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In reply refer to Initials

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  Op-16-Z  
     
     
 

NAVY DEPARTMENT

OFFICE OF THE CHIEF OF NAVAL OPERATIONS

WASHINGTON

  
     
     
     
     
 
O.N.I. 250 – G/Serial 15
  
 
 
 
 
 

REPORT ON THE

INTERROGATION OF SURVIVORS FROM U-118

SUNK ON 12 JUNE 1943

  
     
     
     
     
     
     
     
     
     
     
     
     
     
  26 August 1943  
     
     

 

 
 
     
 

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TABLE OF CONTENTS
  
 
 
 
Chapter
I.
   INTRODUCTORY REMARKS
       
 
II.
   DETAILS OF U-118
       
 
III.
   CREW
       
 
IV.
   EARLY HISTORY
       
 
V.
   1ST PATROL
       
 
VI.
   2ND PATROL
       
 
VII.
   3RD PATROL
       
 
VIII.
   4TH AND LAST PATROL
       
 
IX
   SINKING
       
 
X.
   MINES
       
 
XI.
   TORPEDOES
       
 
XII.
   FEULING AND SUPPLYING
       
 
XIII.
   BASES
       
 
XIV.
   U-BOAT ARMAMENT
       
 
XV.
   U-BOAT TACTICS VERSUS AIRCRAFT
       
 
XVI.
   MISCELLANNOUS
 
 
 
 

ANNEX A.

 ACCOUNT OF GIBRALTAR MINE-LAYING, WRITTEN BY A CREW MEMBER OF U-118
   
ANNEX B.   U.S.N. EQUIVALENTS OF GERMAN NAVY RANKS
   
ANNEX C. CREW LIST OF U-118
   
ANNEX D. COMMENTS ON TORPEDO FIRE CONTROL, WRITTEN BY A CREW MEMBER OF U-118
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Chapter I.  INTRODUCTORY REMARKS
  
 
 
 
        U-118 was sunk about 1400Z, 12 June 1943 by airplanes from the aircraft carrier U.S.S. Bogue, roughly 600 miles southwest of the Azores at approximate position 300 14’ N., 340 00’ W.
  
 
 
 
        She was commanded by Korvettenkapitän Werner Czygan,* who did not survive.  She carried a crew of 58 – six officers, three midshipmen, and 49 petty officers and men.
  
 
 
 
        U-118 was a 1,600-ton combination minelayer and supply U-boat, the first of her type from which survivors have been captured.
  
 
 
 
        U-118 was on her 4th war patrol when sunk.  She carried a full load of 66 mines which she was to have laid later, at an unascertained location.  She had laid mines in the Straits of Gibraltar on her preceding cruise.
  
 
 
 
        Seventeen men, none of the officers, were rescued by the destroyer U.S.S. Osmond Ingram.  One man, Matrosenobergefreiter Erven, died a few minutes following his rescue.  He was buried at sea with one of his own shipmates standing by at the ceremony.
  
 
 
 
        Two of the survivors were seriously wounded, and were operated on at sea.  They were hospitalized upon their arrival in the United States 20 June.  The other 14 were taken to an interrogation center.
  
 
 
 
 
 
*  For U.S.N. equivalents of German Navy ranks, see Annex B.
  
 
 
 
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Chapter II.  DETAILS OF U-118
  
 
 
 
TONNAGE.
  
 
 
 
        1600 tons.
 
 
 
 
TYPE.
  
 
 
 
        X-B minelayer and supply boat.
 
 
 
 
BUILDING YARD.
  
 
 
 
      Germania Werft, Kiel.  Her yard number was 617.
  
 
 
 
FLOTILLA.
  
 
 
 
        12th, at Bordeaux.
  
 
 
 
DEVICE.
  
 
 
 
        Coat of Arms of patron city:  Bad Gastein, Austria.
  
 
 
 
DIMENSIONS.
  
