.5 N, Longitude 118-56 E, with a target bearing 210°T, zero angle on the bow and range 1,230 yards for a down line threat shot, hold one second divine service praying torpedoes would run at depth set, and at: 15.

— page 234 —
0657-20(H) Fired tube #4.
: 0657-25(H) Fired tube #5.
: 0657-30(H) Fired tube #6. Went ahead full and started deep as he looked awfully big.

: 0658-00(H) #4 torpedo hit.

: 0658-05(H) Tremendously loud explosion followed by typical breaking up noises which lasted for twenty minutes. We must have set off a magazine or his depth charges all went off together as he submerged.

: 0765(H) Stopped at 300 feet and steadied on course 0900T, as #6 torpedo tube outer door wouldn't close with the gyro spindle stuck in the thirdman position.

: 0711(H) Went to 330 feet, outer door closed, and slowed to 80 RPM the hit.hest speed we could make without the sternboard shaft squeaking.

: 0711-20(H) First string of eight depth charges cast on from the other escort which had been about 10,000 yards away when we fired and heading towards us. Changed course to 0000T in order to put him on our port quarter and open the range in order to surface and and around the convoy.

: 0744(H) Escort still hanging on our port quarter, started up to take a look. At 280 feet received two depth charges so went back down.

: 0513(H) Started up again, scores heard faintly still on port quarter.

: 0935(H) All clear by periscope, with exception of convoy smoke which looked closer. Went to normal approach course in case this was a different outfit but found bearing mained about steady and smoke down further away. Could still make out air patrol occasionally. Resumed work on 87 radar and on fit Joe. Continued pumping air down in the boat and repairing an air leak on the high pressure manifold.

: 1115(H) All set to surface, took a look at 50 feet and found our old friend bearing 183T range about 17,000 yards and closing. Position: Latitude 16-12 N, Longitude 118-53 N. He stayed on this general bearing, several times closing to about 8,000 yards then opening again searching hopefully. He was apparently using his radar as I could see the antenna rotate. The convoy smoke was still in sight bearing 221T now.

: 1419(H) All clear by periscope, surfaced and headed south hoping we could catch up. Transmitter was back in course in so sent a contact report several times blind in hopes someone was on surface in position to get ahead. The smoke was now out of sight.

— page 235 —
1449(H) Placed Fit Log in commission.
: 1548(H) No possible chance of repairing the SJ radar or tonight so gave up chase and headed for our area. I did not relish running around at night without the SJ radar in the vicinity of our own submarines when everybody believes we are many miles from here.

Thursday, 9 November.

: Patrolling area on surface.
: 1200(H) Position: Latitude 17-05.5 N, Longitude 116-32 N.
: 1440(H) SJ radar placed back in commission. The exact trouble was not found, the main difficulty seemed to be a multitude of minor items. It definitely was not up to par yet.

Friday, 10 November.

: Patrolling area on surface.
: 1200(H) Position: Latitude 17-14 N, Longitude 117-32 N.
: 2000(H) Sent radio technicians aloft to inspect SD radar mast. Both coaxial lines inside the mast between the upper insulator and the transformers were snapped off, and one was missing. That eliminated the SD radar for the remainder of the patrol.

Saturday, 11 November.

: 0752(H) Ricked up a Japanese life preserver painted white with black Japanese characters. SS TARUNA I - 1208 could be faintly made out in English. It appeared to have been in the water at least a month. Position: Latitude 15-02 N, Longitude 117-00 E.
: 1200(H) Position: Latitude 17-02 N, Longitude 116-23 N.
: 2300(H) Another topside job. Shifted forward and after bridge speakers, the forward speaker having flooded out through the cells paid in clank.

Sunday, 12 November.

: Patrolling area on surface.
: 1132(H) (SC#16) Sighted the upper works of a ship bearing 24cT, range about 31,000 yards. Position: Latitude 17-13 N, Longitude 116-26 N. Stationed tracking party and commenced tracking by high periscope.
: 1256(H) Two ships could be seen and were identified as a Nameto class Battleship and a Tone class heavy Cruiser. Sent first contact report blind to VIXO giving an estimated course of North and a speed of 19 kts.

17.

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1402(K) Sent second contact report blind to VIX#. Base course now appeared to be about 0200T, speed still 19 or 20 knots. At this time the 5T radar managed to pick up the battleship, but the maximum range obtained was 30,000 yards. (It should have been at least 40,000 yds had the radar been working properly). This was much too close for tracking as at this range his superstructure and stand could be seen from the bridge and I felt he surely should have seen us. We were slowly but surely losing out for it, the sea beginning to pick up to condition 3 from ahead, our maximum speed was 16.5 to 17 kts. Attempts were made to contact other submarines by voice and by VHF with no success and so far VIX# hadn't indicated their reception of our contact reports. I sent out several reports by voice blind hoping someone would hear.

: 1530(H) Reception seemed to be better so sent third contact report to VH# and VIX# blind, this time getting it back on the schedule. The base course was now 0200T, speed 19 kts, and the range around was on us.

: 1600(H) Lost sight contact by periscope in a rearward with estimated range 35,000 yards. Radar had no sign of a pip anymore. Base course still 0200T. Decided to continue on, though seas were becoming heavier, in hopes they would make a large zig to the right. Since sighting this morning they had gained almost 600 in true bearing on us.

: 2130(H) Gave up search as we couldn't possibly contact them unless they reversed course. Still couldn't rise anyone on the voice circuit. Continued return to area.

: 2150(H) Sent message #5 to VIX# giving last dope obtained on the above contact.

: Monday, 13 November.

: 0600(H) Entered area.

: 1155(H) (L0#35) Sighted an unidentified aircraft bearing 2300T, estimated range 8 miles. Submerged to avoid detection. Position: Latitude 16-52 N, Longitude 116-5E.

: 1237(H) All clear, surfaced.

: 1524(H) (-0#36) Sighted what appeared to be a type Tote aircraft bearing 2300T range about 5 miles. Submerged to avoid detection. Position: Latitude 17-06 N, Longitude 117-16 E.

The sea was rapidly approaching typhoon intensity and the sky was becoming covered with clouds making air craft detection difficult, so decided to remain submerged until the air activity ceased. If the plane

18.

— page 237 —
1754(H) All clear, surfaced.
: 2235(H) #3 main engine out of commission due to air in the circulating water system.

Tuesday, 14 November.
: Patrolling area on surface. The sea had moderated considerably.
: (AC#37) Sighted an unidentified aircraft bearing 1500T range 8 miles. Submerged to avoid detection. Position: Latitude 17-26 E. Longitude 117-28 E. Decided to remain submerged for awhile as we were right on a convoy focal point, and the consistant air activity points towards something coming our way.
: Surfaced, all clear.
: (SO#17) Sighted smoke from at least three ships bearing 068T range 45,000 yards. Position: Latitude 17-13 N, Longitude 117-25 E. Stationed tracking party and commenced closing to determine course and speed.
: Sent contact report to the submarine to our north by voice, and heard several other boats with unidentified calls repeat part of our message. The convoy course appeared to be between 0000T and 0300T and speed about 7-9 kts. No air cover was noticed. The sea had moderated but was still fairly heavy for high speed running.
: (SO#18) Picked up friendly 5T radar interference bearing 0000T, later identified by exchange of calls as submarine in the area adjoining us to the north. Another radar was noticed to the south of us but unable to identify.
: (SO#19) Iado contact with convoy bearing 1000T range 15,150 yards by 5T radar. Position: Latitude 17-31 E, Longitude 117-54 E. Commenced and around their port side. The air was full of radar interference by this time and estimated at least three friendly plus one or two enemy radar present. This was very confusing for at no time could we establish identification and our radar operator insisted none of it looked like friendly signals.
: Closed range to 9,000 yards as contacts were becoming very weak on our scope. Base course now 0100T, speed 8 kts.

19.

— page 238 —
1959(H)  (SO#20) Had solved the problem, picked out our target, established the general disposition of the convoy, and was just about to turn in for the attack - range 9,130 yards, bearing 1350T - when the 3T radar picked up a pip bearing 2450T, range 6,400 yards and closing fast. Attempted to establish identification believing it was a friendly submarine, but as no answer was received and his radar seemed to be on us seaday, put the fourth engine on the line and went ahead flank to pull ahead and clear. The trouble with #3 engine was still not located but hoped it could be kept running by continually venting the water pump.

2023(H)  :  With range still closing, and now 5,500 yards, #3 ran engine again because air bound and had to be scoured. He tracked on a course heading straight for us at 17 kts and still no sign of a challenge or answer to our challenge. Continued flank on three engines.

2041(H)  :  Slowed to ten knots as range of our pursuer now opened rapidly and his course plotted as a turn out to the left away from us and the convoy. Could not pick up the convoy anymore, but while searching at

2044(E)  :  (SO#21) had contact on a ship showing we& interforance bearing 1400 range 7,200 yards and closing. Challenged this ship with no success so speeded up until he dropped astern. During this time we could hear r ports of mess-ages over our voice aircraft, but as each boat seemed to be using 2 last time of four calls could not make sense out of it, and all messages were badly garbled. We were rapidly booofing a rank outside in soundness wolf pack.

2115(H)  :  S&W and heard a tremendous explosion that must have been a gasoline loaded tanker, herring 101m, range of least 15,000 yards. Position: latitude 17-57'7, longitude 115-00'0. It still not certain on our radar, re-vered course and he added toward the explosion hoping we could pick up one of the ships a they scattered. I began to suspect our contact #20 was a friendly submarine firing to outrun a radar patrol and in so doing had picked us up on his bow and turned rapidly away. Our second contact right afterward (21) could have been the escort who had chased him and was then sloving to rejoin his convoy. The submarine was probably the one who had just got in the attack. Our radar scanned to be useless at the moment, we couldn't even pick up a ranscuttle visible from the bridge. I hoped we had at least drawn off the escorts allovin our unknown friend to get in his attack.

2120(E)  :  (SC#22) tore close radar interference, could not determine bearing. No reply to our challenge.

2130(H)  :  Depth changes heard aboard.

20.

— page 239 —
2144(H) (SO#23824) Picked up momentary contact, bearing 170°T, range 10,000 yards and then a second contact bearing 240°T, range 6,000 yards. Started tracking the 8,000 yd contact. Position: Latitude 17-55 N, Longitude 118-04 E. The contact at 10,000 yards was just a single flash on the FPI scope and never found again.

2155(H) More depth changes.

2203(H) Before we could establish a course and speed, and with the range still about 8,000 yards, lost all contacts on the radar.

2210(H) Picked up our target again bearing 229°T, range 7,600 yards, a very weak pip. This must have been a U.S. submarine for the tracked on a rough course of 180°T and now seemed to be stopped.

2223(H) Lost contact again. Our radar seemed to be slowly giving up the ghost. Continued searching.

2230(H) Picked up some contact bearing 270°T, range 7,700 yards, and this time established identification. Position: Latitude 18-01 N, Longitude 117-59 N. Commenced tuning our SJ radar while we had a target on the screen.

2250(H) Established communication via TEL radio, and notified him we were attempting to return our SJ while we had contact with him. He apparently was tracking part of the convoy, but we could get nothing on our SJ. "I've soon lost his entirely after the range had closed to 6,000 yards, so hauled clear and tried to get our radar to working before those people got too far away.

Wednesday, 15 November.

0015(H) Radar in operation again but with no noticeable improvement. Commanded steering a returning search course hoping to pick up remnants of convoy before dawn. From the mess goes intercepted it appears the convoy was close by, although no positions were given.

0039(H) Heard two or three torpedo hits and sighted flash of light in sky bearing about 050°T which checked pretty well with where the convoy should be. Our unknown submarine announces sinking two unidentified ships. "To later found it was the same submarine we had been tuning our radar on a short while before.

0101(H) (SO#25) SJ radar contact bearing 105°T range 6,600 yards, showing interference, which was lost five minutes later at 4,600 yards. No answer to our challenge but felt sure it was friendly. Our radar appears to be no better than before. Position: Latitude 18-14 N, Longitude 117-48 E.

21.

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2340(H) The convoy consisted of at least 7 ships, three or four being very large. Their base course was about 0450T and speed between 6-7 kts. The end around was a slow process, our maximum speed with the existing sea was 11 kts and we were making turns for 17. One escort appeared to have radar although nothing was noted on our radar. It was the first time our Pit Log and Radar had worked perfectly, and all four engines were in commission. I was delighted.

Friday, 17 November.

: 0116(H) The convoys base course was now 0470T, speed 7 kts, zigging every five to ten minutes between 0200T and 0700T.

: 0315(H) In position ahead of convoy, want to battle stations, made all tubes ready, and started in. Three large ships were arranged in a line of bearing roughly 2700T-0900T with the largest in the center and an escort on the north-west vessels starboard bow. Two fairly good sized ships were astern of the nearest and the middle large ship. (See sketch A). It was decided to fire all bow tubes at the three large vessels on about a 70° starboard track, then turn and try and get the stern tubes on a good target. This allowed the torpedoes to run across sea, while our approach would be down sea and our retirement course could also be down sea.

In position Latitude 16-56 1, Longitude 110-30 T, with our course 2700T, speed 9.5 kts; the three targets lined up on board the same bearing ahead between 4,290 yards and 2,218 yards, their course 0300T speed 7, and the escort 1,100 yards 10° on our starboard bow at:

: 0355-28 Fire #1 tube.
: 0355-36 Fire #2 tube.
: 0355-42 Fire #3 tube.
: 0355-49 Fire #4 tube.
: 0355-55 Fire #5 tube.
: 0356-02 Fire #6 tube.

The escort now was at a range of 900 yards still on our starboard bow, so turned with loft full rudder and went ahead flank to clear this vicinity. As we were turning:

: 0356-51 Saw and heard #2 torpedo hit nearest large ship.
: 0356-54 Saw and heard #3 torpedo hit same ship.
: 0357-01 Saw and heard #4 torpedo hit same ship.

The ship seemed to go all to pieces and momentarily light the surrounding area as fire and fragments shot in all directions. In the brief clear two torpedoes were fired and the ship was lost.

: 0357-29 Saw and heard #5 torpedo hit next ship.
: 0357-35 Saw and heard #6 torpedo hit next ship.

23.

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0545-27  Fired 1 tube.
: 0545-35  Fired 2 tube.
: 0545-41  Fired 3 tube.
: 0545-46  Fired 4 tube.

Turned away down sea in order to open out before we could be seen in the dawns light and located one large target at about 19,000 yards bearing 270°T and a smaller pip at around 12,000 yds a little to the left. Apparent-ly the convoy was beginning to form up again.

0546-10  Hard one hit in our last target which was seen by one lookout. At this time a rainsquall blotted everything out in the direction. Started a reload forward, drained the after tubes, and commenced working up to the North westward in order to regain contact.

0650(H)  Sighted our last target again, range about 8,000 yards, as the rainsquall cleared off. It was seen to be a MR medium A4 of about 4,000 tons. It was in view from the bridge and the high sea scope and could be seen to be well down by the stern and listed to port. It now trailed at 2 or 3 kts so we started working up along its port side and opening the range keeping in mind as the rainsquall closed in. We now saw this ship again after losing it on the radar.

0845(E)  (SO#30) Registered contact, sight and radar, on our convoy bearing 107°T range 18,000 yards. Position: Latitude 17-18 N, Longitude 110-33 E. The formation now consisted of an unidentified escort, one that started transport, one tender, and an unidentified escort at stern, all in rough column on a base course of about 0.67T, speed 6-7 kts. No built up to our maximum speed of 11 kts again into the sea and started working around the port side to get up ahead. The sea looked mountainous by this time and visual contact was soon lost in frequent rainsqualls, although SJ radar could run onto the track out to 16,000-19,000 yards. I couldn't understand why radar couldn't pick up this transport as it was at first identified as the HORLAR class (page 14 O'IT 208-J Rev.). The tanker was identified as similar to the HVO HUR (page 275 OIT 208-J Rev.) and did not appear to be heavily loaded. The escorts could not be identified. Our Foidian T with one hit was no longer present which makes no time in must have sunk, as this was an awfully heavy sea for such a ship with one hit in the stern to stay afloat in.

0944(II)  (4C#38) Still working hard when we sighted one unidentifiable aircraft bearing 110°T, range about 6 miles, coming out of a cloud. Stagnated to avoid detection. Position: Latitude 17-28 N, Longitude 110-37 E. This looked like the end of our chase for the clouds were clearing away overhead, leaving frequent rainsqualls about the horizon, and our diving time was almost 2 minutes in this sea. Died at to remain submerged although I was afraid the convoy and made a turn to the right and was now heading east for TACO.

26.

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1020(H) (AC#39) While making a periscope observation sighted what might have been the same aircraft as before bearing about 0900T as it popped out of and into a ringsquall.

: 1202(H) (SC#31) (Torpedo Attack #4) /Monder of wonders - sighted our convoy again bearing 055T range about 10,000 yards with a 90° port angle on bow. Position: Latitude 17-26 N, Longitude 110-37 E. Changed to a normal approach course and commenced closing at full speed, running deep between looks every 15-20 minutes. After about an hour the situation still looked good, so at:

: 1330(H) Went to battle stations and made ready all torpedo tubes. The convoy was still in the same relative formation (See sketch B) and I had chosen the two stack transport, intending to fire with a large track forward then turn and get the tanker with the stern tubes.

: 1344(H) Things began to happen pretty fast. The convoy

— page 247 —
1353(H) 1357(H) 1358(H) 1458(H) 1571(H) 1752(H) 1801(H) 1805(H) 2000(H) Saturday, 18 November.

Submerged for a trip.

Submerged. "Ind had died down but seen very still high and numerous reindeer were around the horizon. This is the kind of weather we could certainly use the SD reader - intended to try and work on it again tonight.

Position: Letitude 15-24 F, Longitude 110-34 E.

29.

— page 248 —
0047(H) Commenced work on SD radar mast. The plan was to remove the coaxial lines and take them below deck where the broken pieces could be welded back on. Had to give this up however as we found the lines were not jointed midway as called for in the print and were too long to pull out the top of the mast in one piece.

: 0215(H) Fit Log out of commission again. Same trouble as last patrol.

: 1200(H) Position: Latitude 13-09 N, Longitude 114-06 E.

: 0421(H) (AC#41) Sighted a type XAVIS aircreft bearing 125°T on a northeasterly course, range about 3 miles. Submerged. Position: Latitude 12-55 N, Longitude 114-31 E. Decided to stay submerged remained of day for six was overcast with numerous rain squalls and a plane could get very close before we would be able to see it.

: 1748(H) Surfaced, all clear.

: 0430(H) Received contact report from Muskallunge of unidentified force on a course of 230°T, speed 17 kts. Set course to intercept. The seas were now very high and it was raining, almost continuously.

: 0630(E) (50#33) Sighted mosts of a ship as the rain cleared for a moment bearing 266°T, range about 30,000 yards. No radar contact. Position: Latitude 12-42 N, Longitude 115-13 E.

: 0633(H) A fault bearing plus the OOD insistence the ship was getting closer had me to believe we were on his track so we submerged and started on approach. A check on the bearing and the navigational plot however showed we were way off the track and already well astern which meant they had passed us at about 15,000 yards in the rain and we did not see them until they had gone by. The plot showed it must have been the sea force reported by the 'uska' language and still on base course 230°T, 17 kts. The ship was constantly distant-fixed as a Tenryu Class light cruiser. This was hard to take as by this time, with the distance they had gained, we could never have caught up even assuming we could make 17 kts in the present sea. Our radar seemed to be in its normal condition again. Decided to remain submerged as the overcast sky would make aircraft detection difficult.

