Copy No. ___ of 50.

NAVY DEPARTMENT

OFFICE OF THE CHIEF OF NAVAL OPERATIONS

WASHINGTON

Final Report - G/Serial 31

REPORT ON THE

INTERROGATION OF SURVIVORS FROM U-761

SUNK 24 FEBUARY 1944

S E C R E T

TABLE OF CONTENTS

				Page
CHAPTER	I.		INTRODUCTION	1
	II.		DETAILS OF U-761	2
	III.		GENERAL REMARKS ON U-BOATS	9
	IV.		CREW OF U-761	13
	V.		EARLY HISTORY OF U-761	16
	VI.		FIRST PATROL OF U-761	18
	VII.		SECOND AND LAST PATROL OF U-761	23
	VIII.		SINKING OF OF U-761	27
	IX.		OTHER U-BOATS	31
	X.		BASES	41
ANNEX			CREW LIST OF U-761 AND U.S. EQUIVALENT OF GERMAN NAVAL RANKS

CHAPTER I.  INTRODUCTION

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CHAPTER II.  DETAILS OF U-761

TONNAGE.

        500 tons.

TYPE.

        VII C.

BUILDING YARD.

        Kreigsmarinewerft, Wilhelmshaven.

COMMISSIONED.

        2 December 1942.

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BRIDGE AND PLATFORMS.

        Bridge armor fitted.  Platform II added during final overhaul at Deutsche Werke, Kiel, summer 1943.

GUNS.

        1)  Automatic 37-mm. on Platform II; one reserve barrel carried.  Barrels could be exchanged in 15 minutes.

        2)  Two twin 20-mm. cannons on Platform I; type 38, no shields.

        3)  Four demountable machine guns, type 15;

        4)  Original equipment:  88-mm gun forward of bridge removed during final overhaul at Deutsche Werke, Kiel, summer 1943; one 20-mm. canned added on Platform I during final overhaul; quadruple 20-mm. mount fitted on Platform II during final overhaul.  The latter two replaced by (1) and (2) after first patrol, at Brest January 1944.

AMMUNITION.

        1)  4000 rounds of 30-mm ammunition carried.  Distributed as follows:  In magazine 2760 rounds; in control room 800 rounds; in conning tower 160 rounds; 280 rounds in pressure-proof ammunition lockers on Platform I.

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PRESSURE-PROOF AMMUNITION LOCKERS.

        Two on keel line on Platform I for 20-mm. ammunition; 3 on Platform II, of which 2 were located forward, port and starboard of the 37-mm. gun which they served, and one located directly aft of the gun.

TORPEDO TUBES.

        4 forward, one aft.

TORPEDOES CARRIED.

        Probably 10 carried on last patrol, 12 carried on first patrol.        

UPPER DECK CONTAINERS.

        Not fitted.

S.B.T. (Submarine Bubble Target)

Telegraph Speeds	R.P.M.
K.F. (Dead Slow)	180
L.F. (Slow)	286
H.F. (Half Speed)	348
2xH.F. (3/5 Speed)	392

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Telegraph Speeds	R.P.M.
G.F. (3/4 Speed)	443
A.K. (Full Speed)	472
3xA.K. (Emergency Speed)	487

SUPERCHARGERS.

        Two Rootes type superchargers.

FUEL OIL CAPACITY.

        115.95 tons carried on last patrol.

FUEL OIL CONSUMPTION (compiled from a machinist's diary).

Telegraph Speeds             Hourly Consumption in liters
L.F. (Diesel-Electric)	137 (one Diesel)
H.F. (Half Speed)	390 (Both Diesels)
2xH.F. (3/5 Speed)	430 (Both Diesels)
G.F.  (3/4 Speed)	592 (Both Diesels)
G.F. (3/4 Speed) Charging battery	600 (Both Diesels)

LUBRICATING OIL CAPACITY.

        4660 liters carried on last patrol.

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MOTOR SPEEDS

        Identical with electric motor speeds of U-664 (G/Serial 27).

ELECTRIC MOTOR AMPERAGE (from a captured document)

K.F. (Dead Slow)	200 Amperes
L.F. (Slow)	225 Amperes
H.F. (Half Speed)	850 Amperes
G.F. (Full Speed)	2200 Amperes
A.K. (Emergency Speed)	3000 Amperes

COMPRESSORS.

        One electric, one Junkers air compressor.

OXYGEN SUPPLY.

        3000 liters.

GERMAN ASDIC.

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RADAR DECOY SPAR BUOYS (R.D.S.)

        Not carried.

G.S.R.  (German Search Receiver)

        1)  Wanz G-2.

        2)  Naxos; two sets carried, interchanged every 2/3 days.

        3)  Borkum.

G.S.R. AERIALS.

        1)  Basket-type dipole aerial.

        2)  Dipole Naxos aerial.  Two spare aerials carried;  at least one of these was fitted with a semi-circle plexiglass rod to protect the dipole.

        3)  Cross-type aerial carried as spare.

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        3)  U.K. (VH/F) gear removed at final overhaul summer 1943.

EXTENSIBLE ROD AERIAL.

        Not fitted.

HYDROPHONES.

        "Elak" G.H.G. fitted.

ECHOSOUNDER.

        "Elak" echosounder fitted.

SCUTTLING CHARGES.

        Located in forward torpedo compartment, control room, stern compartment.

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CHAPTER III.  GENERAL REMARKS ON U-BOATS

HOHENTWIEL RADAR

        This radar set is reported to contain a crystal self-tuner, and it is claimed that it can be tuned on the target.  It is keyed on plate current instead of grid current.  The mattress aerial is believed to be somewhat smaller than the aerial used with Gema-Radar sets.

