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	In reply refer to Initials and No.

	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.

The following morning, U-118 went out for diving trials. Returning in the afternoon, she found the ice so heavy that an ice-breaker had to precede her into the harbor. She was ice-bound from that time, 8 January, until 29 March. About 20 other U-boats were frozen in at Danzig at that time, including U-117, and the ex-Dutch boat U-D3.

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	“AGRUFRONT” (ACTIVE SERVICE TRAINING GROUP).

	U-118 finally left Danzig Sunday, 29 March, pushing slowly through the ice behind an ice-breaker toward Hela. A northwind had piled up so much ice along the coast, however, that the entrance to Hela was blocked, and U-118 put into Gotenhafen for the night.

	The following day, U-118 succeeded in reaching Hela, and on 31 March began the week long “madhouse” trials of the Agrufront, northeast of the Hela peninsula. Several U-boats were in the vicinity, each operating in an area about one-mile square.

	TORPEDO FIRING.

	U-118 returned to Gotenhafen about 7 April for four days of torpedo firing to test the torpedo tubes and to drill the crew in the mechanics of firing.

	On 10 April, while U-118 was at periscope depth, one of the motor boats engaged in recovering torpedoes, rammed her periscope. Czygan was ordered to put into the Dansigerwerft from three to ten days because of unfavorable weather.

	TACTICAL EXERCISES.

	Czygan took his U-boat to Gotenhafen on 22 April 1942, where he attended a three-day conference preliminary to tactical exercises which took place from 26 April to 4 May near Bornholm. U-118 participated as an attacker, rather than as a supply U-boat or minelayer.

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	SILENT RUNNING TESTS.

	U-118 returned to Gotenhafen for two days then went to Rönne 6 May for two days silent running tests.

	MINE LAYING DRILL.

	Czygan drilled his crew in mine-laying with dummy mines for two days at Hela, 8-10 May. A practice barrage was laid between Hela and Gotenhafen. The mines were adjusted to rise to the surface 10 minutes after they were laid, so that they could be recovered. This drill took place during daylight hours.

	MINE LAYING IN THE SKAGERRAK.

	U-118 next went to Pillau for two days, then to Peysse on the Königeberg Canal, 6 ¼ miles west of Gross Heydekrug, to embark mines from the ammunition dump there, prepatory to laying a “Heimatsperre” (“homebarrage”) in the Skagarrak for the purpose of testing the mines.

	She proceeded directly from Peysse to Frederikshavn, Denmark, 12-14 May, where she was put in for three days to await improved weather. Mine experts from the Barrage Testing Command (Sperrversuchskommando, known as the S.V.K.) located at Fredrickshavn, came aboard to accompany U-118 to a point off the tip of Jutland where the mines were laid. The operation was carried out on the surface in daylight.

	The barrage, the laying of which required about 17 hours, consisted of two fields about 35 miles apart. Each field was made up of two rows, 15 or more mines in each row. The distance between mines was about 400 meters, and the depth of each mine about 30 meters below the surface.

	During this operation, mine number 15 (upper mine in the fifth bow shaft) could not be released, despite efforts of an artificer to lay the mine

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	by hand. Upon U-118’s return to Kiel a few days later, the mine was removed. It was learned that a piston in the release gear had become jammed because of the pressure of air in the oil line.

	Three mines broke loose from their anchors and exploded upon reaching the surface during the laying. This gave U-118’s crew a fright but caused no damage to the boat.

	Persistent bad weather caused U-118’s crew to put into Kristiansand for two days, after which she moved back to Kiel, arriving 23 May.

	AWAITING ORDERS IN KIEL.

	Members of the crew had understood that U-118 was to continue to lay test mines for the Barrage Testing Command, so they were surprised to learn early in June that she was to prepare to go to sea as a supply boat. This change of plans, according to one survivor, came about after U-119, commissioned shortly after U-118, suffered damage to one of her torpedo tubes and thereupon was assigned the mine-laying duties, replacing U-119.

	FINAL OVERHAUL.

	U-118 went into dock at the Germania Werft 10 June for final overhaul, remaining until 20 July. A German Search Receiver, a demountable type, with the “Southern Cross” antenna was fitted.

	FINAL EXERCISES.

	On 20 July, U-118 proceeded to Hela where the crew practiced mine laying for two days, after which she went through a second “Agrufront” period. Lasting for four days, in company with U-117.

	Both U-boats next went to Swinemünde for gun and flack drill. They also practiced together the routine of transferring supplies to another U-boat

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	at sea.

	RETURN TO KIEL.

	U-118 returned to Kiel in mid-August where final preparations were made for sailing. The boat was depermed, the compasses rechecked and supplies embarked.

	Seven electric torpedoes were stored in the stern compartment for U-118’s own use, two in the tubes, two on the floor plates and three under the floor plates. Eight air torpedoes were placed in as many containers, four in a line on both the starboard and port sides, on top of the mine shafts. (None of these torpedoes ever were supplied to other U-boats, and finally, before the 4th war patrol, the containers were removed from the boat altogether.)














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	Chapter V. 1ST PATROL

	DEPARTURE.

	U-118 left Kiel on her 1st patrol at 0800, 7 September 1942. She had been scheduled to leave 20 August, but the routine medical examination before departure revealed two incipient cases of diphtheria aboard, causing the sailing date to be postponed to 27 August. Shortly before this date, the rotary converter failed, necessitating a second delay.

	The officer personnel remained unchanged.

	Following U-118 in a line, leaving Kiel, were U-119 with a load of mines, and a 750-ton U-boat. U-119 parted company several hours later and put into Fredrickshavn.

	OVERNIGHT IN KRISTIANSAND.

	The boats arrived in Kristiansand late the same day, 7 September. During the night, U-118 topped off with oil and fresh water, and departed next morning at 1000.

	The group leaving Kristiansand comprised a minesweeper, followed by U-118 and the same 750-tonner, with a patrol boat on each side of U-118.

	They proceeded northward on the surface for two days. Toward dusk of the second day, U-118 parted company and set course to the northwest.

	PASSAGE BETWEEN ICELAND AND THE FAEROES.

	U-118 ran for four days and four nights on the surface. Approaching Iceland, however, she followed the practice of submerging in daylight and surfacing at night for the next five days and nights. In this manner she passed between Iceland and the Faeroes through the “Rosengarten”.

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	FIRST AIR ATTACK.

	With Iceland and the Faeroes behind him, Czygan resumed his daylight runs on the surface, using Diesel-electric. About noon of the first day he did this, however, a plane spotted U-118. She crash dived safely away from the plane’s depth charges.

	AT OPERATIONS AREA.

	U-118 reached her operations area about 600 miles southwest of the Azores, at approximate position 30⁰ 14’ N. – 34⁰ 00’ W., without further incident. In the course of the next 10 days, she supplied eight U-boats, 500-tonners and 750-tonners, which were said to have been operating in the Caribbean area.

	At one period, prisoners stated, there were five boats waiting in the vicinity of U-118 for supplies. Three of these were serviced simultaneously as the other two kept look-out. While one was being refueled in tow, provisions were transferred to two others in small boats.

	Survivors did not recall the numbers of any of the U-boats supplied, or names of their commanders. They did remember, however, several conning tower devices; namely, a 500-tonner with the Five Olympic Rings, badge of commanders of the 1936 naval term; U-boat in a Cross, insignia of the 10th Flotilla; Lightening Flash Through a U-boat, badge of the 2^nd Flotilla, and the Ace of Spades.

	A survivor said that supply-boats’ areas were marked by colored pencils on a chart, each area designated by a letter and delineated in a different color. He stated that the areas were frequently changed, but that U-118 always operated in the same general vicinity.

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	OIL HOSE BREAKS.

	While oil was being pumped in fairly heavy seas from the stern of the supply U-boat to a 750-tonner, the hose tore apart. A considerable quantity of oil was lost during the few minutes before the flow could be checked. The reserve hose was brought from storage below and rigged up. The refueling of this boat was completed alongside, the method henceforth always used.

	U-118 supplied one more U-boat after this mishap. Then she sailed for port, after only 10 days in the area. Much of the return journey was made under water, particularly through the Bay of Biscay.

	ARRIVAL IN LORIENT.

	U-118 put into Lorient on or about 10 October 1942. She was met a short distance off shore by a minesweeper which preceded her and a smaller boat which followed her into port. Prisoners stated that a day or two before their arrival in Lorient, a U-boat struck a mine and sank outside the harbor, (O.N.I. Note: This was probably U-171 commanded by Kapitänleutnant Günther Pfaffer, reported to have struck a mine and sunk off Lorient in October 1942.)







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	Chapter VI. 2ND PATROL

	OVERHAUL.

	U-118 was in dock about three weeks for a routine overhaul. While making trimming tests after the overhaul her screws became fouled in what one survivor believed was a net, causing slight damage which delayed departure by two or three days.

	A doctor, Marinestabsarst Winter, joined the crew and remained with the boat until the end.

	DEPARTURE.

	U-118 left Lorient on her 2^nd patrol at 1600 on either 15 or 16 November, 1942, accompanied by a minesweeper.