: 1823(H) Surfaced. Seas condition 4, wind force 4 from about 0100 T.

— page 249 —
21 November.
0712(H) Submerged on station.
1200(H) Position: Latitude 12-21 N, Longitude 115-28 E.
1826(H) Surfaced.
1300(H) Raised USS Iuskallunee by voice radio and directed her to rendezvous with us to receive instructions for joint patrol.
2313(H) (SO/34) Made contact with USS Iuskallunee by ST radar interference bearing 035°T and exchanged recognition and identification. Position: Latitude 12-20 N, Longitude 115-20 N.
2326(H) USS Iuskallunee stood in to visual signal distance. Directed her to take position 15 miles bearing 090°T from our point of origin Latitude 12-20 N, Longitude 115-20 N and patrol 15 miles east and west at patrol speed 5 kts during night diving at discretion during day.

Tuesday, 21 November.

0702(H) Submerged on station.
1200(H) Position: Latitude 12-21 N, Longitude 115-13 N.
1816(H) Surfaced. Seas were becoming heavier again.

Thursday, 23 November.

Seas were high, with a high wind and almost continuous rain.
1120(H) (30/35) Contact on the ST radar bearing 318°T range 16,800 yds. Position: Latitude 12-20 N, Longitude 115-24 N. It was raining hard with the present visibility not over 5,000 yards. Stationed tracking party and commenced heading into the sea to work ahead.
1135(H) The rain cleared in the direction of the target and it was identified as a properly marked hospital ship small- lar to the 35-11-

— page 251 —
0845(H) Sighted 20 ISLAND lighthouses bearing 1320T, range 19 miles.

: 0912(H) (SO#36) OOD sighted a periscope bearing 1680T, range about 8,000 yards. Position: Latitude 12-40 N, Longitude 120-20 W. Maneuvered to place eastern end open out. Below it was a friendly submarine in this area.

: 1020(H) Submerged to close 40 WEST PASS.

: 1124(H) (Lc#42) Sighted one aircraft identified as a VEGAS VINITI ULT, bearing 2560T range about 5 miles, flying low on an easterly course. Position: Latitude 12-49 N, Longitude 120-31 W.

: 1304(H) (Lc#43) Sighted an unidentified aircraft bearing 1980T range about 15 miles, position: Latitude 12-45 N, Longitude 120-35 W.

: 1845(H) Surface, commenced transit 40 WEST PASS.

: 2100(H) Completed uneventful transit, set course for PARIS FLIND.

: 2135(H) (SC#37) Picked up radar interference due on 8T radar. Exchanged recognition and calls with a U.S. Submarine northward bound. Position: Latitude 11-56 N, Longitude 120-01 W.

: 2229(H) Passed same friendly submarine about 5,000 yards.

Thursday, 30 November.

: 0515(H) Succeeded for days patrol with PUCCI COLT, NEAR ISLAND bearing 0800T range 5 miles.

: 0600(H) Repairs completed, placed master crew copies in commission. Scoured auxiliary crew copies.

: 1636(H) Surfaced. Patrolled during night off MUNICIPAL FLD.

: 1946(H) (SC#36) Radio contact on this 5T radar with two small vessels bearing 1620T range 6,550 yards. They were on a course 0100T at about 4 knots passing to the west of NEUTRAL FLD and identified in the monolith as small lugs or landing craft

— page 252 —
1814(H) Surfaced,
2028(H) Sent message #7 to VIXP concerning special mission. For details see Enclosure (D), this report.
2249(H) Received instructions for second special mission. Set course to the south for the North Western part of the SULU SEA.

: Saturday, 2 December.
0915(H) Submerged.
1726(H) Surfaced.
2115(H) Underway enroute to 150 POINT, RAY.
2330(H) Sent message #8 to VIXP informing CTF 71 of completion of special mission. For details see Enclosure (B) this report.

Sunday, 3 December.
0550(T) (CDR45) Sighted one unidentified aircraft bearing 2400T, distance about 15 miles. Submerged to avoid detection. Position: Latitude 10-31T, Longitude 121-41A.

1808(H) Surfaced, set course for Iwo Jima, Panay.

2115(H) Received orders to proceed to approximate position 18-00T, 119-00T and at 0400(T) 5 December pass to operational control of CTF 37. Set course for INDORO STATION.

: Monday, 4 December.
0222(H) Corroborated transit. PO 135T 125S, 1,

— page 253 —
0400(H)  : attempted to raise NH with no success, so sent message number 1 to CTF 17 twice blind reporting and requesting routing to SITAN.

: 0821(H)  : Sighted and picked up a red and white Japanese life preserver inscribed with black Japanese characters. Position: Latitude 15-35 N, Longitude 118-58 E.

: 1040(H)  : (AC#46) Sighted on unidentified aircraft bearing 2400 range 7 miles. Submerged to avoid detection. Position: Latitude 16-02 N, Longitude 118-59 E.

: 1310(H)  : Surfaced, all clear. Seas beginning to pick up and sky becoming overcast.

: 1536(H)  : (AC#47) Sighted one BATTY bearing 0500 range 6 miles. Submerged to avoid detection. Position: Latitude 16-37 N, Longitude 118-59 E. This sky was now completely overcast and submerged until dark.

: 1605(H)  : Surfaced.

: 1935(H)  : (SC#41) Picked up radar interference of a friendly type bearing 0900. Unable to establish identification, and it soon faded out. Position: Latitude 16-59 N, Longitude 119-07 E.

: 2212(H)  : Retransmitted our message number 1 to CTF 17 as we had no indication it had been received. Although radio report contained better we again had to send it blind. I certainly hated to do this with no SD radar and a moonlit night ahead.

: 2340(H)  : (SC#42) Picked up friendly radar interference, and later exchanged recognition signals with a U.S. submarine. Position: Latitude 17-35 N, Longitude 118-45 E. Wore unable to exchange calls.

Wednesday, 6 December.

: 0505(H)  : (SC#43) Picked up radar interference from enemy OBOET and exchanged recognition and calls with a U.S. submarine. Position: Latitude 18-31 N, Longitude 118-57 E.

: 0623(H)  : (AC#48) Sighted a JVJ bearing 1300 range about 10 miles on a course of about 0450. Submerged to avoid detection. Position: Latitude 16-46 N, Longitude 119-11 E.

: 0621(H)  : Surfaced, all clear.

: 1200(H)  : Position: Latitude 19-21 N, Longitude 119-47 E.

: 1432(H)  : (AC#49) Sighted an unidentified aircraft bearing 2200 range about 7 miles. Submerged to avoid detection. Position: Latitude 19-41 N, Longitude 120-00 E.

35.

— page 254 —
1700(H) Wind increased to moderate scale, seas to force 6.

: 1900(E) Received message from CTF 17 giving us routing instructions to Long Island. Further instructions to come later.

: 1950(E) While making about 7 kts into the sea, took a huge wave over the bridge and into the control room which necessitated securing the engines and slowing to 1/3 speed. No damage was done. The ship is still in the system as flooded. Got one engine going again and found we couldn't make over 3.5 kts without taking water down the hatch. Thoroughly disgusted with this low bridge! We were making turns for 9 kts.

Thursday, 7 December.

: 2020(E) (SO/44) Picked up radar interference bearing 2600T and established identification and calls with U.S. Submarine also heading for Baltimore Channel. No sights now for 42 hours. Still beating into heavy seas at 3.5 kts, our best.

Friday, 8 December.

: 0500(H) Navigator made lucky observations on three stars through the clouds and rain which showed we had been out to the Forthwest with 1.5 kt. current. Cur DR had long since gone south of DTL ISLTD and through Baltimore Channel. Changes course to 0850T to press through SCT CTY. Anf found we could speed up to 6 kts on this course without flooding the control room.

This was turning out to be a hurricane of a typhoon, the worst I've ever been in, and the best I've ever had. The wind was gusting to 45-50 knots from the northeast.

: 0619(E) Picked up YLT ISLTD bearing 1050T range 37,500 yards by radar. Continued passing through B.S.H CTY. Nothing could be seen through the rain.

: 1200(E) Completed transit of Sushi Channel. Set course 0900T. Speed still between 6-7 kts and making turns for 13.

: 2130(H) (SO/45) Picked up radar interference bearing 3200T. Identified as friendly. Position: Latitude 41-24 N, Longitude 123-89 W.

36.

— page 255 —
0835(H) (S047) Picked up S7 radar interference bearing 3500T. Exchanged recognition and all's with friendly submarine. Position: Latitude 21-16.5°, Longitude 124-10 E.

: 1100(H) (A050) Lookout and OOD sighted a type Aura aircraft bearing to port on a parallel course at a range of not over one mile. Had the pilot not been lying in the dark and happy, we would not be here for it took us three minutes to get under in the extremely heavy seas. Position: Latitude 21-16 T, Longitude 124-25 T.

: 1403(E) Surfaced, all clear.

: 1735(H) (S047) Picked up sighting radar interference bearing 0750T. Could not establish identification but believe it to be the same submarine as our contact at 40 this morning. Position: Latitude 21-17 T, Longitude 124-49 M.

Sunday, 10 December.

Uncomfortable. Seas still very high and wind about 50 kts. First star sights since low lying Y.M.I. ISL.D.

: 1200(E) Position: Latitude 21-16 T, Longitude 127-01 M.

Monday, 11 December.

Uncomfortable. Heavy Seas.

: 1200(H) Position: Latitude 21-06 T, Longitude 129-52 M. A/cnood clocks one hour to -9 zone time.

Tuesday, 12 December.

Sons beginning to slacken and weather clearing.

: 1200(I) Position: Latitude 21-23 T, Longitude 133-06 E.

: 2131(I) Attempted to rise ship in with no success so sent message number 1 to CTG 17.7 twice blind requesting routine to ship.

Wednesday, 13 December.

: 0359(I) Sent our message to CTG 17.7 blind again as we still couldn't establish communication on the designated frequency and there was no evidence our previous transmission had been picked up.

: 1200(I) Position: Latitude 20-53 T, Longitude 137-18 W.

— page 256 —
2213(I) Sent second message to Consubrao blind concerning our inability to raise saipan for routine instructions as I was becoming worried about foul.

Thursday, 14 December.

0239(I) Received orders from Consubrao not to go south of Latitude 18-30° until routine instructions received from CRTG 17.7.

0245(I) (5x44) Flicked up re: interfronto from friendly SJ radar bearing 3535T. Unable to examine chiller, still though we made contact at 7,500 yards as the submarine went by on a southerly course. Position: Latitude 19-26°T, Longitude 139-13°N.

0605(I) Submerged for the day to conserve fuel and avoid JP submarines while waiting routine instructions.

1200(I) Position: Latitude 19-02°T, Longitude 139-34°N.

1729(I) Surface.

Friday, 15 December.

0206(I) Tried to raise saipan again with no success.

0229(I) Finally received CTC 17.7 message 131916 rebroadcast on XF for schedule to win our routing to Siam. Set course in funnel with three engines on the line.

0526(I) Attempted to acknowledge above instructions. Finally received receipt from Guam at 1320(I).

1120(I) (5x49) Sighted a friendly submarine arising 2150 range about 24,000 yards on an opposite course. Position: Latitude 17-27°T, Longitude 141-12°N.

Saturday, 16 December.

0522(I) (5x50) Sighted smoke bearing 1300 over horizon which was soon identified as the U.S.S. NIMROD, our escort. Position: Latitude 14-46°T, Longitude 144-30°N.

1100(I) Passed through not, and read TURBO Torpor, Saipan.

1137(I) Recorded in nest starboard side to U.S.S. NIMROD.

1340(I) Changed all clocks to -10 zone time. Tuned our own work on master gyro compass, SD r/c arm mast, pit loc and #2 main motor.

Sunday, 17 December - Monday, 18 December.

Undergoing voyage repairs classed U.S.S. NIMROD, Saipan Island. Took on 77,000 cales diesel fuel, 1,000 gallons 9370 lub oil, and torpedoes and took on board four XK 14 loaded five XK 16 torpedoes and took on board four XK 14 torpedoes for transportation to Pearl Harbor.

36.

— page 257 —
1000(K) Underway for Pearl Harbor having completed all necessary repairs.
: 1741(K) Released escort and commenced proceeding independently via assigned routing to Pearl Harbor.
: 0740(Vi) Sighted escort Peter Charlie 603 and made rendezvous. Proceeded into Pearl Harbor. Completed 'Har Patrol #7.

39.

— page 265 —
1. ATTACK DATA
U.S.S. GUNNEL Torpedo Attack No. 1
Patrol No. 7.
Time: 0657(E)  Date: 8 Nov. 144  Latitude 16-09.5, Longitude.118-56 E.

TARGET DATA - DATAC INTACTED

Description: The target attacked was one of two Chidori type escorts guarding a convoy. Contacted in the moonlight before dawn. The SJ radar was out of commission and tracking was done by use of the high periscope. The sea was fairly calm with moderate swells, a light breeze and no whitecaps. Apparently we were discovered either visually or by radar before emerging for the attack, for after reaching the convoy's track, the ships never came close enough to be seen, and only the two Chidori escorts approached and swooped around. A down the throat shot of three torpedoes was fired from the forward most as one of the Chidoris made sound contact and headed towards with a zero angle on the bow.

Ship Sunk: One Chidori Class TS (EC) - 595 tons.

Damage Determined By: One time hit, followed by a tremendous explosion heard throughout the boat. Sound lost several immediately and typical breaking up noises were heard for over 20 minutes. Only one Chidori was lost afterward.

Tar. at Draft: 7'  Course: 190°T  Speed: 7.5 (c.m. TDC)
Range at Firing: 1230 yards.

OT SHIP DATA

Speed: 3 kts.  Course: 0°E°T  Depth: 62'  Angle 0-1 down.

FIRE CONTROL & TORPEDO DATA

Type Attack: The attack was made by parriscoop while submerged. Having been picked up by the targets sound gear as indicated by his pings our own course was altered to head towards, and when the range had closed to 1,200 yards, zero angle on the bow, three torpedoes were fired and spread by the offset dial on the TDC at 0, R.C.L. The ship was then taken deep. Torpedoes were set on 3'.

47.

— page 266 —
8 November 1944.

Tubes fired 4 5 6
Zone Time (How) 0657-20 0657-25 0657-30
Target Bear.(R) 356 355-50 355-40
Range 1230 1200 1170
Torp. Run 1044 1010 970
Track Angle 10 P 10 P 10 P
Gyro Angle 353-30 353-40 352-40
Depth Set 3' 3' 3'
Power hi hi hi
Hit or Miss Hit Miss Miss
Erratic No No No
Mark Torpedo 23 14 23
Serial No. 49820 40315 41414
Mark Exploder 6-5 6-5 6-5
Serial No. 26137 25267 14408
Actuation Set Contact Contact Contact
Actuation Actual Contact None None
Mark Perhead 16-1 16-1 16-1
Serial No. 5300 17980 12771
Explosive TPX TPX TPX
Firing Interval 0 sec. 5 sec. 5 sec.
Type Spread 0 ±0 R ±0 L
Sea Conditions Calm
Overnail Activity U.S.S. GRIFFIN.

48.

— page 267 —
0355 Date: 17 Nov. '44 Latitude 16-56 N, Longitude 110-30 E.

TARGET DATA - DAMAGE INFLICTED

Description: The targets were part of a convoy contacted at 20,670 yards by SJ radar at 2320(H) on 16 November. The convoy consisted of seven ships; three large vessels - a medium A0, a large A0, and one unidentified - steaming in a line of bearing 090°-270° about 1,000 to 1,500 yards interval, followed by a small AP and a medium AK. One escort was stationed on the formation's starboard bow, (believed to be a "VICTIM CLASS DD) and the other a CW or PC type on the port quarter of the formation. The convoy was zigging between 355°T and 070°T, base course 047°T, about five to seven minutes.

The night was dark, sky overcast with numerous rainsqualls a round the horizon. The sea was heavy, condition five, and the wind was force five from the northeast. This vessel's maximum speed was 11.5 kts heading into the sea while making turns for 16.5-17 kts.

The large vessels were attacked first firing six bow tubes and obtaining five hits (Attack 2(a)) on the two nearest in line of bearing, then turning away and firing three stern tubes at a new target (Attack 2 (b)) with all missing due to poor radar bearings.

Ships Sunk: (a) (1) One large A0(WU) - 10,000 tons.
            (2) One unidentified (UN) - 4,000 tons.

Damage Determined By: Observed and heard three torpedoes hit the nearest unidentified ship, and two torpedoes hit the adjoining ship in formation. The first blew up like a fourth of a fly missile, and when the second vessel was hit, a tremendous explosion with billows of flames lit up the scene for several minutes showing the first vessel had already gone down. The character of the ship on the radar before firing and while tracking, and the type of explosion, convinces me that the second vessel could have been only a large A0. Both vessels disappeared immediately on the radar after blowing up. The presence of a medium A0 in the same formation (verified visually later) gave us a good comparison to judge size on this radar.

The vessel fired at with the stern tubes was a medium AK and all torpedoes missed.

Target Draft: (a) (1) 30' Course: 030°T Speed: 7 kts. Range: 2,250.
            (2) 30' Course: 330°T Speed: 7 kts. Range: 2,720.
            (b) 25' Course: 030°T Speed: 7 kts. Range: 2,060.

ON SHIP DATA

Speed: (a) 9.5 kts. Course: 270°T Depth: Surface Angle: Surface
            (b) 18 kts. Course 120°T Depth: Surface Angle: Surface

49.

— page 269 —
1/2/1944
Tubes Fired
1   2   3   4   5   6
Time (How)
0355-28 0355-36 0355-42 0355-49 0355-55 0356-02
Target Bear.(T)
271-00 272-00 272-45 273-15 271-00 271-45
Range
2250  2195  2150  2115  2720  2690
Torp. Run.
2080  2022  1975  1945  2540  2510
Track Angle
70 S  70 S  70 S  70 S  70 S  70 S
Gyro Angle
007-30 010-00 010-15 010-30 012-50 011-00
Depth Set
7   7   7   7   7   7   7
Power
High  High  High  High  High  High
*Hit or Miss
Miss  Hit  Hit  Hit  Hit  Hit
Erratic
No  No  No  No  No  No
Mark Torpedo
23  23  23  23  23  23
Serial No.
40798 40812 49321 50345 49361 49347
Mark Exploder
6-5  6-5  6-5  6-5  6-5  6-5
Serial No.
26304 25874 14401 14447 25671 14409
Actuation Set
Contact Contact Contact Contact Contact Contact
Actuation Actual
Nonco Contact Contact Contact Contact Contact
Mark Varhead
16-1  16-1  16-1  16-1  16-1  16-1
Serial No.
12476 12645 18008 17967 13744 17833
Explosive
TPX  TPX  TPX  TPX  TPX  TPX
Firina Interval
0 sec. 8 sec. 6 sec. 7 sec. 6 sec. 7 sec.
Type Spread
1  R  3/4 R  R  1/4 L  3/4 L 1  L
Sea Conditions
Force 5
Overhaul Activity U.S.S. GRIFFIN.

Remarks: *#2-3-4 hit on nearest ship.
#5-6 hit on next ship in formation.
TDC set up not fully recorded. - above data taken off
of navigational plot using actual torpedo courses and
bearings at firing.