        It is believed that Hohentwiel Radar will first be fitted on U-boats which have no radar installation, secondly on U-boats with damaged sets, and last on U-boats equipped with a Gema installation.

"BERLIN" RADAR

        The radar set called "Berlin" was stated to be copied from radar sets found in American bombers which crashed over Germany.  The aerial used in connection with the set was described as a curved reflector aerial.

BORKUM G.S.R.

        On some occasions the Borkum G.S.R. set was switched to the Naxos aerial and short wave R/T was then heard on it.

FREQUENCIES

        On the last patrol of U-761 (12 - 24 February 1944) one of the frequencies of the Kustenschaltung (Coast Frequency Ranges) was 4260 kcs; one of the frequencies of the Diana-

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Schaltung (Diana Frequency Range) was 21.3 kcs.

RADIO INTELLIGENCE

        A radioman, at present hospitalized, was stated to speak English and to have listened to Allied convoy traffic.  It is unknown whether the primary purpose was to intercept voice traffic or to obtain bearings on approaching convoys.  A book on convoy voice traffic was kept on U-761.

37-MM.  AUTOMATIC GUN

        It was stated that the new 37-mm. automatic gun will soon be installed forward of the C/T in addition to the gun now fitted on Platform II.

        The ammunition for the new automatic gun can also be used on the old type 37-mm. gun.

PRESSURE TESTING

        When U-761 was at the Deutsche Werke, Kiel for her final overhaul in June 1943, her tanks were pressure tested.

        A captured document lists the following pressures:

Diving tanks, main ballast and reserve fuel oil tanks	6 kg/cm2
Interior negative buoyancy tanks - regulating tanks	140 kg/cm2
Fuel oil tank No. 2	8 kg/cm2
Waste water tank No. 2, port	5 kg/cm2

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PIPING TESTING PRESSURES

        The following refers to a U-boat built at Wilhelmshaven, but not necessarily to U-761 (from a captured document).

Cooling water lines	10 kg/cm2
Lubricating oil suction lines	4 kg/cm2
Lubricating oil pressure lines	5 kg/cm2
Diesel oil pressure lines	600 kg/cm2
Diesel oil suction lines	4 kg/cm2
Starting air lines	50 kg/cm2

PASSAGE THROUGH GIBRALTAR

        Commander-in-Chief U-boats recommended that U-boats pass through the Strait of Gibraltar by attaching themselves, if possible to an Allied convoy.  It was stated that 2 U-boats had used this method successfully.

        The suspected presence of underwater listening gear was reported to have prevented U-761 from attempting to pass through the Strait of Gibraltar at a greater depth than an average of 50 meters.

WALTER BOATS

        The Blom & Voss yard at Hamburg was said to have stopped building 500-ton U-boats and to be building Walter-boats.

        Another prisoner spoke of small boats which are similar, if not identical, with Walter-boats.  They are "Speer" boats.

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        Both Walter-boats and Speer-boats were described as single-drive boats (Einheitsantreib), using as fuel a powder mixed with sea water.

        It was stated that on a Walter-boat the engineer officer is personally at the hydroplanes when the boat is submerged.

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CHAPTER IV.  CREW OF U-761

COMPLEMENT

        U-761's crew totaled 52 men, divided as follows:  4 officers; 15 petty officers, averaging 25-1/2 years; 33 enlisted men, averaging just over 21 years.

OFFICERS

        The commanding officer of U-761 was Oberleutnant z.S Horst Geider, 26 years old, of the 1937 A term.  His entry into the U-boat arm was probably influenced by the fact that his father-in-law had served as boatswain on the World War I U-boat commanded by Grand Admiral Dönitz.  Geider knows Dönitz and has the highest respect for him.

        After serving as second watch officer on U-73 under command of Kapitänleutnant Rosenbaum and making 2 North Atlantic patrols, Geider took command of U-61, a school boat at Pillau.  He served on her for about a year and subsequently was appointed to the command of the then building U-761 which he commissioned 2 December 1942.

        Geider was quite difficult in conversation despite the fact that his political views were not at all radical.  He was lacking in color and personality and was not highly regarded by his men who thought that he was too cautious.  For example it was cited that he considered it foolish and unnecessary to raise the periscope while in the Strait of Gibraltar.  The

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discovery of U-761 was laid to this act.

        The executive officer of U-761 was Oberleutnant z.S. Wolfgang Benzine, 23 years old, of the December 1939 term.  He came to U-761 prior to the commissioning.  His commander described his political attitude as monarchist ic though not markedly expressed.  He was security-conscious.

        The second watch officer was Leutnant d.R. Friedrich Puppele, 22 years old, a lower deck promotion.  He had entered the Navy in 1940.  He came to U-761 at the commissioning.

        The engineer officer was Oberleutnant (Ing.) Karl Lendle who died at the sinking.  He came to U-761 27 October 1943 while the U-boat was at Trondheim, Norway.  He succeeded Oberleutnant (Ing.) Ammon.

        Lendle's career is unknown, but it was stated that he was engineer officer on a U-boat which sank in the Baltic.  The crew of this unidentified boat was saved, and Lendle escaped from a depth of 50 maters.  He was well liked by all the engine room personnel.

        Lendle's predecessor was Leutnant (Ing.) Fritz Ammon.  From the start Geider took a dislike to him, but it was said that the feeling was mutual.  The dispute broke into the open when U-761 was in Trondheim September 1943, and Ammon was court-martialed as the result of using insulting language.

