U.S.S. S-17 (SS-122) — war patrol report SS-122_S-17.pdf

— page 1 —
START OF REEL
JOB NO. [HANDWRITTEN: G-108]
[HANDWRITTEN: AR-45-80]

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4.5 ||||| 2.8 ||||| 2.5
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6.3 ||||| 4.0 ||||| 1.8
7.1

OPERATOR [HANDWRITTEN: M. Monroe]
DATE [HANDWRITTEN: 3/14/80]

THIS MICROFILM IS
THE PROPERTY OF
THE UNITED STATES
GOVERNMENT

[Image of Department of Defense seal with text "DEPARTMENT OF DEFENSE" and "UNITED STATES OF AMERICA"]

MICROFILMED BY
NPPSO-NAVAL DISTRICT WASHINGTON
MICROFILM SECTION

REEL TARGET - START AND END
NDW-NPPSO-5210/1 (6-78)

— page 2 —
[HANDWRITTEN: S-17 (SS-122)
World War II FILE
ALL MATERIAL ON THIS REEL Is DECLASSIFIED

FOR DECK LOG THROUGH 4 OCTOBER 1944 CONSULT
NATIONAL ARCHIVES WHICH HAS CUSTODY.]

— page 3 —
S-17

(SS-122: dp. 876 (surf.), 1,092 (subm.); l. 231'; b.
21'10"; dr. 13'1"; s. 15 k. (surf.), 11 k. (subm.);
cpl. 38; a. 4 21" tt., 1 4"; cl. S-3)

S-17 (SS-122) was laid down on 19 March 1918 by
the Lake Torpedo Boat Co., Bridgeport, Conn.;
launched on 22 May 1920; sponsored by Mrs. Raymond
G. Thomas; and commissioned on 1 March 1921, Lt.
Comdr. Charles S. Alden in command.

Departing from New London, Conn., on 31 May
1921, S-17 sailed via the Panama Canal, California,
Hawaii, and Guam to the Philippines, arriving at Cav-
ite, Luzon, on 1 December. In 1922, she sailed from
Manila Bay on 1 October, visited Hong Kong from
the 14th to the 28th, and returned to Cavite on 1
November. Sailing from Manila on 15 May 1923, S-17
visited Shanghai, Chefoo, and Chinwangtao, before re-
turning via Woosung and Amoy to Cavite on 11 Sep-
tember. In the summer of 1924, she visited Shanghai,
Tsingtao, Chefoo, and Chinwangtao, before returning
via Chefoo and Amoy to Olongapo, Luzon, on 23 Sep-
tember. Departing Cavite on 29 October, she arrived at
Mare Island, Calif., on 31 December.

Remaining at Mare Island in 1925 and 1926, S-17
operated along the California coast in 1927, mainly at
Mare Island, San Diego, and San Pedro. From Febru-
ary 1928 into December 1934, S-17 served in the Pan-
ama Canal area. Departing from Coco Solo on 10
December 1934, S-17 was decommissioned on 29 March
1935 at Philadelphia.

S-17 was recommissioned on 16 December 1940.
After voyages to Bermuda, S-17 operated in the Pan-
ama Canal area from December 1941 into February
1942; at St. Thomas in March; in the Panama Canal
area from April into August; and out of New London
from September that year into July 1944. Her cruises
from New London often included operations at Casco
Bay, Maine. Decommissioned on 4 October 1944, S-17
was struck from the Navy list on 13 November of that
year and was intentionally sunk on 5 April 1945.

— page 4 —
Dictionary of
American Naval
Fighting Ships

VOLUME VI
Historical Sketches—Letters R through S
Appendices—Submarine Chasers (SC)
Eagle-Class Patrol Craft (PE)

WITH A FOREWORD BY
ADMIRAL JAMES L. HOLLOWAY III, United States Navy,
THE CHIEF OF NAVAL OPERATIONS

AND AN INTRODUCTION BY
VICE ADMIRAL EDWIN B. HOOPER, United States Navy, Retired,
THE DIRECTOR OF NAVAL HISTORY

NAVAL HISTORY DIVISION
DEPARTMENT OF THE NAVY
WASHINGTON: 1976

— page 5 —
A12-1 (08)
SUBMARINE DIVISION THIRTY-TWO
U.S.S. S-11 , Flagship
c/o Postmaster, New York, New York

14 January 1942.

[STAMP: CONFIDENTIAL]

From: Commander Submarine Division Thirty-Two.
To: Chief of Naval Operations.
Commander-in-Chief, United States Fleet.
Commander Submarines, Atlantic Fleet.

SUBJECT: (War Diary of USS S-17 covering Patrol in Pacific
Area off Costa Rica from 10 December 1941 to 30
December 1941.)

1. In accordance with Operation Order No. 39-41, issued
by Commander Panama Naval Coastal Frontier Force, the S-17 left
Coco Solo on 10 December, three days after the attack on Pearl
Harbor and proceeded to patrol station.

2. The following Commanding Officer's war diary is for-
warded:

Wednesday, 10 December 1941.

1415 Underway from Coco Solo, proceeding on assigned patrol.
1455 Received Panama Canal pilot and commenced transit of
Panama Canal.
2210 Dropped Panama Canal pilot and received mine field
pilot.
2315 Dropped pilot and set course 180° true, standard speed
both engines.

Thursday, 11 December 1941.

0001 Passed Bona Island light abeam to starboard.
0640 Passed Cape Mala light abeam to starboard.
0745 Changed course to left to investigate derelict. Turned
out to be small dug-out, partially flooded.
0755 Set course 200° true.
0910 Made trim dive; surfaced 1055.
1345 Sighted steamer distance about 7 miles; made quick
dive and commenced approach. Steamer turned out to be a fish-
ing boat of about 30 tons. 1650 fishing boat passed over
horizon.
1652 Surfaced and set course 200° true.
1900 Stopped starboard engine and commenced battery charge;
continued at 2/3 speed on port engine.

40311 [STAMP: FILMED]
1.
1942 FEB 17 AM 11 25
DECLASSIFIED - OPNAV INST 5500.30
BY W.K.K.M. DATE 4 AUG 54

— page 6 —
SUBMARINE DIVISION THIRTY-TWO SEVENTY-TWO
U. S. S. S-11 , Flagship
Postmaster, New York, New York

A12-1 (08) 14 January 1942.

SUBJECT: War Diary of USS S-17 covering Patrol in Pacific
Area off Costa Rica from 10 December 1941 to 30
December 1941.

— page 7 —
SUBMARINE DIVISION THIRTY-TWO
SEVENTY-TWO
SEVENTY-TWO
A12-1 (08) U. S. S. S-11 , Flagship
c/o Postmaster, New York, New York
[STAMP: CONFIDENTIAL] 14 January 1942.
SUBJECT: War Diary USS S-17 covering Patrol in Pacific
Area off Costa Rica from 10 December 1941 to
30 December 1941.

— page 8 —
A12-1 (08)
SUBMARINE DIVISION SEVENTY-TWO
U. S. S. S-11 Flagship
c/o Postmaster, New York, New York
[STAMP: CONFIDENTIAL]
SUBJECT: War Diary USS S-17 covering Patrol in Pacific
Area off Costa Rica from 10 December 1941 to
30 December 1941.

— page 9 —
[STAMP: THIRTY-TWO]
SUBMARINE DIVISION [STAMP: SEVENTY-TWO]
U. S. S. S-11 , Flagship
[STAMP: Postmaster, New York, New York]
A12-1 (08)
[STAMP: CONFIDENTIAL]
14 January 1942.

SUBJECT: War Diary USS S-17 covering Patrol in Pacific
Area off Costa Rica from 10 December 1941 to
30 December 1941.

— page 10 —
[STAMP: RECEIVED]
[STAMP: ON ROOM]
[STAMP: 1942 FEB 1 AM 11 25]
[STAMP: THIRTY-TWO]
[STAMP: SEVENTY-TWO]
A12-1 (08)
[STAMP: CONFIDENTIAL]
SUBMARINE DIVISION SEVENTY-TWO
U. S. S. S-11 , Flagship
c/o Postmaster, New York, New York
14 January 1942.

SUBJECT: War Diary of USS S-17 covering Patrol in Pacific
Area off Costa Rica from 10 December 1941 to 30
December 1941.