— page 270 —
7 8 9
Tubes Fired
Timo (How) 0358-37 0358-45 0358-55
Target Bear.(R) 160 162-45 160
Range 2060 2130 2180
Torp. Run. 2490 2560 2610
Track Angle 80 S 80 S 80 S
Gyro Angle 169 170 171-30
Depth Set 6 6 6
Power
*Hit or Miss Miss Miss
Erratic No No No
Mark Torpedo 18-1 18-1 18-1
Serial No. 56232 55432 55341
Mark Exploder 4-7 4-7 4-7
Serial No. 8507 9462 9587
Actuation Set Contact Contact Contact
Actuation Actual None None None
Mark Torpedo 18-1 18-1 18-1
Serial No. 2777 2954 2852
Explosive TX TX TX
Firing Interval 0 soc. 6 soc. 10 soc.
Type Spread 1 R 0 1 L
. Sea Conditions Forco 5
Overhaul Activity U.S.S. GRIFFIN
*Miss due to inaccurate radar bearing sot in at firing.

52.

— page 271 —
0545 Date 17 Nov. 44 Latitude 17-05 N, Longitude 110-42 E.

TARGET DATA - DATAC STATION

Description: This medium AK fired at with the storm tubes in attack 2(b), was the target for this attack. This vessel was soon in the rain at 8,000 yards in daylight on hour later and it was made out as an IFF, two well deck, composite superstructure type of AK.

The convoy had scattered following the explosion of the two ships, and this vessel was chosen as he second a fair size and was all alone.

The targets course plotted as large zigs between 0100T and 1150T, using 10 to 13 minute legs.

By the time we had worked up ahead and started our approach it was becoming light in the east, but the sky was still overcast and numerous rainqualls were passing by.

Four Torpedoes were fired forward obtaining one hit with #1 torpedo.

Ship Damaged and Probably Sunk: One medium AK(EU) - 4,000 tons.

Damage Determined by: One hit heard throughout the boat and by sound, and soon by one lookout. About one hour later the same vessel was seen in the rain and had a list to port and was well down by the storm. It plotted at about 2-3 kts. About 8 hours later the remainder of the convoy was soon and this vessel was not present, indicating it had sunk in the heavy sea or had been left behind to fend for itself.

Target Draft: 25' Course: 045T Depth: Surface Angle: Surface.

OFF SHIP DATA

Speed: 8.5 kts. Course: 0066T Depth: Surface Angle: Surface.

FIRE CONTROL & TORPEDO D/T.

Type Attack: The attack was made on the surface using radar ranges and TBT bearings, coming in on the targets starboard side. The approach was started intending to catch the target on his 1150T leg, but the target steaded on 045T leaving us far out on his starboard beam. This forced us to head into the sea, and with the amount of spray and white water being tossed up and the approaching dawn, it was necessary to fire earlier than planned and at a greater range to avoid being seen.

The spread was set in using the offset dial on the TDC, and the bearing was kept continuously method from the TBT.

— page 272 —
3 Nov. 17, 1944
1: 2 3 4
Tubos Firod 0545-27 0545-35 0545-46
Time (How) 0348-30 0348-30 0348-30
Target Boar. (R) 4050 4030 4020 4010
Range 4490 4470 4460 4450
Torp. Run. 135 S 135 S 135 S 135 S
Treck Angle 355-30 354-15 354-50 354-40
Gyro Angle 7 4 4 7
Depth Sot 6-5 6-5 6-5 6-5
Hit or Miss 23 23 23 23
Hit or Miss 52911 41478 49904 22340
Hit or Miss 6-5 6-5 6-5 6-5
Soviet No. 26411 17147 8779 25778
Soviet No. Contact 16-1 16-1 16-1 16-1
Soviet No. 17992 17022 18003 12920
Soviet No. TXP 6 6 5 5
Soviet No. 0 soc. 8 soc. 6 soc. 5 soc.
Soviet No. 3/4 R 3/4 R 3/4 R 3/4 R
Soviet No. 3/4 R 3/4 R 3/4 R 3/4 R
Soviet No. Force 5
Soviet No. U.S.S. ORIFILT.
Soviet No. 54.

54.

— page 273 —
1348 Date: 17 Nov. 44 Latitude 17-36 N, Longitude 110-33 E.

TARGET DATA - DAMAGE INFLICTED

Description: The target for this attack was in company with the remnants of the convoy remaining after the mornings attack.

After losing contact with the medium AK of attack #3, the remaining large vessel of the convoy had been picked up on the radar and an end around attempted which was not successful due to the sea conditions, the difficulty of tracking in the rain and haze, and a Jap aircraft which forced us down about 1000(H). Just prior to diving for the plane, the rain cleared momentarily and the convoy as reformed was found to be composed as follows: One unidentified escort of CH or PC class, a small AP (similar to TAIYAN IARU PC 15 ONC 208-J Rev.) a medium AO (similar to TYO IARU PC 275 ONI 208-J Rev.) and a DD escort of the "AKATANG" class, all in a very loose column. Our SJ radar then had contact with the AO, at 19,000 yards, but could not pick up the AP which seemed strange for at the time it was thought to be much larger and it was closer.

Through a fortunate zig the convoy again was sighted while submerged at 1200(H) and by taking a normal approach course and running at full speed for fifteen to twenty minutes between looks, a firing position was reached at 1348(E).

The seas were condition 5-6 and winds of force 6-7 were making conditions worse by the minute. Each observation was a matter of luck for when the targets weren't obscured by the rain, the waves were washing over the scope and the wind was keeping the outer glass foggy.

The AP was first chosen as a target for the bow tubes, but identification of it as a small vessel at the last moment, plus a zig of the AO towards us, induced me to change the set up and three torpedoes were fired forward at the AO instead of the AP. It was intended to turn for a stern tube shot at the AP but the DD also zigged towards giving a zero angle on the bow at about 2,000 yards and this coupled with the inability to hold our depth or see properly in the sea forced us to go deep.

One timed hit was heard for torpedo number 1.

Ship Damaged: One medium AO similar to the KITYO IARU, page 275 ONI 208-J Rev.) (EC) - 7,250 tons.

— page 274 —
20' Course: 290°T Speed: 7 kts. Range: 3,940.

ON SHIP DATA

Speed: 2.7 kts. Course: 340°T Depth: 62-68' Angle: 110-2D.

FIRE CONTROL & TORPEDO DATA.

Type Attack: This attack was made suboriented by poriscopo. The problem chockoed very well during the last few observations and firing was continued immediately a final bearing was set in using a spread set on the offset dial of the TDC. A huge wave provent- ed soeing any more of the target. The prossance of a DD escort close aboard with a zero angle proventad reached a more desir- able firing position.

— page 275 —
1
Tubos Fired
: 1348-15
Times (How)
: 034-45
Target Bear. (R)
: 3940
Range
: 3650
Torp. Run.
: 68 P
Track Angle
: 027-15
Dyne Angle
: 10
Dopth Sot
: High
: Hit
: No
: 23
Mark Exploder
: 6-5
Serial No.
: 25271
Actuation Sot
: Contact
: 16-1
Mark "hard"
: 17977
Serial No.
: 7
Explosive
: 0 soc.
Type Spread
: I
Son Conditions
: Force 5-6
Overnaut Activity
: U.S.S. GRIFFIN.

Reranks: A navigational plot shows "r2-3 torpedoes must have missed ahead."

— page 280 —
1. The main engine exhaust valves have been giving concern at the last few patrols. On closest survey dive at last two valves will leak, and after any standby running period of over ten hours at 75-90 it is frequently impossible to close the valves by power necessitating frequent adjustment of valve valves. Also any change in area from cool to warm water or vice versa requires a change in linkage adjustment to maintain proper operation of the valves plus water tightness. It is not known whether this is due to improper design, an uncompletable alteration or previous defect which improper exhaust material, but it constitutes a serious defect which shouldn't exist with the water cooled type of valve.

Periscopes.

Both periscopes continued to leak badly during the patrol despite constantly taking up on the packing and air dressing. It is believed this can be corrected however by a proper packing job.

Air Conditioning.

In that no trouble was experienced with the air conditioning it is considered worthy of note for its installation at the U.S.S. CRIMSON. This vessel was originally designed for a job well done and all hands in this vessel are doing their duty. The fact that the air conditioning is not being used is due to the fact that the air conditioning is not being used.

(L) RADIO

This under the operational control of CDR 71, total of seven messages were sent to VIXO. Six of these messages were short messages and six were long messages. All of these messages were sent to the radio station. All of these messages were sent to the radio station. The radio station was not able to decode the messages. The radio station was not able

— page 281 —
15th Jan 1945
The first twenty four hours after sniffing to the operational control of CTF 17 was spent trying to find the submarine. Fox Broad-cast. 7:00 p.m.
1267,

— page 284 —
10-31-44 0400(H) 122-10 1-57 65 ft.
: 11-2-44 0700(H) 12-10 121-03 85 ft.
: 11-4-44 0900(F) 120-53 16-09,5 235 ft.
: 11-8-44 0700(E) 116-56 17-36 175-300 ft.
: 11-17-44 1400(E) 110-33

(P) HEALTH.
The health of the crew was in general very good.

One man was transferred in Darwin, Australia due to complications arising from a scotoma of the left eye. The man was transferred to the hospital in a bucket of seawater water prior to the time of getting underway.

There were six cases of FURUNCLES and two cases of SENSITIVENESS requiring treatment.

Food.
The food was good with a wide variety and well prepared. A small supply of fresh frozen vegetables obtained in Sipin was greatly appreciated by all hands.

The cook was entrusted permission to try out an idea which worked so well it became the standard for all ships. Instead of the usual one or two vegetables with a meal, three or four were prepared as well as a pot of tea. This reduced waste - actually less food was used over all than before - as well as efficiency in the water that satisfied everyone.

Reliability.
Very good. This was in part due to the man's opportunities for surface running, and in part to the excellent performance of the air conditioning plant which put out 100% during the entire patrol.

66.

— page 286 —
1. Ship or Station: U.S.S. CUNNINGHAM
2. Position, bearing, and altitude when enemy radio signals were observed: Latitude 14°-45' N, Longitude 120°-39' E.
3. Position of transmitting station: Unknown.
4. Date of jamming: 11-6-44. Time: From 1626 to 1640.
5. Frequencies jammed: 8470 kcs.
6. Describe signal jammed (Freq., type of oscillator, etc.): 8470 kcs.; CW, modulation of signal good.
7. Use of circuit (tactical, administrative): Tactical.
8. Has enemy jamming signal stablized? Yes.
9. What was ratio of strength of own signal to enemy jamming signal: 5 to 2.
10. What was power output of own transmitter at time of jamming: 5.5 cps. Antenna current.
11. Location of enemy jammer: Shipborne, airborne, Lando-based, X Unknown.
12. Type of jamming signals: Beep (musical tone) [Swoop-through(FT)] [Saw (Variable tone)] [Obscure tone] [C-Random keying] [Voice] [C.O.]
13. Effectiveness of jamming: Very poor.
14. Action taken to overcome jamming: Rotunoc and increased power.
15. Bandwidth covered by enemy jamming signals: 40 kcs.
16. Did jamming transmitter appear to monitor or lock-in receiver? Yes.
17. If frequency was shifted, how long before enemy jammed frequency: Did not shift.
18. Irritation: Could not hear or recoup from VIXO. Sunt our passage blind and it was received correctly.

68.

— page 287 —
1. Ship or station: U.S.S. CUNNINGHAM (SS253)
2. Position, bearing, and altitude when enemy radio signals were observed: Latitude 16.35° N, Longitude 116.05° E.
3. Position of transmitter station: Unknown.
4. Date of jamming: Nov. 8, 1944. Time: From 0930 to 1010.
5. Frequencies jammed: 12630 kc/s.
6. Describe signal jammed (frequency, type of modulation, etc.): CDR - Longitude 1000.
7. Use of circuit (tactical, administrative) tactical.
8. Use of enemy signal stablis: Yes.
9. That was ratio of strength of own signal to enemy jamming signal: JSP-S-5 VIXQ 5-3.
10. That was power output of own transmitter at time of jamming: 1000 kW.
11. Location of enemy jammer: Lendbassed X Unknown.
12. Type of jamming signal: Sweep-tirough (TR).
13. Type of jamming signal: Sweep-tirough (TR).
14. Action taken to overcome jamming: Careful tuning, use of filters.
15. Bandwidth covered by enemy jamming signal: 655-662.
16. Did jamming transmitter appear to be monitored by lock-in receiver? Yes.
17. If frequency was shifted, how long before enemy jammed now frequency: 9250 kc/s.
18. If jamming was using hand key sending long dashes and VIXQ was actually transmitting: Yes.
19. Irritation: None.
20. Any other comments: None.

69.

— page 289 —
1. The Commander Submarine Division FORTY-FIVE.
To: The Commander-in-Chief, United States Fleet.
Via: (1) The Commander Submarine Squadron FOUR.
       (2) The Commander Submarine Force, Pacific Fleet.
       (3) The Commander-in-Chief, United States Pacific Fleet.

Subject: U.S.S. GUNNEL (SS253) - Report of War Patrol No. SEVEN.

1. The SEVENTH war patrol of the U.S.S. GUNNEL was conducted in the SOUTH CHINA SEA and SULU SEA in areas under the operational control of CTF-71. The duration of the patrol was 68 days, of which 40 days were spent on station. The numerous aircraft and ship contacts made this a most active patrol. Two special missions were undertaken. Lifeguard services were performed. The GUNNEL was hampered on occasion by SD and SJ radar failures and heavy weather. In spite of these difficulties and strong anti-submarine activity by enemy aircraft, GUNNEL conducted a most successful and aggressive patrol.

2. Just before dawn on November 8th a Manila bound convoy was sighted in the moonlight. GUNNEL gained position ahead and submerged. Attack position could not be obtained on the convoy but GUNNEL fired three torpedoes from the bow tubes at one of two CHLORIS in the screen. This was a daylight periscope, down the throat attack, range 1200 yards, gyro angles 35°, depth setting 3 feet. One hit sank the target.

3. About noon on November 12th, while conducting surface patrol, a YAMATO Class battleship and a TONE Class heavy cruiser were sighted. These ships could not be closed because of their high speed. Contact reports were transmitted.

4. In a night surface radar attack on November 17th, six torpedoes were fired from the bow tubes at three of seven large ships in an escorted convoy. Range was 2115 to 2720 yards, track angle 70° starboard, gyro angles 010°, depth setting 7 feet. Three hits were seen in the nearest large ship, an unidentified AK, which sank rapidly. Two torpedoes hit the next ship, a large AO, which blew up and disappeared immediately. GUNNEL then fired four torpedoes from the stern tubes at a medium AK, range 2100, track angle 80° starboard, gyros 170°, depth setting 6 feet. These torpedoes missed, probably due to inaccurate radar bearings.

5. Two hours later four bow tube torpedoes were fired at this same target in a night surface radar attack, range 4000 yards, 135° starboard track angle, gyro angles 355°, depth setting 7 feet. One hit in this medium AK caused her to settle by the stern and list to port. This ship was lost in a rain squall while GUNNEL worked ahead for another attack and was not seen again.

— page 291 —
5 January 1945.

C-O-N-F-I-D-E-N-T-I-A-L

SECOND ENDORSEMENT to
USS GUNNEL (SS253) report
of Seventh War Patrol.

From: The Commander Submarine Squadron FOUR.
To: The Commander-in-Chief, UNITED STATES FLEET.
Via: (1) The Commander Submarine Force, U.S. PACIFIC FLIGHT.
(2) The Commander-in-Chief, U.S. PACIFIC FLIGHT.

Subject: U.S.S. GUNNEL (SS253) - Report of Seventh War Patrol.

1. Forwarded, concurring in the remarks of Commander Submarine Division FORTY-FIVE.

2. The Commander Submarine Squadron FOUR, congratulates the Commander-in-Chief, officers and crew of the U.S.S. GUNNEL upon completion of a very strenuous patrol and for the heavy damage inflicted upon the enemy.

3. It is recommended that the U.S.S. GUNNEL be credited with the following:

| SINK | DAMAGE |
|------||
| 1  | 600 tons |
| 1  | 4000 tons |
| 1  | 10000 tons |
| 1  | 4000 tons |
| 1  | 18600 tons |

Total Sunk or damaged 25900 tons

Total Sunk or damaged 25900 tons

W. V. O'REGAN.

— page 292 —
1-2-10/A16-3(15) 1
Serial 069
CONFIDENTIAL

THIRD ENDORSEMENT to
"GUNNEL Report of
Seventh War Patrol.

CO. SUBSPAC PATROL REPORT NO. 633.
U.S.S. GUNNEL - SEVENTH WAR PATROL.

From: The Commander Submarine Force, Pacific Fleet.
To: The Commander-in-Chief, United States Fleet.
Via: The Commander-in-Chief, U.S. Pacific Fleet.

Subject: U.S.S. GUNNEL (SS253) - Report of Seventh War Patrol (21 October to 28 December 1944).

1. The seventh war patrol of the GUNNEL, under the command of Lieutenant Commander G. E. O'Neill, Jr., U.S. Navy, was conducted in the South China Sea and the North part of the Sulu Sea. The patrol consisted of two special missions, lifeguard duties, and offensive patrol.

2. This very interesting and highly successful patrol was well planned and expertly conducted. Intense enemy anti-submarine measures were encountered along with typhoon weather. The GUNEL, however, with a consistent display of tenacious and aggressive action inflicted severe damage upon the enemy and successfully accomplished her special missions.

3. Award of the Submarine Combat Insignia for this patrol is authorized.

4. The Commander Submarine Force, Pacific Fleet, congratulates the commanders, officers, and crew of the GUNEL for this outstanding patrol. The GUNEL is credited with having inflicted the following damage upon the enemy during this patrol:

| ACTION | TONS |
||------|
| 1 - TB (CHIDORI Type) (LC) | 600 tons (Attack No. 1) |
| 1 - Large A0 (SU) | 10,000 tons (Attack No. 2) |
| 1 - UN | 4,000 tons (Attack No. 2) |

TOTAL SUNK 14,600 tons

-1-

EXTRA - ORIGINAL
SORG. MICRO
PHOTO-LAB OP-16
RETURN TO F-4253

— page 293 —
1 - Medium AK (EU)
1 - Medium AO (KIYO Haru Type) (EO)

TOTAL DIALOGUE:
11,300 tons
25,900 tons

TOTAL SURK & DIALOGUE:
25,900 tons

DISTRIBUTION:
(Complete Reports)
Communch (7)
Cino (5)
Cincpac (6)
ICPOA (1)
Conservpac (1)
Cinclant (1)
Comsubsplant (5)
S/L School, IL (2)
CO, S/L Base, IH (1)
Comsopac (2)
Comsowespac (1)
Co.subsowespac (2)
CTG 71.9 (2)
Comnorpac (1)
Comsubsap (40)
SUBAD, IH (2)
ComsubsapSubordcom (3)
All.Squadron & Division
Commanders, Pacific (2)
Substrainpac (2)
All Submarines, Pacific(1)

E. L. HYNES, 2nd,
Flag Secretary.

— page 294 —
SS253/Q0/A16-3
Serial 77
RECLASSIFIED

From:  The Commanding Officer.
To:  The Commander in Chief, United States Fleet.