 
 
 
        The following figures were approximations of one survivor, one, however, who proved to have a good memory and was considered truthful:
  
 
  Length over all 321.54 feet
  Length of pressure hull 288.52 feet
     
  Height of pressure hull 18.44 feet
  Height of pressure hull in C.T. 28.71 feet
     
  Width of pressure hull in control room 18.44 feet
     
  Maximum beam  30.76 feet
 
     
  PRESSURE HULL CONSTRUCTION.  
     
          Survivors did not agree on the thickness of the pressure hull.  One man stated that U-118’s pressure hull plating was 35 mm. (1.38 inches) thick.  
     
 
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        He said the frames were spaced 1.20 to 1.50 meters (3.94 to 4.92 feet).  This construction, he said, was to enable the U-boat to withstand pressures encountered at depths of 400 meters.
  
 
 
 
        Another survivor stated that the pressure hull plating was of normal thickness, but that the frames were spaced about 90 cm.
  
 
 
 
ARMAMENT.
  
 
 
 
        Thirty mine shafts, free flooding type.  Six in keel line through the bow compartment, 3 mines per shaft; 12 through starboard tanks, outboard of pressure hull, 2 mines per shaft; 12 through port tanks, outboard of pressure hull, 2 mines per shaft.
  
 
 
 
        Two stern torpedo tubes, 7 electric torpedoes carried in stern compartment.  All equipped with Pi G7h pistols.  Formerly carried 8 spare air torpedoes for supply purposes in 8 containers on upper deck stop mine shafts.
  
 
 
 
        One 10.5 cm. A.A. gun on deck forward of c/t.
  
 
 
 
        One 2.0 cm. A.A. gun on bandstand.  Shells in strip magazine (20 rounds each, 6-8 magazines per minute).
  
 
 
 
        One 2.0 mm. A.A. gun on deck aft of c/t.  Shells in strip magazine (20 rounds each, 6-8 magazines per minute).
  
 
 
 
        Four 8 mm. demountable machine guns for bridge railings, 3500 shots per minute – cross hair rear sights, down magazines.
  
 
 
 
        Two automatic pistols.
  
 
 
 
DIESELS ENGINES.
  
 
 
 
        Two Germania Werft 9-cylinder, four-cycle, single-acting, 2100 to 2200 H.P. each, nicknamed “Hein” and “Sepp”.
  
 
 
 
SUPERCHARGERS.
  
     
          Two “Kapselgebläse” – positive displacement type.  Pressure regulating  
     
 
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governors were of the mechanical type.
  
 
 
 
SPEEDS.
  
 
 
 
        U-118’s engine surface speeds were as follows:
  
 
  K.F.  (Klein Fahrt)  dead slow
--
 5 to 5.5 knots.
  L.F.  (Langsame Fahrt)  slow
--
 7.2 to 7.3 knots.
  H.F.  (Halbe Fahrt)  half speed
--
 9 knots.
  G.F.  (Grosse Fahrt)  full speed
--
 12.2 knots.
  A.K.  (Åusserste Kraft)  emergency speed
--
 14 to 15 knots.
 
 
 
 
CRUSING RANGE.
  
 
 
 
        With a full load of fuel U-118 could have cruised about 20,000 nautical miles without refueling.
  
 
 
 
FUEL CONSUMPTION.
  
 
 
 
        U-118 used about 30 meters tons for its trip to its operating area southwest of the Azores.  She carried about 420 tons of fuel oil.  Allowing a 60-70 ton margin for further cruising and return to base, she could, therefore, deliver between 300 and 320 tons of oil.
  
 
 
 
CLUTCHES.
  
 
 
 
        The main clutches of U-118 were of the mechanical, pneumatically actuated type, with emergency hand wheel gear.  Supercharger clutches were of the mechanical, hand-operated type.
  
 
 
 

PROPULSION MOTORS/GENERATORS.

  
 
 
 
        Two 500 H.P.  A.E.G.
  
 
 
 
        These units had an efficient overload-overheating relay cut-out.
  
 
 
 

        Some difficulty was experienced on U-118 (and other U-boats as well,

  
     
 
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survivors said) with the cooling of lubricating oil on propulsion motors/generators.  Bearings were of the journal type, reservoir-ring oiled.  A coil through which engine-cooling water was pumped was in the oil reservoir.  After a time, the possible combination of electrolysis, corrosion, vibration and outside sea water pressure would rupture the coil, admitting water into the oil.  The same difficulty was experienced with the main propeller shaft thrust bearings.  For the prevention of electrolytic corrosion grounded zinc strips were placed under the bearings on U-118.
  