	She ran on the surface until daybreak when she submerged, following the routine of surfacing at night and submerging in daylight hours for the following five days.

	TWO AIR ALARMS.

	About eight days out, U-118 crash dived twice when aircraft were sighted, but she was not bombed.

	ARRIVAL AT OPERATIONS AREA.

	She arrived at her operational area, again southwest of the Azores, about 27 November. In the course of the next ten days, she oiled and provisioned eight or nine U-boats, without unusual incident.

	The crew had a great deal of leisure time, spent usually in swimming, sunning and fishing. One survivor remarked that during those quiet days it seemed there was nothing in the Atlantic except German U-boats.

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	NEAR FATAL DIVE.

	On 7 December, after supplying her last U-boat, U-118 made the customary dive to adjust trim. Disaster almost resulted.

	As the boat submerged, she gradually began to go down by the stern, and showed no sign of halting her descent. One survivor later said that he believed that debris, such as rags, boxes, and paper, thrown overboard during the last transfer of supplies, had clogged one of the negative buoyancy tank valves, preventing its being closed when the engineer attempted to restore trim.

	The alarmed crew was ordered forward, but the boat’s angle by this time was so great that those aft could not comply.

	One survivor said he saw the depth gage register 190 meters, and he believed that the boat sank to about 210 meters. He asserted that the stern was down at an angle of about 55 degrees. There was not a man among them, he said, who did not abandon hope of surviving.

	Müller, the engineer officer, apparently lost his head. With the boat out of control, he cried to the captain: “What shall I do!” Czygan ordered him to blow the tanks.

	Müller complied, but, according to survivors, in his excitement forgot to close No. 1 diving tank aft, which momentarily made the predicament more precarious than ever. Suddenly, several seconds after the order to blow was given, U-118 shot rapidly upward at her same steep angle. She broke surface, and the forward part of the boat slapped violently down on the water’s surface.

	Superficial damage was considerable, as everything movable had been sent tumbling. Otherwise, the only damage was to the nerves of the crew.

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	CELEBRATION.

	The following day, 8 December, the crew celebrated not only U-118’s first anniversary, but also what they considered unexpected deliverance from a watery grave. They were served an extra-good meal with cake, and they toasted their good fortune with a bottle of beer apiece.

	ATTACK BY AIRCRAFT.

	U-118 had a narrow escape from aircraft on 10 December en route to Lorient. She was running on the surface on a cloudy day. Czygan increased speed from slow (Langsame Fahrt) to half speed (Halbe Fahrt) and climbed to the bridge. As he stepped out of the conning tower hatch he saw a plane dive out of the clouds about a hundred yards astern. The plane swerved, and U-118 crash dived. The first bombs shook the boat badly, but the second stick exploded further away. No serious damage was caused, but Czygan gave his bridge watch a biting lecture.

	Survivors advanced the theory that the plane had had a radar bearing for U-118 and had broken from the clouds above the spot where she would have been, had she not increased speed a few minutes previously.

	ARRIVAL IN LORIENT.

	U-118 arrived in Lorient on or about 15 December, 1942. She was escorted into the port by a minesweeper.

	R.A.F. RAID ON LORIENT 15-16 JANUARY.

	None of the concrete shelters in Lorient were large enough to house U-118, so she tied up nearby for a light, routine overhaul, lasting about three weeks. She then did a few practice dives. She embarked oil and provisions and by 15 January, 1943 was ready for sea.

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	On the night of 15-16 January, the R.A.F. heavily attacked Lorient. Several bombs dropped near U-118. A bomb splinter tore a hole about one foot wide in the stern, while another fragment pierced on of the bow mine shafts. The stern holding line broke and her stern swung away from her mooring.

	A survivor said that near U-118, a 750-tonner was tied up alongside a hulk which received a direct hit and sank, leaving the 750-tonner undamaged.

	MOVE TO BREST.

	At 1800, Sunday, 17 January, U-118 sailed to Brest, arriving early the following morning. She anchored outside the minefields until daylight, when she was escorted into Brest by a Sperrbrecher and a minesweeper. U-118 went into a shelter where the minor damages from the Lorient raid were repaired. During the night of 25-26 January, 66 mines were embarked. The eight upper-deck torpedo containers were removed to allow the mines to be loaded then replaced atop the mine shafts.


















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	Chapter VII. 3RD PATROL

	DEPARTURE.

	U-118 left brest 26 January 1943, on her 3rd patrol. The crew was in a state of mild excitement in anticipation of their first minelaying mission in the dangerous Gibraltar waters, of which Czygan had informed them shortly before shoving off.

	Czygan set course directly for the Gibraltar area, traveling submerged for the few hours nightly on the surface necessary to charge the batteries.

	NEW OFFICERS.

	The officer personnel had been changed between patrols. Müller, the engineer officer was ordered to the Oberkommando der Marine. He was succeeded by the 2nd engineer officer, Oberleutnant (Ing.) Götze, and Leutnant (Ing.) Reuter came aboard as the new 2nd engineer.

	Oberleutnant Brammer, the 1st “watch officer” was ordered to Commanders’ School. He was succeeded by Oberleutnant Schrötke, a former merchant marine officer and PT boat officer. Two Oberfähnfiche, Dannenberg and Wolf, joined the boat for training.

	OUTSIDE THE STRAITS OF GIBRALTAR.

	U-118 arrived off the Straits of Gibraltar on or about 5 February, where she lay submerged for two days between Casablanca and Tangier, awaiting favorable weather and sea conditions for minelaying. At the chosen moment, U-118 surfaced and moved at high speed to the area to be mined.

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	LAYING MINES IN THE STRAITS OF GIBRALTAR.

	Czygan began laying the mine barrage about 2230, probably on the night of 7-8 February. (None of the survivors were certain of the date, but believed this to be correct.) It was the dark of the moon. The tide was at slack water, one survivor said.

	LOCATION

	The exact location of the mine laying could not be learned from survivors of U-118. One stated that it was off Tangier, that the lights of Tangier five miles distant were clearly visible. Another survivor, who appeared to have taken more interest in the operation, stated that 12 separate fields were laid in the triangle marked by Trafalgar, Cape Spartel and Tarifa. He said that one of these fields extended about 10 miles beyond Tarifa. Seven fields, he said, consisted of seven miles each, five fields of three each, while the two remaining mines were scattered. He likened the fields to a wedge thrust into the passage left unmined by the British.

	The U-boat began the operation on the surface. Two radiomen were on watch at the G.S.R. The U-boat submerged seven or eight times, however, upon warnings of the G.S.R. that aircraft were near, but she was not attacked. Three mines were laid while U-118 was submerged, but this proved to be unsatisfactory, because of the difficulty of ascertaining exact position. One mine was said to have been laid as the U-boat submerged.

	Prisoners claimed that Czygan had a chart indicating the location of British minefields in the Straits, which he used as a guide in setting his course.

	Surface laying speed was said to have been constantly changed between 8 and 12 knots. Submerged laying speed was between 3 and 4 knots, at a depth of 30 to 40 meters. The mines were laid about 400 meters apart.

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	The operation was completed about 0430. Czygan immediately turned seaward and sped from the area at emergency speed (2-X Åusserste Kraft) which he maintained until about 0700 when he submerged. He continued running submerged during daylight for the next three days, with course set for his operations area.

	AT OPERATIONS AREA.

	U-118 arrived at her operations area southwest of the Azores about 11 February, remaining there until 21 February. In the course of that week she supplied seven or eight U-boats. A survivor explained that their mission was to supply U-boats returning from, or leaving for, patrols.

	One of the U-boats supplied, according to one survivor, was a 600-ton minelayer, said to have been returning from laying mines off the American coast. She was said to have been built at the Germania Werft in Kiel, and to have been a few meters longer than a 500-ton boat, with five mine shafts abaft the conning tower, each shaft capable of housing three mines.

	Two enlisted men and a petty officer, all suffering from syphilis, were transferred from three U-boats to U-118. All these boats were said to operate from Brest.

	ARRIVAL AT BORDEAUX.

	U-118 put into Bordeaux on 28 February, for a thorough overhaul lasting more than two months. Some of the crew were given two leaves. Others spent several weeks at the rest camp at Arcachon, near Bordeaux.

	The seamen of the crew were sent in groups of six to the Naval Anti-aircraft School at Mimizan, near Biarritz, for the 5-day flak course for U-boats.

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	NEW G.S.R. FITTED.

	The new fixed-mounting type of German Search Receiver serial was fitted in Bordeaux, replacing the original demountable type with the “Southern Cross” or diamond-shape antenna.

	MINES EMBARKED.

	Sixty-six mines were embarked at Bordeaux after the overhaul. This time, the eight torpedo containers atop the mine shafts were permanently removed. The seven electric torpedoes in the stern torpedo room were retained.

	The mines were aboard when U-118 was depermed.

	AIR RAID ON BORDEAUX 12 MAY.

	U-118 was ready for sea and scheduled to leave 12 May. The raid by Allied bombers on Bordeaux that day so damaged the locks that departure had to be postponed.