Via:  (1) The Commander in Chief, United States Pacific Fleet.
       (2) The Commander Submarines, Pacific Fleet.
       (3) The Commander Submarines, SEVENTH Fleet.

Subject:  Report of Special Missions.

Enclosure:  (A) Enclosure (D) to Report of U.S.S. GUNNEL War Patrol No. 7.
       (B) Enclosure (E) to Report of U.S.S. GUNNEL War Patrol No. 7.

1. Enclosures (A) and (B) are forwarded herewith for your information.

COMMUNICATIONS RECEIVED TO
CONFIDENTIAL
NO. 2. AUGUST 10, 1945. 5610.1
DATE 15 JULY 63

By: [Signature]
Date: [Date]

1 531

— page 295 —
28 November 1944.

Received orders directing us to proceed to approximate position Latitude 11-46 N, Longitude 121-55 E to await orders for a special mission. Advance information indicated a party of about sixteen aviators in friendly hands were to be picked up. This position corresponded with the town of LIBERTAD on the southern edge of the Northwest tip of PANAY ISLAND and shown on U.S.C.& G.S. Chart #4444.

30 November 1944.

Submerged in position five miles bearing 240°T from PUCIO PT., PANAY and commenced closing the coast to reconnoiter. A study of the chart showed the 50 fathom curve to run roughly parallel to the coast line varying from 1/2 mile to 3/4 mile off the coast, and the 100 fathom curve about another half mile to seaward. No dangerous reefs existed outside the 50 fathom curve.

In position 2.5 miles bearing 180°T from the town of LIBERTAD. Commenced closing the coast. We spent about an hour just off the 100 fathom curve opposite the town which at that point put us about 1.5 miles off the beach. No sign of life could be seen and the town was largely hidden in the dense trees growing along the beach with the exception of two large sheds or buildings with tin roofs that could be seen through the trees. The beach appeared to slightly shelving sand down into the water with no reefs in the vicinity. Several large sailboats were drawn up on the sand. No pier or wharf could be seen at any point up to five miles in either direction.

Having located various distinctive peaks and become familiar with the topography, we pulled clear and at

Surfaced and spent the night patrolling at five knots in an east-west direction about five miles north of MANIGUIN ISLAND. No trouble was experienced during the day in plotting our position, as it was found that bearings on MANIGUIN ISLAND, BATBATAN ISLAND, the left tangent of Pucio Pt., and Mt. PINAPOAN always gave a pin point fix. When close to shore the right tangent of PATRIYA PT. could also be used. A steady current of 287°T, .5 kt was found to exist all day in this area.

ENCLOSURE (D) to Report of War Patrol #7.

— page 296 —
2300(H) Received detailed instructions for pick up of evacuees. At 1730(H) the next day we were to meet a sailboat flying an American flag in position Latitude 11-45 N, Longitude 121-55 E which was one mile bearing 180°T from the town of LIBERTAD and between the 50 and 100 fathom curves. At 1600(H) a security signal of two white discs placed 100 meters apart was to be displayed on the beach indicating everything was clear.

Preparations were commenced to receive the evacuees, a total of about twenty being expected, and during the next day all the food we could spare, all small arms, ammunition, medical supplies, etc., were made up in bundles that could be conveniently handled for debarking the next night.

We were also told a second party of Naval aviators required pick up of the Northeastern tip of PAIWAN ISLAND the following night, so a portion of the food and equipment was set aside for landing at this time.

1 December 1944.

0518(H) Submerged in same position as yesterday, five miles off Pucio Pt., and commenced closing the coast.

1600(H) In position 2 miles bearing 180°T from the town of LIBERTAD. Commenced keeping practically a continuous periscope watch of the beach while approaching the rendezvous point. No sign of life had been seen all day and at 1730(H) there still had been no activity on the beach. Three large sailboats were drawn up on the beach at the town, but they remained in position all day and no one approached them. No sailboats were seen at any time in this vicinity out to the range of visibility of the periscope. By 1700(H) the current had carried us a bit to the west so turned and headed east paralleling the coast.

1800(H) Dusk, and as it became dark the beach became obscured in a sudden rainsquall. As no security signals had been observed, and no sign of life, decided to take advantage of the sudden rainsquall to surface and pull clear.

1815(H) Surfaced, pulled clear on the battery till we were five miles from the shore, then put on two engines and set a course to the westward in order to inform the base of our activity today.

2028(H) Sent message #7 to VIXO informing CTF 71 of our failure to pick up evacuees, and in the light of the

— page 297 —
2249(H) Received detailed instructions for pick up of Naval aviators off Northeastern tip of Palawan Island, so put three engines on the line and set course for new rendezvous, passing to the North of CAGAYAN ISLANDS.

— page 298 —
1 December 1944.

Received instructions to pick up a party of eleven Naval Aviators led by Commander Miller, USN. We were to rendezvous with a sailboat in position 10 miles bearing 117°T from FLECHAS PT., PALAWAN which plotted as Latitude 10-18 N, Longitude 119-43 E. We were to be in position at dusk of 2 December. The boat or boats were to show a torch at ten minute intervals and shout the password "BALLAST".

A study of the chart showed this position to be very close to numerous coral reefs, and two miles from several 4 fathom spots. The last five miles of the approach would have to be in water inside the fifty fathom curve, rapidly shoaling to 18 fathoms. A large scale chart was made up covering the area of operations by cutting up C&GS charts #4317 and #4319 and pasting them together to make one complete chart.

As we couldn't make a landfall before daylight, it was decided to continue at three engine speed during the night and make a landfall on DUMARAN ISLAND in the morning then approach our rendezvous point until we were within 10 miles of it before submerging for the day. In this way we would least likely be sighted, and would have an opportunity to sight our sailboats approaching before dark. This would allow us to determine the prevailing current and to locate prominent landmarks for use while submerged.

It was decided to transfer all the stores, arms and ammunition at this place as it was considered unlikely we would be ordered back to PANAY again.

2 December 1944.

0718(H) Made landfall on LANGOY ISLAND with the lighthouse bearing 305°T distance 27 miles. We continued on course 270°T, passing LANGOY ISLAND LIGHT abeam to starboard 10 miles.

0915(H) Submerged and continued approach to rendezvous which we reached by 1600(H).

ENCLOSURE (E) to Report of War Patrol #7.

1.

— page 299 —
1728(H)  Surfaced and commenced search for our sailboat.  As it turned out the evacuees in the boat did not leave CAPAYAS until 1600(H), which is about eight miles north of FLECHAS POINT, so it became dark before the boat hove in sight.

With the many shoals and reefs about, we remained well flooded down and kept the fathometer in operation to obtain advance warning of shoal water.  We did not start any engines until after the party was picked up so as to avoid making smoke.  It was found rather difficult to maintain our position for a current of 1.7 kts setting 276°T began running at 1630(H) and this tended to set us onto the reefs.  This also hampered the sailboat on its trip out.

I decided to remain in the vicinity of the rendezvous point until at least 2100(H) before beginning a search along the coast.  This turned out well for at

1848(H)  Sighted a bright light bearing 317°T which went out and about ten minutes later came on again.  It was rather confusing for a while for about three or four lights were in sight in the darkness, and several of them appeared to flash at regular intervals.

We watched the light on 317°T flash for the third time at about a ten minute interval, and deciding that was our party commenced flashing a light ourselves in that direction as a beacon.  I was afraid they were stopped and lying to, so we sent them a signal "Keep coming", which was acknowledged.  This was fortunate for the party had assumed they were at the rendezvous point and had dropped their sail and were lying to at the time our signal was received.

1917(H)  Picked up the sailboat on our SJ radar at 6,000 yards and we soon sighted it when the range closed to about 4,000.  At this time we stopped and heading into the current kept ourselves stationary with the screws about 1,000 yards off the nearest reef.

2019(H)  Sailboat alongside.  The party, consisting of the following U.S.N. personnel, came aboard and were taken below:

70066  Commander Justin Miller, USN.
142214  Lieut. William Augustus Read, Jr., A-V(S), USNR.
264310  Lieut.(jg) Everett Ross Bunch, Jr. A-V(G), USNR.
278227  Lieut.(jg) Ralph Harvey Beatle, A-V(G), USNR.
334822  Ensign Hector Singleton McDaniel, USN.
306385  Ensign George Henry Martin, A-V(G), USNR.

— page 300 —
U. S. S. GUNNEL (SS 253)
:  Curtin Scruggs Ford, 272 47 91, ARMLc, USN.
:  John Francis Cashow, 301 00 94, AOM2c, USN.
:  Ralph Albert Johnson, 730 81 14, ARM2c, USNR.
:  Harry Alfred Rummerfield, 554 01 91, AOM3c, USN.
:  Edwin Doan Cunningham, 570 00 20, ARM3c, USNR.

In addition, the following Guerrilla leaders came aboard and were taken to the wardroom for refreshments.

Colonel Jacinto Cutaran, C.O. A.I.B. (Sgt. USA).
Major Pablo P. Muyco, INF P.A., C.O. PALAWAN
SPECIAL BATTALION (USAFFE).
1st Lt. Alberto Sandoval (MD) PALAWAN SPECIAL
BATTALION (USAFFE).

In the meantime our stores, already made up, were being transferred to the sailboat. The Guerrilla leaders almost cried when they were shown the list of stores and equipment being given them and it is sincerely hoped the Japanese forces on Palawan are seriously depleted by this time with the use of our arms and ammunition.

A peculiar situation existed in that COLONEL CUTARAN was actually a Sergeant in the U.S. Army and had assumed the rank of Colonel in order to carry on his work more efficiently. In order to avoid friction and assure an even distribution of supplies, Comdr. Miller kindly went over the list and from the knowledge he had already gained of their needs assigned each article specifically to certain forces.

The high point of the evening for the Guerrilla leaders and the rescued aviators was a serving of pie and ice cream with chocolate cake and coffee, the first they had tasted in a long while.

2115(H) Completed loading stores in the sailboat. As soon as the sailboat cleared, put the low pressure blowers on, started a battery charge, and set a course for NASO POINT, PANAY. None of our passengers were in need of medical attention as they had received good care under Dr. Sandoval, and after a good meal they all turned in for a long sleep.

2210(H) Picked up radar interference on our SJ radar which might have come from LANGOY ISLAND. No contact on our APR. It did not last very long and soon faded out. If it was a patrol vessel he was a long way off.

2330(H) Sent message #8 to VIX# informing CTF 71 of the successful recovery and our intentions for the next day.

— page 301 —
1. U.S. S. GUNNEL (SS 253)
REMARKS:
For a complete list of the supplies furnished the Guerrillas, see the addenda to this report.

Major Muyco stated his greatest needs were small arms and ammunition, the next important being clothing, shoes, and medical supplies. This vessel incidentally carried two .50 cal aircraft machine guns and considerable .50 cal ammunition and these were eagerly accepted. A large quantity of hand grenades were also needed and they were given all we had on board.

It was stated that food was not a serious item but any type of canned food was welcome. Sugar was non-existent in Northern Palawan.

Clothing and shoes were a problem. The average Philippine's feet are small, and although the ships company volunteered to a man, very few shoes of the small size required (5 to 7) could be collected. Clothing was no problem as it could always be cut down to fit.

Colonel Cutaran was given two 9-63 binoculars and a 6-30 binocular, all that we could spare, for the use of his coast watchers.

Major Muyco stated the Japanese were very thinly spread in Palawan and except for occasional raiding parties after food very seldom visited the Northeastern coast. A group of about 50 Japanese were garrisoned at ARACHELI, on DUMARAN ISLAND, and other garrisons were located on LANGOY, MANTULALI, and COTAD Islands. We had been in full view of LANGOY ISLAND for about four hours' that morning and weren't bothered so apparently they don't keep a good lookout.

It is recommended that whenever possible in arranging a rendezvous between submarines and sailboats a system of horizontal or vertical lights be specified for display by the sailboat to aid in its location. In our case the rendezvous could have been more quickly made had this been possible for the coast was dotted with lights after dark and led to a great deal of confusion. However the plan did work well and the Philippine leaders deserve much credit for the efficient manner their end of the mission was carried out.

— page 302 —
U. S. S. GUNNEL (SS 253)
ADDENDA (1) to ENCLOSURE (E)
DECLASSIFIED
SUPPLIES FURNISHED THE PALAWAN SPECIAL BATTALION (USAFE) on 2 December 1944.

(a) ARMS & AMMUNITION.
.30 cal. 3500 rds
.45 cal. 1200 rds
hand grenades 16
45 cal clips 10
BAR clips 65
45 cal pistols with belts 12
BAR rifles 2 and 2 barrels.
Springfield rifles 6
Tommy guns 2, 4 pans and 8 clips.
22 cal. pistol 1
.50 cal. machine guns 2
.50 cal. loading machine 1
.50 cal. 2600 rds
.50 cal. belt links 2000

(b) FOOD.
Fruit 4 cases Tomatoes 6 cases
Orange Juice 7 cases Silver Beets 5 cases
Vegetables 3 cases Grapefruit Juice 1 case
Miscellaneous 2 cases Rice 350 lbs
Macorini 50 lbs Syrup 9 cases
Milk (powdered) 6 cases Worcestershire 8 qts
Cocoa 50 lbs Honey 30 gal
Asparagus 200 lbs Sugar 140 lbs
Flour 200 lbs Coffee (Aust) 60 cans
Beets 1 case Prunes 2 cases
Catsup 6 cases Pears 4 cases
Jam 1 case Carrots 2 cases
Sardines 4 cases Spaghetti 3 cans
Salt 2 sacks Beans 1 sack
Mustered Pickles 60 cans Baking Powder 12 cans
Pepper Blacks 3 cans Beef, corned 10 cans
Vinegar 2 gals Lemon, powdered 1 case
Ration D 16 boxes

(c) MISCELLANEOUS.
One 50 gal can of 2190 lube oil 2 pr. 9-63 binoculars
7 steel helmets 1 pr. 6-30 binoculars
12 boxes paper clips 6 6x9 memo books
12 dz pencils (no erasers) 2 boxes rubber bands
6 5x9 pads 2 dz blotters

— page 303 —
6 6x9 scratch pads
1 stamp pad
2 bottles red ink
2 bottles stamp pad ink (black)
2 boxes gummed labels
6 packs 3x6 file cards
1 doz drawing pencils (blue & red)
2 boxes carbon paper
9 rulers (3-24" & 6-12")
1 ream 8x13 onion skin paper
2 reams 8x11 onion skin paper

A generous assortment of various items were donated by the crew, including toilet articles, clothing, candy, 100 cartons of cigarettes and 90 cans of nuts.

(D) MEDICAL SUPPLIES.

Acetyl-Salicylic Acid (Aspirin Grs. V.) 1 bot. 1000 tabs
Acetophenetidin (Phenacetin Grs. V.) 1 bot. 1000 tabs
Quinine Sulphate grs V 1 bot. 1000 tabs
Sodium Salicylate grs V 1 bot. 1000 tabs
Sulfathiazole grs 7.7 2 bot. 1000 tabs
Sodium Bicarbonate with peppermint grs V 2 bot. 2000 tabs
Sulfanilamide grs V 1 bot. 200 tabs
Multiple vitamins 8 bot. 800 tabs
Compound mixture of opium and glyceriza 1 bot. 1000 tabs
Methyl Salicylate (linament) 1 bot. 500 c.c.
Cod Liver Oil 2 bot. 1000 c.c.
Sodium Perborate 2 bot. 1/2 lb.
Menthol Crystals 1 bot. 1 oz.
Compound tinc. of Benzoin 2 bot. 8 fl. oz.
Benedicts Solution (Qualitive) 1 bot. 4 fl. oz.
Aromatic Spirits of Ammonia 2 bot. 8 fl. oz.
Applicators (wood) 2 bundles 1000 sticks
Web Tourniquest 2
Castor Oil 1 can 1 qt.
Liquid Petrolatum (Mineral Oil) 2 qt.
Glycerine 1 can 1 gal.
Adhesive Tape small rolls 3
Elastic Bandage 3 in. 3 rolls
Elastic Bandage 2 in. 2 rolls
White Petrolatum 2 cans
Sodium Bicarbonate bulk 2 cans
Boric Acid powder 1 can
Bismuth Subcarbonate powder 1 can
Sterile Redistilled Water Ampules 32
Sulfanilimide Crystals (sterile powder) 25 pkgs.

— page 304 —
1. ADDENDA (1) to ENCLOSURE (E)(Cont'd)
: 2. Capsuls (Gelatine)
: 3. Burn Jelly (Tonic Acid)
: 4. Ether
: 5. Baskwood Splints
: 6. Zinc Oxide
: 7. Ethyl Chloride
: 8. Iodine Applicators (10 c.c.)
: 9. Nasal or Throat Spray
: 10. Tongue Blades
: 11. Powder of Ipecac and Opium (compound tablets)
: 12. Bandage (gauze)
: 13. Bandage (gauze)
: 14. Bandage (gauze)
: 15. Gauze (12 in. wide, 24 ft. long)
: 16. Sterile Dermol Sutures (heat sterilized size Ø)
: 17. Sterile Dermol Sutures (heat sterilized size 2)
: 18. Morphine Syrettes
: 19. Morphine tabs
: 20. Morphine Sulphate (½ grs. with atropine sulph) 1/150 grs.
: 21. Nitroglycerine tabs 1/1000 grs.
: 22. Strenchine Sulphate 1/20 grs. (2.2 mg.)

: 23. 200
: 24. 500 Gm.
: 25. 100
: 26. 36 rolls
: 27. 48 rolls
: 28. 24 rolls
: 29. 1 roll
: 30. 12 ampules
: 31. 6 ampules
: 32. 25
: 33. 20
: 34. 20 tabs.
: 35. 20 tabs.

: 1 531

: 3.

— page 306 —
1. Enclosure (A), covering the eighth war patrol of this vessel conducted in the BUNGO SUDO area of the Japanese Empire during the period 13 June 1945 to 24 July 1945, is forwarded herewith.

G.E. O'NEILL, Jr.

— page 307 —
6 January 1945 to 4 May 1945, overhauled at Hunter's Point Naval Drydocks, San Francisco, California. The following approved alterations were accomplished in addition to many other jobs urgently needed:

1. Installed stiffeners on outer hull and intermediate frames in #2 and #3 auxiliary tank and safety.

2. Installed concave after running tower head, rearranged conning tower in accordance Portsmouth Plan, installed DRT in conning tower. Removed SD radar mast and installed SJ mast in its place at after end of shears, and mounted SD radar mast in New Fairwater aft.

3. Installed hydraulic periscope and SD radar mast hoists.

4. Installed one additional main hydraulic pump.

5. Installed one type 4 periscope forward.

6. Installed new design main cooling coils in air conditioning system.

7. Installed one 5"25 wet mount deck gun forward, one 40mm on after cigar-ette deck, twin 20mm on cigarette deck forward, ammunition scuttle aft from dimnette to deck, necessary ammunition lockers, etc.