1705 Made trim dive; surfaced at 1737, and went ahead 2/3
on both engines.
1815 Secured port engine for dive.

Monday, 29 December 1941.

0500 Went ahead 2/3 on port engine and stopped starboard
engine.
1438 Sighted steamer bearing 056° true, distance about
eight miles, changed course to 270° true.
1510 Commenced circling to allow steamer to pass over
horizon.
1558 Steadied on course 270° true.
1610 Changed course to 090° true.
2030 Changed course to 070° true.

Tuesday, 30 December 1941.

0030 Changed course to 080° true.
0550 Sighted land broad on port bow.
0730 Changed course to 105° true.
1032 Sighted and identified USS BONITA; fired smoke bomb.
1055 Sighted and identified USS BARRACUDA bearing 350°
true, distance six miles.
1330 Sighted Navy PBY plane on port quarter; fired smoke
bomb (Smoke bomb failed to fire).
1558 Changed course to 090° true.
1726 Sighted and identified S-11.
1840 2/3 speed on both engines.
1841 Ahead standard speed on both engines.
2100 Changed course to 020° true.

Wednesday, 31 December 1941.

0030 Slowed to 2/3 speed on both engines.
0408 Changed course to North.
0642 Sighted Cape Mala lighthouse broad on port bow, dis-
tance about 10 miles.
0700 Sighted escort vessel.
0715 Gained escort vessel and arrived at rendevous of S-11,
6.
[HANDWRITTEN: 6]

— page 11 —
[STAMP: 1942 FEB 1 AM 11 25]

A12-1 (08)

SUBMARINE DIVISION SEVENTY-TWO
U. S. S. S-11 Flagship
c/o Postmaster, New York, New York

14 January 1942.

[STAMP: CONFIDENTIAL]
SUBJECT: War Diary of USS S-17 covering patrol in Pacific
         Area off Costa Rica from 10 December 1941 to 30
         December 1941.

— page 12 —
A12-1
Serial 01.
[STAMP: CONFIDENTIAL]

U. S. S. S-17,
c/o Postmaster,
New York, New York,
4 February 1942.

From: Commanding Officer.
To: Commander Submarine Division Thirty-Two.

SUBJECT: War Diary of USS S-17 for Patrol Period
15 January - 2 February 1942.

[STAMP: DECLASSIFIED - OPNAV INST 5500.30]
[STAMP: BY R. K. DATE 4 AUG 59]

Enclosure: (a) Logistic Data for Patrol.

1. A war patrol was conducted by this submarine dur-
ing the period noted pursuant to Commander Submarine, Offshore
Patrol, Pacific secret mailgram 130900 of January 13, 1942.

2. Departed Submarine Base, Coco Solo, at 1510, on
15 January, transited Panama Canal and moored to pier 18, Balboa.
Joined formation with S-42, S-43, S-45 and S-46 off Canal
entrance buoys and proceeded toward point "A" under escort.
Left point "A" enroute. At 1349 on 17 January the only material
casualty worthy of note occurred when a fitting on fuel line to
starboard engine carried away and forced a shut down. At this
time it was decided to renew one exhaust valve cage on the port
engine. All engines were secured for two hours; repairs effected
and course and speed regained. By this time the accompanying
submarines had passed out of sight so remainder of patrol was
made independently. Patrol station was gained and departure
made pursuant to operation order. First contact on return was
made with S-46 at approximately 0200, Friday, 30 January. Made
rendezvous at designated point at 0700 on 1 February and returned
to base in company with other submarines. Arrived Coco Solo at
0625 on 2 February.

3. The initial point of the patrol station was latitude
9° N., longitude 93° W. The patrol was normally a surface one,
steaming to westward during daylight and retiring during darkness.

4. No events of note occurred.

5. No action or contact with enemy forces occurred.

6. Torpedo tubes were not flooded during the patrol.
All torpedoes were backed out of tubes, inspected, and topped
off each five days. Maximum loss of air noted was 250 lbs.

7. In general the weather was excellent, visibility
high. For three days the sea was sufficiently rough to make
control at periscope depth difficult. No rain was encountered.

[HANDWRITTEN: 40024 - Filmed]
1.

— page 15 —
U.S.S. S-17
Enclosure (A) to S-17 ltr. A12-1 (01) of 4 February 1942.
CONFIDENTIAL

LOGISTIC DATA

War Patrol - 15 January - 2 February 1942.

                                                                January.                                        Feb.
Date:           24   :   25   :   26   :   27   :   28   :   29   :   30   :   31   :   1    :
Fuel used :     680:   640:   550:   530:   860:   1150:  1220:  1170:  650:
(gals)    :
Fuel on   : 25197: 24557: 24007: 23477: 22617: 21467: 17947: 16777: 16127:
hand 2400 :
Lub used  :     160:    90:    15:   115:    75:   130:   130:   120:   20:
Lub on    :
hand 2400 :  3587:  3497:  3482:  3367:  3292:  3162:  3032:  2912:  2892:
Fresh     :
water used:     225:   225:   150:   275:   125:    75:   225:   210:   200:
Water     :
distilled :       0:     0:     0:     0:     0:     0:     0:     0:     0:
Water on  :
hand 2400 :  2005:  1780:  1630:  1355:  1105:  1027:   802:   592:   392:
Hours C&R :       6:     6:     6:     2:     2:     0:     0:     0:     0:
A.C. run  :
Battery   :
water used:       0:     0:     0:     0:     0:     0:     0:     0:   450:
Battery   :
water on  :
hand 2400 :     850:   850:   850:   850:   850:   850:   850:   850:   400:
Provisions:
on hand   :
* (fresh) :       0:     0:     0:     0:     0:     0:     0:     0:     0:
Provisions:
on hand   :
dry (days) :      26:    25:    24:    23:    22:    21:    20:    19:    18:
*Governing factor in this item was fresh vegetables, not fresh meat.

REMARKS
Watered batteries while transiting the Canal.

2.
[HANDWRITTEN: 4]

— page 16 —
A12-1 (O1)
[STAMP: CONFIDENTIAL]
1st Endorsement to
S-17 ltr. A12-1
(01) of 2/4/42

From:
To :

SUBJECT:

1. THIRTY-TWO
SUBMARINE DIVISION THIRTY-TWO
U. S. S. S-11 , Flagship
c/o Postmaster, New York, New York

9 February 1942.

Commander Submarine Division Thirty-Two.
Commander-in-Chief, United States Fleet.
Commander-in-Chief, Atlantic Fleet.
Commander Submarines, Atlantic Fleet.

War Diary of USS S-17 for Patrol Period
15 January - 2 February 1942.

Forwarded.

[SIGNATURE: J. B. Longstaff]
J. B. LONGSTAFF.

Copy to:

Comsubron 3
Comsubdiv 31.

[STAMP: RECEIVED S-C FILES
Room 2055
MAR 4 1942
ROUTE TO:- 16]
Op File No. (SC) [HANDWRITTEN: A12-1/S5116]
Doc. No. [HANDWRITTEN: 45118]
Copy No. [HANDWRITTEN: 69]
PRN [HANDWRITTEN: 69]

[HANDWRITTEN: 5]

— page 17 —
C-O-P-Y
U. S. S. S-17 (SS-122)
SUBMARINE DIVISION 43
X
SS122/A16
Serial 06-42
C/o Postmaster,
New York City,
March 6, 1942.
[STAMP: DECLASSIFIED OPNAV INST 5500.30]
[HANDWRITTEN: BY J.K. DATE 4AUG59]

From: The Commanding Officer, U.S.S. S-17
To : The Commander Submarines, Atlantic Fleet.
Via : The Commander Submarine Division THIRTY-TWO.

Subject: War Diary, 28 February - 6th March 1942.