	Principal damage to the German establishment in the harbor was to the locks, prisoners said, rendering the basins and the U-boat shelters tidal for several days, until the damage was repaired. It was stated that at low tide, the water in the U-boat shelters dropped to three meters.

	The locks were sufficiently repaired by Friday, 21 May, for U-118 to have left, but because of the Friday superstition among U-boat men, Czygan didn’t take her out until the next day.

	NEW OFFICER.

	Leutnant Falke, the 2nd “watch officer” had been ordered to Commanders’ School. He was succeeded by the 3rd W.O., Holm, who was promoted from Obersteuermann to Leutnant. Oberfähnrich Walter came aboard as the new 3rd W.O.

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	Chapter VIII. 4TH AND LAST PATROL

	DEPARTURE.

	U-118 left Bordeaux on her 4th and last patrol 22 May at 0800. She was preceded by a Sperrbrecher which was fitted with degaussing cables along both sides and a magnetic bar across the bow. U-118 followed the Sperrbrecher at a distance of 250-300 meters, keeping very close to a buoy towed astern of the escorting vessel. As they left the harbor, a mine exploded about 50 meters off the forward starboard side of the Sperrbrecher, shaking up U-118 and stalling the Diesels momentarily. The Sperrbrecher parted company and returned at dusk.

	AT OPERATIONS AREA.

	U-118 proceeded to the same general area in which she operated on her previous patrols, southwest of the Azores.

	U-MANSECK “IN DANGER”.

	The crew seems to have had, as usual, considerable leisure time for bathing and catching turtles for the mess.

	On 5 June, according to one survivor, a message was received announcing that an Allied convoy was in the neighborhood.

	Later, Admiral of U-boats instructed Czygan to rendezvous another supply boat, U-Schnoor, on 10 June, and take on oil. Schnoor’s boat was stated to have been “a regular supply boat”, not a combination mine layer-supply boat as U-118. U-Schnoor was said to have operated in the South Atlantic.

	However, 9 June, U-118 intercepted a radio distress signal from U-Manseck – “X X X” – indicating the latter was in grave danger,

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	as a result of an attack by Allied planes, some distance to the north. Czygan immediately set course 0⁰ to render assistance to Manseck.

	En route to Manseck’s aid, U-118 met U-Schnoor. The two commanders conversed from their bridges through megaphones for a quarter of an hour. They agreed that Schnoor should search for Manseck to the west while Czygan continued his present course.

	The following morning, U-118 intercepted another message from U-Manseck asking for medical aid for ten wounded, and for repair parts.

	AID TO U-MANSECK.

	Three hours later, about 1400, U-118 found U-Manseck in a damaged state. U-Schnoor arrived at the spot shortly thereafter. Four of Manseck’s wounded were in serious condition.

	U-118’s doctor was rowed over to attend the wounded. Repair parts also were sent across. Meanwhile, Manseck paid Czygan a visit and gave him an account of the engagement, claiming he shot down one of the attacking planes. He said he had received a message from Admiral of U-boats congratulating him on his fight and his escape. His boat had been crippled by the attack – the outboard exhaust valve was loose, several tanks were leaking oil, water was in the Diesel compartment, the Diesels were stalled, and the boat could make only a shallow dive.

	(O.N.I. Note: Late in the afternoon of 8 June, at approximate position 29 N. – 34 W., a plane from the carrier U.S.S. Bogue attacked a surfaced U-boat (presumably U-Manseck) with depth charges. Three additional planes were dispatched to the attack. In all, 13 depth charges were dropped during the action which continued for one-hour-and-a-half.

	Fliers reported damage to the U-boat. Anti-aircraft fire from the U-boat damaged one plane and wounded one of its crew, but the plane succeeded in landing safely on the Bogue.)

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	OIL FROM U-SCHNOOR.

	At Czygan’s suggestion, the three U-boats moved away from the vicinity on a course of 90⁰ as soon as Manseck’s wounded were cared for. The following morning, both U-Manseck and U-118 took on from 40 to 45 tons of oil from U-Schnoor who, it was said, was to return to port after waiting in the vicinity for two more days. U-Manseck was instructed by Admiral of U-boats to return with U-Schnoor.

	U-118, after taking oil, set a course of 230⁰ and returned to her area of operations.














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Chapter IX. SINKING

PLANES SURPRISE U-118.

Shortly before 1400 Z, 12 June, U-118 was moving slowly on the surface, on course 292⁰. The sky was cloudless. Several men had just left the deck, where they had been sunning, to go below for a meal. According to a later statement by an Oberfunkmaat, no one was listening at the Search Receiver. He said, in fact, it seldom was used in the day time.

The bridge watch comprised:

Oberfahnrich Walter.........................	sector	270⁰-360⁰
Oberbootsmaat Reinl........................	sector	0⁰-90⁰
Matrosenobergefreiter Bassitta..........	sector	90⁰-180⁰
Matrosenobergefreiter Doblies..........	sector	180⁰-270⁰

Suddenly Doblies shouted: “Flieger! Flieger!” (“planes! Planes!”) Almost simultaneously, one of the planes opened fire with machine guns. The planes, diving from the sun, had caught U-118 unawares.

The bridge watch leaped to their guns. Czygan rushed to the bridge and immediately gave the order to submerge. One of the bridge watch said later that he fired one magazine before jumping into the conning tower.

Three of the bridge watch were wounded by the first blasts from the planes. The fourth, Reinl, helped the others into the conning tower and himself closed the hatch.

U-118 SUBMERGES.

Survivors said they believed U-118 was at about 35 meters depth when the first depth charges exploded near the stern. The damage was considerable. Lights failed, and the emergency system was switched on. Water poured into

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	the Diesel compartment through the exhaust valves, causing the U-boat to go down several degrees by the stern.

	The engineer officer restored partial trim by ordering all men forward. A few minutes later, when the boat was down to about 55 meters (according to survivors estimates) more depth charges exploded aft. Both motors went dead; the electrical steering failed; the hydroplanes and the rudder were wrenched loose.

	Apparently believing that he could not safely remain submerged, Czygan ordered the tanks blown. The boat had been submerged about eight minutes.

	U-118 SURFACES.

	As U-118 broke surface, Czygan ordered his gun crews up to fight it out. He himself climbed to the bridge. The gunners, on jumping out of the conning tower (one of them later said) were shocked to see, not two planes, but eight or more of them, circling or diving at the boat.

	BATTLE ON THE SURFACE.

	Survivors described the criss-cross machine gun fire of the attackers as deadly. Nearly all of the men who attempted to reach the guns were killed or wounded. They succeeded in firing but a few magazines. Czygan was hit several times, (survivors believed in one leg and shoulder), but he remained on the bridge throughout the action, kneeling on one knee.

	Below, confusion grew. One Diesel was propelling the boat, while the other was used for blowing the tanks. One of the motors broke into flames, burning to death a Maschinenmaat named Schumann. Gauges were ruined.

	The U-boat still was down by the stern, with a starboard list.

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	Only a few minutes after surfacing, Götze, the engineer officer, shouted to Czygan that he no longer could keep the boat afloat. (“Das Boot ist nicht mehr Schwimmfähig!”) According to survivors, Götze stood in the conning tower crying shamelessly.

	Czygan immediately gave the order to abandon ship.

	U-118 SINKS.

	About one-third of the crew, it is believed, were never able to leave the U-boat. A well-placed stick of bombs hit U-118 forward of the conning tower and blew her in two, the boat seeming to break apart in the middle.

	One survivor swimming nearby, said he saw Czygan, his white shirt covered with blood, kneeling on the bridge as his ship disappeared in a fountain of spray and debris. All survivors believed he made no effort to save himself.

	A survivor said that while he was swimming about in the oil-covered waters, he heard several dull, detonation-like noises. He later concluded that they were sounds from the oil tanks bursting under pressure of the bombs. One survivor believed the sounds may have been scuttling charges, although there was no evidence obtained that charges were set off.

	(O.N.I. Note: At 1347 Z, 12 June, two planes on patrol from the carrier U.S.S. Bogue sighted U-118 at range of one mile, from 3,000 feet. They attacked immediately; the first, strafing her from stern to bow, the second, strafing and then straddling her amidships with bombs as she started to dive. Several minutes later, two additional planes arrived and dropped four depth charges as U-118 surfaced.

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	Strafing from the planes prevented the Germans manning their guns during this stage of the fight, the planes chasing the U-boat gun crews from one side to the other. More planes joined the attack. About 1405 Z depth charges straddled U-118 at the conning tower, causing her to list to starboard.

	U-118’s gun crews finally reached their guns for one brief burst before more depth charges exploded under the boat. The U-boat blew up amidships, U-118 had disappeared.

	Altogether, nine planes participated in the action, 14 depth charges were dropped, 11 of them close aboard, in a total of five attacks.)











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	Chapter X. MINES

	DESCRIPTION OF MINES LAID BY U-118.

	Mines laid by U-118 were the O type. Photographs of the O mine were shown to two survivors, and one of the men was permitted to inspect the actual O mine which has been recovered off Halifax. Both recognized it immediately as being the same as those laid by U-118, both in the Skagerrak and in the Gibraltar area.