 
 
 
BATTERIES.
  
 
 
 
        Batteries were of the lead acid type.  Inasmuch as no electrical personnel survived, accurate details could not be obtained.
  
 
 
 
RADAR.
  
 
 
 
        Not fitted.  Was to be fitted after the 4th patrol.
  
 
 
 
GERMAN SEARCH RECEIVER.
  
 
 
 
        Fitted with Metor, fixed aerial of horizontal circular net type with twin vertical dipoles.  It was stated to have covered a range of 1.20 –2.40 meters.  It was described by a radio man from U-118 as unreliable.
  
 
 
 
        The aerial was installed between the periscope on the port side of the conning tower, projecting about 18 inches above the fairing of the bridge.
  
 
 
 
        The aerial was non-directional.
  
 
 
 
        A radio man stated that allied jammers caused U-118 considerable confusion in G.S.R. reception and in regular reception, and that almost nothing could be done to overcome such jamming.  He stated that as far as he knew no U-boats carried jamming equipment.
  
 
 
 
        U-118 first was fitted with the demountable, diamond-shaped aerial, but
  
 
 
 
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before her last patrol the improved, fixed aerial was installed.
  
 
 
 
RADIO.
  
 
 
 
        MAIN TRANSMITTER:
  
 
 
 
        The main transmitter was a Telefunken of late design (T800-FK39) with wavelengths of 14 to 100 meters, and an output of 800 watts.  It had arrangements for radiotelephony and radiotelegraphy, and could be used also for under-water communication by long wave (12,000-15,000 cycles) at a depth of 13-15 meters.
  
 
 
 
        Frequency could be changed within 6 seconds by means of a push-button which operated a small motor, which in turn automatically selected the desired frequency and tuned the transmitter.  Pilot lights indicated the voltage on the various stages.  The final stage had 1500 volts D.C.
  
 
 
 
        The transmitter was two meters high and 70 centimeters wide and could be easily dismantled.  It carried a supply of spare parts in a small compartment in its base.
  
 
 
 
        EMERGENCY TRANSMITTER:
  
 
 
 
        An emergency transmitter of 40 watts output was carried but never used.
  
 
 
 
        LONGWAVE TRANSMITTER:
  
 
 
 
        A long-wave transmitter of 150 watts output was carried but was seldom used in the fear that it might easily be detected.
  
 
 
 
        RECEIVERS:
  
 
 
 
        The main receiver was a Telefunken short wave apparatus which covered the frequency band of the main transmitter (14-100 meters wavelength).
  
 
 
 
        There was a small Telefunken all-wave receiver and one low-frequency
  
     
 
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        D/F receiver.
  
 
 
 
        QUALITY OF EQUIPMENT:
  
 
 
 
        Telefunken and Lorens products were praised by U-118’s radio personnel, but equipment from the French Metox factory were described as flimsy and unreliable.
  
 
 
 
        SINKING SIGNALS:
  
 
 
  
 
        It was stated that when a boat was about to sink, signals were sent, in the following order:
  
 
 
 
        First:  KR  KR  (Kreigsmeldung – an emergency signal.)
  
 
 
 
        Second:  latitude and longitude of the boat.
  
 
 
 
        Third:  X X X   (This means:  “Boat is sinking”.)
  
 
 
 
        Fourth:  Code name of boat.
  
 
 
 
        It was stated that commanding officers were given the code to be used by means of a name which referred to the code book.  This name was always given the commanding officers verbally.
  
 
 
 
        CODES:
  
 
 
 
        U-118 carried an encoding machine with six month’s supply of code material.  Codes were classified as “secret-secret” (doubly encoded)  and “secret” (singly coded).
  