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PETTY OFFICERS

        Among the petty officers were several who had made patrols on various other U-boats including boats which had operated in the Mediterranean.  In general, they responded well to the interrogator's efforts, and their experience led to almost all the worthwhile items of the report.

ENLISTED MEN

        Most of the enlisted men had participated in both patrols of U-761 but their knowledge was slight and their security-consciousness was as usual higher than that of their petty officers.

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CHAPTER V.  EARLY HISTORY OF U-761

COMMISSIONING.

        U-761 was commissioned at Wilhelmshaven 2 December 1942.

TRIALS AND EXERCISES.

        A few days later U-761 proceeded through the Kaiser Wilhelm Kanal to Kiel where she was attached to the 5th Flotilla and underwent her acceptance tests.  It was here that her "Gema" radar set was installed.  Mid-January 1943, she proceeded to the eastern part of the Baltic for the usual trials and exercises at Danzig, Hela, Libau (where torpedo firing practice was held), and Gotenhafen.  Detached from the 5th Flotilla, she belonged to the 8th Flotilla while working up.

FINAL OVERHAUL.

        U-761 was not ready for her final overhaul until early June 1943.  The delay was partly due to Geider's illness in April 1943, partly to the many days spent idly in various ports waiting for schedules to be arranged.  Most of the crew got liberal leaves and few expressed eagerness to go on patrol any sooner than necessary.

        U-761 did not return to her building yard for the final overhaul but was ordered to the Deutsch Werke, Kiel.  Her superstructure was re-built:  Platform II was added and

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a quadruple 20-mm. mount was fitted.  Two single 20-mm. cannons were installed on Platform I.  Her 88-mm. gun forward of the bridge was removed.  Several prisoners stated that the long stay at Kiel was due to scarcity of labor.

PREPARATION FOR FIRST PATROL.

        The final overhaul was completed during the last days of August.  On 1 September 1943, according to a captured diary, preparations were begun for U-761's first patrol.  At 1300, fuel oil was taken on, and at 1600, torpedoes were stowed.  At 1000, 2 September, flak ammunition was loaded, followed at 1300 by provisions.  At 1630 the first trim test was held.

        On 8 September 1943 U-761 was ready to leave on her first operational patrol.

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CHAPTER VI.  FIRST PATROL OF U-761

KIEL TO TRONDHEIM.

        At 0805, 9 September 1943 U-761 left Kiel in company with an unidentified U-boat, escorted by two patrol vessels.  The next day Kristiansand was reached but after a short stay U-761 sailed on, leaving the other U-boat there.  After staying over-night at an unidentified Norwegian harbor, U-761 arrived at Haugesund 12 September.  Bergen was reached 14 September.  She left Bergen early 15 September and spending nights at Aalesund, Molde, and Kristiansand, arrived at Trondheim 18 September 1943.

AT TRONDHEIM YARD.

        U-761 was sent to the yard where minor repairs were immediately begun.  In addition, the new G.S.R. sets, Borkum, Naxos, and Wanz G-2 were installed over a period of time.  Furthermore, the non-radiating "Main" receiver was fitted.  

COURT MARTIAL OF ENGINEERING OFFICER.

        Some time after arrival at Trondheim the engineer officer, Leutnant (Ing.) Ammon, used vituperative language to Geider during the course of a social evening.  Feeling between the two had not been good ever since they had met prior to the commissioning of the boat and apparently liquor loosened Ammon's tongue.  Geider had his engineer officer arrested, and he was court-martialed 21 October 1943, punished

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with 3 months in jail, and reduced in rank.

PREPARATIONS FOR DEPARTURE.

        U-761 had been transferred to the harbor basin on about 7 October, but it was not until 27 October that the new engineer officer, Oberleutnant (Ing.) Lendle, arrived.  After he had familiarized himself with his new boat for about a week, U-761 made her first diving trials 4 November.  On 14 November she took on fuel oil, and during the next 2 days torpedoes and provisions were loaded.

DEPARTURE FROM TRONDHEIM.

        At 0930 17 November 1943 U-761 slipped her moorings and headed out on patrol.  She was escorted by a patrol vessel until about 1800.  Her course into the North Atlantic led her through the Rosengarten, which was passed without incident.

DESTROYERS AND HEAVY WEATHER.

        Sailing through a thick fog 23 November a destroyer was sighted at a distance of about 1,000 meters, but U-761 was able to make an undetected get-away.  During the next days the weather became worse until U-761 was caught in a heavy storm 29 November.  Geider, intent on hardening his crew, continued to run on the surface, thereby subjecting the bridge watch to a continual soaking.  On 1 December 1943 two destroyers exchanging blinker signals were sighted when U-761 surfaced within 500 meters of them.  Heavy seas, however,

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made escape possible.  The weather moderated the next day, and a notation in a captured diary records calm seas on 4 December.  Five men were injured during the stormy period; the shields on the quadruple 20-mm. mount were bent in such a way that it could not have been used had it become necessary.

U-761 JOINS A U-BOAT PATROL GROUP.

        On 3 December 1943 joined a group of about 30 U-boats patrolling between Iceland and Greenland.  U-761 was ordered to patrol a stretch of about 15 miles in one of the northern AK squares and her position was estimated at 60 N., 30 W.  (Note:  Numbers and commanding officers' names of U-boats in this group will be found in Chapter IX.)  The name of the group was said to be "Coronel".  Later it was split into group Coronel I and Coronel II;  U-761 was then a member of Coronel II.  The groups were formed in anticipation of Allied convoys but neither U-761 nor her neighboring boats sighted any shipping.