	Survivors stated emphatically that only U-boats could lay O mines.

	The mines were known to the crew of U-118 only as Seeminen” (Sea Mines) or “Elektro-Minen” (Magnetic Mines). They were hornless, about six feet long (including the anchor), about 48 inches in diameter, moored magnetic only, and of the straight-spindle type. They were painted dark gray or gray-black, depending on the water in which they were to be laid. The maximum cable length was said to be about 300 meters. The composition of the case, an aluminum alloy, was the same as that of the upper deck torpedo containers. Survivors knew nothing of the explosive charge except that it was no different from that used in torpedo warheads. It was thought that the P.D.M. consisted of not fewer than fifteen actuations. The total weight of case and anchor was not known. However, between 465 and 475 liters of water were flooded for each mine laid.

	Four equally spaced marks, which looked like welds, just below the top cover plate on the upper hemisphere, of the mine recovered off Halifax were explained as having been made by wooden “dogs” which prevented the mine from turning in the shaft. The same marks were known to be on

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	the mines in the Gibraltar lay. The mines laid by U-118, as well as the one recovered off Halifax, were welded at the waist. It was explained that, after the O case had been cast, it was cut into two hemispheres, the clockworks and charges installed, and then the two halves welded together. (The hemispheres of the Halifax mine, however, were joined by a band about four inches wide, thus making the mine more elliptical than spherical.)

	MARKINGS ON MINES.

	A green ring around the cover plate was said to denote an old-style booster mechanism which had been remodeled. A green cross within a green circle on the cover plate was said to signify an entirely new booster gear. The presence of a new depth-setting was said to be indicated by the cover plate’s being painted entirely green.

	SAFETY DEVICE.

	As long as the mines were being handled, a safety device in the form of a cotter pin (located in the front side of the anchor) was kept in place. When the mine was placed in the shaft, the pin was withdrawn. The pin was kept in the U-boat in the event that it became necessary to unload the mine in port, at which time the pin again would be inserted and the hinged arms tied at the top. (see Delay Release Operation).

	LOADING.

	In order too load the mines easily, the mineshaft covers were provided with hinges. The hinges were ordinarily loose-pin type, fastened with a cotter key. These covers were provided with gratings in the center. Inasmuch as the mineshafts were free-flooding, the spacing of the grating

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	bars had to be fairly wide in order not to increase submerging time.

	DRIVE SHAFTS.

	The drive (discharge) shafts on either side of the mineshaft were fitted with cams contained in the housings. Upon one full revolution of this shaft, the bottom mine was dropped and laid, the middle mine dropping down one space, and the top mine dropping down one space. Upon the next complete revolution, the middle mine, now at the bottom of the shaft, dropped and was laid, and the top mine, now in the middle of the shaft, dropped to the bottom of the shaft. Upon the third complete revolution of the driveshaft, the last mine in the mineshaft was laid. Where the driveshafts entered the housing, stuffing boxes were fitted to retain the sea water present in the free-flooding mineshafts and cam housing. The entire discharge mechanism for all shafts was operated from the control room by means of remote control push-buttons.

	The drive rods were within the pressure hull. By means of paired bevel gears, fitted in housings, the drive was transmitted directly from the driving mechanism to the drive shafts. The driving mechanism consisted of the hydraulic and transmission parts, both fitted in a housing which was a one-piece casting. On the front of the transmission cover was an electro-magnetic indicator which connected with a mechanical indicator. This apparatus also conveyed the indications to the two main signal boards in the bow mine compartment and in the control room. The hydraulic part consisted of a pressure oil cylinder, a piston with piston-rod, and a pawl with notched quadrant. If the piston moved upward (idle stroke), the pawl slid over the quadrant, and on the downward stroke (power stroke) engaged and carried along the quadrant, thus setting the drive in operation. The drive consisted of a mechanical and hand-operated mechanism. The hand-drive was a

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	worm gear coupled to the mechanical drive. Upon failure of the mechanical drive, the hand-drive, which was operated by a crank, was used. By means of a countershaft, both drive shafts were respectively turned by means of pairs of bevel gears.

	DELAY RELEASE OPERATION.

	An artificer survivor described the delay release operation as follows.

	After each mine was placed in the shaft and the safety pin removed, a squared rope-fastening was removed from the ends of four arms which, hinged at the anchor, pointed upward to the top of the mine case. The arms exerted outward pressure until the mine was expelled from the shaft at which time the arms sprang out from their hinges, automatically starting the delay release mechanism.

	SEPARATION FROM THE ANCHOR.

	The mine was said to remain in a married condition for a period between two-and-a-half hours and eight days, after which the case arose and the arming clockwork began to operate. One prisoner, who stated that the case separated from the anchor at the end of two days, thought that the delay release mechanism was controlled by a soluble plug. (O.N.I. Note: The use of such a plug is believed unlikely in view of the fact that the mine-shafts were always open to the sea.) The prisoner also said that he had seen a metallic ball, painted gray, three-and-a-half inches in diameter, secures in a cut-out section on the bottom side of the anchor. He did not know whether the ball was concerned with the delay release mechanism.

	ARMING.

	Prisoners disagreed on the time within which the mines were armed.

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	One said the mine became armed three days after they had been laid. He recalled the remark by Czygan, U-118’s commander, who on hearing a radio report that a detonation had taken place in the Gibraltar area two days after U-118’s lay there in early February, 1943, remarked that U-118’s mines were not responsible because they would not become armed until “tomorrow”.

	According to the artificer prisoner, the mines became armed seven or eight days after they had been laid. It was, he said, nearly a week after the Gibraltar laying that the radio news report was heard that one or two steamers had hit mines near Gibraltar, and that Czygan had said that U-118’s mines were not responsible. Two days later, another radio report was received of other sinkings near Gibraltar. At that time according to the artificer, Czygan remarked, “Yes, these are ours.”

	(When U-118 arrived back in Bordeaux, the crew were told that two or three medium-sized vessels, one destroyer, and one corvette had been sunk, and one destroyer severely damaged by U-118’s mines. Information from other sources reports the mining and sinking of three British vessels, the Mary Slessor, the Empire Mordred, and the Baltonia, 7 February, 15 miles northwest of Tangier, the mining and sinking of the Spanish Duere, 10 February, 8 miles off Tangier, and the damaging by an explosion of the Norwegian Thorsholm, 22 February, 35⁰ 52’ N. – 05⁰ 52’ 30” W.)

	PREMATURE DETONATION.

	When U-117 (sister ship of U-118) laid mines during her Skagerrak “Heimatsperre” experiments, about the middle of May 1942, all but three of the 66 mines detonated soon after they had been laid. The premature explosions were due to the absence of a device, according to one prisoner,

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	to counter any motion tending to disrupt the mines. This device, he thought, was located in the anchor. When, on the other hand, U-118 laid her “Heimatsperre” in the same place, only three of the 66 mines were prematures. This was according to plan. The mine experts from the Barrage Testing Command (S.V.K.) who were aboard U-118 knew which mines could be expected to detonate prematurely. (O.N.I. Note: The mines recovered off Halifax were fitted with a device for preventing the detonation of the main charge by wave motion. This device, a 12-hour clock, scuttled the mine by means of a three-ounce charge, so that the location of the minefield could not be detected. This device would account for the absence of observed prematures at Gibraltar, even if some mechanisms were defective.)

	LENGTH OF LIFE.

	One prisoner said that the mine became dead after 30 days. Another said 48 days. In this connection it was stated that U-119 laid mines in the Straits of Gibraltar about 48 days after U-118 had completed her Gibraltar laying operation.

	DEPTH.

	The maximum depth of water in which the mines were laid was between 200 and 300 meters. One prisoner said that the greatest depth in which the O mine could be laid was 300 meters. The mine depth was given as about 30 meters below the surface. The prisoner who stated that mines in the Gibraltar lay in February 1943 were laid west of Tarifa, attempted to reconcile the great depth in that area with the 300-meter depth limit in which the mine could be laid. He thought that some of the mines might have been fitted with

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	pressure-regulating gauge (similar to the Bourdon gage) and that the separation of the case from the anchor might have taken place at some point before the 300-meter limit had been reached.

	BOOBY TRAPS.

	None of the prisoners knew whether booby traps were installed. The artificer, however, believed that provision could be made for a booby trap. He based his belief on the fact that the letters VH on the 12-hour scuttling clock (which letters, it is known, have been used on the 6-day clock of an acoustic unit) had been crossed out, and above them the letters EW stamped, which he interpreted as meaning “Einrichtung Warnung” (Warning Device). (O.N.I. Note: It is known that there is provision for the installation of a booby trap in the Halifax mine.)

	SENSITIVITY.

	Although no survivor knew the sensitivity of the mine, the artificer said that the length of a ship passing over affected the detonation. A small ship or fishing vessel, he said, could not detonate the mine.

	PRECAUTION AGAINST SWEEPING.

	Almost all the prisoners repeated that the superiority of the mine lay in the fact that it could never be swept.

	MINE SHAFTS.