 
 
 
        BEACON SIGNALS:
  
     
          A radio man from U-118 stated that beacon signals, sent on low frequency, consisted of a V followed by the code letters of the U-boat, followed by a string of Vs.  The signal lasts 5 minutes and is sent 4 times hourly, at the following minutes past the hour. 0-5, 15-20, 30-35, 45-50.  
     
 
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R/T.
  
 
 
 
        Radio Telephone – not fitted.
  
 
 
 
U/T
  
 
 
 
        Underwater telegraph – fitted.
  
 
 
 
INTERNAL TELEPHONE.
  
 
 
 
        Removed before last cruise, as there was little use for them.
  
 
 
 
HYDROPHONES.
  
 
 
 
        Groups of membrane hydrophones (G.H.G.) fitted.
  
 
 
 
K.D.B.
  
 
 
 
        Kristalldrehbasis (quartz hydrophones) were fitted but removed before last cruise.
  
 
 
 
S.B.T.
  
 
 
 
        Not fitted.
  
 
 
  SWITCHBOARDS.  
     
          While all switches on boards and elsewhere were of the enclosed type, leads and bus behind switchboards were not insulated.  At the sinking, an Electrician’s Mate was burned to death, and several others possibly asphyxiated, when all of the electrical installations in the boat burned and one of the machines burst into flames, due, survivors believed, to short circuits in the switchboards.  
     
  NAVIGATIONAL INSTRUMENTS AND AIDS.  
     
          Gyro compass, “Anschutz”, Kiel, with five repeaters; two in control room, one in conning tower, one on bridge, and one in stern compartment at hand  
     
 
 
 
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steering gear.
  
 
 
 
        Magnetic compass mounted adjacent to helm.
  
 
 
 
        Improved 3-mirror level horizon sextant – “Libellensextant”, with clock-like mechanism for obtaining star-fixes.
  
 
 
 
        “Echolot” – (fathometer) fitted.
  
 
 
 
        “Elecktrolot” – (Explosive cartridge type sonic depth finder) fitted
  
 
 
 
        Two periscopes.
  
 
 
 
ESCAPE LUNGS.
  
 
 
 
        The use of “Kali” (potash) cartridges, which, when in contact with sea water produced burning heat, was said by survivors to have been discontinued.  Instead, a non-burning lime cartridge was said to be in use as a carbon dioxide and water absorbent.
  
 
 
 
RUBBER BOAT.
  
 
 
 
        One rubber boat for personnel carried in bow compartment.
  
 
 
 
OXYGEN APPARATUS.
  
 
 
 
        On U-118 oxygen was carried in flasks at 500 to 600 atmospheres pressure (7,150 to 8,580 lbs. Per square inch).  Upon passing through the reduction valve, the oxygen in gaseous form was bubbled through water in order to prevent refrigeration.  The same apparatus served as a pressure gage by reason of the relative release pressures being in direct proportion to the rates of bubbling.  The apparatus was centrally placed in the air circulating system, thus insuring efficient mixing and uniform distribution.
  
 
 
 
LUBRICATION.
  
     
          All exposed moving parts of Diesels, such as push rods, rocker arms,  
     
 
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and valve tappets, were hand-oiled at all engine speeds.  Camshaft, cams, and rollers were lubricated under pressure from main oil pumps.  The oil separator was located under the deck at the starboard Diesel controls, where engine room log was kept.
  
 
 
 
TANK CAPACITIES.
  
 
 
 
        The following figures are estimates of one survivor and could not be verified:
  
 
 
 
        Trimming tanks:
  
 
 
 
        Each of the four trimming tanks had a capacity of about 2,000 liters, or a little more than 2,000 kilograms by weight.  They were located in the pressure hull.
  
 
 
 
        Negative buoyancy tanks:
  
 
 
 
        Two tanks, located in the pressure hull, with a total capacity of 16 metric tons.
  
 
 
 
        Mine compensating tanks:
  
 
 
 
        675 liters of water for each of 66 mines dropped, totaling 56.265 tons.
  
 
 
 
       Diesel oil tanks:
  
 
 
 
        Approximately 420 metric tons.
  
 
 
 
TOOLS AND SPARE PARTS.
  