1. First day out exercise was conducted with a plane
(31-P-4) of VP31 to test effectiveness of plane radar and
voice communications with plane, surface and submerged. Results
indicate that effective range was about 6 to 8 miles when
submarine ran with about three feet of free board. However,
when running with all main ballast tanks full, riding safety
and bow buoyancy vents, and the conning tower only showing,
effective range was reduced to less than one mile. This
extreme flooded down condition was therefore adopted, very
fortunately as it later turned out, for all surface cruising.
[HANDWRITTEN: ✓] Voice communications with plane on 7965 Kcs. was successful
both surface and submerged.
[HANDWRITTEN: ✓] 2. Later the same day, an American Marine plane
dropped a 100 lb. bomb aimed at our periscope. Noise was
not sufficient for surfacing, a signal and
Marine plane failed to understand recognition signal and
dropped a 100 lb. bomb within 50 yards of the boat. Two
officers on the bridge were uninjured, and no fragments came
aboard. Noise of explosion came through the hull very distinct-
ly.
Second day in Anegada Passage. [HANDWRITTEN: N.E. ST. THOMAS]
Picked up a U.S. destroyer and plane escort on
JK range 8,000 yds. observed through periscope, then dove to
175 feet, stopped all machinery except gyro and JK and depart-
ed from area on one screw, dead slow. Apparently was unheard
by DD. No pings observed.
Third day.
At 0756, while at 80 feet, the JK man reported
distinct but weak signals from a ship which he assumed to be
a submarine. True bearing rose from 040° to 330°, and
true bearing remained essentially the same. Came up to peri-
scope depth, saw nothing on the horizon, went back to 80 feet;
no quite occasional noises which might have been pings were
heard. For one hour this was maneuvered in an effort to lose
contact, but this was not successful, as the enemy seemed
desirous of maintaining contact.
[HANDWRITTEN: WHY?]

-1-

[STAMP: RECORDED] [SIGNATURE: illegible squiggle]

— page 19 —
C-O-P-Y
U.S.S. S-17
SUBMARINE DIVISION 43

SS122/A6 March 6, 1942
Serial 06-42
-L
Subject: War Diary, 28 February - 6th March 1942.

— page 20 —
C-O-P-Y
U. S. S. S-17
SUBMARINE DIVISION 43

SS122/A16
Serial 06-42                                                March 6, 1942

L

— page 21 —
031455 March CONFIDENTIAL ROUTINE CCSF to OPNAV
Small caliber shelling Mona Island 0830 Q last night x
Believe U-Boat going north.

032240 March CONFIDENTIAL URGENT S-17 to TG 26.3
Maintained sound contact with submarine course southerly
from 7 to 900 posit 30 miles southeast Anegada Island x
Request instructions.

040122 CONFIDENTIAL URGENT CTG 26.3 to SOMERS
S-17 patrolling between Anegada Island and Sombero
Island.

051945 CONFIDENTIAL ROUTINE CTG 26.3 to CINCLANT
Request authority use 4135 series for communications
between task group commander x Submarine and surface
craft this group x Distances involve up to 600 miles.

[HANDWRITTEN: From 26.3.5]
[HANDWRITTEN: To S-17]
[HANDWRITTEN: INFO 26.3]

S-17 WAR DAIRY

Afternoon 2/28 Marine plane bombed S-17. Not picked
up by JK.Upon surfacing, a Marine plane failed to under-
stand recognition signal and dropped a 100 lb bomb within
50 yards of S-17.

3/1 Picked up a U.S. Destroyer and plane escort on
JK range 8000 yds. Dove to 175' stopped all machinery,
departed area. Apparently DD did not hear.

3/2 At 0756, at 80', JK operator reported weak but
distinct signals from a ship which he assumed a submarine.
Came up to periscope depth, saw nothing, went back to
80'. For 1 hr. tried to lose contact from what S-17 thought
might have been pings. At end of this time, reversed
course to ram. Tried 35 minutes without success. Left
area. Contact lost at end of 20 minutes.

[STAMP: DECLASSIFIED - OP.NAV.INST.5500.30 DATE BY]

[HANDWRITTEN: 040115 March CONFIDENTIAL OPPRI]
[HANDWRITTEN: MARINE PLANES SCOUTING ANEGADA]
[HANDWRITTEN: PASSAGE TONIGHT x SUBMERGE ON]
[HANDWRITTEN: APPROACH]

3/4 Cruising on surface on course 148° T. zig-zagging,
at 0532 when picked up submarine 3500-4000 yds on port
bow. C.O. turned away and prepared to dive. C.O. did
not see SS, but immediately sounded dive alarm. At
0534 periscope depth was passed. Dove to 60', slowed, and
at 0535 steadied on course 300° T. JK reported sound of
screws on 170° relative.
0542 C.C. to 270° T. to protect from magnetic torpedo.
Continued for about 5 minutes, then changed course to 180° T.
Nothing further was heard.
At 0552 came to periscope depth, saw nothing, cc to
270°, speed 1.8 kts. held for 1 hour, during which time con-
tact reported was encoded. Surfaced at 0745, all ahead

— page 22 —
standard, radioed in report. Cleared area at standard
speed for one hour so as not to hamper aircraft anti-
submarine work.
Radio reception excellent. [HANDWRITTEN: In one] case URGENT
message for San Juan had to be relayed via Washington.
Sound conditions were superior at greater depths.

— page 23 —
20.
    1. Failure of recognition signal merits special attention.
    2. Detection of planes on JK interesting - should be investigated
       by ComSubs.
    3. Encoding of contact report under these circumstances
       may have been a contributing cause for failure to get
       planes out and get the sub.

    Suggest we wait to see what action ComSubs will take on
    these points.

13.
    Note on page 1, persistent effort to lose contact with
    "enemy submarine".
    Note Fifth Day operations were certainly lacking in
    aggressiveness.

    Recommend we ask ComSubs to comment.

16.
    It appears that this submarine did not take prompt or
    effective action to either:-
       1. Attack enemy.
       2. Regain Contact.

    Recommend that action by CinCLant be deferred pending action
    which it is assumed will be taken by ComSubDiv 32 and Com-
    SubSLant.

    Also note use of JK to detect approach of planes - (Para.
    6, page 4.)

— page 24 —
THIRTY-TWO
SUBMARINE DIVISION SEVENTY-TWO
U.S.S. S-11 Flagship
Postmaster, New York, New York

[STAMP: 1st Endorsement to
S-17 ltr. A16 (06)
of 3/6/42.]

A12-1 (030)

15 April 1942.

From: Commander Submarine Division Thirty-Two.
To: Commanding Officer, U.S.S. S-17.

SUBJECT: War Diary - 28 February-6 March 1942.

1. Returned for further information.

2. It is noted that on both occasions of assumed enemy
contact you state that you maneuvered your ship to avoid contact.
The reason for this departure from the aggressive action normally
expected is not given. By endorsement please explain any material
or personnel conditions that influenced your decision not to
attack immediately.

J. B. LONGSTAFF.

— page 25 —
File No.
8S122/A16
Serial 06-42

SECOND ENDORSEMENT to
8S122/A16 (06)
[STAMP: CONFIDENTIAL]

From: The Commanding Officer.
To: The Commander Submarine Division THIRTY-TWO.
Subject: War Diary - 28 February - 6 March 1942.

1. The first contact by sound was made on bearing
160° rel. ship's head 0400 (T). In the succeeding process of
maneuvering to develop the sound bearing, and of searching
with the periscope, nearly sixty minutes were consumed. It was
at this time that a determined effort was made to ram. The
fruitlessness of attempting to ram a submerged submarine with
another submerged submarine soon became apparent. I therefore
broke off the contact and left the area.

2. The second contact was made beyond torpedo range.
The officer of the deck appreciated this and chose not to waste
a torpedo. The enemy immediately dove and left me no alternative
but to dive also. It was still too dark for a periscope attack
so that was out of the question. My previous experience has
convinced me that ramming submerged is not feasible. There was
no apparent alternative except to send out a contact report as
soon as possible so that Carib Sea Frontier anti-submarine
forces would be enabled to take proper action.

3. In case "I", I was able to swiftly break off contact
when I so desired as shown by report. The wording "for one
hour ship was maneuvered in an effort to lose contact" is
misleading.

4. In case "II", I fail to see how an attack could have
been made that would have been justified under present
conditions of limited torpedo supply.

Brooks Harral.

U. S. S. S-17
c/o Postmaster,
New York City.

April 29, 1942.

[STAMP: DECLASSIFIED - OPNAV INST 5500.3]
BY [HANDWRITTEN: J.F. Kien] DATE [HANDWRITTEN: 4 AUG 59]

— page 26 —
[HANDWRITTEN: war Diary]
[HANDWRITTEN: Dm]

A12-1 (032)

SUBMARINE DIVISION SEVENTY-[HANDWRITTEN: X]TWO[HANDWRITTEN: XX]
U. S. S. S-11 , Flagship
c/o Postmaster, New York, New York

3rd Endorsement to
S-17 ltr. A16 (06)
[HANDWRITTEN: 4/2/42]

DECLASSIFIED - OPNAV INST 5500.30
BY [SIGNATURE: J.F. Kuer] DATE [HANDWRITTEN: 4 Aug '59]
6 May 1942.