	All 30 shafts were of the free-flooding type. There were 3 shafts on each side abaft the Petty officers quarters, 6 shafts on each side abaft the conning tower, 3 shafts on each side forward of the conning tower, and 6 bow shafts on the keel line. The six bow shafts, which were inside and welded to the pressure hull and which contained three mines each, protruded about

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sixteen inches above the deck. The 12 starboard and the 12 port shafts, each of which contained two mines, were outside the pressure hull, going through the saddle tanks, and were flush with the deck. The distance between shafts, measuring from center to center, was about eight feet. The port and starboard shafts were made of zinc-coated sheet about one-eighth of an inch thick.

ORDER IN WHICH MINES WERE LAID.

The following diagram below shows how the mines were numbered in the shafts. The bottom figure in any column represents the bottom mine in that shaft, the top figure, the top mine. The columns with three figures, of course, represent the bow shafts which carried three mines, whereas the starboard and port shafts which carried only two mines each.

66 62 58 54 50 46 42 38 34 30 26 22

64 60 56 52 48 44 40 36 32 28 24 20

18 15 12 9 6 3

17 14 11 8 5 2

16 13 10 7 4 1

65 61 57 53 49 45 41 37 33 29 25 21

63 59 55 51 47 43 39 35 31 27 23 19

The mines which U-118 laid in the Straits of Gibraltar in early February 1943 were laid in the following order:

	(1)	Mines 1, 4, 7, 10, 13, 16, (lower mines of bow shafts);
	(2)	Mines 2, 5, 8, 11, 14, 17, (middle mines of bow shafts);
	(3)	Mines 3, 6, 9, 12, 15, 18, (upper mines of bow shafts);
	(4)	Mine 19 (lower mine of starboard shaft);
	(5)	Mine 20 (lower mine of port shaft);
	(6)	Mine 21 (upper mine of starboard shaft);

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(7)

Mine 22 (upper mine of port shaft);

And so on, until the operation was completed with the laying of No. 66, the upper mine in the after port shaft.

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	Chapter XI. TORPEDOES

	Pi G7h PISTOLS.

	On U-118’s last patrol, her torpedoes all were equipped with the Pi G7h pistols.

	Most air and electric torpedoes in German U-boats, according to a survivor from U-118, were being fitted with the Pi G7h pistol, known as “Pihans”. It is about four inches longer than the older types. It is contact only. The whiskers, of which there are four, are longer than those on former pistols.

	When the Pi G7h pistol is used with an air torpedo, the torpedo is fitted with two six-bladed propellers; with an electric torpedo, two-bladed propellers are used. The propellers were said to be made of a bronze alloy, the same material used in the bolts on the top cover plate of the “O” mine.

	The maximum depth-setting of torpedoes using Pi G7h pistols was said to be between seven and eight meters, and the usual setting three meters.

	Only torpedoes fitted with Pi G7h pistols contain two charges – the first causing the torpedo to penetrate the ship, the second, with a 1-1½-second delay, exploding inside the ship.

	A survivor described the following method for rendering safe the Pi G7h pistol:

	Turn impeller twelve times to the left. Then turn impeller at least twelve times or more to the right until it is in a locked position. Remove screw cap from head of pistol. Remove four equally-spaced screws behind the impeller. Care should be taken when the screw cap behind which are strong springs, is removed.

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	F.A.T. TORPEDO’S PISTOL.

	The pistol of the F.A.T. torpedo was said to be longer than any other kind, penetrating the warhead about two feet. The whiskers of the F.A.T. pistol were also said to be much larger than those on the Pi G7h.

	One prisoner had heard that a spread might comprise F.A.T., acoustic, and other torpedoes. The existence of magnetic pistols was emphatically denied.

	TORPEDO-MINE.

	The existence of a torpedo-mine was mentioned by another prisoner, who said that the whiskers, which took the place of the horns, were either those of a Pi G7h pistol or those of an F.A.T. pistol.

	BIGGER TORPEDO TUBES, FASTER TORPEDOES.

	It was stated that U-boats were to be equipped with longer and wider torpedo tubes to accommodate new air torpedoes, the speed of which would be 50 knots. Depth setting was said to be between two and three meters. The warhead, it was said, would be camouflaged for daytime attacks.

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	Chapter XII. FUELING AND SUPPLYING

	FUEL OIL TRANSFER – ASTERN.

	On U-118’s first patrol, she used the stern method for transferring oil to another U-boat in every case but one. A steel cable was fired across with a line pistol to the U-boat to be supplied. A hose about 180 meters long and about five inches in diameter was attached to the cable by sailcloth mats tied with twine at intervals of one meter. The hose was not taut but sagged slightly between the mats. The distance between the U-boats was about 150 meters. Both boats proceeded dead slow on the electric motors. This method was found to be impractical, survivors said, because of the difficulty of maintaining a constant distance between the boats in a heavy sea. On the first cruise the hose broke while supplying the seventh of eight boats in a heavy sea. An auxiliary hose, 140 meters long, was also carried for such an emergency.

	FUEL OIL TRANSFER – ALONSIDE.

	Fuel oil subsequently was transferred by U-118 by the alongside method. Both boats proceeded dead slow on their electric motors on parallel courses about 40-50 meters apart. On several occasions due to heavy seas the distance maintained between the U-boats was as much as 100 meters. The hose was supported by four air-filled balloons, about 30 inches in diameter and covered with canvas, attached at intervals of about 30 meters, and it floated on the surface in a large loop aft.

	The hose was led under an iron eye about one foot high, fitted on the stern, and then secured to the outboard oil intake with manila rope. The intake was on the port side of the after deck, directly above the electric

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	motors. The main ballast pump was used for the transfer, and the amount transferred was indicated on a gauge located on the pump in the control room. Pressure used was from 15 to 45 pounds per square inch, although the hose could stand a pressure of 75 pounds.

	Fuel oil could be transferred at the rate of 11-12 tons an hour, a survivor stated. The amount usually delivered was 60 tons, requiring about five hours.

	On one occasion three boats were supplied with oil in one day, beginning as soon as it was light, but two in one day was considered normal. While one boat was receiving oil, it was possible to supply one or two others with provisions.

	After the oil had been delivered, the hose was flushed with water pumped from U-118, which was emptied overboard. The hose was then closed at the receiving end and filled with compressed air which remained in it until it was back aboard U-118. Then the air was released, and the hose was comparatively dry, though not so dry that the engineer officer would permit lubricating oil to be transferred in this way.

	The hose was kept under the upper deck, forward of the 10.5 gun. The reserve hose was stored against the starboard bulkhead in the forward mine compartment.

	LUBRICATING OIL.

	Lubricating oil was supplied in 20-liter metal canisters transported in the rubber boat. About 500 liters were usually delivered to one U-boat.

	STOWAGE OF PROVISIONS ABOARD SUPPLY U-BOAT.

	Provisions sufficient for 80 days were carried for delivery to other

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	U-boats while U-118 had 60 days provisions for herself. Provisions for delivery were stored in lockers (Leerzellen) on either side of the warrant officers’ mess, 25-days supply to a side. These provisions were stowed in amounts sufficient for five and ten days, each quantity boarded up separately. There was further storage space for provisions destined for other U-boats in the potato storage locker in the forward compartment, in the after compartment lockers and bilge, in lockers in the officers’ and warrant officers’ messes, and in the bilge of the control room. Many cans were stated to have been stored in the locker enclosing the mine expelling mechanism adjacent to the mine-shafts.

	LABELING OF PROVISIONS.

	Numbers were painted on the tin cans in which meat, vegetables, fruit, etc., were preserved to indicate briefly the contents. Paper labels peeled too easily in the damp U-boat, survivors said. A key list kept aboard the U-boat indicated the locations of certain canned goods.

	OTHER SUPPLIES CARRIED.

	A variety of articles for transfer was carried. Extra parts for machines were ready incase of breakdown. No torpedoes or mines were ever supplied from U-118. The Obersteuermann had a number of sets of binoculars, some of which were exchanged for used ones from another boat. One of the most important articles supplied was the G.S.R. antenna of the old type. Six of these were fastened securely to the starboard side of the bow mineshafts inside the mine compartment, in 3 bundles of two each. On the third patrol all six antennas were supplied to U-boats. Mail was also transferred and packages containing eight or ten propaganda pamphlets, illustrated magazines, and other publications were delivered to refueling U-boats. U-118 also carried a supply of 85,000 cigarettes.

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	TRANSFER OF PROVISIONS.

	Provisions were transferred to other U-boats in large tin containers capable of holding 20-30 cans. The rubber boat, which was hauled back and forth by two lines between the two U-boats, could carry ten containers and two men.

	DRINKING WATER.

	On one occasion, there were as many as five U-boats gathered for refueling, one would receive provisions, another would take on oil, and the other three would stand watch at about four miles distance. Signals would be exchanged in case of alarm by light or flag, depending on the distance. A survivor stated that in the particular operating area to which they were assigned on every patrol they were never surprised during a refueling operation. U-118 was usually informed about two days in advance by Admiral of U-boats when a U-boat was expected to rendezvous for refueling.

