U-118 - 2nd War Patrol

Translation by Jerry Mason with the help Andi Forster

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			K  r  i  e  g  s  t  a  g  e  b  u  c  h
			-=-=-=-=-=-=-=-=-=-=-=-=-=-
				of
			Unterseebootes  "  U  1 1 8  "
			-=-=-=-=-=-=-=-=-=-=-=-=-
			Kommandant        :	Korvettenkapitän    C  y  g  a  n
			Beginning:             : 17 October 1942.     Concluding           : 13 December 1942.
				--------------
			Distribution           :
			Oberkommando der Kriegsmarine Copy No. 1 and 2 Befehlshaber der Unterseeboote     "      " 3 2. Admiral der Unterseeboote     "      " 4 12. Unterseebootsflottille     "      " 5 27. U.-Flottille for 2. U.L.D. and 25. U.-Flottille     "      " 6 Agru-Front, Kptlt. Jebsen for 1. U.L.D.,                        24. U.-Flottille and 26. U.-Flottille     "      " 7
			Enclosures              :
			1  Track chart To     "      " 1, 3, 4, 5. 1  Excerpt of the Radio Log   "     "      " 3, 4, 5. 5  Barograph strips   "     "      " 3.
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	- 1 -
				"U-118"
				=========
			Kommandant:  Korv. Kapt. Czygan
			2nd patrol from:  12 November 1942 to:  13 December 1942
		20.10.42	Lorient	Beginning of shipyard period.
		21.10.42	"	Dry-docked.
		30.10.42	"	Un-docked.  Outfitting the boat.
		06.11.42	"	Sea trial.
		10.11.42	"	Trim test.  Damaged the port propeller by running aground in unfavorable current conditions.  Dry-docked to change the port propeller.
		11.11.42	"	Un-docked.  Sea trial.  Trim test.  Degaussing.
		12.11.42
		17.00	Lorient	Put to sea for 2nd patrol.
		17.15		Taken in convoy by sperrbrecher.
		19.30	Point "Laterne"	Released sperrbrecher escort, outer escort by 3 M.-boats.
		23.42	BF 5552	M.-boat escort broken off due to weather conditions.
			NW 4-5, Sea 4-5, 7/10, Vis. 2 nm
		13.11.42	Bay of Biscay
		00.00	BF 5552
		03.30	Point "Kern"	Course change to 265° to objective BE 59.
		04.00	BF 5493
		06.15	BF 5491	Fu.M.B. detection horizontally polarized 141 cm, bright steady search tone, without growing stronger or shifting to steady tone.  After course change of 30-40°  no further observations.
		08.00	BF 5481
			NW 5, Sea 4, overcast, Vis. 5 nm
		08.20		Crash dive to proceed submerged.
		09.00		Deep dive to depth A +40 meters.
		12.00	BF 5471	Day's run:    49.0 nm
			φ = 46°42'N	11.5 nm
			λ =  6°50'W	60.5 nm
		16.00	BF 4696
		19.05		Surfaced.  Transit at GF.
		20.00	BF 4686

	Sun and Moon Data 12.11.42
	Sun and Moon Data 13.11.42

	- 2 -
		continued
		14.11.42	Bay of Biscay
		00.00	BF 4598
		01.20		Order for new objective DS 90.
		02.30	BF 4587	Came to course 240°, to go via BE 94.
		04.00	BF 4812
		07.15	BF 4756	Fu.M.B. detection vertically polarized 141 cm, buzzing search tone, afterwards louder steady tone.
		07.20		Dived.
		08.00	BF 4755	Surfaced.
			ENE 4, Sea 3-4, 9/10, Vis. 2 nm
		09.05		Dived to proceed submerged.
		12.00	BF 4773	Day's run:    153.5 nm
			φ = 45°54'N	32.5 nm
			λ = 11°02'W	186.0 nm
		16.00	BF 4775
		18.30		Surfaced.  Transit at GF.
		20.00	BE 9332
		15.11.42	Bay of Biscay
		00.00	BE 9345
		04.00	BE 9288
		08.00	BE 9462
		10.00	BE 9457	Came to course 205° to objective DS 90.
		12.00	BE 9478	Day's run:    216.5 nm
			NE 3, E 5-6, Sea 4-5, 9/10, Vis. 8 nm	20.0 nm
				236.6 nm
			φ = 43°50'N
			λ = 15°44'W
		12.15	BE 9712	Crash dive for aircraft type "Whitley" bearing 180°T, range 2500 meters, strikes out of a low cloud deck, bow right, target angle 80°.  When getting below aircraft turns to attack, 6 light aircraft bombs.  No damage.  After 30 minutes further aircraft bombs far off.  Apparently had thrown them to be empty for the return transit.
				Fu.M.B. detections very often faint bright search tone on 141 cm, vertically polarized, but did not suppose that the aircraft located or worked together with a land station.
		16.00	BE 9714
		18.55		Surfaced.