From: Commander Submarine Division Thirty-Two.
To: Commander Submarines, Atlantic Fleet.
Via: Commander Submarine Squadron Three.

SUBJECT: USS S-17 Patrol Report for the period 28 February -
6 March 1942.

1. Forwarded. This is a patrol report rather than a
war diary and the paragraphs are numbered in accordance with
Commander Submarines, Pacific Fleet, Confidential Letter No.
12-41.

2. The basic report was returned by endorsement for
further information and explanation. The wording of this report
might give the impression that action was refused and escape
was the primary thought.

3. The character of the Commanding Officer is such that
aggressive action would be more natural than withdrawal and it
was apparent that some circumstances not made clear in the report
must have caused a deviation from this policy.

4. In the second endorsement the Commanding Officer
gives his reasons for breaking off the contact.

5. There is some doubt that contact No.1 on the third
day was an actual contact. Thirty-five minutes of various speeds
toward an enemy submarine, persistently trying to keep contact,
would have brought the two submarines quite close together. It
required only twenty minutes of evasive tactics to lose the
contact.

6. The second contact, that on the fifth morning, appears
quite definitely to have been a submarine. Both ships submerged
and from then on the only contact was by sound. The S-17 has no
echo ranging device, the enemy presumably had. That one piece
of equipment contributes greatly to the effectiveness of any
submerged tactics. With the depth of the enemy as well as the
range unknown, the expenditure of torpedoes was not justified.

1.

— page 27 —
THIRTY-TWO
SUBMARINE DIVISION SEVENTY-TWO
A12-1 (032) U. S. S. S-11 , Flagship
c/o Postmaster, New York, New York

[STAMP: CONFIDENTIAL]
SUBJECT: S-17 Patrol Report for the period 28 February -
         6 March 1942.

— page 28 —
[HANDWRITTEN: 1st copy]
[STAMP: CONFIDENTIAL]
[STAMP: DECLASSIFIED]
U.S.S. S-17 - REPORT OF FOURTH WAR PATROL
Period from 15 May 1942 to 4 June 1942.
Area: Inner Patrol Area, Panama Naval Sea Frontier.
Operation Order: Comsubsoffshorepatpac mailgram
071500 as modified by his mailgram
221817.

1. Narrative.
0708 - 15 May - Underway from Balboa, C.Z., in accordance with
operation order, enroute to patrol area.
1218 - 19 May - On patrol station.
0800 - 2 June - Departed patrol area for Gulf of Dulce.
2. Weather overcast with south westerly winds and very
frequent rain squalls. Seas and wind moderate on the whole.
3. Experienced a constant easterly set of from 0.5 to
1.0 knots.
4. - - -
5. - - -
6. Sighted aircraft as follows:

Date | Time | Number | Type
---|---|---|---
16 May | 1423 | 1 | U.S. Army medium bomber.
18 May | 1030 | 2 | U.S. Army bombers.
21 May | 1305 | 1 | U.S. Navy patrol bomber.
23 May | 0943 | 2 | U.S. Army bombers.
25 May | 1151 | 1 | Unidentified plane
26 May | 1210 | 1 | Unidentified plane
1 June | 0952 | 1 | Believed U.S. Navy patrol bomber.
1 June | 1202 | 1 | Believed U.S. Navy patrol bomber.
2 June | 0935 | 1 | Unidentified plane.

7. - - -
8. - - -
[STAMP: FILMED]
9. - - -
10. Radio reception poor.
[STAMP: 136451]
11. Sound conditions normal.

-1-

— page 29 —
U.S.S. S-17 - REPORT OF FOURTH WAR PATROL (Continued).

12. Habitability fair. Health of personnel in general
was good. Two men suffered from boils and several from minor
skin eruptions and fungus infections.

13. Steamed 3300 miles (by navigation) on surface and
360 miles submerged. Total engine hours
Made 78 dives, 75 of them quick dives and 64 of them one hour
dives. 90 hours submerged.

14. Expended 11,127 gallons of fuel oil.

15. Factors of endurance remaining:

Torpedos | Fuel | Provisions | Water, fresh | Personnel
---|---|---|---|---
12 | 13,530 gal. | 9 days | 700 gal. | 21 days.

16. No factor of endurance casued the ending of this
patrol.

17. This vessel is liable to be at sea for protracted
periods with no adequate medical instruction book on board. The
Commanding Officer has repeatedly called upon to treat minor
injuries and infections and has been able to do so only by
virtue of an extensive knowledge of first aid. It is urgently
requested that a complete and up-to-date medical instruction
book covering the common injuries and ailments be provided this
ship. Such a book is not, at present, issued by the Bureau of
Medicine and Surgery but, it is believed, one is available from
the U.S. Public Health Service, for use of ships, entitled
"Ship's Sanitation and First Aid at Sea".

BROOKS HARRAL

-2-

— page 30 —
A12-1 (045) SUBMARINE DIVISION THIRTY-TWO
[STAMP: CONFIDENTIAL] U.S.S. S-11, Flagship
Postmaster, New York, N. Y.
1st Endorsement to 6 June 1942.
S-17 report of 4th war
patrol 5/15-6/42.

From: Commander Submarine Division Thirty-Two.
To : Commander Submarines, Atlantic Fleet.
Via : Commander Submarine Squadron Three.

SUBJECT: USS S-17 Report of Fourth War Patrol.

1. Forwarded. Due to the unexpected early return of
the USS S-17 to the patrol area on the day following this patrol
it is not signed by the Commanding Officer. The total engine
hours have been omitted.

2. The patrol was uneventful. The training accomplished
by the number of dives reported was considerable.

3. The question of a suitable first aid book will be
taken up with the squadron medical officer.

J. B. LONGSTAFF.

Copy to:
Comsubsoffshorepatpac.
S-17.
[STAMP: DECLASSIFIED - OPNAV INST 5500.30 BY [HANDWRITTEN: JPK] DATE [HANDWRITTEN: 4 AUG 59]]

— page 31 —
FF4-3/A16(1)
Serial 0129
[STAMP: CONFIDENTIAL]

SECOND ENDORSEMENT to
S-17 report of 4th war
patrol 5/15-6/4-42.

From:
To :
SUBJECT:

1.
Forwarded.
2.
Medical Officer for investigation and recommendation.

Copy to:
CSD-31
CSD-32
CO, S-17

8 01310

UNITED STATES ATLANTIC FLEET
SUBMARINES
SUBMARINE SQUADRON THREE
U.S.S. S-13 (Flagship)
June 11, 1942.

DECLASSIFIED - OPNAV INST 5500.30
BY [HANDWRITTEN: J.R. Klen] DATE [HANDWRITTEN: 4 AUG 58]

The Commander Submarine Squadron Three.
The Commander Submarines, Atlantic Fleet.

USS S-17 Report of Fourth War Patrol.

Paragraph 17 has been referred to Squadron

T. J. DOYLE

— page 32 —
[HANDWRITTEN: 1st copy]

SUBMARINE DIVISION THIRTY-TWO
U.S.S. S-11 Flagship
c/o Postmaster, New York, New York
20 June 1942

From: Commander Submarine Division Thirty-Two.
To: Commander Submarines, Atlantic Fleet.
Via: Commander Submarine Squadron Three.

[STAMP: DECLASSIFIED - OPNAV INST 5500.30]
[HANDWRITTEN: BY J.K. DATE 4 AUG 59]

SUBJECT: USS S-17 Report of Fifth War Patrol.

1. Forwarded. Patrol was uneventful, no contacts with
enemy ships having been made.

2. The casualty whereby the port engine was flooded
is one that could not readily be foreseen and was well and ex-
peditiously handled.

3. The port engine clutch was put out of commission
because a brass wearing liner on the clutch shifting collar
broke loose. It is secured to the shifting collar by means of
studs. This liner then worked down into the clutch operating
mechanism preventing the clutch from disengaging. Both clutches
are being overhauled and steps are being taken to prevent a
re-occurrence of this casualty.