BALANCE OF FUEL OIL.

        On 5 December 1943 an entry in a notebook indicated that 78 tons of fuel oil remained in the bunkers.

BATTERY EXPLOSION.

        At 0025 17 December 1943 the forward battery on U-761 explode without, however, damaging the U-boat.  The cook who happened to be near was injured slightly when the

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cover to the battery compartment blew off.  A considerable amount of smoke prevented an immediate examination; the engineer officer was overcome by the fumes when he attempted to enter the compartment.  The explosion could not be traced to any one cause, but a contributing factor may have been incomplete ventilation due to heavy seas.  Unable to use the forward battery, U-761 was ordered to return to her assigned base at Brest to be attached to the 9th Flotilla.

RETURN TO BASE.

        After an uneventful trip U-761 arrived at Brest at 1000 26 December 1943.  During the passage from Trondheim to Brest U-761 was neither attacked nor did she carry out any attacks.

        At 0900 30 December 1943 she went into dry dock remaining there until 21 January 1944 during which time various repairs and adjustments were made and her forward battery exchanged as well.  The quadruple 20-mm. mount was replaced with a new automatic 37-mm. gun on Platform II and her single 20-mm. cannons were replaced with twin 20-mm. cannons.

PREPARATION FOR NEXT PATROL.

        The following is an extract from a captured document:

27 January 1944		Took on fuel and lubricating oil
28 January 1944	at 0830	Stationary engine tests
29 January 1944		Re-fitting of periscope, Loading of batteries, Installation of guns,
		Took on fresh water

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30 January 1944	0830	Trial run
	1000	Trim tests at pier
	1130	Wiping
2 February 1944		Torpedoes and ammunition taken on
		Topping up with fuel oil
4/5 February 1944		Provisions loaded

        Korvettenkapitän Lehmann-Willenbrock, commander of the 9th Flotilla, addressed the crew of U-761 whom he had also greeted upon their arrival at the base in December 1943.  The tone of his speech was depressing and it was referred to as a "Trauermarxch" (funeral march).  Only the officers and possibly the quartermaster knew the destination of U-761; the men were not informed where the next operational area would be.

FIRST START.

        On 9 February 1944 U-761 put to sea, but after making her second trial dive the next day, Geider decided to put back to port as in addition to small leaks through the Diesel exhaust valves and the main air induction valves the U-boat was leaving a trace of bubbles from a high pressure air line.  U-761 arrived back at Brest probably 10 February 1944 and after quick repairs was scheduled to depart 12 February 1944.  (O.N.I. NOTE:  According to a previous report, U-761 left Brest on 8 February 1944.)

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CHAPTER VII.  SECOND AND LAST VOYAGE OF U-761

DEPARTURE FROM BREST.

        U-761 left Brest at 1700, 12 February in company with two other U-boats, said to have been U-214 and U-218, both VII-D type mine-carrying U-boats.  The escort was provided by three minesweepers.  The three U-boats proceeded in line, about 200 meters apart, but parted company when the escorting minesweepers turned back.

DESTINATION TOULON.

        Several days out, Geider told his crew that U-761 was on her way to the Mediterranean.  He admitted that the passage through the Strait of Gibraltar was difficult but that the other U-boats had successfully run the blockade and that they had a good chance to reach Toulon.  As the crew included several men how had ben on boats which had operated in the Mediterranean their opinion of the new operational area was soon accepted and consequently the optimistic attitude affected by Geider found no echo in his crew.

COURSE ALONG SPANISH/PORTUGESE COAST.

        As far as could be determined, U-761 steered a straight course from Brest to Cape Finisterre.  The first shore lights were observed about 17 February.  No aircraft attacks were encountered in the Bay of Biscay although the U-boat dived several times when radar was intercepted on her G.S.R. sets.

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        U-761 followed the contour of the coast closely remaining just inside or outside the Spanish or Portuguese territorial waters.

        Ever since leaving Brest, U-761 had followed the practice of diving at the first sign of dawn, remaining submerged until quite late at night.  When submerged her speed was stated to have ben "Slow"; on the surface her speed probably varied from 3/5 Speed to 3/4 Speed.

RADAR INTERCEPTION AND AN A/C ATTACK.

        Geider firmly believed in the efficacy of the G.S.R. sets with which his boat was fitted.  He remained on the surface longer and longer each time radar was intercepted.  He was planning to write an extensive report on his G.S.R. experiences upon arrival at Toulon.

        About one week after leaving Brest, U-761 was suddenly illuminated at night by a searchlight aircraft.  Radar had been intercepted and had been received with such strength that the radioman yelled "airplane must be right over us".  Orders were given to fire all flak guns.  The 37-mm. gun jammed after about three rounds due to a shell not fitting properly in the feed.  Instead of straightening it out the gun crew took cover from the strafing of the airplane until a man from below had quickly corrected the jamming.  By that time the airplane had dropped its bombs which landed some distance away.  Soon thereafter, U-761

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submerged, undamaged.  (O.N.I. NOTE:  Wellington B, Squadron 179, while on A/S patrol, attacked a surfaced U-boat at 0414, 19 February 1944, in 38.55 N., 09.31 W., northwest of Lisbon.  Six 250 lb. depth charges were dropped which however overshot.  Flak from the U-boat was experienced.  After the attack radar contact was maintained for about 30 minutes.)

SCHEDULED REPAIRS.

        A captured document reveals that the starboard intake valve leaked near the flange as soon as the boat dived to more than 180 meters.  Furthermore, water was leaking through the main induction shaft.  The notes were probably made as a beginning to a list of repairs to be undertaken upon arrival at Toulon.  (Note:  It is not known whether there was any connection between the airplane attack and the contemplated repairs.)