	Sun and Moon Data 14.11.42
	Sun and Moon Data 15.11.42

	- 3 -
		continued
		15.11.42
		20.00	BE 8969
		16.11.42	North Atlantic
		00.00	CF 3238
		04.00	CF 3286
		08.00	CF 3527
		11.10	CF 3572	Fu.M.B. detection horizontally polarized 244 cm, quickly growing louder steady tone medium high, briefly switched off.  Dived.
		12.00	CF 3572	Day's run:    132.0 nm
			φ = 41°19'N	22.5 nm
			λ = 17°19'W	154.5 nm
		12.45		Surfaced.
		12.50	CF 3575	The same Fu.M.B. detection.  With strong steady tone dived.
		14.16		Surfaced.
		16.00	CF 3736
			E 5, Sea 4, 7/10, Vis. 10 nm
		16.15		Fu.M.B. detection on 208 cm horizontally polarized, steady tone medium high was quickly louder.
				Dived.
		18.40		Surfaced.
		19.20	CF 3765	Fu.M.B. detection horizontally polarized 141 cm slowly shifting to 208 cm, medium tone level was quickly louder.  Dived.
		20.00	CF 3765
		20.50		Surfaced.
		21.50		The same Fu.M.B. detection as before.  Briefly shut off steady tone medium level, horizontally polarized changing between 141 and 244 cm, quickly growing louder.  I remained on the surface to clarify.  The steady tone quickly grew louder and covered nearly the entire scale.  Nothing is seen.  By the tone strength the locater must be close enough to touch.  These recurring Fu.M.B. detections then found their explanation.  To dry the binoculars a not interference-suppressed hair dryer was used, which caused with the switching on and warming up, the typical Fu.M.B. detection with increasing loudness. Very good crash diving exercises. Best diving time at GF and with abeam sea after reconstruction of the vents 37 seconds.
		23.46	CF 3794	Gave my position by Short Signal.

	Sun and Moon Data 15.11.42
	Sun and Moon Data 16.11.42

	- 4 -
		continued
		17.11.42	North Atlantic
		00.00	CF 3789
		03.28	CF 6125	Outgoing Radio Message:
			E 5, Sea 4, 7/10, Vis. 3 nm, +16°C, 1020 mb	1.)  13 November BF 5491 06.15 hours horizontally polarized 141 cm bright steady tone Volume 2.  15 November BE 9712 12.25 hours, light aircraft bombs from "Whitley".  16 November detection over 141 cm by not interference suppressed hair dryer.
				2.)  Weather.
		04.00	CF 6154
		08.00	CF 6178
		12.00	CF 5666	Day's run:    132.5 nm
			φ = 38°53'N	27.5 nm
			λ = 18°46'W	160.0 nm
		16.00	CF 5697
		19.41		Orders to wait in DH 10, first supply is anticipated there.
		20.00	CF 5634
		18.11.42	North Atlantic
		00.00	CF 5656	Brightly illuminated steamer in sight, held onto it.  It is the Portuguese "LOBITO" with prescribed illumination and neutrality markings and on ordered route. Course 70°, 6 knots for Lisbon.
		04.00	CF 5685
		08.00	CF 5916
		10.30		Single smokestack steamer in sight with westerly course at 18000 meters abeam to port.  Longer thicker somewhat angled smokestack, two bright masts.  Maneuvered ahead at AK.  Smokestack and masts often disappear in the haze.
		12.00	CF 5864	Day's run:    100 nm
			φ = 37°54.5'N
			λ = 20°16'W
			NE 4, Sea 3-4, 4/10, Vis. 12 nm
		16.00	CF 5797	Steamer bears 10°T, astern to starboard 17000 meters.  Plotted course 260°, speed 14.5 knots.  Illumination conditions are getting more favorable.  Steamer had yellow smokestack with dark rings, yellow masts, neutrality markings not distinguished.  Dove to attack.  Target angle 0°, 16500 meters.  Unfortunately the steamer is Portuguese "SERPA PINTO".  At abeam distance 500 meters surfaced.  Portuguese stopped immediately.  Prescribed neutrality markings.