4. The starboard clutch became inoperative because one
of the inner cones cracked and pieces of metal dropped into the
operating mechanism. The damaged cone will be renewed.

5. The morale of the officers and crew were excellent
upon return to port.

Copy to: S. G. BARCHET
Comsubsoffshorepatpac
S-17

[STAMP: 136452 FILMED]

— page 33 —
U.S.S. S-17
June 18, 1942

U.S.S. S -17 - REPORT OF FIFTH WAR PATROL

Period from June 5, 1942 to June 16, 1942.

Area: Inner Patrol Area, Panama Naval Sea Frontier.

Operations Order: ComSubDiv 32 050834 of June.

1.
   1725 June 5, 1942 - Underway for patrol area.
   0400 June 8, 1942 - On station, commenced surface
                       patrol.
   0710 June 10, 1942 - Flooded port main engine.
   0625 June 11, 1942 - Port main engine clutch
                       failed to disengage - unable
                       to use port motor.
   0720 June 12, 1942 - Starboard main engine clutch
                       failed to disengage - unable
                       to use starboard motor.
   1000 June 12, 1942 - Departed patrol area for Balboa
                       C.Z. in compliance with orders
                       of CSD 32.
   1217 June 16, 1942 - Arrived at Balboa, Canal Zone.

2. Weather was fair with moderate showers. Visibility
   was generally excellent.

3. -

4. -

5. -

6. Sighted aircraft as follows:
   1145 June 10, 1942 - U.S. Army heavy Bomber.
   0901 June 12, 1942 - U.S. Navy Patrol Bomber.
   1040 June 13, 1942 - Unidentified.
   0855 June 14, 1942 - Unidentified.
   1250 June 15, 1942 - U.S. Navy Patrol Bomber.
   1258 June 15, 1942 - U.S. Navy Patrol Bomber.

7. -

8. -

— page 34 —
U.S.S. S-17

9. On June 10, 1942 the port inboard exhaust valve
   failed to fully close during dive due to internal
   obstruction caused by the displacement of a brass
   guide hoop. This casualty, though minor in itself,
   resulted in the flooding of the port engine. The
   port engine was cleared of water and placed back in
   operation within two hours. The valve was repaired
   at about the same time.

   The Bureau type engine clutches installed in this
   vessel are normally satisfactory in operation, how-
   ever, upon occasion, and especially after a long
   run, they fail to disengage. This appears to be
   the case with the starboard clutch.

   In the case of the port clutch a failure of material
   caused the casualty. Steps are being taken during
   present overhaul to modify design of material in
   both clutches in order to prevent a recurrence of
   failure in either clutch.

10. Radio reception poor.

11. Sound conditions normal.

12. Health and habitability excellent.

13. Miles on surface: 1739. Miles submerged: 16.

14. Fuel oil expended: 10350 Gals.

15. Factors of endurance remaining:
    Torpedoes | Fuel    | Provisions (days) | Fresh Water
    All (12)  | 10,747  | 19                | 1500

    Personnel
    19 days

16. Material failure caused the ending of this patrol.

17. -

                                                    Brooks Harral

— page 35 —
FF4-3/A9/A16(1)

Serial 9142

FIRST ENDORSEMENT to
CSD 32 Conf. ltr.
A12-1, Serial 049
of June 20, 1942.

From: Commander Submarine Squadron THREE.
To : Commander Submarines, ATLANTIC FLEET.

Subject: U.S.S. S-17 - Report of Fifth War Patrol.

1. Forwarded.

2. The port engine clutch failure was due to shearing
of the machine screws holding bushing (#Part D 119-0276) to
shifting collar and consequent breakage of this split bushing.

3. Steps are being made to more positively secure the
split bushing to the shifting collar, but no change of design
or material is involved. The starboard cone is being renewed.

4. Total time to complete repairs is estimated at nine
(9) days.

Copy to:
Comsuboffshorepatpac
USS S-17
CSD 32

8 01310

UNITED STATES ATLANTIC FLEET
SUBMARINES
SUBMARINE SQUADRON THREE
USS S-13 (Flagship)
c/o Postmaster,
New York, New York
June 23, 1942

[STAMP: DECLASSIFIED - OPNAV INST 5500.30
BY [SIGNATURE: B. Kres] DATE 4 AUG 54]

T. J. DOYLE

— page 36 —
[HANDWRITTEN: 1st Copy]

SUBMARINE DIVISION THIRTY-TWO
U.S.S. S-11, Flagship
c/o Postmaster, New York, New York.
8 July 1942.
[STAMP: DECLASSIFIED]
BY [HANDWRITTEN: JPK] DATE [HANDWRITTEN: 4 AUG 59]

A12-1 (058)

From: Commander Submarine Division Thirty-Two.
To : Commander Submarines, Atlantic Fleet.
Via : Commander Submarine Squadron Three.

SUBJECT: USS S-17 - Report of Sixth War Patrol.

1. Forwarded. The patrol was without incident as no
enemy forces were encountered. The one contact reported is
believed to have been a high speed fishing boat as no propeller
count could be obtained and the sound was mushy and not a dis-
tinctive propeller noise.

2. The Division Commander feels that the Commanding
Officer erred in partially manning his gun and bringing ammuni-
tion on deck because a torpedo attack has a better chance of
success against a submarine than a gun attack. Several rounds
of ammunition were fired during the patrol which is considered
good training, but it could have jeopardized the mission, which
was to destroy an enemy submarine without disclosing position
of own forces.

3. The health of the crew was good. Prickly heat was
less prevalent than in the case of a similar patrol by the S-13.
The Division Commander does not consider the habitability very
good and will not be very good until air conditioning equipment
is installed.

4. The recommendation that a pressure proof deck stow-
age be provided for ten rounds of ammunition is not concurred in.

/s/ S. G. BARCHET.

[STAMP: 136453 FILMED]

— page 37 —
U.S.S. S-17
July 6, 1942.
[STAMP: DECLASSIFIED - OPNAV INST 5500.30]
[HANDWRITTEN: BY J. Thier DATE 9 AUG 57]

U.S.S. S-17 - REPORT OF SIXTH WAR PATROL.
Period from June 30, 1942 to July 5, 1942.

Area: Latitudes 11-55 - 12-00 N.
Longitudes 80-55 - 82-00 W.

Operation Order: ComSubDiv 32 Secret Mailgram 281330 of June.

1. Sortie through mine field was uneventful and course was
set for the area (333°T). A skeleton gun's crew was stationed
and kept on the instant alert during hours of darkness. Gun
was cast lose and loaded and twelve rounds of ammunition were
secured on deck. Gun's crew (pointer, trainer, gun captain,
and loader, plus battery officer) were equipped with life jackets,
and rubber boat was stowed on deck for immediate inflation in
the event that ship was forced to dive with gun's crew on deck.

Doves at about 0515 each morning and remained submerged
until 1930.

Used a radical zig-zag plan (89%) to insure maximum
area coverage enroute to patrol area.

Rendezvous was made with patrol vessel at 2000 July 5, 1942
and return trip through minefield was routine.

2. Seas were moderate but on occasion swells were rather
high. The short 30 ft. periscope installed was not high enough
to see over these swells, even at 35 ft. depth. Horizon did not
exceed 500 yards on these rough days unless several feet of per-
iscope shears were exposed (depth 31 feet). Nights normally
clear, visibility good.

3. ---

4. Courtown Cays and Isla Grande Lights were burning.
Characteristic of Courtown Cays Light was observed: 1 flash
every 15 seconds; light list shows 2 flashes every 15 seconds.
Sharp star fixes were obtained at will with moon horizon. A
twelve mile star triangle was secured with no horizon illumination
other than that supplied by stars themselves on a clear night.
Further investigation of celestial navigation at times other than
twilight seems indicated.

— page 38 —
U.S.S. S-17

5. Nothing sighted. Sound contact made at 1830 of fifth
night. Initial bearing was 060 Rel., but I was unable to sight
any object through periscope. It soon became too dark for per-
iscope observations, so remainder of action was conducted purely
upon sound data.

At 1845 changed course to put bearing ahead, rigged for
collision, depth 80 feet and headed for sound. At 1855 sound
suddenly changed from 020 Rel., to 210 Rel., close aboard. If
an enemy submarine, he passed over or under at this time. Depth
was now changed to 100 feet, course changed to port, and after
28 minutes the same event recurred, this time from about 350
Rel., to 090 Rel. Had I been aware of the reported presence
of an enemy submarine in the area, I would have maneuvered to
fire a sound shot, but in view of the possibility that my target
was my own escort vessel, I withheld fire.