APPROACH TO GIBRALTAR.

        Cape St. Vincent was passed on the surface some time during the night of 22/23 February 1944.  As usual U-761 submerged during the daylight hours of 23 February, surfacing again at dusk.  Later that night, the lights of Cadiz were seen.  Several prisoners mentioned that U-761 dived at about midnight after a radar interception, but surfaced three hours later.

        U-761 arrived in the approaches to the Strait of Gibraltar 12 days after leaving Brest, exactly as instructed.

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The moon had entered the phase of new moon 23 February 1944.

        At about 0500, 24 February 1944, U-761 took a bearing on the light of Cabo Trafalgar and then submerged in about 36.10 N. 06.11 W.  The approximate course of 150⁰ T led her through the Banco de Trafalgar were several sound bearings were taken.  At about 35.57 N., 06.01 W. she changed course to about 110⁰ until position 35.54 N., 05.50 W. was reached.  There the U-boat again altered to port steadying on an approximate course of 75⁰ T which was to lead her through the Strait.  Geider, unsure of his position, raised his periscope two or three times during the approach and he subsequently was blamed by many survivors for having given away the position of U-761 to patrolling airplanes.  Propeller noises were heard, but as they soon faded away fear of discovery disappeared.

        U-761's underwater speed was "Dead Slow" and her mean depth was estimated at about 50 meters.  Various density layers made it difficult to keep the U-boat at a predetermined depth.

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APPROXIMATE COURSE OF U-761

ATTEMPTING PASSAGE THROUGH

STRAIT OF GIBRALTAR

CHAPTER VIII.  SINKING OF U-761

SURPRISE ATTACK.

        U-761 was at a depth of about 50 meters, proceeding submerged at "Dead Slow", when four explosions were heard.  Prisoners stated that they assumed these explosions to have been caused by aircraft bombs or depth charges as they sounded milder than regular depth charges dropped by surface craft.  No appreciable damage was done by these explosions which however served notice on officers and men that their boat had been discovered.

DEPTH CHARGE ATTACKS.

        Some prisoners spoke of two, some of three depth charge attacks which followed the aircraft bomb explosions.  In the confusion no count of the charges dropped on them could be obtained, but the consensus of opinion seemed to be that the last series of depth charges was the most damaging.

U-761 SURFACES BRIEFLY.

        After the first depth charge attack, several of the crew stated that U-761 must have broken surface.  Shortly before, the boat, for unexplained reasons, was heavy by the bow.  The order to trim by blowing was given, but apparently U-761 was closer to the surface than indicated and she surfaced.  The mistake was promptly realized and she dived again.

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FINAL DEPTH CHARGE ATTACK.

        According to prisoners either one or two more series were dropped on U-761.  To the slighter damage of the first attacks were added the following which were the compelling reasons for giving up the boat:  All electrical installations, including the batteries and the electric motors, were damaged and non-operative; the main switchboard was broken to pieces and thrown on the floor plates; the hydrophones and all radio apparatus were smashed, the former by one of the early depth charge attacks; compressors were wrenched loose from the straps; water entered the boat temporarily through a loose valve in the main drain pump; the clutch between the Diesels and the electric motors were jammed; high pressure air lines were ruptured.  (O.N.I. NOTE:  Photographs of the sinking show a large air bubble rising near the stern of the U-boat.)

        Quite apart from these damages, alone sufficient to make evasive action impossible, the air inside the boat had become quite foul, the lights except for the emergency lights were out and one prisoner even said that there was a slight smell of chlorine in the boat.  Clearly, the situation was hopeless and after a quick consultation between Geider and Lendle, his engineer officer, the order to surface and to prepare for abandoning ship was given.

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U-761 SURFACES FOR THE LAST TIME.

        About 15 minutes after the first attack, U-761 broke surface and her crew began abandoning ship.  None of her deck guns were fired.  The engineer officer attached a scuttling charge to a torpedo in the stern compartment.  He and the commanding officer were the last to leave the U-boat through the conning tower.  Apparently confused, the engineer officer swam towards the submerged stern of U-761 although his commander shouted warnings.  When the torpedo exploded, Lendle was injured by the underwater blast and dies in the arms of Geider who had come to his assistance.

U-761 SINKS.

       While the crew was abandoning ship, destroyers nearly opened fire and several planes dropped additional depth charges.  Some men were killed and others suffered injuries.  U-761 sank about 5 minutes after the crew had started to abandon her.

ACTION REPORT.

        All times A.  Date 24 February 1944.

        At 1559 plane 63-P-15 one of the two Catalina MAD equipped planes flying the Straits of Gibraltar MAD Barrier Patrol, obtained a MAD contact.  Soon thereafter plane 63-P-14 joined the tracking, both firing float lights on MAD signals.  Before the tracking was complete H.M.S. ANTHONY obtained ASDIC contact in the area, but lost it at 150 yards; she then steamed clear

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of the area in which the MAD planes now continued the search.

        At 1645 MAD contact was regained and at 1656 plane #15 fired a pattern of 23 retro bombs, followed at 1658 by 24 bombs from plane #14.  Twenty seconds later H.M.S. ANTHONY dropped a 10 charge pattern close to the splashes of the planes' retro bombs.  At 1702 the U-boat's bow was seen breaking surface but immediately settled stern first.  At 1707 H.M.S. WISHART which had joined the hunt dropped a 10 charge pattern followed almost immediately by another 10 charge pattern by H.M.S. ANTHONY.  At 1710 the U-boat surfaced and the crew was seen to abandon ship.  Both destroyers opened fire and a direct hit was scored on the conning tower.  A few minutes later, depth charges from a PV of VP 127 and from an RAF Catalina straddled the U-boat.  The U-boat exploded and sank at 1720.  (Note:  The above condensation was made from VP-63, Anti-Submarine Action by Aircraft Report #6, dated 24 February 1944.