8. Removed torpedo tube outboard vents.

9. Installed stop valve in hydraulic system to #5 FRT vent mechanism to allow seperate operation of #3 FRT vent.

10. Installed new nickel-copper torpedo shutter roller supports and increased roller bracket support.

11. Installed filter units in main hydraulic system suction lines.

12. Modified bow plane rigging control to allow rigging in or out between 0-15 dive.

13. Modified bow plane rigging indicator light and installed bow and stern plane clutch position lights.

14. Installed new type THI's forward and aft, Mk 9 forward and Mk 8 aft.

15. Removed the motor room lub oil sump tank overboard discharge and installed a hose fitting.

16. Removed old filler and repacked both propellor shafts with sand.

17. Installed two 1000 gal/day electric vapor stills.

— page 308 —
18. Installed latest type main control cubicle shock mounting.
19. Installed main combat cubicle lockout cams.
20. Made main motor and main motor terminal bars splash proof.
21. Altered emergency lighting circuit to allow complete isolation of main battery to test for grounds.
22. Installed emergency DC supply to diving alarm circuit.
23. Installed 7 IC system.
24. Installed 1 JF telephone and call bell system.

The following changes in officer personnel were made:
Lieut. Walter P. Robinson, Jr., USNR and Lieut. (jg) James M. Thornton, (E), USNR, were detached.
Lieut. Geoffrey C. Wood, (DE), USNR and Lieut. (jg) Allan E. Douglas, Jr., USNR, reported aboard for duty.

4 May 1945 to 11 May 1945, enroute San Francisco to Pearl in company with U.S.S. APOGON.

11 May 1945 to 16 May 1945. Voyage repairs by U.S.S. FULTON and relief crew SubDiv-82 at Pearl. Installed dummy log system and Loran gear.

16 May 1945 through 28 May 1945. Post overhaul, training period, and loading. Other submarines have made the same remark, but it is repeated here that it was the best training period experienced by this commanding officer and was much appreciated. It was long and rugged, but a roll of good was received by all hands. Six exercise torpedoes were fired plus two exercise Mark 28 and three exercise Mark 27. On completion of this period took on board 22 Mark 18-2 and two mark 25 torpedoes for a full load.

Lieut. (jg) Sanford L. Knotts, USNR, reported to Aiea Hospital for treatment, Ensign Caspar W. Hiatt, III, (D)L, USNR reported aboard for duty as TDC operator.

28 May 1945 to 9 June 1945. Enroute Pearl to Guam independently as Task Unit 17.3.44. Sent June 1, 1945 upon crossing the International Date Line. Made three or four training dives plus one simulated battle problem and miscellane-aneous drills each day underway. Practised Battle Surface and fired all deck guns several times.

June 9, 1945 to June 13, 1945. Undergoing voyage repairs alongside U.S.S. HOLLAND in Avra Harbor, Guam. Spent one day in floating drydock ARD-24, Re-noved several racks in the port propeller and removed 26,000 tons of lead ballast from topside and bottom of 2 Main Ballast Tank.

— page 309 —
1342(K) Departed Guam in accordance with CTF 17 operation order 124-45 of 12. Jun 1945 for patrol in Lifeguard League in the Tokyo Bay, Northern HANSO SHOTO Island Waters. Proceeding in company with DE 14 and U.S.S. STEELHEAD, routing via Short Cut, Acanes Apple and Neck.

1755(K) Released escort, proceeding in company with Steelhead.

2350(K) (AC/1) SD radar contact 8 miles, shorting IFF.

Thursday, 14 June 1945.

0252(F) (AC/2) SD radar contact 7 miles, shorting IFF.

0415(K) Hado SJ radar contact with AlfaTHAN Island bearing 085 T range 70,000 yards.

0559(K) Submerged for a trip.

0618(K) Surfaced. Commenced holding daily school of the boat plus various drills for each section.

0640(R) (AC/3) Sighted B-29 Bearing 005 T, 6 miles.

0642(K) (Ship Contact #1) Made SJ radar contact followed by sight contact on a convoy of four liberty ships leading south escorted by two friendly DD's bearing 339 T range 25,500 yards. Altered course to pass clear, not detected. Position: Latitude 16-34 N, Longitude 144-24.5 E.

— page 310 —
0801(K) (AC#4-11) First of eight aircraft contacts during day, radar and visual, identified as B-29's, all showing IFF.

: 1114(K) Submerged for training.

: 1120(K) Surfaced.

: 1200(K) Position: Letitude 17-23.5 N, Longitude 143-54 E.

Friday, 15 June 1945.

: 0642(K) Submerged for a trim.

: 0651(K) Surfaced.

: 0822(K) (AC#12) SD radar contact 6 miles, sighted and identified as B-29.

: 0910(K) (AC#13) Sight contact on B-24 bearing 085 T, range 10 miles.

: 1200(K) Position: Latitude 21-03 N, Longitude 139-43.7 E.

: 1439(K) Submerged for practice approach on STEELHEAD as target.

: 1507(K) Surfaced. During evening exercised tracking party with STEELHEAD as target. On completion steered zig zag as target for STEELHEAD to track.

Saturday, 16 June 1945.

: 0512(K) (Ship Contact 2) Picked up friendly radar interference on the SJ radar bearing 130 T. Attempted to exchange recognition signals and calls but signal strength too weak to establish communication. Lost contact astern. Position: Latitude 24-16 N, Longitude 139-36 E.

: 0527(K) AC#14) Sighted B-24 bearing 035 T, range 6 miles.

: 0618(K) Submerged for a trim.

: 0626(K) Surfaced.

: 1200(K) Position: Latitude 26-16 N, Longitude 139-53 E.

: 1303(K) Submerged for practice approach with STEELHEAD as target.

: 1327(K) Surfaced, opened range, and acted as target for submerged approach by STEELHEAD.

: 1527(K) (Ship Contact 3) Sighted a submarine identified as USS TORO bearing 063 T, range about 20,000 yards on a parallel and opposite course. Position: Latitude 26-53 N, Longitude 139-32 E.

: 1800(K) Received ConsubPac 160759 directing us to proceed to Position: Latitude 29-50 N, Longitude 134-00 E for lifeguard duty. Informed STEELHEAD two more proceeding independently, and not now course at fifteen knots which would get us in position by midnight the 17th.

— page 311 —
2006(K) (Ship Contact #4) made SJ radar contact bearing 060 T, range 13,000 yards on a single ship and then sighted it from the bridge. It appeared to be a destroyer. Notified STEELHEAD of our contact and commenced tracking. Shortly thereafter the vessel sighted radar contact with the STEELHEAD and by observing the exchange of recognition signals we identified it as the U.S.S. LULSOI (DD367).

2250(K) Sent message #1 to ComSubPac acknowledging instructions for lifeguard duty.

Sunday, 17 June 1945.

0425(K) No stars this morning and seas picking up to force 4. Began taking much water into control room so had to slow to 12 kts, at this rate we will be late.

0645(K) Submerged for a trim.

0727(K) Surfaced. Trim pump going out of commission delayed surfacing.

1200(K) Position Latitude 29°30' North Longitude 136°04' East.

2245(K) (Lc15) SJ radar contact on a group of B-29's heading for J.P.M. bearing 160 T, 9000 yards. Nothing on SD radar. Bridge sighted planes running lights at some time through the overcast. Position: Latitude 29°41' N, Longitude 135°26' East. By DR we will arrive on station about 0200, but having had not sighted since last night our position is doubtful.

Longitude: 18 June 1945.

0125(K) (Lc16) Radar contact by SJ radar bearing 250°T and SD radar at 5 miles on another group of B-29's heading for J.P.M., lost of them were showing IFF. Position: Latitude 29°41' N, Longitude 134°29' East. Had many SJ and IFF contacts on planes during rest of night.

0120(L) Established communication with our C&P by VHF and 4475 kcs voice, apparently he ceased guarding 4475 for them he got outside VHF range, we lost communication with him. During the night we asked three different planes plus several unidentified stations to help but no one was able to raise him for us.

0218(K) Received word of one B-29 down in Position: Latitude 30°18' N, Longitude 133°36' East. It was seen going in after one engine and wing exploded. Overheard U.S.C. DEWILFISH saying she was also heading for this position. Our Loran gear refused to work so commenced search going only by a two day old DR position. Visibility was very poor and the sea was now pretty heavy.

0222(K) Picked up emergency IFF signals at 5 miles which opened and finally disappeared at 42 miles. Could learn nothing from VHF or voice about this so assured he got horn call right.

— page 312 —
0500(K) Commenced firing a green very pistol. star every 15 minutes until daylight. How very close to position of ditched plane. Slowed and commenced a box search of area opening each leg about three miles. The sea's were beginning to improve but sky still overcast and no sights obtainable. No word from our CAP yet but in this visibility his help would be negligible.

0803(K) (SC,5) Picked up radar interference on SJ radar bearing 293 T. Too weak to exchange signals. assumed it was Devilfish searching same area. Position: Latitude 30-17 N, Longitude 133-22 E.

0830(K) Established communication finally with our CAP, but before we could exchange dope the OOD sighted a plane coming through the overcast and not showing IFF, so.

0844(K) Submerged with no contact on CD, SJ, or IFF.

0855(K) Identified plane as a B-29 through periscope so surfaced and found it was our CAP. Gave him our DS position so he could find his way home and he departed telling us his relief would be out shortly.

1200(K) Position: Latitude 30-02 N, Longitude 133-57 E.

1309(K) (C,18) Established VHF and 4475 ke's voice communication with relief CAP, and found IFF response at 12 miles closing.

1314(K) Sighted above B-29 at 2 miles and obtained his best navigational position to check ours. His position put us about 20 miles south east of our DR so we headed north to continue searching for survivors. The sea had moderated considerably and sky was clearing. The CAP was instructed to cover the area between the DEVILFISH and us, the DEVILFISH at that time being due west of the lost planes position.

1430(K) Sound operator reported a possible single ping echo range on our starboard bow. Gave area a wide berth just in case. Helmsman thereafter put all his heart into following our course clock on its zig plan. Position: Latitude 30-12 N, Longitude 133-41 E.

1539(K) Exchanged recognition signals and celled with U.S.S. DEVILFISH to the west of us. Notified her we were searching on North and South courses moving gradually to the eastward, and that we had covered area to the south already.

1601(K) (SC,6) Exchanged recognition signals and celled with the U.S.S. QUEENFISH and then sighted her through the haze and rain at 9,000 yards bearing 310 T. Notified her of our search plan and found they had been searching this area too. Position: Latitude 20-23 N, Longitude 133-30 E.

1653(K) Sighted one basketball floating in water.

1815(K) 'he U.S.S. QUEENFISH having worked to the east of us, we commenced moving our search line to the west.

6.

— page 313 —
2000(K) Obtained good Loran Fix which showed us to be only 6 miles to the northwest of our DR as corrected by our cover plane so area must have been pretty thoroughly covered. During night went ahead five knots and covered the most likely positions of the liferaft after 24 hours drift, with and without a drogue. Fired a green very star every half hour.

Tuesday, 19 June 1945

0700(K) Set course for new lifeguard station assigned during night by ComSubPac 180925. DEVLIFSH had QUEENFISH continuing search. Sea had abated during night but Leqan picking up again. Maintained continuous high periscope watch until clear of possible area of survivors. Obtained fair Loran fix, no stars out.

1200(K) Position: Latitude 30-22 N, Longitude 133-25 E.

2200(K) (AC19) Sighted, and made SJ radar contact at 6,000 yards, on first of many E-29's of tonights raid which continued passing over us until 0400.

Wednesday, 20 June 1945

0204(K) Onstation, established VHF and 4475 Kc voice communication with our CAP. Position: Latitude 29-30 N, Longitude 136-00 E.

C44(K) CAP departed with no planes reported down for tonight.

05C(?) (AC20) Made SD radar contact at 4 miles with IFF response.

12.00(?) Position: Latitude 30-01 N, Longitude 134-23 E.

15.00(?) (AC21) SD radar contact at 9 miles showing IFF, opening.

16.00(?) Entered for a trim.

15.45(?) Surfaced.

22.30(E) Put four engines on the line and set course for Western Exit LUNGO SUIDO as directed by ComSubPac 200604 to patrol as directed by U.S.S. QUILLBACK.

Thursday, 21 June 1945

0202(K) (50%) reported up SJ radar interference identified as another SJ radar, bearing 320 F. Signal too weak to establish identification. Position: Latitude 30-41 N, Longitude 134-00 E.

1050(K) Picked up land bearing 000 T, range about 60,000 yards on the SJ radar, identified as southern coast of SHIKOU.

1106(V) Submerged for remainder of day, in order to kill time and arrive on station after dark and undetected.

1200(K) Position: Latitude 30-12 N, Longitude 132-53 E.

— page 314 —
1500(K) Sighted land by periscope very dimly through fog along coast but unable to determine our position. Soundings showed we were being rapidly set to the north into shoal water so altered course to pull clear.

2127(K) Surfaced and found we had had a 3 kt northeasterly current, visibility excellent except along coast line which remained hidden in fog.

2132(K) Picked up the following APR contacts which stayed with us all night, most of them becoming saturated at one time or another and several staying steady in strength for long periods: 77/450/22; 94/450/17; 96/450/15; 99/400/5.5; 100/500/10; 159/600/10; 160/400/5.

2155(K) (SC/8) Picked up SJ radar interference bearing 305 T and at

2205(K) Established identification with U.S.S. QUILLACK, and obtained dope on Jap radar in this area.

2237(K) Set course for patrol station off Eastern entrance BUNGO SUIDO as assigned by U.S.S. QUILLACK message 201536.

2247(K) (AC/22) SJ radar contact 14,000 yards closing, bearing 072 T, showing IFF. Picked up with SD radar at 6 miles after locating IFF pip at 7. Plane spent several minutes circling us at 3 miles, and finally shoved off after we gave him a long look at our AFK. Could not raise him on VHF. Position: Latitude 32-24 N, Longitude 132-40 E.

Friday, 22 June 1942.

(1) (23) Contact on the SD radar at 2½ miles and 6 miles, no IFF. Submerged. Lookouts heard the nearest plane go over us.

(2) (24) All clear, surfaced. Same AFR contacts as before.

(3) (24) Contact on SD radar at 4 miles closing. IFF check showed a resistance at 14 miles closing so figured both were friendly. Nothing on VHF. Second pland picked up on SD when it had closed to 4 miles.

0520(K) Tumbled for days patrol off Eastern entrance to BUNGO SUIDO. The day was fairly clear but the land was for the most part hidden in fog, making navigation problem.

1200(K) Position: Latitude 32-19 N, Longitude 131-57 E.

1235(K) Having lost sight of land a check with the fathometer showed us to be well inside the hundred fathom curve and apparently getting set into the beach. Changed course to the Southwest and pulled clear. Land was not sighted again through the fog along the beach.

2107(K) Surfaced.

2200(K) (AC/25) Contact on the SD radar at 4 miles, closing, no IFF. Submerged surreptitiously it to be one of our own aircraft.

— page 315 —
2218(K) All clear, surfaced. In addition to the previous nights AFR contacts we had three new ones at 138/450/5; 79/500/10 and 153/400/3. All were sweeping with some occassionaly steady and saturated again.

Saturday, 23 June 1945.

0238(K) (AC#26) Contact on the SD radar at 4 miles closing showing IFF.

0300(K) (SC#9) Made contact with U.S.C. QUILLBACK via SJ radar and received orders to patrol Western entrance to BUNGO SUIDO remaining north of 32-20 N, while they would remain south of that latitude.

0530(K) Submerged in smae position as yesterday for days patrol.

1200(K) Position undetermined.

1321(K) Surfaced to try and get a fix on land by radar and air out the boat. A light rain had started and visibility was very poor. The coast was still completely covered by fog with no land visible. Found we were set to the Northwest again towards the beach. On surfacing we found jap radar signals at 78/600/8; 100/500/10; 152/400/5; 158/500/7 and brief flashed at 109/---/25. All were sweeping and none were above strength five.

1535(K) Submerged for remainder of the day. Visibility was improving though the fog along coast remained unchanged. As we had a lifeguard station close to the beach in the morning decided to get under before we were sighted by planes or picked up by the many radar in operation and an investigation made.

2113(K) Surfaced. Pass picking up and wind increasing from the south. We hit the jackpot on the AFR with the following on the screen all night. 76/450/22; 78/250/80; 94/500/10; 97/450/15; 99/400/11; 100/250/12; 113/60/10; (probably Quillbacks SD) 137/300/17; 152/500/10; 159/400/7; 161/400/5. Signal strength varied from five to saturation. Set course for lifeguard station Latitude 32-30 N, Longitude 132-30 E assigned by ComSubPac 220844.

Sunday, 24 June 1945.

0128(K) (AC#27) IFF response seen at 22 miles closing.

0144(K) Established voice communication with tonights CAP.

0340(K) CAP departed, no planes down.

0520(K) Passed close aboard what might have been a mine, but visibility too poor to see it again and verify. Position: Latitude 32-33 N, Longitude 132-12 E.

0655(K) Submerged for days patrol off LUNGO SUIDO.

1200(K) Position: Latitude 32-13 N, Longitude 132-22 E.

— page 317 —
0100(K) APR now had contacts at 79/750/30; 95/450/16; 96/750/20; 98/750/25; 100/750/30; 152/500/10; 159/500/9; 160/500/5. All were slowly sweeping and remained with us all night. The 95 mc signal became saturated about 0300.

: 0300(K) Additional APR contacts were picked up at this time at 74/450/30; 75/750/20 and 99/45/14. All were sweeping slowly.

: 0335(K) CAP departed, no planes down. Set course for morning patrol off Western entrance BUNG SUIDO.

: 0336(K) (SC/12) Picked up SJ radar interference bearing 076 T but could not establish communication. The U.S.S. STEELHEAD was supposed to be about 250 miles in that direction so assume that is who it was as Quillback was to the Southwest of us.

: 0525(K) - Submerged for days patrol. For first time in area both KYUSHU and SHIKOKU were visible through the haze.

: 0821(K) Fog and haze set in again completely obscuring all land so headed south to avoid being set up into BUNG entrance.

: 1200(K) Position: Latitude 32-19 N, Longitude 132-09 E.

: 1913(K) Surfaced in rainsquall with visibility very poor. Set course to run down the coast trying to get a fix and pick up anything that might try to move in the fog and rain unobserved. By midnight the following APR contacts were made, some fading out as we moved south. 99/500/20; 138/450/16; 152/500/8 and 159/500/9.

: 1926(K) Sighted wing tank of the type used by P-51's floating high out of water so manned 20mm guns and sank it for practice.

: 2335(K) Picked up APR signal 155/455/8 strength four. Commenced circling to DF it in hopes it was nip submarine but as it seemed to be sweeping could not get a good bearing. Commenced closing the coast in hopes it was heading south, but finally decided it was another shore station. We had it all evening up until we dove in to morning. Commenced patrolling up and down 100 fathoms curve off TOI ISAKI.

Wednesday, 27 June 1945.

: 0035(K) Commenced picked up radar signals at 79/950/30 and 158/500/13. About strength five and sweeping.

: 0145(K) Radar signals heard now were 79/950/30; 155/455/8; 158/500/13 and 159/500/9. All were remaining steady and saturated for long periods of time and then sweeping again. Don't believe any of them were aircraft.

: 0355(K) (AC/29) SD radar contact 4 miles and closing not showing IFF. Submerged and went deep. Looks like the shore stations plotted us in and sent out a plane but more likely it was one of our own early morning HAIRNER patrols which so far have never given us an IFF response nor answered VHF. Position: Latitude 31-38 N, Longitude 131-49 E. Decided to remain

— page 318 —
0830(K) Coast line still hidden by fog and soundings show us being set in, so headed to eastward to remain clear.

: 1200(K) Position: Latitude 31-36 N, Longitude 132-02 E.