After second transit, I headed away on course 155 T.,
speed 7 knots for ten minutes. I then reversed course, surfaced,
manned gun, and readied two tubes and headed back over area.
No contacts were made during darkness.

6. One aircraft sighted at 0644 July 1, 1942 through periscope.
Assumed to be a U.S. Navy Patrol Bomber, distance at least 10 miles.

7. No torpedoes fired.

8. Target did not use his pinger. He occasionally stopped,
but if he used measures to avoid or attack, I was unaware of
them, for control of the situation seemed always in my hands.

9. Short 30 ft. periscope is a major defect, as explained
in (2).

No adequate means of supplying ammunition to deck gun.
It is recommended that a pressure-proof deck stowage be provided
for 10 rounds of ammunition.

10. Radio reception good.

- 2 -

— page 39 —
U.S.S. S-17

11. Sound conditions fair. Numerous density layers discov-
    ered and used extensively. It seems that wherever the Pilot
    Chart shows a current of above .5 knots, there will be a density
    layer. Depth varied from 70 to 100 feet. No temperatures of
    water could be taken, but gradient was very sharp and it was
    possible in many instances to sit for hours, all stopped. Cold
    layer seems to be a counter-current.

12. Health and habitability very good. Boredom during
    14½ hours submerged is greatest obstacle to be overcome. Toward
    end of patrol nearly all hands slept continuously during day off
    watch. Several minor cases of prickly heat developed. Daily
    baths may have prevented some cases of skin rash.

13. Miles steamed, surface: 453; submerged; 213.

14. Expended 2690 gallons of fuel oil.

15. Factors of endurance remaining.

Torpedoes | Fuel | Provisions | Fresh Water | Personnel
12 | 15,125 | 20 days | 3,000 gals. | 10 days

16. None

17. Use of escort vessel out and in is recommended to be
    discontinued.

/s/ BROOKS HARBAL
Lt.Comdr. USN,
Commanding.

— page 40 —
[STAMP: CONFIDENTIAL]
1st endorsement
CSD-32 ltr. A12-1
(058) of 7-8-42.

[STAMP: 8 01310]
UNITED STATES ATLANTIC FLEET
SUBMARINES
SUBMARINE SQUADRON THREE
U.S.S. S-13 (Flagship)
Coco Solo, Canal Zone,
July 1, 1942
[STAMP: DECLASSIFIED - OPNAV INST 5530.30]
[HANDWRITTEN: J.K.K.] [STAMP: DATE 4 AUG 59]

From: Commander Submarine Squadron Three.
To: Commander Submarines, Atlantic Fleet.

Subject: U.S.S. S-17 - Report of Sixth War Patrol

1. The manning of the deck gun should not be permitted
to interfere with the principal offensive weapon of the submarine
which is its torpedo. There are undoubtedly times when the deck
gun may be a useful additional weapon. It may be possible to
destroy an enemy submarine with a deck gun that is ready before
a torpedo can be fired. If an enemy submarine is sighted on the
surface by your own submarine on the surface it should be assumed
that the enemy has sighted you unless you have a light advantage
due to moon, planets or after glow. The success of your attack
may well depend upon the speed with which the first blow is
delivered. There are many advantages and disadvantages to manning
the deck gun. If the ship for any reason cannot dive immediately
it should be manned. The Commanding Officer must consider the
security of his own ship and then concentrate his effort on
destroying the enemy. He should be free to use all of his
weapons as circumstances dictate and no rule should be made to
deter a Commanding Officer in the use of all of his offensive
power if he believes, on any particular occasion, circumstances
make it advisable.

2. On anti-submarine patrol the deck gun should not
be fired for training purposes in the patrol area. To do so may
frighten away the object of the patrol.

3. Installation of pressure proof deck stowage for
ammunition is not recommended.

4. The sound contact reported does not track sensibly
as the movement of a ship or boat.

5. In paragraph 5 of the report the Commanding Officer
intimates that his action would have been different had he been
aware of the reported presence of an enemy submarine in the area.
The Squadron Commander wishes to reiterate and emphasize that our
submarines are not sent in to this area to determine whether or
not enemy submarines are there, but to locate and destroy enemy
submarines that are known to be there.

/s/ T. K. DOYLE.

— page 41 —
[HANDWRITTEN: 1st Copy]

A12-1 (063)

SUBMARINE DIVISION THIRTY-TWO
U.S.S. S-11, Flagship
c/o Postmaster, New York, N.Y.
22 July 1942.

[STAMP: DECLASSIFIED - OPNAV INST 5500.30
BY [HANDWRITTEN: N.K.R] DATE [HANDWRITTEN: 4 AUG 59]]

From:     Commander Submarine Division Thirty-Two.
To   :     Commander Submarines, Atlantic Fleet.
Via  :     Commander Submarine Squadron Three.

SUBJECT:  USS S-17 - Report of Seventh War Patrol.

Enclosure: (A) Subject report.

1.        Forwarded. No enemy forces were encountered.

2.        Steps taken to increase habitability are noted. The
          routine was highly successful as only one case of prickly heat
          was encountered.

S. G. BARCHET.

Copy to:

Compaseafron
Comsubspacgrpaeafron
S-17

[STAMP: 136454 FILMED]

— page 42 —
U.S.S. S-17
c/o Postmaster
New York, New York
20 July 1942.

U.S.S. S-17 Report of Seventh War Patrol.

Period from July 14, 1942 to July 19, 1942.

Area: Latitude 11-55 12-00 N.
       Longitude 80-55 82-00 W.

Operation order: ComSubDiv 32 Secret Mailgram No. 131600 of July.

1. Dove at about 0515 each morning and remained submerged
until 1930.

Radical zigzag plans were used on the surface to insure
maximum area coverage during darkness.

1120 July 15 sighted an American DD proceeding south,
speed 20 knots, searching with QC, range 5000 yds. Identified as
similar to U.S.S. Duncan. Boat was rigged to run quietly and the
DD apparently made no contact even at minimum range of 3800 yards.
Two minute periscope observations were made.

2030 16 July. Officer of the deck reported sighting
a green very star. Course was changed to head on bearing of
sighting and approach at 2/3 on the motors was made for thirty
minutes. At this time I became convinced that one of the frequent
falling stars was mistaken for a very star (on previous occasion
this commanding officer personally witnessed a falling star with
a very definitely green coloration). Tubes were secured, and
battery charge was again started up.

about 2210. Return trip was uneventful. Arrived at Submarine Base

2. Weather excellent.

3. No tidal information.

4. Careful observation between fixes indicated a current
of 1.8 knots setting 090°, north of canal. This agrees with
previous observation and disagrees with Pilot Chart which shows a
drift of 1.2 knots. Ship was exposed to this current submerged
for thirteen and one half hours.

— page 43 —
[UNCLEAR: CONFIDENTIAL]
U.S.S. S-17

5. No enemy contacts.
6. Sighted one Navy PBY course 120° distant six miles at
1530 on 19 July.
7. No attacks.
8. No observation.
9. 30 ft. periscope. Sea conditions precluded use of
deck gun under any circumstances.
10. Radio reception good.
11. Gradient layers were found to exist, in general, where-
ever Pilot Chard indicated a current exceeding .5 knots.
12. Health and habitability very good. Certain measures
were instituted to increase habitability and may be of interest.

1. Galley range was secured at lease one hour and a
half before morning dive and not used during dive. Meal schedule
found most satisfactory is: breakfast for 0-4 and 4-8 watches at
0330. Cold lunch at 1200. Full meal was served after surfacing and
cooking the food. It seems worth while to allow all hands to get
about one hour fresh air in control room before serving this meal.
A fine appetite results. (No sandwiches are allowed after 1730
to further insure good appetites at this daily full meal).

2. Battery charge is secured two hours before morning
dive to afford time for resistors to cool. A blower is played on
resistors during all charges, and until dive, to assure most
effective heat dissipation. Battery blowers are invariably run full
speed whenever boat is on surface in order to keep battery as cool
as possible.