RESCUE OF SURVIVORS.

       Forty-four survivors were picked up.  H.M.S. WISHART brought 37 men and H.M.S. ANTHONY seven men to Gibraltar.  Proper segregation aboard the ships and at Gibraltar facilitated interrogation.

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CHAPTER IX.  OTHER U-BOATS

U-61	Oberleutnant z. S. Geider commanded U-61 from late 1941 to fall 1942.  She was a school boat at Pillau (O.N.I. NOTE:  Apparently not sunk, as previously reported).
U-214 and U-218	Commanded by Oberleutnant Rupprecht Stock and Kapitänleutnant Richard Becker respectively, U-214 and U-218 were stated to have left Brest on 12 February 1944 together with U-761.  Both U-boats were reported to be loaded with mines.
U-256	U-256 was re-commissioned at Brest in September 1943 after having been severely damaged fall 1942.  Her commander was reported to be Oberleutnant Braun.  (O.N.I. NOTE:  This may possibly be Rudolf Braun of the October 1938 Term.)  U-256 left on her first patrol, after re-commissioning, about 28 September 1943 returning early November 1943.  Her armament consisted of one 20-mm quadruple mounted on a platform forward of the conning tower, one 20-mm. quadruple mounted on Platform I and one old-type 37-mm. gun on Platform II.  While on patrol several A/C attacks were warded off, but no airplanes were shot down nor were any ships sunk.  U-256 was believed to have left on her next patrol

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	from Brest early January 1944.
	She was attached to the 9th Flotilla and carried the 9th Flotilla insignia on the conning tower.  Her field post number was 42761.  Officers were stated to be:  Executive Officer Walther, 2nd watch officer Bathjen.  (O.N.I. NOTE:  It is not known which of the Walthers is serving on U-256; the 2nd watch officer is Leutnant Herbert Rathjen of the January 1941 Term).
U-284	It was stated that U-284 was forced to scuttle in the North Atlantic while operating with or in the neighborhood of GROUP CORONEL, late November or early December 1943.  The entire crew was believed saved by another U-boat.
U-292	U-292 was commissioned 25 August 1943.
U-303	On her second patrol U-303, commanded by Kapitänleutnant Heine, was ordered to the Mediterranean.  She left Lorient on 4 April 1943 and passed through the Strait of Gibraltar without incident.  Spezia, had been raided by Allied aircraft and U-303 was, therefore, routed to Toulon.  After repairs U-303, with less than her usual complement and some civilian technicians aboard, made a trial run, leaving Toulon either 20 or 21 May 1943.

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	According to a captured diary she was torpedoed at 1621, 21 May 1943.  U-303 was at the time proceeding at slow speed and although Heine saw the track of the approaching torpedo he was unable to maneuver his boat out of the way.  The torpedo struck aft of the conning tower.  The Engineer officer was lost, but Heine, his executive officer Erwin Couplette, of the December 1939 Term, and the 2nd watch officer Uhle (or Uhl) were saved.
	Kapitänleutnant Heine was assigned another U-boat but was reported lost since (O.N.I. NOTE:  H.M. Submarine SICKLE torpedoed and sank a U-boat on  21 May 1943).
	U-303 was stated to have been built at Lübeck.
U-373	A U-boat commanded by Kapitänleutnant Koenenkamp was definitely to be sunk.
U-377	Commanded by Kapitänleutnant Kohler, U-377 left a Norwegian port in June or July 1943 and soon thereafter arrived without incident at Brest where the boat was taken over by Oberleutnant Kluth of the October 1937 Term.  The next patrol started probably late in August or early September 1943 and U-377 joined the groups of U-boats which attacked convoys ON202

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	and ONS18.  U-377 claimed the sinking of a liberty ship, destroyer, and another merchant ship before being rammed by a destroyer late in September 1943.  Some of her outer tanks were damaged but she managed to return to Brest by about mid-October 1943.  (O.N.I. NOTE:  H.M.S. KEPPEL rammed and depth-charged a U-boat at about 0620, 22 September 1943.  This may have been U-377.  Prior to this three destroyers and two merchant ships had been sunk from the convoys and their escorts.)
	The executive officer of U-377 was reported to be Oberleutnant Erich Schmidt, who was stated to have later gone to Commanding Officer's School.  The 2nd watch officer was Leutnant Erichsen (O.N.I. NOTE:  Neither of these two officers is listed in the G.N.L.).  The Engineer officer was Oberleutnant (Ing.) Nitschke.  Probably Karl Heinz Nitschke of the October 1937 Term).  The field post number os U-377 is 16791.
U-384	U-384 was stated to be commanded by Kapitänleutnant Gunther Rosenberg.  (O.N.I. NOTE:  A U-boat commanded by Rosenburg has been reported sunk.)
U-420	Oberleutnant Jürgen Reese was reported to command U-420 which participated in the tactical exercises with U-761 and which was also believed present at