 
 
 
        According to one survivor, who is a lathe operator by trade, no repair work was done for U-118 or other U-boats on the last cruise.  The “Last”, chests of tools and parts for their own boat, was stowed behind the Diesels.  Every boat, he said, carried these for its own use.  As to machine tools aboard U-118, he stated there was one small table model lathe, and a
  
     
 
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drill press which received a drill of 22 mm. maximum diameter.  Electric hand drills, but no pneumatic drills or chisels, were carried.  The survivor did not observe any welding gear, piping or connections for oxy-acetylene torches.
  
 
 
 
AUXILIARIES.
  
 
 
 
        U-118 had two 4-stage Junkers air-compressors in the Diesel compartment, which, as far as survivors knew, was the only air conditioned compartment.  U-118 was heated electrically.
  
 
 
 
OUTBOARD MUFFLER EXHAUST VALVES.
  
 
 
 
        One survivor said that the outboard muffler exhaust valves were “ground” before each dive, except crash dives, in accordance with standing orders.  No grinding compound was used.  (O.N.I. Note:  It is believed that the “grinding” before “each” dive may have consisted of merely removing seals and carbon by rotating the “Teller” or disc a few turns with the air motor alongside.  Other information indicates that actual grinding takes place two or three times monthly, and under very favorable conditions, as the “Teller” or disc is not accessible without considerable disassembly.)  The informant insisted that upon “grinding” before dives, the air motor turned in one direction only.
  
 
 
 
STEERING GEAR.
  
 
 
 
        Brown, Boverie & Co., Kiel.  The steering gear was described as complicated, remotely controlled from the control room or the conning tower.  A control box could be carried on the bridge.  The gear failed during the attack in which U-118 was sunk.
  
 
 
 
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RUDDERS.
  
 
 
 
        U-118 was said to have unusually large twin rudders, about 1 by 1.8 meters, with a swing of 300 to port or starboard.
  
 
 
 
VOITH-SCHNEIDER PROPELLER.
  
 
 
 
        During her working-up period, U-118 was equipped with a Voith-Schneider propeller mounted on a horizontal shaft in a free-flooding part of the bow.  This unit was powered by a 325 H.P. motor, which was not reversible.  The unit was hydraulically remotely-controlled through an eccentric; that is, the angle of the 17 blades was set in this manner, determining the direction of the thrust, to starboard, to port, or up and down as aid to the hydrophones, as the case might be.
  
 
 
 
        The purpose of the Voith-Schneider installation was to enable the long, heavy U-boat to execute the sharp turns necessary in mine-laying, shorten turning radius, and keep the stern fire-power presented to attacking aircraft.  However, the sharp evasive turns made by this U-boat at its sinking were not made by the Voith-Schneider propeller (which had been removed before her 1st war patrol), but by unusually large twin rudders, each approximately 1.00 x 1.80 meters.
  
 
 
 
        Although the Voith-Schneider installation was mounted on rubber cushions, it proved noisy during the silent running tests held off Rönne, and the unit was removed at the final overhaul, leaving only the propulsion motor.  Further noise in this installation was caused by running the drive shaft through the forward tank, which, particularly when empty, vibrated badly.
  
 
 
 
U-BOAT’S DIVING DEPTH.
  
 
 
 
        No survivors knew whether U-118’s diving depth was restricted because of
  
 
 
 
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the mines on board.  However, it was stated that U-118 never dived deeper than 100 meters when loaded with mines.
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Chapter III. CREW
  
 
 
 
GENERAL.
  
 
 
 
        U-118 carried a total complement of 57 officers and men: the captain, three “watch officers”, two engineer officers, a doctor, two midshipmen making a training cruise, and 49 men.
  
 
 
 
        If the survivors were representative, U-118’s crew probably was an efficient one.  The survivors were, with a few exceptions, usually security conscious.  This probably is attributable to three factors:
  
 
  (1) the men had been repeatedly drilled in security;
  (2) they liked their captain, obviously a good officer; and
  (3) their previous cruises had been relatively short and devoid of the persistent dangers besetting the “frontline” U-boats on the Atlantic convoy routes.
 
 
 
 
OFFICERS.
  