3. Courses are adjusted, when feasible, in order to
ventilate through boat for three periods during the night, duration
fifteen minutes, as follows: after surfacing, about midnight, just
before dive. Several effects result:

a. Boat is made more habitable and men feel and
sleep better.
b. Cooler air in battery room results in a cooler
battery. (About 2° difference).
c. Boat dives with initial charge of fresh air
throughout.

— page 44 —
U.S.S. S17

4. Immediately following dive the engines are cooled
in injection temperature by running engine circulating water for
about one half hour.

5. During dive all hull ventilation blowers take a
suction through outboard hull induction line. Supply comes from
flapper in control room. (About 3 buckets of condensate are
realized during a fourteen hour dive).

6. Boat is pumped down to a 2" vacuum with C & R
air compressor immediately upon diving and this vacuum is held
all day. Perspiration seems to have a more effective cooling
effect at this diminished pressure. As soon as vacuum is produced
oxygen is bled into boat (about 30 cu.ft.) in order to compensate
for diminished quantity of oxygen available.

7. CO2 absorbent is spread during dive. One can per
day is used. No restriction on smoking privileges is required
because the smoke fumes are apparently absorbed by CO2 absorbent.
The deodorizing effect of CO2 absorbent is very marked.

8. All cork insulation has been removed from conning
tower, and as a result a very considerable quantity of moisture
condenses in conning tower (about a bucket per day).

9. All hands are required to bathe and shave daily.
This routine reduces occurence of prickly heat.

13. Miles steamed:
                 Surface 428.
                 Submerged 158.

14. Expended 3300 gallons of fuel oil.

15. Factors of endurance remaining:
    Torpedoes | Fuel    | Provisions | F.W.      | Personnel
    12        | 22,297  | 20 days    | 2800 gal. | 10 days.

16. None.

17. None.

Brooks Harral
Lieut.Comdr., U.S.N.
Commanding.

— page 45 —
8 01310

FF4-3/A16(1)
Serial 0182

1st Endorsement to
CSD-32 ltr. A12-1
(063) of 7-22-42.

UNITED STATES ATLANTIC FLEET
SUBMARINES
SUBMARINE SQUADRON THREE
U.S.S. S-13 (Flagship)

Coco Solo, Canal Zone,
July 23, 1942.

[STAMP: DECLASSIFIED - OPNAV INST 5500.30]
[STAMP: BY [SIGNATURE: J. Kien] DATE 4 AUG 59]

From: Commander Submarine Squadron Three.
To : Commander Submarine, Atlantic Fleet.

SUBJECT: U.S.S. S-17 - Report of Seventh War Patrol.

1. This is a very interesting report. Some of the
points in routine will be submitted to Division Commanders
for comment.

2. Running battery blowers at full speed at all
times when boat is on the surface is not good submarine
practice as it would curtail the time on patrol by loss
of battery water. This was not a consideration on this
particular patrol and the blowers probably would not have
been run at full speed at all times on the surface if the
submarine had been on a long patrol.

3. It would appear the 2" vacuum is excessive.
A vacuum, corresponding to 1000 feet altitude with an extra
shot of oxygen makes an atmosphere agreeable to most people.

4. To the requirements for the daily shower and
shave may be added as a factor in health and alertness a
daily check up on bowel movements. This is particularly
important on long patrols with no pharmacists mate on board.

5. It is noted that a QC equipment in the area
failed to pick up the submarine at 3800 yards.

6. The action of the Commanding Officer in closing
a reported green vary star is correct although he believed
it very probable that the O.O.D. had in fact sighted a
falling star. Each possibility of locating an enemy in a
patrol area must be investigated.

T. J. DOYLE.

Copy to:
ComPaseafron
CSD-31
CSD-32
S-17

— page 46 —
[HANDWRITTEN: 8]
A16-3/(0632)

[HANDWRITTEN: ONAW 909]
[HANDWRITTEN: 869329]

SUBMARINES ATLANTIC FLEET
U.S.S. FALCON, Temporary Flagship

c/o Postmaster, New York, N.Y.,
September 4, 1942.

From: The Commander Submarines, Atlantic Fleet.
To : The Officer in Charge, Atlantic Fleet Anti-
Submarine Warfare Unit, 150 Causeway St.,
Boston, Mass.

[STAMP: RECEIVED]
[STAMP: COMMANDER-IN-CHIEF ATLANTIC FLEET]
[STAMP: (Clock face with numbers 1-12)]
[STAMP: OFFICE]
[STAMP: SEP 13 1942]

Subject: Bombing of U.S.S. S-17 by U. S. Army Aircraft
on August 4, 1942.

Enclosures: (A) CO USS S-17 Report of Surface Depth Charging
by U. S. Army Medium Bomber B-18 on August 4,
1942.
(B) Resume of damage sustained by USS S-17 inci- [HANDWRITTEN: MK]
dent to reported attack.
(C) Sketch of approach and attack on USS S-17.
(D) Supplemental report of depth charge attack on
USS S-17 (CO USS S-17 ltr. to Buships).

1.
Enclosures (A) to (D) inclusive contain infor-
mation of value in the study of this attack from the viewpoint
of effectiveness and destructive power of the weapon used.

2.
The classification of the enclosures has been
changed from SECRET to CONFIDENTIAL.

F. A. DAUBIN.

COPIES MADE BY ASW UNIT
FOR...[SIGNATURE: C. M. Charles]
[HANDWRITTEN: Cominch]

[STAMP: DECLASSIFIED - OPNAV INST 5500.30]
[STAMP: BY [SIGNATURE: R. K.] DATE [HANDWRITTEN: 4 AUG 59]]

— page 47 —
[STAMP: CONFIDENTIAL]
CONFIDENTIAL

U.S.S. S-17
c/o Postmaster
New York, New York,
4 August, 1942.
[STAMP: DECLASSIFIED - OpNAV Inst 5510.30]
[STAMP: BY [UNCLEAR: initials] DATE]

Report of surface depth charging of U.S.S. S-17
by U.S. Army medium bomber B-13 on 4 August, 1942.

1. Sequence of events:

An airplane was sighted by the lookout approximately four miles
distant and immediately reported to the O.O.D. who recognized
the plane as an U.S. Army medium bomber type B-25. The port
A-frame flare lanyard broke when attempt was made to fire it.
Starboard flare was immediately successfully fired. The plane
proceeded to head toward the submarine as the Commanding Officer
came upon the bridge. The plane headed in at about 1000 yards
banked gently and turned completely about and headed directly for
the ship. By this time the starboard flare had burned out, and
a replacement flare for the port was on hand. The quartermaster
was unable to remove safety cotter pin, so the Commanding Officer
took the flare, bit and yanked the cotter pin out with his teeth,
mounted the flare, and fired it. He then stepped over to the
starboard side of the bridge and observed the plane heading in
at a low altitude and high speed with bomb bays open. The intent
of the pilot became immediately evident to the Commanding Officer
who then observed the plane as it approached, heading from port
quarter to pass over the ship above the gun. The plane came in at
an altitude of about 150 feet and three bombs were released
almost simultaneously. The first two hit the water on the port
side approximately abeam of the engine room and the commanding
officer saw the third bomb hit and sink opposite the gun on the
starboard side. As the last bomb disappeared from sight the
commanding officer ducked.

A quiet interval of about four seconds (or less)
was followed by three shocks within a quarter of a second of one
another, and the stern lifted several feet out of the water. The
rising sensation was apparent on the bridge. The noise topside was
similar to that made by firing the gun; the noise below decks,
forward, was the characteristic hammer of the depth charge; but
the column of water to starboard did not quite come aboard, and was not over fifty
feet high. The port depth charges were said to explode under the
ship by one of the lookouts, who actually observed a column of
water to rise around the motor room and to fall back on deck. The
bomb pattern was approximately 20 yards, straddling the ship

- 1 -
[HANDWRITTEN: Enclosure A]

— page 51 —
CONFIDENTIAL
U.S.S. S-17

Report of surface depth charging, (Cont'd)

apparently been adrift in the bottom of the casing and the
shock threw it up into the steering gears, so that it jammed
all attempts to move rudder right. Casualty cleared immediately.

15. The spare chuck for the lathe had been
secured by clamping dogs over a stud secured to a bracket. The
chuck tore loose.