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	Trondheim probably in October 1943.
U-505	U-505 was believed to have rescued several survivors from a German Torpedo Boat sunk in the Bay of Biscay about Christmas 1943, (O.N.I. NOTE:  Three German destroyers were sunk on 28 December 1943 by H.M. Ships GLASCOW and ENTERPRISE.)
U-565	The Engineer officer aboard U-565 was stated to be Kapitänleutnant (Ing.) Hummel who succeeded Oberleutnant (Ing.) Horst Hinze (O.N.I. NOTE:  This is probably Rudolf Hummel of the 1936 Term).
U-573	The final overhaul of U-573 took place in the summer of 1941.  She left from Kiel on her first patrol in September 1941, arriving at St. Nazaire in November.  She was assigned to the 3rd Flotilla and had left St. Nazaire in December 1941 bound for the Mediterranean.  After passing the Strait of Gibraltar she returned to Gibraltar Bay where she torpedoed and probably sank a 6000-ton steamer.  She was heavily counter-attacked with depth charges, but the damage was not serious.  U-573 arrived at Pola early January 1942 after having first put into Messina.  She left on her third patrol from Pola in February 1942 and returned to this base after about

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	three or four weeks without having sunk anything.  The fourth and last patrol began in April 1942.  On 1 May 1942, she was attacked by an airplane and her electric motors as well as one Diesel engine was seriously damaged.  Subsequently, U-573 was able to put into Cartagena, Spain, under her own power.  The crew was interned and the U-boat, after first being docked in the outer harbor, was then towed into dock.  When the prisoners started to "escape" in January 1943, U-573 was still at Cartagena, but it was unknown whether the Spaniards were able to repair her.
U-616	It was stated Oberleutnant Siegfried Koitschka has been awarded the Knight's Cross of the Iron Cross.
U-707	U-707 is called the "Verbrecher Boot" (criminals' boat).  It was reported that after returning from a patrol U-707 was immediately scheduled to go on another patrol.  Resentment among the crew resulted in court martials.
U-760	The boat commanded by Kapitänleutnant Blum was stated not to have been scuttled but to have entered the Spanish port of El Ferrol where her crew was at first interned and then permitted to escape.

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U-762	Oberleutnant Walter Pietschmann was reported to have succeeded Kapitänleutnant Wolfgang Hille as commander of U-762.
	(O.N.I. NOTE:  Pietschmann belongs to the October 1937 Term, and Hille of the 1936 Term was the former executive officer on U-202.)
U-989	A captured diary gives the name of Erich Schürmann in connection with this U-boat; he is probably the engineer officer.  (O.N.I. NOTE:  Oberleutnant (Ing.) Schürmann belongs to the December 1939 Term, temporary duty officer).  The final overhaul of U-989 took place in Kiel late Summer 1943 and her field post number is 54065.

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U-BOATS IDENTIFIED BY COMMANDING OFFICERS

Ibbeken	It was stated Kapitan z.S. Ibbeken is in command of a new 750-ton U-boat.  While U-761 crossed the Bay of Biscay mid-February 1944, a message intercepted ordering Ibbeken to scuttle his boat and surrender his crew to Spain.
Lange	A U-boat commanded by an officer named Lange was reported in Trondheim in October 1943.  It was said that this Lange was the former Executive Officer on U-431  (O.N.I. NOTE:  It is not known which Lange this is).
Leimkühler	Definitely a casualty, sunk probably off Iceland.
Schelig	Definitely stated to be a casualty.

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GROUP "CORONEL"

        Group "Coronel" was formed early in December, 1943; it operated south of Denmark Strait.  About 30 U-boats belonged to the group which toward mid-December was split into groups "Coronel I" and "Coronel II".  Group "Schill" was stated to have operated simultaneously, but further south.  Several U-boat listed in Group "Coronel" have been mentioned previously as belonging to one or more of the "Schill" groups.  It is believed that these were shifted from the "Schill" groups to the "Coronel" groups.

        U-761 joined group "Coronel" about 3 December, 1943 and was later attached to group "Coronel II".

        According to prisoners from U-761 and U-801 the following U-boats were members of group "Coronel".  (NOTE:  U-boat numbers in parenthesis furnished by O.N.I.):

	(U-618)	C.O. Klt. Baberg
		C.O. Olt. Bender	(Heinz, of the April 1937 Term)
		C.O. Bentler	(Not listed in the G.N.L.)
	U-801	C.O. Klt. Brans	(Sunk 17 March 1944)
	U-333	C.O. Klt. Cremer
		C.O. Klt. Forster
		C.O. Klt. Franke
	U-761	C.O. Horst Geider	(Sunk 24 February 1944)
	U-843	C.O. Klt. Herwartz

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	(U-91)	C.O. Olt. Hungershausen	(Sunk 26 February 1944)
		C.O. Olt. Kolbus	(Hans, of the October 1938 Term.)
		C.O. Olt. Lawaetz	(Ulf, of the October 1937 Term)
		C.O. Olt. Loeder	(Herbert, of the October 1938 Term.)
		C.O. Olt. Möller	(Probably Gunther, of the October 1937 Term)
	(U-415)	C.O. Klt. Neide
		C.O. Klt. Petersen	(Reportedly a casualty 1 December 1943.)
	(U-170)	C.O. Klt. Pfeffer
	(U-552)	C.O. Klt. Popp
	U-420	C.O. Olt. Reese	(Jürgen, of the April 1937 Term.)
	(U-105)	C.O. Olt. Simmermacher
	(U-508)	C.O. Klt. Staate	(Reported sunk end of November 1943.)
		C.O. Klt. Wintermeyer
	(U-600)	C.O. Klt. Zurmühlen
	U-284		(Reported sunk while operating in the group:  crew was saved.)