	Sun and Moon Data 17.11.42
	Sun and Moon Data 18.11.42

	- 5 -
		continued
		18.11.42		Many children and women on board.  Understanding is very difficult.  Aside from passengers, piece goods for Florida (?).  Let him proceed.
		20.00	CF 8115
		22.24	CF 8118	Outgoing Radio Message:
			NNE 3, Sea 3, 5/10, +17.5°C, 1019 mb, steady	1.)  00.15  5656 Portuguese "LOBITO" course 70°, 6 knots passed.
				17.15  5787 dived to attack single smokestacker, course 260°, 14.5 knots.  Portuguese "SERPA PINTO".  Stopped.  Both unsuspicious.
				2.)  Weather.
		19.11.42	North Atlantic
		00.00	CF 8148
		04.00	CF 8415
		08.00	CF 8448
		12.00	CF 8479	Day's run:    195.0 nm
			φ = 35°46'N	5.0 nm
			λ = 21°58'W	200.0 nm
		16.00	CF 8743
		20.00	CF 8781
		20.11.42	North Atlantic
		00.00	DH 1224
		04.00	DH 1254
		08.00	DH 1285
		09.23		Crash dive for test dive.
		10.17		Surfaced.
		12.00	DH 1528	Day's run:    121.5 nm
			φ = 33°40'N	3.0 nm
			λ = 21°44'W	124.5 nm
			ENE 2, 8/10, Sea 1, Vis. 14 nm
		12.45		Propose meeting with "Steinhoff" who has become sick and needs a doctor, DH 2455.  Came to course 93°.
		16.00	DH 1565
		20.00	DH 1569
		22.51		"Piening" reports in at the meeting point to take over spare parts for fuel oil pump and potash cartridges.

	Sun and Moon Data 18.11.42
	Sun and Moon Data 19.11.42
	Sun and Moon Data 20.11.42

	- 6 -
		21.11.42	North Atlantic
		00.00	DH 1655
		04.00	DH 1665
		08.00	DH 2446
		12.00	DH 2455	Day's run:    135 nm
			φ = 33°28'N
			λ = 19°18'W
			NE 4, Sea 3, 8/10, Vis. 12 nm
		12.50		Both boats in sight.  Doctor to "Steinhoff".  Spare parts given over to "Piening".  "Steinhoff" can not continued operations according to specialist medical judgment and as ordered gives over his remaining fuel to me.
		16.00	DH 2482
		20.00	DH 2484	Took over 42 cbm fuel from "Steinhoff".
		21.20		Test dive.
		22.00		Surfaced.
		22.29	NE 3, Sea 3, 5/10, +17°C, 1020 mb, steady	Outgoing Radio Message:
				1.)  "Piening" taken care of.  "Steinhoff" gave over 42 cbm and has begun return transit.
				2.)  Going to DH 10, fuel tanks full.  Weather.
		22.11.42	North Atlantic
		00.00	DH 2474
		04.00	DH 1683
		08.00	DH 1672
		12.00	DH 1568	Day's run:    112.2 nm
			φ = 33°24'N	2.8 nm
			λ = 21°14'W	114.0 nm
			E 4, Sea 3, 5/10, Vis. 12 nm	Positioned in DH 10 for Group "Westwall".
		16.00	DH 1558
		20.00	DH 1583
		23.11.42	North Atlantic
		00.00	DH 1584
		04.00	DH 1573
		08.00	DH 1573
		10.50		Test dive.
		11.30		Surfaced.