16. Four lights were fractured, three of them
the Portsmouth Navy Yard dangling shock-proof type.

The motor room was in shambles. Motor panel
covers and floor plates were jumbled in a pile in the middle of
the deck in such a manner that W.T. door could not be closed
until the pile was moved. Personnel reactions were calm and
thoughtful and collision drill was smoothly carried out despite
a suspicion of impending doom. One man was sitting on the lathe
track and had the seat of his pants torn off. His first reaction
after the shock was to inspect the crew's head which he had care-
fully worked upon for three days previous to getting underway.
The conduct of the controllerman was exemplary and has been ment-
ioned. When the commanding officer inspected the torpedo room
about five minutes after the shock he found the leading torpedo-
man calmly sweeping up the paint chippings from the deck. The
very newest man aboard in the battery room rushed for the W.T.
door in the control room, but the C.O. auxiliaryman closed the
door with no difficulty.

General remarks:
1. In the shock area all machinery which was
shock proof mounted fared very well (radio receiver and trans-
mitter, gyro panel). All non shock proof mountings suffered
in varying degrees; namely, sensitive element suspension fixture
in gyro, radio tube jumped clear in power unit, main motor panels
sagged etc.
2. Main engines seemed to suffer no injury.
3. Screws rudder and diving planes apparently
suffered no damage.
4. No seams in tanks were opened.
5. No battery jars cracked.
6. All pumps and auxiliaries forward of the
motor room operated without casualty.

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— page 52 —
CONFIDENTIAL
U.S.S. S-17

Report of surface depth charging, Cont'd.

7. It appears that only bronze bolts sheared.
In only one case, that of the middle suspension of the motor
panels, did a steel nut or bolt strip.

Conclusions:

1. Bombing was extraordinarily accurate in that two
of the three depth charges exploded beneath ship and the third was
within 25 yards.

2. Reason for disregard of two yellow identification
flares seems obscure.

3. This old type ship withstood the shocks in a
surprisingly satisfactory manner and was able to return to base
on its own engines at 2/3 speed. Standard speed was possible
but was not deemed necessary or wise. Suspension of main motor
panels is inadequate.

4. Brackets for heavy spare parts must be extremely
rugged to prevent their carrying away when ship is depth charged.

5. Crew behaved very well and snapped back immedi-
ately. Remarks such as "Sighted plane, sank same", "Here we go"
again" (when C.O. went on the bridge for a later plane) were
current. The conduct of the officers, C.P.O.'s and experienced
men is to be commended. The only personal injury seems to have
been sustained by the Commanding Officer's teeth on the cotter pin
of the signal flare.

/s/ Brooks Harral,
Lieut. Comdr., USN
Commanding.

COPY FURNISHED BY COMSUBLANT TO:
Comsubron 1
Comsubron 3
Comsubron 7
Comsubdiv 11
Comsubdiv 12
Comsubdiv 13
Comsubdiv 31
Comsubdiv 32
Comsubdiv 51
Comsubdiv 71
Comsubdiv 72

— page 53 —
CONFIDENTIAL
Resume of Damage.

1. In general the damage throughout the ship was super-
ficial with a few exceptions which may be classified of major
importance.

2. These major items include:

(a) Breaking of gyro compass sensitive element
suspension wires. (Control room).
(b) Opening of torpedo room end motor room hatches
to such an extent as to require two full
of hand operating wheel to secure them in
place again.
(c) Main motor contactor panel holding brackets
and threads on center suspension
causing cracking of port main motor
frame casting, and starboard solenoid valve
casting.
(d) High pressure pump motor and bell casting
cracked in three places. Brush rigging
in an inoperative status.
(e) Brushes in steering motor were tossed clear of
brush holders, temporarily putting steering motor
out of operation.
(f) Floor plates and main motor contactor panel front
covers were tossed around and into the bilges.

3. The superficial damage included various items, the
greater part of which were found in the engine and motor
rooms, then included by compartments:

(a) Torpedo Room:
Several light bulbs shattered.
Cable to JK parted at outlet box.
Torpedo securing straps loosened slightly.

(b) Battery Room:
Leaks occurred in copper tubing leads to two air
bottles in #3 and #4 air banks. Ship's force
were able to stop leak in #3 bank, but due to
inaccessibility of #4 bank the air from these
bottles were lost.

- 1 -

EXHIBIT "D"

COPY

[HANDWRITTEN: Enclosure(B)]

— page 56 —
CONFIDENTIAL
SKETCH OF APPROACHES AND ATTACK

North
↑

*   Impact on water
*   Explosions

Submarine Course 35°
          Speed 11 knots.

Wind      Direction N.E.
          Force 5

Weather   by symbol bc

Clouds    form cu
          moving from N.E.
          amount .6

Visibility miles 20

Sea condition 4
Swells from N.E.

Sun azimuth 078 (T)
            043 (R)
altitude    55°

Plane: Altitude 100-200 ft.
       Speed 160

Depth Charges MK 17
set for 50 ft.

Exhibit "E"

[HANDWRITTEN: Enclosure (C)]

— page 57 —
A9-8/L11-1

U.S.S. S-17
c/o Postmaster
New York, New York.
31 August 1942.

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

From: The Commanding Officer.
To : The Chief of the Bureau of Ships.
Via : Commander Submarine Division THIRTEEN.
Commander Submarine Squadron ONE.
Commander Submarines Atlantic Fleet.

Subject: Depth Charging of U.S.S. S-17.

Reference: (a) BuShips conf. ltr. C-FS/L11-1(374) over
C-MN28/A2-11 of April 17, 1942.
(b) ComSubLant conf. ltr. A9/S76/(0612) of
August 26, 1942.

1. In accordance with Par. 3 of reference (a), the
following report is submitted:

A. GENERAL.

1. Damage received on August 4, 1942.
2. 150 miles N.W. of Cristobal, Canal Zone.
3. Depth of water greater than 50 fathoms.
4. Weather clear, visibility about 15 miles,
sea moderate with high swells.
5. Draft forward - 14 feet, aft 14 feet, both
before and after the damage.
6. No list.
7. Course 035°, speed 9 knots before damage.
Stopped on heading 035° following explosions.
8. Brief narrative of the incident.

The bombing plane made its approach at an altitude
of about 150 feet, passing over the ship from the port quarter to
the starboard bow just forward of the bridge. The bombs were re-
leased when the plane was approximately 75 yards from the ship.
Two of them were seen to hit the water close aboard on the port
side approximately abeam of the engine room, a fourth was seen to
hit the water opposite the gun on the starboard side, and the
third is believed to have landed on the port side opposite the
bridge.

[SIGNATURE: Eveline (D)]

— page 61 —
C-O-N-F-I-D-E-N-T-I-A-L.

Depth Charging of U.S.S. S-17 Cont'd.

C. Hull and tanks.

(a) Twelve (12) rivets in reserve lub oil tank
(C-5) in the pressure hull were loosened.
(b) Several rivets in the after bulkhead of fuel
oil tank No. 8 (C-7) were loosened.
(c) Four (4) rivets on the port side of No. 3
M.B.T., just below the waterline, were loosened and leaked.
(d) Superstructure plating was cracked on both
sides of ship at frame 105.

D. Miscellaneous damage.

(a) All battle lanterns in control room fell to
deck.
(b) Gyro compass and after power circuit breakers
were opened by the shock.
(c) Access hatch to torpedo and motor rooms sprung
open enough to admit daylight between gasket and knife edges.
(Approximately two full turns of operating wheel were required
to close hatches.)
(d) Numerous light bulbs were shattered through-
out ship.
(e) Cable to JK sound head parted.
(f) Torpedo securing straps were loosened.
(g) Fuel oil gravity tank supporting bolt sheared.
(h) Bolt on brace for 100 lb. line sheared.
(i) Fitting to low pressure oil line on port eng-
ine carried away.
(j) Both main engine oil strainer castings cracked.
(k) Circulating water trunk line, starboard engine,
had six leaks at fittings.
(l) Auxiliary lighting battery in motor room jump-
ed clear of tray. One cell was broken.
(m) Cement deck in crew's head was cracked.
(n) Small compartment ventilating fan in motor
room was fractured at its base.
(o) Air salvage gag valve, motor room, broke off
flush with line and fell to deck.
(p) All securing hooks for motor room escape trunk
skirt straightened out, allowing skirt to fall
badly bent.
(q) Motor room hatch ladder broke loose and was
(r) Floor plates, in motor and engine rooms, were
lifted up and dumped into the bilges.

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[HANDWRITTEN: AR-45-80]

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