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CHAPTER X.  BASES

        Radiomen of U-761 attended a G.S.R. course at Le Conquet, near Brest.  The course was called :Donau-Wolga" Lehrgang.

ST. NARCISSE.

        A long wave radio transmitter for communication with U-boats was stated to be located at St. Narcisse, near Paris.

SWINEMÜNDE.

        The depot ship CORDILLERA was reported at Swinemünde during the summer 1943.  An enlisted man of U-761 who had attended a flak course at Swinemünde lived aboard the CORDILLERA together with others who attended the course.

TRONDHEIM.

        The U-boat bunker at Trondheim was stated to contain five wet pens and four dry pens.  The wet pens can as usual accommodate two boats at a time.

VILLESCRENES (near Paris).

        Same as St. Narcisse.

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                                 ANNEX.  CREW LIST OF U-761 AND U.S. EQUIVALENTS

                                                  OF GERMAN NAVAL RANKS.

	Name	Rank	US Equivalent	Age
		Korvettenkapitän	Lieutenant Commander
		Kapitänleutnant	Lieutenant
	Geider, Horst	Oberleutnant z.S.	Lieutenant (jg)	26
	Benzino, Hans	Oberleutnant z.S.	Lieutenant (jg)	23
	Puppele, Friedrich	Leutnant d.R.	Ensign	22
*	Lendle, Karl	Oberleutnant (Ing.)	Lieutenant (jg) (Engineering duties)
	Witt, Hans	Obersteuermann	Warrant Quartermaster	29
	Schacht, Werner	Oberbootsmaat	Boatswain	28
	Schoon, Johan	Oberbootsmaat	Boatswain	28
	Herholt, Rudolf	Bootsmaat	Coxswain	25
	Kretschmer, Rudolf	Matrosenobergefreiter	Seaman 1 cl.	21
	Krinke, Ernst	Matrosenobergefreiter	Seaman 1 cl.	21
	Möbus, Gerhard	Matrosenobergefreiter	Seaman 1 cl.	21
	Schreiber, Helmut	Matrosenobergefreiter	Seaman 1 cl.	20
*	Serr, Friedrich	Matrosenobergefreiter	Seaman 1 cl.
	Staska, Ernst	Matrosenobergefreiter	Seaman 1 cl.	21
	Stein, Otto	Matrosenobergefreiter	Seaman 1 cl.	21
	Steinbach, Josef	Matrosenobergefreiter	Seaman 1 cl.	21
	Fersch, Johan	Matrosengefreiter	Seaman 2 cl.	21
	Langenheim, Rudolf	Matrosengefreiter	Seaman 2 cl.	19
	Siuda, Ladislaus	Matrosengefreiter	Seaman 2 cl.	21
	Sobiella, Kurt	Matrosengefreiter	Seaman 2 cl.	21
	Gebhardt, Walther	Matrose	Apprentice Seaman	23
	Schneider, Harald	Matrose	Apprentice Seaman	25
	Rothhorst, Heinz	Obermaschinist	Machinist	27
	Weins, Matthias	Obermaschinist	Machinist	30
	Müller, Georg	Maschinenobermaat	Machinist's Mate 2 cl.	21
	Günther, Paul	Maschinenmaat	Fireman 1 cl.	21
	Hoffmann, Erich	Maschinenmaat	Fireman 1 cl.	26
	Knauer, Erich	Maschinenmaat	Fireman 1 cl.	23
	Monschau, Hans	Maschinenmaat	Fireman 1 cl.	22
	Schmidt, Fritz-Joachim	Maschinenmaat	Fireman 1 cl.	24
	Adam, Gerhard	Maschinenobergefreiter	Fireman 2 cl.	22
	Bauernfeind, Heinz	Maschinenobergefreiter	Fireman 2 cl.	21
	Dobrunz, Wilhelm	Maschinenobergefreiter	Fireman 2 cl.	21
*	Ehrich	Maschinenobergefreiter	Fireman 2 cl.
	Fröhlich, Otto	Maschinenobergefreiter	Fireman 2 cl.	21
	Lupberger, Otto	Maschinenobergefreiter	Fireman 2 cl.	23
	Marten, Willy	Maschinenobergefreiter	Fireman 2 cl.	22
	Ross, Fritz	Maschinenobergefreiter	Fireman 2 cl.	21
*	Englert	Maschinengefreiter	Fireman 3 cl.
	Hölzer, Werner	Maschinengefreiter	Fireman 3 cl.	20
	Kette, Harry	Maschinengefreiter	Fireman 3 cl.	22
*	Ehlers, Rudolf	Mechanikerobermaat	Torpedoman's Mate 2 cl.
*	Bliss, Gunther	Mechanikerobergefreiter	Seaman 1 cl.

	Name	Rank	US Equivalent	Age
	Röhrig, Hans	Mechanikerobergefreiter	Seaman 1 cl.	21
	Helbing, Bruno	Mechainkergefreiter	Seaman 2 cl.	19
*	Siechler, Arno	Mechainkergefreiter	Seaman 2 cl.
	Gottschleng, Helmut	Funkmaat	Radioman 3 cl.	22
	Schmidt, Otto Hans	Funkobergefreiter	Seaman 1 cl.	22
*	Schmitz, Karl Heinz	Funkobergefreiter	Seaman 1 cl.
	Schmidthaus, Kurt	Funkgefreiter	Seaman 2 cl.	21
	Vankann, Christian	Sanitätsobermaat	Pharmacist's Mate 2 cl.	28

d.R.    Denotes reserve officer.

(Ing.)  Denotes engineering duties.

*        Denotes casualties.