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	Chapter XIII. BASES

	BORDEAUX.

	When U-118 left on her last patrol 22 May 1943, the U-boat shelter at Bordeaux was complete except for the last two pens on the west side. Doors had not been fitted to the pens, but locks were so constructed that each pen could be pumped dry. This process required about two hours.

	Work on the new set of locks adjacent to, and north of, the old locks was progressing in May, but prisoners estimated it would be sometime before the locks were completed. U-118 was in Bordeaux at the time the old locks were damaged in the air raid 12 May 1943. These locks were repaired within a few days. The sudden release of water in the basins when the locks were destroyed caused the retaining wall on the south side of Basin No. 1 to collapse. Although three Italian submarines were berthed along this wall, they were undamaged.

	U-118 was depermed in the new range, located in the channel connecting Basins Nos. 1 and 2. The old range was located on the south side of the upper end of Basin No.1.

	Supplies for U-boats were said to be stored in warehouses alongside Basin No.1. Prisoners stated that the heavy concrete cover for the oil storage tank just north of the pens was nearly complete when U-118 left on her last patrol.

	During their stay in Bordeaux, the crew of U-118 were quartered in a large and complex post known to the men as the “Stutzpunkt”. Personnel, including officers and men of the 12th Flotilla Personnel Reserve of about 130 men, and administrative offices were housed here. This post was about 2

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	kilometers downstream from the pens and just south of the city gas works in the Bacalan district. The grounds extended between the river and Chemin de Labarde. From 40 to 50 buildings were in use. Headquarters of the flotillas were at the end of the center driveway near the river. Six air raid shelters for personnel have been constructed, in addition to a concrete shelter near the headquarters building for storing secret documents. The barracks were named after German towns and districts. Each boat was assigned two barracks, one for officers and one for men. The post was heavily camouflaged, with netting partially covering many buildings.

	Prisoners stated that the final point of departure for boats leaving on patrol was at the wharf in front of the “Stütspunkt”. On returning from a patrol, a boat would tie up at this wharf, and only after the usual round of toasts, would it proceed to its pen. According to one prisoner’s statement, a pilot would be taken aboard by in- and out-bound boats for passage between Bordeaux and the mouth of the estuary. The pilot would be dropped at Le Verdon, and from then on the U-boat would be accompanied by two minesweepers and an escort vessel until the 100 meter depth line was reached.

	Although a canteen and movie were available at the “Stützpunkt”, crew members of U-118 spent many evenings in the cafes in Bordeaux. Most of the cafes frequented were centered around Place Tourny and Place Gambetta. The official brothels were located about two blocks from Place Gambetta. The flotilla operated a motor bus in the evenings between the “Stutzpunkt and Place Tourny.

	One prisoner stated that the 12th Flotilla maintained a rest and recreational home at Arcachon, on the coast southwest of Bordeaux.

	BREST.

	Personnel of the 9th Flotilla were said to be quartered in the

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	Kerebecam section of the city in a group of buildings formerly designed as a sanitarium. The guard house and garage were to the right and left of the main gate. Behind them was the five-story building containing offices, mess halls, and recreation rooms. The driveway went under this building to the officers’ quarters and mens’ barracks, and the two-story air raid shelter.

	Air raid shelters for the 1st Flotilla have been built immediately northeast of the Naval School adjacent to the U-boat pens.

	DANZIG.

	From 20 to 30 U-boats of the 8th Training Flotilla usually were tied up at one time in the U-boat basin on the north end of Holm Island, Headquarters of the flotilla were on the depot ship Hamburg, which, with the Deutschland, accommodated most of the crew members. These depot ships were berthed at the north end of the island. Crews of U-boats not attached to the flotilla lived on the Iberia, which also served as the headquarters of the Training Command. The Iberia was moored on Holm Island at the south end of the Kaiserhafen.

	FLENSBURG.

	Upon completion of a six-months course at the naval signal school in Flensburg, a Funkmeister may become an Oberfunkmeister. This is the only school in Germany where such a course is given, according to a radio man from U-118.

	GOTENHAFEN.

	One prisoner from U-118, who had served in the 22 School Flotilla at Gotenhafen between September 1942 and February 1943, stated that repairs

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	to school boats were made either at the Silesian Wharf or in the floating dry dock moored in the same basin.

	HELA.

	Each boat at Hela for the rigorous diving and trimming exercises of the Agrufront was daily assigned an individual operational area in the open water northwest of the tip of the peninsula. The dives became progressively deeper, the deepest water being reserved for the final exercises.

	KIEL.

	During the final stages of construction of U-118 the crew were quartered on the depot ship Holtenau, moored just off the ferry slip by the Germania Werft. Lectures were held in offices of the building yard.

	During the trials of the U-boat Acceptance Command at Kiel, U-118 was moored south of the Lützow Mole, instead of at the Tirpitz Mole as was customarily the case. The crew was quartered in barracks just back of Wik Harbor. These departures from the normal procedure evidently were made in order to keep the type of U-118 as secret as possible.

	It was stated by one prisoner that the mine school in Kiel was under the command of a rear admiral, and that it was larger than the one at Wilhelmshaven. The same source gave Kiel and Cuxhaven as the location of mine-sweeping schools.

	LORIENT.

	Additional information was given by one prisoner from U-118 regarding the group of barracks and living shelters in the vicinity of the damaged Hundius Barracks, near the Forte du Morbihan. Across the Rue Colbert from

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	the Hundius Barracks was the large concrete living shelter for the men of the 10^th Flotilla. Bordering this shelter were a number of wooden barracks and the mess hall.

	The same prisoner said the Lorient radio station was located on an island just off Keroman. This information was unconfirmed.

	Officers, when in Lorient, lived nearby in the concrete living shelter on the Cours Chazelles just across the Porte du Morbihan from their former quarters in the Haus Mathes and Haus Loof.

	PEYSSE.

	The mines used by U-118 on the “Heimatsperre” at Frieddrichafen, Denmark were embarked at Peysse, between Pillau and Konigsberg. A mine factory and ammunition dump were said to be located at Peysse.

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	Chapter XVI. MISCELLANEOUS

	MINESWEEPING.

	A German mine-locating device was described as having the appearance of a small U-boat, towed by a search-boat. After the location of a detected mine has been indicated by a buoy, the mine is detonated or its cable cut by a sweeper which follows the search-boat.

	EXTRA SPEED.

	According to an unconfirmed statement, the revolutions of U-boat screws at emergency surface speed could be increased 100 per minute by cutting in the motors at emergency speed.

	K.D.B.

	A survivor of U-118 said that the German Naval High Command had ordered the Krystaldrehbasis (quartz hydrophone) removed from all U-boats, but this was being done only as time permitted. The same survivor, a radio petty officer, said he liked the K.D.B. because he considered it more accurate than the other hydrophones, even though it’s range was not as wide.

	U.S. RADIO PROGRAMS.

	A radio petty officer on U-118 said that frequently tuned in U.S. news and music broadcasts, but became disgusted because of the amount of advertising in them.

	MINELAYERS.

	A survivor stated that U-118, U-117 and U-119 always operated alone when laying mines, rather than with another minelayer.

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	WATER EXPELLED BY U-BOATS.

	A notebook belonging to U-boat personnel contained the following notations:

	“To expel water at great depth 325 (meters (?) or pressure (?) – illegible) blow center diving tank – Diving Bunker 5 – with 25 to 30 atmospheres”.

























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	ANNEX A.

	(The following is an account of the laying of the minefields by U-118 in the Straits of Gibraltar in early February, 1943, written by one of the crew.

	It has been translated and is herewith reproduced without alteration.

	U-118 departed from Brest on her mine-laying mission 26 January 1943. The following narrative begins at that point.)

	After proceeding submerged for 10 or 12 days, surfacing only at night to charge the batteries, we approached the Straits of Gibraltar. Still submerged, and moving at our slowest speed, we waited for evening. The crew breathed a sigh of relief when they heard that they were soon to get a few lungfuls of fresh air into the boat. For, in spite of through airing of the boat whenever it was surfaced for charging the batteries, it was hard to keep good air in the boat. Most of the air, in fact, went to the batteries, which at all times of surfacing were charged to their fullest capacity at the most rapid rate possible.

	Finally the order came to surface. At once the greatest nervous tension could be seen in the faces of all, for all realized fully where we were now: close by the very important and well fortified English base, Gibraltar. We were to mine its channels of communications to and from the Mediterranean with the “eggs” which we had on board.

	Some of the men put on their identification tags, which ordinarily they would not be wearing, as one had to be ready for anything. The state of

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	suspense was easy to understand – there we were, in a floating powder keg, and just off Gibraltar to boot. “Crazy business,” said a radioman to a seaman, to which the latter replied phlegmatically, “It’s all O.K.” “What wouldn’t be O.K. in a U-boat!” replied others.

	Now we began under cover of night to patrol the Straits. Finally, on the next day, the word was passed: “The operation will begin t 2200.” As it was daylight, we again lurked under water waiting for night-fall.