: 1821(K) Surfaced. Raining and fog still along coast line.

: 2145(K) (4/4) Inde SJ radar contact with U.S.S. QUILLBACK bearing 045 T, rang 1, 50 yards. Exchanged dope by VHF and found we had missed anchor. (4/4) message from her. No harm done as we had been patrolling as she directed.

: 2200(K) First of many APR contacts of the night on 95/450/16, sweeping slowly. Position: Latitude 32-02 N, Longitude 132-32 E. The remainder were all shore stations, some being saturated as they swept by us, frequencies were as follows: 74/900/30; 78/450/25; 99/750/25; 159/500/4; 160/500/4; 152/450/9.

Thursday, 28 June 1943.

: 0033(K) (AC43) Contact on the SD radar at nine miles, closing. No showing IFF. Position: Latitude 32-15 N, Longitude 132-25 E.

: 0037(K) IFF response seen at 20 miles closing so assumed first aircraft friendly also.

: 0044(K) First aircraft passed overhead headed northwest, heard but not seen in overcast. Could not establish communication on VHF.

: 0100(K) (AC31) Contact on the SJ radar at 15,000 yards bearing 000 T opening rapidly and identified as a plane. No IFF. Again could get no answer to our calls on VHF.

: 0114(K) While checking for IFF response picked up an emergency IFF signal at 10 miles and opening. Offered assistance on VHF and 4475 kcs voice, but got no answer. Pip finally lost at 50 miles. Wish these people would at least say hello.

: 0132(K) An unidentified aircraft finally crashed through on VHF and told us everything okay.

: 0203(K) (SC14) The OOD and two lookouts sighted a periscope about 200 yards on our starboard bow. Lameuvered on the surface to pull clear. Position: Latitude 32-22 N, Longitude 132-30 E. The sky was overcast but the moon was full and bright so we got a good look each of three times we saw it raised for an observation of us. Apparently our course clock zig fouled him up again for the feather showed he was opening the track at high speed trying to get enough range to shoot. It was about the size of our ST scope and looked like the right periscope installed in some Dutch submarines. This was about the same position the Quillback said she was fired at a couple of weeks ago.

— page 319 —
0717(K) Submerged for days patrol.

: 0951(K) (AGH32) :Sighted two U.S. Mariner patrol planes bearing 281 T about 10 miles heading north up coast of KYUSHU.

: 1200(K) Position: Latitude 32-04 N, Longitude 132-19 E.

: 2110(K) Surfaced. Set course for nights lifeguard station Latitude 32 N, Longitude 132 E assigned by ConSuBac 270616. By 2300 we had the following APR contacts, all slowly sweeping and identified as shore based. 79/50; 95/450/18; 138/450/18; 152/500/10; 154/450/10; 156/450/7; 15 10 and 159/1000/9. Later we picked up additional signals on 9/8; 77/400/24; 159/500/13 and 164/750/10. During the air raid lates. The signals at 95,156, and 159 went off the air.

Friday, 29 June, 1945.

: 0035(K) (AGH32) SD radar contact at 7 miles showing IFF. Bearing 000 T by SJ radar apparently first planes heading for target. Screen soon was full of IFF pipes.

: 0053(K) (SCG35) SJ radar contact on U.C.S. QUILBACH bearing 320 T range 10,700 yards. Identified by VHF radio. One of few times our SJ radar picked a submarine up outside of 7,000 yards.

: 0158(K) Inde contact by VHF with both our cover planes for the night and shortly afterwards saw them from the bridge.

: 0250(K) Observed first results of raid bearing 320 T as the sky bloomed red and photo flash bombs began bursting over the target. It was certainly a beautiful sight as each load of bombs hit and the clouds of red tinted smoke began rising. By 0330 it looked like the Japs were throwing everything in the book up at our planes - the sky seemed full of flak.

: 0400(K) Last burst of AA fire noted with fires burning brightly.

: 0430(K) Eoth cover planes departed with no one reported down.

: 0732(K) Submerged for days patrol heading for KYUSHU coast.

: 1200(K) Position: Latitude 31-59 N, Longitude 132-13 E.

: 2127(K) Surfaced. Found ourselves 30 miles east of DR. No wonder we never saw KYUSHU coast all day. Same APR contacts encountered previously.

Saturday, 30 June, 1945.

: 0038(K) (AGH34) Heard and saw one E-29 pass overhead. No ED, SJ or IFF contact.

: 0055(K) Picked up emergency IFF signal at 14 miles, closing. Attempted to communicate via VHF but contact finally disappeared with no answer.

: 0237(K) Another emergency IFF signal at 24 miles, closing. Still no acknowledged - sent to our offer to help on VHF and 4475 kcs. Closed to four miles then opened and disappeared at extreme range.

13.

— page 320 —
0555(K) En position off 100 fathom curve, western entrance LUNGO SUID, submerged for days patrol with land in sight for first time.

1200(K) Position: Latitude 32-33 N, Longitude 131-59 E.

1600(K) Fog closed in again obscuring our landmarka so headed south to remain clear. Visibility otherwise excellent.

2111(K) Surfaced. APR contacts at 98/350/45; 100/450/17; 152/500/10; 158/500/8. All were identified as shore based and were sweeping slowly.

Sunday, 1 July 1945.

0208(K) Lost all APR contacts.

0218(K) (ACr35) SD radar crashed through with a contact at 2 miles, no IFF. Picked it up again momentarily at 6 miles opening. Could not get an answer on VHF but assume it was friendly. Position: Latitude 32-12 N, Longitude 132-09 E.

0324(K) Picked up APR contacts again at 96 mc, 100 mc, 152 mc and 160 mc. They must have all secured for some reason at 0200.

0535(K) Submerged in same position as yesterday for days patrol.

0542(K) Broad daylight and fog thick along coast so headed south to stay clear.

1200(K) Position: Latitude 32-17 N, Longitude 132-13 E.

2017(K) Surfaced. Found ourselves 20 miles north of DR position. Set course for lifeguard station. Latitude 32-00 N, Longitude 132-00 E assigned by ConsuBac 300648. APR contacts for the night 96/500/18; 99/450/15; 77/750/30; 79/500/60; 152/500/10. All were identified as shore based and were slowly sweeping.

2237(K) (ACr36) Aircraft contact on the SJ radar at 12,500 yards bearing 278 T. No IFF. Identified as friendly by VHF.

Monday, 2 July 1945.

0016(K) Commenced picking up IFF contacts at various ranges.

0112(K) (ACr37) Contacted the nights CAB by VHF, picked him up by SD radar at 5 miles. Overheadone of the two planes tell U.S.S. QUILLENCK he had a Nip plane following him.

0124(K) Sighted photoflash bombs bursting over the target bearing 315 T.

0145(K) Sighted bursts of air fire bearing 315 T.

0239(K) Both cover planes departed. No planes reported down.

0401(K) (ACr38) SD radar contact at 8 miles, closing. No IFF. No answer on VHF. Contact closed rapidly to 3 miles so OOD submerged. Position: Latitude 31-56 N, Longitude 131-54 E.

— page 321 —
0412(K)  Surfaced and resumed calling on the VHF. Contact still at 8 miles by SD radar, no IFF and no answer on VHF. APR now picked up a signal on 1070/350/2,5 about strength 5. Wish we hadn't heard our cover say he had a Nip plane near hin this evening.

: 0424(K)  Lost pip on radar, opening at 9 miles, and lost 1070 mc signal.

: 0555(K)  Submerged for days patrol off TOI HISHI. Land in sight for a change.

: 1200(K)  Position: Latitude 31-36 N, Longitude 131-46 E.

: 2042(K)  Surfaced. APR contacts 96/500/17,5; 98/750/10; 99/450/17,5; 139/500/10; 152/500/10; 159/500/5; 159/1000/9 all shore based and sweeping.

: 2201(K)  (4C,39)  Isometric SD radar contact at 8 miles, no IFF, no answer on VHF but assume it was friendly.

: 2307(K)  Isometric APR contact at 1070/350/2,5 very weak.

Tuesday, 3 July 1945.

: 0540(K)  Submerged for days patrol off Western entrance BUNGO SUIDO.

: 0800(K)  No land in sight again due to fog along coast so headed south to remain clear.

: 1200(K)  Position: Latitude 32-22 N, Longitude 132-05 E.

: 2039(K)  Surfaced. Set course for lifeguard station in position Latitude 32-15 N, Longitude 132-15 E assigned by ConSubPac 020751. APR contacts remaining with us all night at 79/500/60; 96/750/12; 98/350/35; 99/450/18; 152/500/9; 158/500/10; 160/450/5 all identified as shore based.

: 2209(K)  (5C,16)  Contacted the U.S.C. QUILBECK by SJ radar at 10,500 yards, bearing 025 T and exchanged dope by VHF. Quillback informed us she ran across and sank a small suicide boat south of SHIZURI SUI, and the aircraft we encountered last night with 1070 mc radar is friendly.

Wednesday, 4 July 1945.

: 0034(K)  (4C,40)  Sighted running lights of aircraft overhead and shortly thereafter made contact on SD radar at 3 miles opening. Identified as friendly by VHF.

: 0149(K)  (4C,41)  Contacted tonights CAP by VHF and shortly thereafter saw his IFF at 8 miles closing.

: 0300(K)  Sighted flashes of bombs bearing 035 T.

: 0330(K)  CAP departed, no planes reported down.

: 0521(K)  (4C,42)  SD radar contact at 3 miles closing to 2, no IFF. No answer on VHF. Lost contact opening at 6 miles. Assume it was friendly.

— page 322 —
0735(K) Submerged for days patrol.
1200(K) Position: Latitude 32-11 N, Longitude 132-22 F.
2030(K) Surface. Set course for TOI KISUKI to obtain radar fix, then search north up SHIKOKU Coast to EUNGO SUIDO entrance. PR contacts identified as shore based at 77/300/35; 98/275/45; 100/160/7.5; 138/350/18; 155/850/10; 161/350/5.

Thursday, 5 July 1945.
0025(K) Additional PR contacts, shore based, at 201/---/5 (monetary flash) and 97/400/22.
0140(K) Additional PR contacts, shore based, at 95/450/13; 151/500/17 and 159/400/7.
057(K) Submerged for days patrol off Westen entrance EUNGO SUIDO.
0820(K) No land in sight yet due to fog along coast, so headed south to stay clear of shoal water. Fathometer is getting overworked this trip.
1200(K) Position: Latitude 32-29 N, Longitude 132-08 E.
2030(K) Surface, set course for TOI KISUKI to obtain radar fix. Sky has been overcast for last several days. PR contacts, all shore based and swooping at 77/100/30; 98/275/35; 99/230/10; 154/400/10; 138/400/19 and 160/400/5.
2355(K) Obtained fix and found we had been fooled today with no current. Headed north up coast along 100 fathom curve towards EUNGO entrance.

Friday, 6 July 1945.
0230(K) Additional PR contacts at 72/500/27; 79/375/50; 96/350/19 and 158/450/19. All shore based.
0557(K) Submerged for patrol off Westen entrance EUNGO SUIDO. For a change it was clear so remained close to 100 fathom curve pushing into a 2.5 kt current.
1200(K) Position: Latitude 32-35 N, Longitude 132-03 E.
1232(K) Took a look at a small row boat adrift, but found it empty and harmless. A good souvenir but too big for our hatch.
2025(K) Surface. PR contacts were at 95/400/15; 154/400/10 and 158/400/5. All identified as shore based, sometimes saturated as they swept over us.
2130(K) Additional PR contacts, shore based, at 95/400/30; 98/290/30; 158/400/7.5.
2330(K) More PR contacts picked up at 95/400/13 and 96/600/18. Shore based and swooping.

16.

— page 323 —
7 July 1945.

0548(K) Submerged for patrol. Received message 060647 directing U.S.S. LIONFISH to relieve U.S.S. QUILLEAC and patrol as directed by GUNNEL. Decided to open coast tonight and transmit directing Lionfish to take western approaches, while we take eastern side for a change. Although we could probably contact Lionfish on arrival to give her orders, we were now missing three serials so transmission was necessary.

1124(K) (A/C#43) Sighted a plane identified as a Jap NORI or JAKE bearing 104 T range 6 miles on a course of about 080 T.

1200(K) Position: Latitude 32-33 N, Longitude 132-03 E.

1945(K) surfaced. Picked up JPR contacts at 98/290/30; 99/400/15 and 153/400/9, all shore based which we lost when about 30 miles from coast.

2321(K) Opened up to transmit message #2 but before we could get a go ahead from NPN, two U.S. destroyers broke in and completely drowned us out. Continued trying to get our weak little signal in edgewise.

2357(K) (A/C#44) Picked up a sudden APR contact at 153/650/9, being keyed and saturated. It lasted about three minutes, being keyed at very short intervals, and then faded to strength 3 and disappeared. No SJ or SD radar contact, no IFF, and no answer on VHF. It might have been a Japanese aircraft.

Sunday, 8 July 1945.

0130(K) Still no answer to our calls, so sent our message three times blind and secured. Three or four of our destroyers were still going strong and a couple of Japs had joined in.

0420(K) As we approached the coast we picked up shore based radar again on usual frequencies.

0545(K) Submerged for patrol.

1200(K) Position: Latitude 32-22 N, Longitude 132-37 E.

2057(K) Surfaced. JPR contacts were all shore based and sweeping at 95/400/14; 100/400/15; 138/400/17; 158/355/7. All were saturated as they passed over us.

2177(K) (SC#17) Picked up SJ radar interference bearing 090 T, so headed in that direction hoping it was Lionfish. The antenna was rotating faster than was the Quillback habit. No answer to challenge.

2200(K) (A/C#45) Contacted a friendly search plane by VHF and shortly thereafter picked up his IFF on the SD radar. Notified the plane of the probable presence of a third submarine and asked him to help us find it. The plane had already located the Quillback.

— page 324 —
2326(K) Our Zoonie friend found a third target bearing 060 T, six miles from us so we headed over to investigate. The plane could not raise him by VHF and with 4 miles to go the target disappeared, apparently diving for the plane. Released the plane to continue his patrol and slowed down waiting for the unknown sub to surface.

Monday, 9 July 1945.

0021(K) (SCp18) Picked up friendly SJ radar interference ahead and exchanged identification and calls with U.S. LIGHISH. Position: Latitude 32-09 N, Longitude 132-21 E.

0100(K) Lionfish surfaced, gave him instructions to patrol Western approaches BUGGO but could not get rocetj not coramunicate further so set course for own patrol station in order to make it before daylight. Broadcast same instructions by 1OPSOO on area frequency while he was at 8,000 yards but got no receipt. He apparently couldn't hear our VHF.

0102(K) Picked up additional radar at 97/500/21; 98/290/35; and 99/400/15, shore based and sweeping.

0445(K) Shore based radar at 98/290/35 and one at 99/400/15 nor steady and saturated. He were about fifteen miles south of OKINO SHII but do not believe they had us.

0518(K) Submerged for patrol at end of LUGGO eastern swept channel, about five miles south of OKINO SHII.

1027(K) (SCp19) Sighted the conning tower of an R060 class Japanese submarine approaching with a small angle on the bow bearing 065 T, range about 6,000 yards. Commanding Officer had made last few observations and cannot understand why it wasn't sighted sooner, except that it came out of the land haze and the glare of the rising sun.

1028(K) Lattle stations submerged, started making tubes ready forward and aft, came to course 000 T for a bow tube shot and went ahead full to close range before the sub turned into the swept channel.

1036(K) Four tubes ready forward, sub nor at 3,500 yards bearing 038 T, TDC course 297 T, speed 12 kts. Crew were lined up on deck at quarters in whites forward and aft of conning tower. Huge neat ball painted on conning tower. On speed 3.5 kts course 000 T, and in position: Lattitude 32-40 N, Longitude 132-34.5 E, at

1037-00 Fired #1 tube.
1037-07 Fired #2 tube.
1037-16 Fired #3 tube.
1037-26 Fired #4 tube.

Torpedo run was excessive but had to fire then or never before he turned north to enter the swept channel. Later it could be seen, by plotting the situation and using a fix of our position obtained right after firing, that the submarine must have turned just before we fired so that we missed his course over fifty degrees. The problem had checked good until then.

— page 325 —
1040-30 Two very loud explosions. At the time were turning to get an after tube lined up and in doing so broached, finally catching the boat at 70 feet. Thinking the explosions were aircraft bombs and not being able to see, we went deep and headed away. In retrospect it is believed the explosions were two of our four torpedoes hitting the rocks at the southeast end of OKINO SHIMA Island. The torpedo run (5 min), torpedo course, and our position at time of firing bear this out.

1145(K) 60 feet, all clear. Rigged for normal running.

1200(K) Position: Latitude 32-22 N, Longitude 132-32 E.

1344(K) (4C/4) Sighted a lone MURMUR patrol plane bearing 331 T range about 8 mils on course 150 T.

1350(K) Came to 40 feet and tried to raise him by VHF but although he answered us once and gave us his call, we couldn't get him to talk. Intended to have him take a look back in but URGED for our target and also check to see if anyone was being sent out to look for us but he disappeared without answering us further.

2047(K) Surfaced. Steering various courses to as to arrive on our lifeguard station assigned by ConsubFrac 081233 in position: Latitude 32-30 N, Longitude 132-30 E at 0130 in morning. APR contacts, identified as shore based, picked up as they swept over us at 98/290/35; 99/400/15; 158/170/10 and 160/400/15.

2200(K) Addit'onal. APR contacts now heard at 95/450/11; 96/400/15 and 154/350/10.

2303(K) (4C/47) Contacted a friendly aircraft on VHF, and a few minutes later saw his IFF at 11 miles closing. No SD or SJ radar contact.

2324(K) (5C/20) Picked up radar interference on SJ radar bearing 150 T. Headed that way and exchanged recognition and calls with U.S.S. LIONFISH. Found they had received our message by radar last night.

Tuesday, 10 July 1945.

0017(K) Made radar contact on Lionfish bearing 130 T, range 8,750 yards. They appeared to be following us north.

0036(K) (4C/48) Contacted our cover plane by VHF, and saw his IFF at 22 miles. Notified plane of presence of Lionfish behind us about four miles but he could not raise them by VHF.

0130(K) Lionfish still 8,000 yards to south of us so notified them our cover was overhead and knew they were friendly. Found out Lionfish had been tracking us.

0258(K) Our C&P departed, no planes reported down. Set course to southeast to transmit dope on todays attack and the fact we were missing three serials as sure our last message didn't get through.

19.

— page 326 —
0138(K) Opened up to transmit message 3, but could not raise anyone. Three Jap stations were sending very fast right on our frequency.

: 0603(K) Finally got our message through to Leyte. Jap stations still very strong. Decided to stay on surface today to the Southeast of ASHIZURI SAIN on the route our Jap sub took yesterday. Received a Roger for our message on Fox schedule later in morning.

: 0618(K) Sighted drifting mine in position: Latitude 32-17.5 N, Longitude 133-14.5 E. Mine very discouragingly exploded when 20mm hit one horn. It was spherical, about four feet diameter, and had four horns on top, the whole being very rusty and covered with barnacles.

: 0800(K) Only APR contact now at 155/400/35, sweeping.

: 0803(K) Sighting floating wing tank jettisoned from fighter plane, sank it with carbine fire.

: 0840(K) New APR contact, also shore based, 96/550/22.