 
 
 
       Czygan was held in high esteem by his crew.  Of the 1925 naval term, he was, at the age of 38, relatively old for a U-boat command.  However, it appears to be the German practice to place older officers in command of supply U-boats.
  
 
 
 

        Czygan’s home formerly was Wilhelmshafen.  Because of the air raids, he moved his wife and small daughter to Berchtesgaden.

  
 
 
 
        U-118 was Czygan’s first U-boat, although he had been in the U-boat service since 1937, serving as company commander successively of the 3rd and 10th U-boat Manning Divisions (Schiffstammabteilungen).  Previously, he had served on the Blücher and the old battleship Schlewig-Holstein.
  
 
 
 
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        Survivors from U-118 said Czygan was a strict but reasonable disciplinarian.  A ready smile bespoke his friendliness.  The welfare of his men was of constant concern to him.  One survivor said, “He was like a father to all of us.”  There is no doubt that Czygan commanded a happy ship.
  
 
 
 
        The crew distrusted the ability of Kapitänleutnant (Ing.) Felix Müller, engineer officer on the first two war patrols.  Behind his back they referred to him facetiously as “Felix der Starke”  (Felix the Strong).  However, the men had confidence in his successor, Oberleutnant (Ing.) Hermann Götze, who had served as 2nd engineer officer before succeeding Müller on the 3rd war cruise.
  
 
 
 
        Survivors had little to say, either adverse or commendatory, of other officers.  They all apparently were competent within their limitations.  It is noteworthy that three of the officers were over 30 years of age.
  
 
 
 
        U-118 had an unusually large compliment of officers and midshipmen on her last patrol.  In addition to her captain and engineer, she carried three “watch officers”, Oberleutnant Heinrich Schrötke, Leutnant Fritz Holm and Oberfähnrich Walter, a 2nd engineer officer, Leutnant (Ing.) Günther Reuter, a doctor, Marinestabsarst Bernhard Winter, and two midshipmen making their second patrol with U-118 before returning to the U-boat school for the watch officer’s course.  They were Oberfähnrich Dannenberg and Oberfähnrich Bernard Wolf.
  
 
 
 
MEN.
  
 
 
 
        The crew had several boys under twenty, but also comprised a number of experienced hands.
  
 
 
 
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        It is an interesting and significant fact that one of the crew was a Pole, a resident of occupied Poland.  He was drafted by the Germans in 1941 and sent to the U-boat service.  He seems to have been excluded from the intimate camaraderie of his shipmates, but Czygan occasionally invited him to his quarters for a game of chess – which the Pole invariably won:  (O.N.I. Note:  In the past few months there have been revealed several instances of Poles being drafted to the German Navy, undoubtedly a reflection of Admiral Dönitz’s growing difficulty in manning his U-boats.
  
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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Chapter IV.  EARLY HISTORY
  
 
 
 
COMMISSIONING.
  
 
 
 
        U-118 was commissioned 8 December 1941, at the Germania Werft, Kiel, where she was built.
  
 
 
 

ACCEPTANCE COMMISSION TRIALS.

  
 
 
 
        The U-boat Acceptance Commission trials took place 10-20 December, 1941.
  
 
 
 
OFFICERS.
  
 
 
 
        Officers of U-118 at this time were:
  
 
  Commander.............. .............. ........... Korvettenkapitän Czygan
  Executive (1 W.O.) ........... Oberleutnant Brammer
    (2 W.O.) ........... Leutnant Falke
    (3 W.O.) ........... Oberleuermann Holm
  Engineer officer (L.I.)...... ........... Kapitänleutnant (Ing.) Müller
  2nd Engineer officer (W.I.).... ........... Leutnant (Ing.) Götze
 
 
 
 
DEPARTURE FOR WORKING-UP.
  
 
 
 
        U-118 left Kiel 6 January 1942, for the usual working up exercises in the Baltic Sea.
  
 
 
 
FROZEN IN AT DANZIG.
  
 
 
 
        She arrived in Danzig 7 January and tied up alongside the S.S. Iberia, where the crew was berthed, off the Danzigerwerft building yards.