	As soon as it was dark we again surfaced. We moved at high speed toward our goal. As we entered the Straits we were repeatedly located by radar from planes and forced under water. These spottings were revealed to us by our GSR. The two radiomen were themselves on watch at the GSR. We detected the approach of planes in plenty of time to get safely below the surface of the water.

	The apparatus for laying the mines had been made ready and set off “safe” by the torpedo-ratings that afternoon while still submerged. The best of our complement, the Executive Officer Oberleutnant Schroetke and Bootsmaate Dee, Siebert, and Doblies had gone up on the bridge. These men were all old sea-dogs, formerly of the Merchant Marine. Everything proceeded under the personal direction of the C.O., who was also on the bridge. Only now and then did he come to the control-room to see that the navigating of the boat was being done properly. There by the chart table stood the third watch officer Leutnant Holm and Bootsmann Reinl, plotting most carefully and accurately our course and speed. Leutnant Holm was, as a matter of fact, responsible for the exact position of the mines. The Obersteurmann, who was in the conning tower and had extended the attack periscope, sang out the exact compass bearings, relaying them to the control room and chart table.

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	Quartermaster and helmsman – the latter, of course, also in the conning tower – exchanged many bitter words in their excitement, the one charging the other with deviating from the course. But all this was just a little “curtain-raiser” for the tense moment of the command: “Stand by to lay mine number one.”

	Now at last we were in the narrowest part of the Straits, near Tarifa. The order came: “Torpedo ratings stand by for laying.” The petty officer replied, “ready to lay, Sir.” This was just before 2245. The first mine was laid, with a rattle. The release-flanges of shaft 1-3 were turned and the release mechanism whirred softly. The first mine sank down into the depths and others followed. At the moment they still are not dangerous, but after about a week has passed, these “eggs” will be ready to blow up.

	Anyone who, in passing through the control room, should happen to glance at the charts would be sure to remark that the mines were well placed. Like a great wedge, made up of groups of wedges, the minefield lay in the middle of the passage left unmined by the English.

	And now at full speed (2xGF) we went for the wider places in the direction of the Atlantic.

	The Obersteuermann now had much more to do, for in such a wide place dead-reckoning calculations must be exact. Bearings were constantly taken on lights on the neutral shores, so that the U-boat could be kept on its course.

	Then a period of “alarm”. Spotted, we had to submerge again. But the mine which was about to be laid there was laid even as we moved below the surface. After half an hour we surfaced again. Then the C.O. gave the order

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	that we would submerge only when actually spotted from the air. We would simply elude any surface vessel which spotted us.

	Now the last of the mines were being laid. The torpedoman’s mates must now go behind the two Diesels to the controls of the release mechanism. Two figures were seen to disappear behind the ventilators, going through the mass of pipes and supports. Not a pleasant business to sit for 200 minutes there behind the bellowing monsters.

	Finally between 0400 and 0500 the last mine had been laid, and the order came: “Secure from mine and battle stations.” Their bodies covered with sweat, the two torpedo-ratings came back from their station behind the Diesels. A machinist’s mate ironically inquired, “Why are you sweating so?” But the remark was lost on the men who had been temporarily deafened by the noise of the Diesels.

	Now every man went to his usual post or, if on the off watch, to bed. The latter were the lucky ones.

	This was exact, accurate work – and completed without untoward incident. We had definitely counted on getting some fireworks on the roof – but we had gotten off easy.

	Now we proceeded at a dizzy speed (AK) from this place, for the few remaining hours of darkness were not to be wasted. And so we covered rather a good distance. A few more days of cruising under water, and then we could at last again fill our lungs with a sufficiency of fresh sea air.

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ANNEX B. U.S.N. EQUIVALENTS OF GERMAN NAVY RANKS

Kapitän zur See	--	Capitan
Fregattenkapitän	--	Commander
Korvettenkapitän	--	Lieutenant Commander
Kapitänleutnant	--	Lieutenant
Oberleutnant z. S.	--	Lieutenant (j.g.)
Leutnant z. S.	--	Ensign
- - - - - - - - - - - - -	- - -	- - - - - - - - - - - - - - - -
(Ing.)	--	Engineering duties only.

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ANNEX C. CREW LIST OF U-118

(Ages of casualties are approximate.)

Name	Rank	U.S.N. equivalent	Age

	(Survivors)

Gross, Josef	Stabsobermaschinist	Chief Machinist	32
Höller, Josef	Oberfunkmaat	Radioman 1cl	24
Wiemer, Rudolf	Oberfunkmaat	Radioman 1cl	24
Reinl, Werner	Oberbootsmaat	Boatswain’s Mate 2cl	27
Siebert, Hans	Bootsmaat	Coxswain	29
Wiedemann, Herman	Maschinenmaat	Fireman 1cl	20
Wilke, Werner	Maschinenmaat	Fireman 1cl	--
Drechsler, Werner	Mechanikerobergefreiter	Seaman 1cl	23
Lenk, Erhard	Mechanikerobergefreiter	Seaman 1cl	19
Behlke, Gustaf	Matrosenobergefreiter	Seaman 1cl	21
Bort, Wilhelm	Matrosenobergefreiter	Seaman 1cl	23
Wosnitzka, hans	Matrosenobergefreiter	Seaman 1cl	22
Polowzyk, Herman	Matrosenobergefreiter	Fireman 2cl	21
Reum, Paul	Maschinengefreiter	Fireman 3cl	19
Schiller, Walter	Maschinengefreiter	Fireman 3cl	20
Preuss, Klaus	Mechanikergefreiter	Seaman 2cl	19

	(Casualties)

Czygan, Werner	Korvettenkapitän zur See	Lieut. Commander	38
Winter, Bernhard	Marinestabsarzt	Lieutenant (M)	36
Schrotke, Hienrich	Oberleutnant zur See	Lieutenant (j.g.)	31
Götze, Herman	Oberleutnant (Ing.)	Lieutenant (j.g.)	24
		(Engineering duties only.)
Holm, Fritz	Leutnant zur See	Ensign	29
Reuter, Gunther	Leutnant (Ing.)	Ensign (Engineering duties only.)	21
Walter,	Oberfähnrich zur See	Midshipman	24
Dannenberg,	Oberfähnrich zur See	Midshipman	18
Wolf, Bernhard	Oberfähnrich zur See	Midshipman	19
Jaeger, Hans	Obersteuermann	Quartermaster (Warrant rank)	33
Korte, Heinrich	Obermaschinist	Machinist	--
Kallenbach, Erwin	Mechanikerobermaat	Torpedoman’s Mate 2cl	26
Dee, Theodor	Bootsmaat	Coxwain	27
Klem, Paul	Maschinenmaat	Fireman 1cl	20
Krenzin, Gunter	Maschinenmaat	Fireman 1cl	20
Schumann, Gerhard	Maschinenmaat	Fireman 1cl	23
Schwartz, Wilhelm	Maschinenmaat	Fireman 1cl	24
Polster,	Maschinenmaat	Fireman 1cl	22
Ervin, Wilhelm	Matrosenobergefreiter	Seaman 1cl	23

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Name	Rank	U.S.N. equivalent	Age
Borzymowski, Walther	Matrosenobergefreiter	Seaman 1cl	20
Doblies, Wilhelm	Matrosenobergefreiter	Seaman 1cl	29
Bassitta, Bolislaus	Matrosenobergefreiter	Seaman 1cl	21
Schröder,	Matrosenobergefreiter	Seaman 1cl	20
Dettmer, Karl	Funkobergefreiter	Seaman 1cl	20
Bohrer, Paul	Matrosenobergefreiter	Seaman 1cl	19
Storch, Otto	Maschinenobergefreiter	Fireman 2cl	20
Raschke, Arno	Maschinenobergefreiter	Fireman 2cl	23
Grauer,	Maschinenobergefreiter	Fireman 2cl	20
Grass, Heinz	Maschinenobergefreiter	Fireman 2cl	20
Janosch, Hellmut	Maschinenobergefreiter	Fireman 2cl	22
Münch, Erhard	Maschinenobergefreiter	Fireman 2cl	22
Busse, Werner	Funkgefreiter	Seaman 2cl	21
Richt, Helmut	Matrosengefreiter	Seaman 2cl	19
Worch, Erich	Matrosengefreiter	Seaman 2cl	22
Schmidt, Heins	Maschinengefreiter	Fireman 3cl	20
Kurschatke, Richard	Maschinengefreiter	Fireman 3cl	19
Müller,	Maschinengefreiter	Fireman 3cl	19
Scharfschwert,	Maschinengefreiter	Fireman 3cl	19
Brauer, Hellmut	Maschinengefreiter	Fireman 3cl	19
Minderlein, Hans	Maschinengefreiter	Fireman 3cl	19
--------------	Maschinengefreiter	Fireman 3cl	--
Henschel, Herbert	Sanitatsgefreiter	- - - - - - - -	18

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OTHER U-BOATS

U-11	Stated to have been scrapped.

U 17	Reported transferred to the Black Sea.

U-18	Left Gotenhafen October 1942. She had been the oldest boat in the 22nd Flotilla.

U 56	It was confirmed that U-56 was serving as school boat in the 22nd Flotilla. She was seen at Gotenhafen during the first half of 1942.