: 1110(K) (AC#49) Sighted two lariner patrol planes bearing 309 T, range 10 miles on a course of 040 T. No IFF or answer to our calls on VHF.

: 1200(K) Position: Latitude 32-25 N, Longitude 133-36 E.

: 1304(K) (AC#50) Sighted same two lariner patrol planes returning on course 230 T.

: 1403(K) Sighted and sank another wing tank. The ocean seems littered with them and lookouts call them everything from Torpedo wake to floating mine.

: 1446(K) New APR contact at 152/375/15, shore based and sweeping.

: 2105(K) New APR contact at 97/550/25, shore based and sweeping. We were still in about same area so they must have setting the match for the night. Set course for area just south of OKI0 SHI# again. Sea pitching up and sky now overcast and raining.

: 2235(K) (AC#51) SD radar contact at 5 miles, closing, showing IFF. No answer on VHF. Flame circled us at three miles, then flew over us and dropped a brilliant white flare, so.

: 2246(K) Submerged and went deep. A nasty, nasty trick. We were giving him our AEB, and calling steadily by VHF, but apparently made no impression. Hi! IFF pip locked normal. Position: Latitude 32-29 N, Longitude 133-08 E.

: 2337(K) All clear, surfaced. Sky beginning to clear with stars out, wind still picking up. Same APR contacts, all shore based, as before.

Wednesday, 11 July 1945.

: 0112(K) APR contact at 153/500/8. Very weak and sweeping. Identified as shore based.

: 0250(K) (AC#52) Contact on SD radar at 10 miles closing. No IFF. No answer on VHF. Closed to 2 miles, then opened to 8 and lost. ...apparently friendly.

— page 327 —
1. U.S.S. GUNNEL (S8253) 2. EIGHTH WAR PATROL

Continuous work on the SD radar last few weeks and change of frequency from 111 to 116 beginning to pay dividends. A week ago we wouldn't have picked the plane up outside 4 miles.

0510(K) (C,53) Contact on SD radar at 10 miles, no IFF. Contact opened to 12 miles and lost and second contact came in at 11, no IFF. No answer on VHF. Probably Mariner Patrol - they seldom answer up on VHF.

0533(K) Submerged for patrol off OKINO. No land in sight in fog along coast.

0822(K) Heard series of underwater explosions. Later learned Lionfish made attack at unknown time on Jap submarine so this may have been end of run explosions.

1200(K) Position: Latitude 32-16 H, Longitude 132-28 E.

2230(K) Additional PR contacts picked up at 149/650/10 and 152/825/6. The 152 ne may have been a plane or submarine but we couldn't get a bearing on it and it remained about constant strength and sweeping.

Thursday, 12 July 1945.

0135(K) (C,55) SD radar contacts at 18 and 22 miles, showing IFF. U.S.S. LIONFISH has lifeguard duty tonight. Last contact on planes in raid lost at 0428.

0614(K) Submerged for patrol. Sea picking up but visibility, except along coast, fair.

1200(K) Position: Latitude 32-08 H, Longitude 132-32 E.

2028(K) Surfaced. Get course for lifeguard station assigned by ConsuBac 110918 at position: Latitude 32-35 N, Longitude 132-20 E. Shore based radar picked up on PR at 98/295/30 and 96/400/10. Both sweeping.

2333(K) (C,56) First of many. SD radar contacts of the night at 6 miles showing IFF.

Friday, 13 July 1945.

0020(K) (C,57) Fade contact with CaF on VHF and coached him towards us by watching his IFF. Picked up APR contact at 72/400/38 and 155/500/11, apparently shore based as very weak and sweeping rest of night.

0225(K) Cover plane departed, no planes down.

— page 328 —
0733(K) SC/21 Had decided to stay on surface during day and patrol approaches to BUNGO Southwest of SHIZURI. Still off 100 fathom curve, but at this time one lookout sighted a periscope bearing 105 T (port beam) about 200 yards range so COD submerged immediately. Lookout stated the periscope raised and lowered twice, and was painted light grey with black splotches. Nothing heard on sound. Sea was very rough now, so decided to remain submerged until torpedoes could be pulled and charge started. Position: Latitude 32-27 N, Longitude 133-16 E.

1146(K) (AC/58) Sighted usual daily lariner two plane patrol bearing 003 T, range 8 miles on course 040 T.

1200(K) Position: Latitude 32-21 N, Longitude 133-14 E.

1318(K) Surfaced and resumed patrol intending to approach area of our periscope contact shortly after dark and catch it on the surface in case it was a Nip sub heading for BUNGO.

1342(K) Sighted wing tank from a F-51 and sank it with carbine fire. APR contacts were now at 72/650/40; 94/500/25; 95/400/13; 96/600/19; 99/400/14; 158/375/10 and 158/400/11. All were shore based and slowly sweeping.

2030(K) Sighted and sank two more wing tanks. Beginning to suspect the periscope this morning was a wing tank tooting in water with pointed end upward. Lookout was very reliable however and insisted it had a definite feather each time it was raised and it was so close it would be very hard to mistake.

2253(K) Now APR contact at 151/400/10. Slowly sweeping and identified as shore based.

2308(K) (AC/59) Contact on SD radar at 4 miles, no IFF. Confirmed by SJ radar at 180 T opening. Exchanged calls by VHF and found was friendly patrol.

2325(K) Another APR contact, shore based, at 152/400/25.

Saturday, 14 July 1945.

0043(K) (AC/60) SD radar contact at 8 miles closing to 5. No IFF. No answer on VHF. Opened to 10 then returned and lost at 6 miles. Still no answer on VHF but believe it friendly.

0115(K) (AC/61) SD radar contact at 10 miles, closing, and IFF at 23 miles. Lost all contacts at 0200(K).

0234(K) (AC/62) SD radar contact at 10 miles, closing, no IFF. In trying to raise by VHF to establish identity, "idrdele 10" answered and informed us to our surprise he was our cover. Obtained our assigned station by Shackle Code, and finding we were about 20 miles northeast of that position headed that way. Cover plane told us he would stay until 0600(K). Don't understand why we didn't receive message about this but it must have come in while we were submerged during the morning or the day before.

0600(K) Cover departed, no planes down, as already broad daylight, decided to remain on surface and work around to the southeast of SHIZURI SAKI again.

— page 329 —
1040(K) Only APR contacts now 76/400/10; 78/1540/5 and 96/850/12, all shore based and slowly sweeping.

: 1200(K) Position: Latitude 32-05 N, Longitude 133-23 E.

: 1420(K) New APR contact 98/600/13. Lost contacts at 76 and 78.

: 1452(K) (4C#63) SD radar contact at 18 miles. No IFF. Not seen but suspect friendly patrol.

: 1530(K) New APR contact, shore based, at 72/350/40.

: 1555(K) Sighted a floating mine. Position: Latitude 32-29 N, Longitude 133-10 E, same area as last one. Pired at it with 40mm and finally sunk it after knocking several big holes in the case.

: 1713(K) (4C#64) SD radar contact at 10 miles closing to 7 then out with no IFF, interrupted target practice for a few minutes.

: 1800(K) SJ radar went out of commission.

: 1820(K) Master gyro compass out of commission. Decided to submerge until repairs affected, so

: 1830(K) Submerged and commenced work. Steering by magnetic until auxiliary gyro up to speed.

: 2333(K) SJ radar back in commission. Hade preparations to surface.

: 2355(K) ...ll clear, surfacod. Usual APR contacts.

Sunday, 15 July 1945.

: 0108(K) Master gyro compass in commission.

: 0600(K) Submerged for patrol south of OKINO SHII. Island.

: 1200(K) Position: Latitude 32-11 N, Longitude 132-43 E.

: 2040(K) Surfacod. Set course for lifeguard station assigned by ConsubPac mess-age 141117 in position Latitude 32-30 N, Longitude 132-30 E. Two nis-sions tonight. A mining mission followed by a bombing raid. APR contacts at 72/100/19; 95/350/14; 98/240/25; 98/550/18; 158/375/5 and 160/350/5. All slowly sweeping and identified as land based.

: 0038(K) (4C#65) SD radar contact at 15 miles opening to 16 and lost. Ho IFF. Called on VHF and established communication with our first cover - "Playmate 21". Picked up IFF of other planes on raid.

: 0122(K) Observed a fire baring 320 T.

: 0150(K) (4C#66) Raised airdale 11 by VHF, our other cover for the night. Picked up new APR contacts at 175/200/8 and 160/600/5. Both were slowly sweep-ing but could not be identified. Nothing on surface in this area.

— page 330 —
0219(K)  Flymate 21 departed, no planes down. Informed 'Airdale 11.

: 0240(K)  (AG67)  A plane called 52V225 called us and passed a message from Lionfish informing us Lionfish had made attack on a Japanese submarine an hour before and missed. Now empty of torpedoes. Judging from our position the Jap must have gone right by us without our picking him up on the radar.

: 0255(K)  (CG22) Contacted U.S.S. LIONFISH by SJ radar at 7,600 yards bearing 225 T. Listened on ship shore frequency and sopied her message 151616 to ConsubPac information GUNNEL.

: 0425(K)  Airdale 11 departed, no planes down.

: 0430(K)  (AG68) SD radar contact at 10 miles, closing, no IFF. Airdale 11 answered WTF saying it wasn't them and they knew of no friendly planes in vicinity. Held our breath while unknown passed overhead and finally disappeared at 12 miles.

: 0555(K)  Submerged for patrol.

: 1200(K)  Position: Latitude 32-22 N, Longitude 132-45 E.

: 2043(K)  Surfaced, Lionfish has lifeguard station tonight. Received Consubs 160635 directing U.S.S. HULB to relieve U.S.S. LIONFISH and patrol as directed by GUNNEL. Lionfish depart station sunset 18th. PR contacts, all shore based, at 72/400/40; 95/350/13; 99/500/15; 98/550/23; 160/350/1c and 158/350/1c.

: 2231(K)  (SC23) Contact on SJ radar at 7,500 yards, bearing 275 T, identified as Lionfish.

: 2334(K)  (AG69) SD radar contact at 6 miles. No IFF. Identified as friendly by VHF. First of many contacts on planes in raid tonight.

Tuesday, 17 July 1945.

: 0030(K)  Now PR contact at 100/325/20. Shore based and swooping.

: 0130(K)  Sighted glow from fires and flashes as bombs burst on tonights target bearing 350 T.

: 0155(K)  New PR contact at 178/150/8. Suspect it to be one of our own aircraft.

: 0205(K)  Heavy bursts of fire and increased fires over tar.ct bearing 350 T.

: 0222(K)  Commenced transmitting message 4 directing U.S.S. HULB to cover Eastern entrance BUNGO while we take 'estorm entrance for a change and also asking about our missing serials as no answer yet received from our last message. No trouble this time as NPN answered right up.

: 0040(K)  Submerged for patrol off 'estorm entrance BUNGO. Clear for a change, we could see land and keep out in all day.

: 1200(K)  Position: Latitude 32-31 N, Longitude 132-45 E.

— page 331 —
1543(K) (AC/70) Sighted two type "Juke" II" planes making an anti-submarine search over us, covering an area about 30 miles off the Western entrance. They flew back and forth on North and South courses for about two hours. Hoped it meant something was coming out, but the search was probably the result of our radio transmission last night. Position: Latitude 32-31 N, Longitude 132-00 E.

: 1830(K) (AC/71) Sighted a group of eight aircraft tentatively identified as "JUDY" bearing 210 T, flying south over the KYUSHU coastal mountain range. Position: Latitude 32-29 N, Longitude 131-59 E.

: 2106(K) Surfaced. Headed south along Longitude 132 E hoping to find anything we might have missed while submerged.

: 2120(K) (AC/72) SD radar contact at 7 miles. No IFF. No answer to calls. Contact opened and was lost. Assume it was friendly. AR contacts as usual on 95/350/12; 98/300/45; 99/400/15; 154/350/13 and 160/375/5. All shore based and slowly sweeping. This was supposed to be first non-light night but clouds made it comfortably dark.

Wednesday, 18 July 1945.

: 0006(K) New APR contact 79/350/55, very weak and sweeping.

: 0143(K) (AC/73) Honeyntery SD radar contact at 21 miles. No IFF. Calls on VHF were answered by U.S.S. HALE's cover for tonight, let him know we were friendly. Various IFF contacts were soon seen.

: 0558(K) Sunerored for patrol at Western entrance to BUNGO. Again land was visible most of day.

: 1200(K) Position: Latitude 32-26 N, Longitude 132-10 E.

: 2059(K) Surfaced. APR contacts at 152/800/10 and 155/355/13. Medium strength and slowly sweeping. Has wondering if they were Jap subs when

: 2113(K) (AC/74) APR contact being keyed and saturated at 156/750/8. Slowed to reduce our wake. Check on SD radar finally showed a pip at 8 miles which stayed steady a bit, then opened and was lost at 12 miles. At same time 156 ne signal grew weaker and dropped to strength five. Position: Latitude 32-15 N, Longitude 132-01 E.

: 2152(K) Sudden SD radar contact at 4% miles closing. No IFF. 156 ne signal now getting stronger but no longer saturated. Plane closed to 3 miles and circled us. Then SJ radar picked him up directly down noon - closing again - so

: 2155(K) Sunerored. Still had no IFF and he wouldn't answer our VHF.

: 2200(K) .11 clear, surfaced.

: 2225(K) Same 156 ne radar again - weak and being keyed.

— page 332 —
2242(K) (AG/75) sighted a two engine plane with zero angle on bow coming at us very close and very low off the water from down moon, so submerged and went deep. One lookout and the OOD stated he turned on four evenly spaced white lights along the leading edge of his wing just before they cleared the bridge. It might be a Jap recognition system. Position: Latitude 32-15N, Longitude 132-00E. PR reported the 156 no signal getting louder as we submerged.

Thursday, 19 July 1945.

0004(K) (AG/76) Surfaced. Just as we passed 35 feet coming up, the APR picked up the 156 no radar getting louder again and SJ radar reported a contact at 2500 yards moving up our starboard side and opening rapidly. FLOOD RECATIVE - TAKE HER DOWN! A fine way to spend our last night on station. Decided if he could stick that close the last hour and a half he must be following us with a magnetic detector, so went to 350 feet and headed magnetic east. Position: Latitude 32-09N, Longitude 132-04E.

0217(K) - All clear, surfaced. Resumed our much needed battery charge and headed south down coast.

0540(K) Sighted floating mine but visibility too poor to shoot at it.

0612(K) Sighted another floating mine. Opened fire with 40mm and held reveille for crew when it exploded with much noise. Crew type as others encountered. Position: Latitude 31-39N, Longitude 132-09E.

0632(K) Sighted and sank another floating mine.

0658(K) Sunnerged for patrol off TOI HISAKI.

1200(K) Position: Latitude 31-25N, Longitude 131-56E.

2029(K) Surfaced. Set course for joint zone leaving station in accordance with Conclus 170903. APR contacts at 77/400/30; 138/350/12; 164/350/10; and 159/350/8. All strong and sweeping slowly.

2138(K) (AG/77) Picked up our contact at 156/750/8, being keyed again but very weak. No CD or SJ contact and it soon faded out. Position: Latitude 31-26N, Longitude 132-09E.

2304(K) (AG/78) SD radar contact at 14 miles showing IFF. Closed to 3 and lost at 12. Position: Latitude 31-26N, Longitude 132-41E.

Friday, 20 July 1945.

0015(K) Ficked up weak AR contacts at 76/250/3 and 98/150/30.

0245(K) Transmitted message #5 acknowledging orders and giving time of entry into joint zone lane and rendezvous at Guam. Lost all APR contacts.

0521(K) (AG/79) SD radar contact at 4 miles, no IFF. Loved out and lost at 8. Another picked up at 16 showing IFF and closing to 7, lost at 9. Position: Latitude 31-31N, Longitude 135-01E.

— page 333 —
1105(K) (AC/80) SD radar contact at 19 and 23 miles, showing IFF. One plane called us and at his request we gave him our position in shackle code. Sighted and identified as Liberator. Position: Latitude 30-56 N, Longitude 136-17 E. Remainder of aircraft contacts all friendly B-29's.

: 1200(K) Position: Latitude 30-47 N, Longitude 136-35 E.

: 1252(K) Sighted what might have been a mine but couldn't find it again. Position: Latitude 30-41 N, Longitude 136-50 E.

: 2345(K) AFR contact, very weak and sweeping, at 149/160/6. Night be located on NAPO CHOTO Islands. Position: Latitude 29-35 N, Longitude 139/17 E.

Saturday, 21 July 1945.

: 0835(K) (SC/24) Sighted two friendly submarines approaching, bearing 170 T, range about 10,000 yards. Exchanged calls and identified as USS SEINHERT and USO FOGY. Position: Latitude 28-05 N, Longitude 139-10 E.

: 0925(K) (SC/25) Sighted friendly submarine approaching, bearing 180 T, range 15,000 yards, identified as USS ATULE. Position: Latitude 27-51 N, Longitude 139-12 E.

: 1200(K) Position: Latitude 27-25 N, Longitude 139-21 E.

: 1310(K) Sighted a drifting mine similar to previous mines seen, spherical with four horns. Earned 40mm and destroyed it. This one blew up with a tremendous bang, scaring hell out of one cur'us bird. Position: Latitude 25-51 N, Longitude 139-39 E.

Sunday, 22 July 1945.

: 1200(K) Position: Latitude 22-00 N, Longitude 139-43 E.

: 2311(K) Tade radar contact with and exchanged calls with USS HADDOCK northward bound.

Monday, 23 July 1945.

: 0045(K) Exchanged recognition with USS QUILLACK by SJ radar and sighted her ahead on a parallel course.

: 1200(K) Position: Latitude 17-23.8 N, Longitude 143-40.5 E.

: 1756(K) Sighted and exchanged calls with USS RUMER on a parallel course.

Tuesday, 24 July 1945 - Friday, 27 July 1945.

: 0631(K) Let escort vessel SC 1317 and proceeded APRA HARBOR, GUAI in company with USS RUMER and USS QUILLACK.

— page 334 —
116(K) Moored port side U.S.S. PROTEUS, Apra Harbor, Guam. Commenced refit under ComSubDiv 201. Initial inspection however disclosed both #1 and #4 main engines had stress member failures and it was decided to conduct the refit in Pearl Harbor where facilities were available to make suitable repairs. On Friday, 27 July 1945, moved alongside U.S.S. FULTON where the 5"25 deck gun, 5" ready locker, and one 40mm ready locker were removed for installation on the U.S.S. DEIMIDA as authorized by ComSubPac, Administration. Took on board 26,853 gallons fuel oil.

Saturday, 28 July 1945 - Wednesday, 8 August 1945.

Underway for Pearl Harbor at 1500(K), 28 July 1945, as task unit 17.10.14 in accordance with ComTaskGroup 17.10 operation order 12-45, routing via Bridgespan, Footpath, Shuttleway, and Filter.

Repeated Saturday, 4 August 1945 on crossing the international date line, Arrived Pearl Harbor, Wednesday, 8 August 1945, for refit under ComSubDiv 101, completing Eighth War Patrol.

— page 338 —
U.S.S. GUINEA (SS253)  EIGHTH WAR PATROL

TORPEDO ATTACK #1, TORPEDO DATA, PATROL #8

| Item | Data |
|------|------|
| Tube Fired | 1 2 3 4 |
| Track angle | 108 P 109 P 110 P 111 P |
| Gyro Angle | 009° 008° 007° 006° |
| Depth Set | 101 101 101 101 |
| Power (Speed) | 29.4 kts 29.4 kts. 29.4 kts 29.4 kts. |
| Hit or Miss | Miss Miss Miss Miss |
| Erratic | No No No No |
| Mark Torpedo | 18-2 18-2 18-2 18-2 |
| Serial No. | 57145 57764 57756 56987 |
| Mk. Exploder | 8-7 8-7 8-7 8-7 |
| Serial No. | 11628 11456 16413 16646 |
| Actuation Set | Contact Contact Contact Contact |
| Actuation Actual | |
| Mark Harhead | 18-2 18-2 18-2 18-2 |
| Serial No. | 6551 5786 5992 5741 |
| Explosive | Torpex Torpex Torpex Torpex |
| Piring Interval | 7 sec. 9 sec. 10 sec. |
| Type Spread | 0 0 0 0 |
| Sea Conditions | Calm Calm Calm Calm |
| Overhaul Activity | Subase, Pearl Harbor |
| Length of Run | 3870 3850 3850 3850 |
| Duration of Run | 3m55s 3m53s 3m53s 3m53s |
| Temp. of Eloc. | 86°F 86°F 86°F 86°F |
| Injection Temp. | 81°F 81°F 81°F 81°F |
| Type Attack | Foriscope submerged. |

* 31 *

— page 339 —
1. U.S.S. GUINELL (SS253) EIGHTH WAR PATROL

(I) MINES

Five drifting mines were encountered in the BUNGOSUIDO area and three were destroyed by gunfire. Two were found at 32-17 N, 133-15 E and 32-29 N, 133-10 E. One blew up and the other sank after being hit by gunfire. A third was seen at night close to the western entrance. Two were found near 31-39 N, 132-09 E. One was not seen again as it was still dark, the other blew up when hit by gunfire. All were spherical, about four feet in diameter, and four horns on top.

One mine was exploded by gunfire at Latitude 26° N in NECK. No mine laying or mine sweeping operations were observed.

(J) MTI-SUBMARINE MEASURES AND EVASION TACTICS

It is believed the Japs station a submarine on anti-submarine patrol about 20 miles south of OKINO CHINA Island during moonlight nights. The Quillback reported evading torpedoes in that location and we sighted a periscope there close aboard while on the surface about two weeks later. As our SJ radar should have picked up a surfaced submarine of normal size before we could be sighted, and the stiff currents and obscured land make a submerged patrol impractical at night as far as station keeping is concerned, it is believed a midget submarine is employed which would remain undetected by radar at close ranges on the surface then dive for an attack.

This spot is often used as a lifeguard station and our submarines often pass through it obtaining radar fixes on land, so it is a logical station for such a patrol.

No surface vessels on anti-submarine patrol were seen.

Two "Jakes" were seen on anti-submarine patrol off the Eastern Entrance to BUNGO on the afternoon of 17 July, but no shipping followed.

On the evening of 18 July a night flying plane equipped with a 156 ne, 750 pps, 8 ne radar forced us down shortly after we surfaced near the western entrance to BUNGOSUIDO. His low flying tactics and success in sticking with us while we were submerged indicates use of a magnetic detector. We finally shook him off by going to 350 feet and taking a magnetic east course for an hour. He employed all the usual tricks of keying his radar and varying the signal strength to confuse range estimation as well as making his run on us from down noon and under our SD radar.

(K) MAJOR DEFECTS AND DELAYS

Hull and Machinery.

1. Main Engine: A crack developed in 14 main engine inboard housing, coupling end, along the welded seam above the holding down bolts on 7 May 1945 while enroute Pearl Harbor from San Francisco. This was welded on 13 May, but it again developed in the same spot in the new weld while enroute Guam. At Guam the crack was rewelded with an 8/32" bolt inserted and welded in a hole drilled at the end of the crack. On 14 June, enroute to assigned patrol area, the crack opened once more and spread into the foot of the housing. A hole was drilled which has stopped the crack from spreading and the engine continued in use. All engine running conditions are normal but it is suspected the flexible couple has some broken leaves thus causing the strain on the housing.

— page 340 —
18 June, a crack was found on top of the upper boiler housing of 74' main engine. The crack extends between two bolt holes which prevent it from spreading. Apparently an unseen tightening of the bolts holding the housing to the engine caused the crack.

2. Auxiliary Engine: On May 29, the auxiliary generator was found flooded with salt water, ground readings were 2. It was washed with fresh water and then operated until the ground readings were 2. Leak of time prevented further work while at Guam. On 17 June, shortly after departing on patrol, the ground readings again dropped to zero. Further washing and application of heat brought the readings up to 300,000 ohms by 25 June. Then the field rheostats were found to be causing trouble and had to be varnished and rebaiked. Next the shunt field coil was found to have two leads burned in half. The burned ends were joined together using quarter inch copper tubing and solder, the field windings were re-insulated with varnished silk tape and rice, and the generator placed back in commission on 1 July.

3. Pit Log: The U.S.S. FULTON installed a modified form of dummy log system while at Pearl Harbor during our voyage repair period, and since that time the log has operated very erratically with no apparent cause. It is suspected there is some slight fault in the hook up of the dummy log system which the ship's force is unable to find that causes the erratic operations.

4. Periscopes: The periscopes have been a constant source of trouble since leaving Hunter's Point Naval Drydocks.

They have been worked on by two tenders and still leak so badly at any depth that the watch stenders have shown signs of developing fills.

The CT periscope leaked so badly that in desperation the Garlock Chevron packing was removed and the scope repacked with flax. This helped, but has not been a solution. It is suspected however that a very careful repacking job with flax will make this scope usable. It present the water running down the tub and the valve guide despite constant attempts at drying it out and reduces the range to such an extent that the radar cannot be used.

Both periscopes are greased top side each morning, and when submerged are greased once an hour with the hand gun. In addition, the flax packing on a 1' scope, and the chowron packing in a 2 scope, has been tightened little by little until no more can be taken up without completely binding the scopes - they can barely be trained now. The greasing routine will slow down and often stop the leakage after about six hours submerged, and this condition will exist sometimes as long as four hours at a stretch, but that is obviously not a satisfactory solution.

A 2' periscope has many deep scratches, with new ones appearing all the time. The U.S.S. HOLLAND told us this was caused by boring misalignment. This condition must be corrected as the scratches have the packing adding to our leakage worries, and part of the binding in train can be attributed to the misalignment.

— page 342 —
1. RADIO
Some difficulties with communications were experienced. Six serially numbered messages were missed; 49l (old system) 18,37,45,52 and serial K. Suspecting lax watch keeping after the first four were missed, a thorough check of radio log sheets and a period of officer supervision was instituted without showing personnel to be at fault. It appears the serials in question were never sent between the hours of 1100(2) and 1900(2), normally the only times we were on the surface. During a period of about a week then the last three missing serials should have been received, the three nightly schedules were copied solid. If these serials were sent only in the daytime because the boats concerned were known to be on duty at sea, the same explanation should be made in a message on the schedule as right as others such as us would not be caused undue worry about missing serials. In addition, one message concerning lifesignard assignment was missed which definitely did not appear on the nightly schedules. No harm done as our assigned cover found us and gave us the dope.

TEL - 6

Five messages were transmitted to ConsubPac. We could not raise anyone for our second message so sent it blind and it was never received. Our third was finally sent to Leyte who passed it on to NPL, and we received a receipt on the fox schedule about mention. Luckily we were on the surface that day, or we would never have known our message got through as the Roger was not repeated on the schedule that night.

After those two experiences, a thorough check was made of the TEL-6 transmitters and we finally found that the antenna inductance (L25) was arcing from its shorting roller to the opposite or transmitter side of the inductance. This same condition had supposedly been repaired once while in Pearl Harbor. This time the shorting roller screw was entirely removed (arcing had built a metal path between this screw and the screw holding the transmitter lead to L25). Tuning and loading did not seem to be much improved, but a few days later our fourth and fifth messages were sent with no trouble.

VHF

Shortly after leaving Guam enroute patrol station, the VHF failed due to a short between the primary and secondary windings of the power pack. A liberal application of glycol seemed to remedy the difficult and no further trouble was experienced.

(L) RADAR

SJ Radar

The SJ radar did not give satisfactory performance this patrol. Ranges were obtained on high land (4,000-5,000 feet) up to 80,000 yards, but friendly submarines - the only other contacts made except aircraft - could not be picked up beyond 8,000 yards with the bearing known. The U.S.S. QUILILACK was twice contacted at 10,000 yards but the U.S.S. LIGHTHA was never picked up over 7,000 yards. Inxirua range on planes was about 12,000 yards.

Constant tuning to maintain best performance was found necessary and the Echo box equipment proved indispensable.

— page 345 —
20,420 gals.
: 44,640 gals.
: 25,418 gals.
: 49,151 gals.

Torpedoes: 20
Fuel: 22,878 (Gunn) 3,050 (Pearl)
Provisions: 30 days
Personnel: 20 days

Limiting factor this patrol: - Orders.

(C) COMMUNICATIONS, RADAR AND SONAR COUNTENANCESURF

Radar Countermeasures.

1. Intercept of Enemy Signals.

Radar countermeasures consisted of interception of Japanese radar transmissions with an ARR-1 receiver in conjunction with an SPA-1 analyzer.

As the entire patrol, except for a few days, was spent in the BUNGO SUDO area, no attempt is made to list our position at the time the following land based radar signals were picked up. All the signals were not heard at any one time, the groups heard each night varying so that no decision could be made as to their location except that they are scattered along the KYUSHU AND HOSHU coast bordering BUNGO SUDO. Some of the signals were heard only on a few nights, but as they definitely were land based this would indicate occasional unusual atmospheric conditions allowing us to intercept stations located far inland. All the signals became saturated as they swept over us when we were within 20 miles of the shore and most were lost at about 60 miles off the coast. Some occasionally stopped sweeping and reentered steady and saturated while we were close to the coast but there were no other definite indications they had contact on us.

FREQUENCY: PRF
: 72
: 75-76
: 77
: 78
: 79
: 76
: 94-95
: 96-98
: 97
: 90-99

PULSE WIDTH:
: 38 to 40
: 25 to 27
: 30
: 80
: 30
: 30
: 17
: 20 to 19
: 45 to 50
: 285 to 400

REL.RKS
: 1
:

— page 346 —
99 230 to 400: 17.5 1: Slow sweep) Almost every night.
98 290 to 285: 30 to 22 1: Sweeping)
98 150 ' 30 1: Sweeping, on July 19 only.
96-98 600 11-18-19 1: Saturated, sweeping. Occasionally.
98 550 ' 27.50 1: Saturated, sweeping. Occasionally.
100 325 20 1: Sweeping. June 30, July 4,7,8,15,17.
100 250 to 400: 12.5 to 15: Slow sweep. June 30, July 7,8.
112 250 ' 10 1: Slow sweep. Night of 4 July only.
138 400 to 500: 16 to 17.5: Slow sweeps, very strong. Almost every night.
139 350 to 400: 9 1: Sweeping. July 2, 19.
149 650 ' 10 1: Slow sweeping. Few times.
149 850 ' 10 1: Slow sweeping. Few times.
150 700 ' 7.5 1: Slow sweeping. Night of July 7.
151 400 to 500: 10 to 17 1: Slow sweep. Occasionally.
152 825 ' 6.25 1: Saturated sweeping. Once on June 27.
152 300 to 400: 12.5 to 25: Slow sweep. Occasionally.
152 450-500-825: 9 to 10 1: Slow sweep. Practically every night.
154 400 ' 10 1: Slow sweep. July 4,5,6,15,17.
155 850 ' 10 1: Keyed radar. One time on 4 July. Few minutes only
158 350 to 400: 6.25 to 11: Steady signal. Heard frequently.
158 500 ' 5 to 10 1: Very slow sweeps. Heard occasionally.
159 500 to 450: 10 to 9 1: Very slow sweeps. Practically every night.
155-160 400 to 500: 7.5 to 10 1: Very seldom and very weak.
160 400 ' 5 to 10 1: Slow sweep, strong. Heard occasionally.
160 600 ' 5 1: July 15 only - unidentified.
175 200 ' 8 1: July 15 only. - unidentified.
178 150 ' 8 1: July 17 only - possible U.S. aircraft.

Only one enemy airtorne radar was definitely identified. This was 156/750/8 and was being keyed. Another signal picked up a few times at 1070/350/2.5 was eventually identified as a friendly search aircraft.

2. Jamming, Oom and Energy.

No jamming seen or practiced.

3. Deception, Oom and Energy.

The lone Japanese aircraft encountered with radar attempted deception by keying his radar and varying the signal strength as he approached us to confuse our estimate of range.

Our SD radar was used constantly in the area, being keyed at short intervals alternating with sweeps on the U.S. and in most cases gave valuable early warning.

The SJ radar was used constantly on the surface, it being felt that the chances of it being DFID were slight compared with the chances of missing a surface or aircraft contact were it keyed. In either case our presence would be known. It was found that accurate bearings within 2 could be obtained on the SJ signal of another near by U.S. submarine which was being keyed only a few sweeps every five minutes.

38.

— page 347 —
1. Three Japanese stations were continually sending on the wolfpack frequency so close and loud as to make communication on this frequency impossible unless it was known a message was being sent.

2. At the time of sending our second and third message to ConsubFao, two Japanese stations immediately opened up as soon as we started keying the transmitter. However, had our transmitter been putting out properly at the time, it would have been possible to send through them.

3. No enemy jamming encountered except possibly the above was an attempt.

4. No deception encountered.

Sonar Countermeasures.

No current.

(V) RELAYS

1. Of the 12 B-29 raids participated in by this vessel as lifeguard on this patrol, only one plane was lost near our station. This occurred on our first assignment, the night we arrived on station. Although three submarines and two E-29's cover planes searched over two days, nothing was found. This was understandable however, for the plane was seen to crash after one engine and wing exploded.

The cooperation of the cover planes left nothing to be desired.

2. Due to the importance of the VHF radio in lifeguard duty, it is suggested a complete spare set be carried by all submarines assigned to the lifeguard locale. The set is not rugged enough to stand up under the almost continual usage required and should it fail completely during patrol, it's loss would be a serious handicap. In addition to it's use during strikes, it also furnishes the quickest and surest means of recognition with friendly patrol planes encountered at night in the vicinity of the emporia.

3. During our stay in the U.S.S. SUNDO area, it was found that the Mariner patrol planes operating from the Okinawa area were very uncooperative. For example, shortly after firing at and missing the Japanese submarine entering U.S.SUNDO on 9 July, two Marines passed within ten miles of us - well within VHF range.

— page 348 —
1. U.S. GUNNEL (SS253) EIGHTH WAR PATROL

During the early part of our stay in BUNGO before we realized there were few Jap aircraft around we were given many a thrill by friendly search planes circling us or flying over us without showing IFF or even saying hello despite our projected calls on WIF and lifeguard frequency. A few did answer us and one night one plane helped relay a message from the Lionfish, but that's about all.

One plane showing IFF did finally go so far as to drop a flare on us without so much as saying "excuse me" or making the slightest attempt to raise us by radio or blinker. He were calling him by every circuit we had plus showing our LBIK at the time. It would have put us in a pretty spot had we been tracking a target.

— page 349 —
1. Commander Submarine Division ONE HUNDRED ONE.
To: Commander in Chief, United States Fleet.
Via: (1) Commander Submarine Squadron TEN.
       (2) Commander Submarine Force, Pacific Fleet.
       (3) Commander in Chief, United States Pacific Fleet.

Subject: U.S.S. GUNNEL (SS253) - Report of War Patrol No.8.

1. The Gunnels' Eighth War Patrol was the third under the command of Lieutenant Commander G.E. O'Neill, Jr. This patrol was of 53 cts duration, thirty-two of which were spent in the area. The primary mission of this patrol was life guard duty in the vicinity of BUNGO SUIDO.

2. Although area coverage was excellent and an alert life guard station was maintained, only one enemy ship worthy of torpedo fire was seen, and no aviators were rescued.

3. Torpedo Attack.
   During the morning of 9 July 1945, while submerged, the Gunnel made sight contact with an unescorted RQ-60 class enemy submarine at a range of about 6,000 yards. Ten minutes after sighting 4-Mk.18-2 torpedoes were fired at an average range of 3600 yards, gyro angles 0070, 1100 port track, depth set at 10 feet. No spread was used. All torpedoes missed robustly because of the excessive range and the sharp turn made by the enemy ship. The Administrative Division Commander feels that all the bow torpedoes should have been fired at this ship.

4. It's possible that the plane which dropped a flare on the night of 10 July over the Gunnel was enemy. It's hard to believe that a friendly plane would drop a flare in a submarine zone.

5. The Gunnel returned from patrol very clean and shipshape. The condition of the engines is serious and will probably require an extended refit to be repaired.

6. Commander Submarine Division One Hundred One congratulates the Commanding Officer, Officers, and crew on the completion of this long monotonous patrol and wishes them better hunting next time.

— page 351 —
12-10(A)/A16-3(18)
Serial 02064
DECLASSIFIED
THIS ENDORSEMENT to
GUNNEL Report of
Eighth War Patrol.
OCMUSPAC PATROL REPORT NO. 852.
U.S.S. GUNNEL - EIGHTH WAR PATROL.
From: The Commander Submarine Force, Pacific Fleet.
To: The Commander in Chief, United States Fleet.
Via: The Commander in Chief, U.S. Pacific Fleet.
Subject: U.S.S. GUNNEL (SS253) - Report of Eighth War Patrol
(13 June to 24 July 1945).

1. The eighth war patrol of the GUNNEL, under the command of Lieutenant Commander C. E. O'Heil, Jr., U.S. Navy, was conducted in the Bungo Suido area.

2. This patrol was devoted to both lifeguard duties and offensive patrol. Despite thorough area coverage no opportunity to effect rescue was afforded the GUNNEL. One torpedo attack was made on an AO-60 Class submarine, but an unfavorable firing position had to be accepted and unfortunately the attack was unsuccessful. The Force Commander wishes the GUNNEL better luck next patrol.

3. Award of Submarine Combat Insignia for this patrol is not authorized.

DISTINGUISH:
(Unclearly written)
Cominch (7)
CMO (5)
Cincpac (6)
JICPOA (1)
ADICPA (1)
Comsurvpac (1)
Cinclant (1)
Comsublant (8)
S/M School, ML (2)
CO, S/M Base, PH (1)
Comspec (2)
Comsovspec (1)
Consubs?7thFlt (Frd Echelon) (2)
Consubs?7thFlt (Rear Echelon) (2)
Comcorpac (1)
Consubspec (3)
ConsubspacAdCond (20)
SUABD, III (2)
ConsubspecSubordcon (3)
All Squadron and Div.
Commanders, Pacific (2)
ConsSubOpTrnGrelbcon (Air) (5)
Substrainpac (2)
All Submarines, Pacific (1)

G. C. CRAWFORD,
Chief of Staff.

EXTRA - ORIGINAL
SORG. MICRO
PHOTO-LAB OP-16
RETURN TO F-4253

— page 352 —
1.0 28 2.5
: 1.1 28 2.2
: 1.25 1.4 1.6

THIS MICROFILM IS
THE PROPERTY OF
THE UNITED STATES
GOVERNMENT

MICROFILMED BY
NPPSO—NAVAL DISTRICT WASHINGTON
MICROFILM SECTION