U-58	A prisoner stated that U-58 was attached to the 22nd Flotilla at Gotenhafenduring the first half of 1942. (O.N.I. Note: This tends to confirm recent information that U-58 was not sunk but is used as school boat in Gotenhafen.)

U-116	She was said to have been completed during the late fall of 1941. Early in January 1942 it is believed that she was at the Germinia Werke, Kiel, for final overhaul. A prisoner said that she was lost during January 1943, northwest of the Azores. (O.N.I. Note: U-116 had previously been reported sunk some time in October 1942.)

U-116	to U-119 A prisoner had heard that six to eight 1600-ton combination minelaying and supply U-boats had been planned and that four had been completed. They were commissioned two months apart. (O.N.I. Note: This probably refers to U-116 to U-119.)

U 117	A prisoner stated that she was completed during the fall of 1941. She was frozen in at Danzig from January to March 1942, together with U118 and about 20 other boats. Her minelaying tests were made late April or early May 1942. However, they were

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	considered a failure since all but three of the mines laid exploded too soon. U-117 was reported to have laid mines off Iceland about early November 1942, off Casablanca approximately 24 December 1942, and again off the Straits of Gibraltar early in February 1943. (O.N.I. Note: U-117 was expected to sail again from Bordeaux early July 1943. Her executive officer at one time was Oberleutnant Hans Spahr, of the 1937 A term, who was said now to command a new minelaying U-boat; her second watch officer was said to have been Leutnant von Arco-Zinneberg who reportedly left U-117 for some other U-boat.

U-119	A damaged torpedo tube caused U-119 to return to Kiel in May 1942. After the necessary repairs, she conducted minelaying tests and experiments under orders of the S.V.K. (Barrage Test Command). At one time she departed from Kiel together with U118 on 17 September 1942. U-119 laid over at Frederikshaven whereas U118 proceeded to Kristiansand. It was reported that U-119 left on her first war patrol about February 1943. On this cruise mines may have been laid in the Gibraltar area early in April, although one prisoner said that she might have sown mines off Halifax in February. She left Bordeaux on what might have been her second patrol during the late days of April 1943. She was then commanded by a Kapitänleutnant who had just taken over U-119. She was believed to have laid mines in the Straits of Gibraltar in May 1943.

U-146	A prisoner from U118 had joined U-146 in September 1942. At that time her commander was Oberleutnant Nissen, who was succeeded by Oberleutnant Hilsenitz who was still her commander when the prisoner

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	left U-146 in February 1943. (O.N.I. Note: Both officers mentioned are listed in the German Navy List as belonging to the 1936 term.) Her Obersteuermann was said to have been named Hein; he was killed later. U-146 was equipped with MAN Diesels and Siemens electric motors.

U-212	A prisoner stated that this boat was not a minelaying boat. (O.N.I. Note: It was thought at one time that U-212 might belong to the series of minelaying boats now believed to range from U-213 to U-218.)

U-213	to U-218 This series was said to have been in various phases of construction late fall 1941 at the Germania Werke, Kiel. U-213 was reported to have carried the same type of mines as U118. Specifically mentioned as belonging to type VII D were U 216 to U-218. (O.N.I. Note: This confirms previous information. U-213 was reported sunk early in 1942, and U-214 is listed as possibly lost.)

U-223	A prisoner claimed to have seen this boat at La Rochelle in October or November 1942. (O.N.I. Note: She was reported on trials in September 1942 and was reported possibly sunk late in 1942.)

U-225	to U-227 A prisoner stated that these boats were 1600-ton minelaying and supply U-boats. Oberleutnant Hans Spahr who had served as executive officer on U-117 was reported to command one of these U-boats. (O.N.I. Note: Little is known about this series except that U-226 was once reported as a 500-ton U-boat.

U-999	A prisoner claimed that a boat with this number was built a Flensburg and that the final construction period was about May 1941. She was said to be a 500-ton U-boat of the type VII C. (O.N.I. Notes:

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	The existence of U-999 has never been definitely established.)

U-1006	Said to have been under construction at Flensburg in May 1941.

U-6	Reported a Deutsche Werke, Kiel, about January 1942.

U-43	Frozen in at Danzig from January to March 1942, together with U-118 and about 20 other U-boats.

U-BOATS IDENTIFIED BY COMMANDING OFFICERS

U-Schnoor	The supply U-boat commanded by Kapitänleutnant Schnoor was known to prisoners as U-Jumbo. Her device was said to be a globe. She is believed to be a regular supply boat of 1600-tons and to have operated in the vicinity of St. Paul Rocks.

	During the early days of June 1943, it was arranged that U-Schnoor, on her way home, should supply U-118 with some fuel oil. However, when both boats heard the calls for help sent out by U-Manseck after the aircraft attack on her on 8 June 1943, the rendezvous was called off, though U-Schnoor and U-118 met on 9 June while searching for U-Manseck. After discussing their plans the boats parted company and again set out to find U-Manseck. U-118 found the ailing U-boat about three hours later and U-Schnoor joined the other two soon thereafter. On the morning of 10 June 1943, U-Schnoor supplied both U-118 and U-Manseck with about 40 tons of fuel oil each and then, in compliance with orders received from the Admiral U-boats, accompanied the damaged U-Manseck back to her base.

U-Manseck	Kapitänleutnant Manseck was said to command a 500-ton U-boat, the number of which is believed to be in the 200s.

	According to prisoners from U-118, U-Manseck was attacked

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	by airplanes from USS Bogue the night of * June 1943, in approximate position 30 N, 29 W. Eight planes participated in the attack during the course of which one airplane was claimed shot down by U-Manseck’s 20 mm. anti-aircraft cannon. The damage to U-Manseck was described as follows: Water entry into the Diesel compartment to the height of the flood valves; exhaust gas (outboard) flap valves were leaking; gauges were broken; lights had failed. Machine gun fire from strafing airplanes riddled the conning tower and pierced several tanks so that oil escaped. The jumping wires and aerials were also broken. In the course of the attack eleven members of the U-boat’s crew were wounded by machine gun fire, three or four of the wounded being in serious condition. The Obersteuermann was on the bridge directing the anti-aircraft fire; Manseck himself was not wounded.

	Manseck notified the Admiral U-boats of his plight as soon as the attack had come to an end; he asked for medical assistance as well as spare parts with which to repair the damage inflicted. His plea was answered by the arrival of U-118 at about 1400 the next day; soon after, U-Schnoor joined the meeting. The wounded men were treated by the doctor from U-118 and the technical ratings made whatever repairs could be affected on the spot. Manseck reportedly visited U-118.

	The next morning, 10 June 1943, U-Manseck was supplied with about 40 tons of fuel oil from U-Schnoor and soon later, under the latter’s escort, proceeded to base. A congratulatory message from the Admiral U-boats on the successful defense as well as the shooting down of one airplane was received.

U-Brammer	Oberleutnant Brammer who had served as executive officer

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	of U118 until January 1943, was reported to have been given command of a Germania-built U-boat. This boat was stated to have sunk at the pier in Kiel shortly after her launching in late spring, 1943.

U-Cravenhorst	A prisoner saw von Cravenhorst at Bordeaux sometime in the spring of 1943. He described him as a tall man believed to have served in the G.A.F. (O.N.I. Note: Kapitänleutnant d.R. von Cravenhorst was previously reported to command a 500-ton U-boat which was mined when leaving Kiel on her first patrol.)

GENERAL REMARKS ON U-BOATS

Type VII-D	This type is said to be a 500 or 600-ton minelaying U-boat with six mineshafts extending through the pressure hull in the same way as did the forward shafts on U-118. Type VII-D boats were said to be 15 meters (50 feet) longer than type VII-C U-boats.

1200-ton U-boats	Stated to be powered by four Diesel engines two of which are charging engines. Surface speed believed to be about 20 knots. The arrangement fore to aft was claimed to be as follows:
	9 cylinder, 220 H.P., four cycle, single acting, MAN Diesel;
	Mechanical clutch;
	6 cylinder, 950/1350 H.P., four cycle, single acting, MAN Diesel;
	Mechanical clutch;
	Motor generator.

1200-ton Experimental U-boat	A prisoner stated that during 1942 he saw a 1200-ton U-boat which was powered with six Mercedes Benz S-boat Diesels. The horse power of these Diesels was estimated by one prisoner as 1500 each, by another prisoner as 1050. The Diesels were believed to be double-acting, two-cycle engines. One prisoner

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	thought the U-boat might be able to develop a speed of 32 knots, another prisoner stated 25 knots. It was stated that the boat was sunk during an air raid on the Germania Werke, Kiel, where she was tied up for her final overhaul.

750-ton Minelaying U-boats	A prisoner was firm in stating that no 750-ton U-boat was equipped for minelaying.

12^th Flotilla	Only supply U-boats, minelaying U-boats and 1200-ton operational U-boats are attached to this flotilla. A prisoner knew of four supply U-boats, two minelaying U-boats and two 120-ton operational U-boats. The latter two were believed to be on patrol in June 1943.

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