	Sun and Moon Data 21.11.42
	Sun and Moon Data 22.11.42
	Sun and Moon Data 23.11.42

	- 7 -
		continued
		23.11.42
		12.00	DH 1584	Day's run:     38.0 nm
			φ = 33°09'N	2.5 nm
			λ = 21°50'W	40.5 nm
		16.00	DH 1584
		20.00	DH 1576
		24.11.42	North Atlantic
		00.00	DH 1587
		04.00	DH 1587
		08.00	DH 1821
		12.00	DH 1822	Day's run:     21.5 nm
			φ = 32°58'N
			λ = 21°42'W
			SSE 7, Sea 6, overcast rain, Vis. 6 nm
		16.00	DH 1825
		20.00	DH 1825
		21.45		"Stiebler" is in transit to EH 80 and will pass my supply place.  Because my fuel tanks are full and independents are hardly to be expected, I send Radio Message:
				Request possibility of own weapons use by changing supply place.
		23.44		Incoming Radio Message:  In area CF 70 and 80 and DH 10 and 40 continual traffic proceeding to CG 95 [Gibraltar] may be expected with certainty. Delay in named area is optional.
		25.11.42	North Atlantic
		00.00	DH 1828
		04.00	DH 1852
		08.00	DH 1855
		11.10		Report that I do not have the Junkers-compressor parts needed on board (engine housing and liner).
		11.24		Orders from 28 November 10.00 DH 1455 to give  "Fiedler" 55, "Feiler" 50, "Schug" 30, "Ölrich" 70, "Eppen" 30, "Neitzel" 50 cbm and afterwards to begin own return transit.
		12.00	DH 1849	Day's run:        35.0 nm

	Sun and Moon Data 23.11.42
	Sun and Moon Data 24.11.42
	Sun and Moon Data 25.11.42

	- 8 -
		continued
		25.11.42	φ = 32°27'N
			λ = 21°56'W
			SSW 3, Sea 2, overcast, Vis. 10 nm
		14.45		Test dive.
		15.40		Surfaced.
		16.00	DH 1876
		20.00	DH 4529
		26.11.42	North Atlantic
		00.00	DH 4583
		04.00	DH 4823
		08.00	DH 4856
		09.14		Report by Short Signal my fuel inventory and with 400 cbm, because "Neitzel" drops out from the supply.
		12.00	DH 4829	Day's run:     175.0 nm
			φ = 30°01'N	3.0 nm
			λ = 21°37'W	178.0 nm
			NW 3, Sea 2, 3/10, Vis. 12 nm
		12.31		Received orders for new fuel distribution:
				1.)  Give over:  "Edler" 60, "Feiler" 60, "Schug" 40, "Ölrich" 80, "Eppen" 40 cbm provisions according to situation.
				2.)  "Lassen", "Nissen" and "Mohr" head for DG 35 and receive there 20 cbm each.  Report arrival as soon as foreseen.
		16.00	DH 4822
		20.00	DH 4581
		27.11.42	North Atlantic
		00.00	DH 4554
		04.00	DH 4516
		08.00	DH 4275
		12.00	DH 4248	Day's run:     95.0 nm
			φ = 31°31'N
			λ = 22°08'W
		16.00	DH 4217
		16.40		Test dive.
		17.30		Surfaced.
		20.00	DH 1799

	Sun and Moon Data 25.11.42
	Sun and Moon Data 26.11.42
	Sun and Moon Data 27.11.42

	- 9 -
		28.11.42	North Atlantic
		00.00	DH 1761
		04.00	DH 1489
		08.00	DH 1455
		11.10	DH 1445	Gave position with Short Signal, because despite good visibility still no boats met and to eliminate confusion with 1455.
		12.00	DH 1445	Day's run:     140.0 nm
			φ = 33°28'N	3.0 nm
			λ = 23°16'W	143.0 nm
			NE 3, Sea 2, overcast, Vis. 12 nm
		12.10		"Fiedler" in sight as first boat.  Deploy gear and launch rubber boat to provide provisions.
		13.05		Begin fuel transfer.
				Additionally gave provisions for 8 days, Junkers-compressor parts, binoculars and replacement materials.
		16.00	DH 1449	"Eppen" in sight.  Provisions transfer for 3 weeks to the starboard side in hailing distance back and forth with the rubber boat.  Reg.Rat. Wolf taken over.
		17.30		"Stiebler" comes in sight and watches the proceedings.
		19.30		"Fiedler" took over 60 cbm.
		20.00	DH 1445	Began fuel transfer to "Eppen".
		22.50		"Eppen" took over 40 cbm.
				The other boats are not in sight, gear taken in.  Fuel, provisions and spare parts transfer went smoothly through the good collaboration of the boats.
		29.11.42	North Atlantic
		00.00	DH 1448
		04.00	DH 1445
		08.00	DH 1445
		09.30		"Schug" and shortly later "Ölrich" in sight.  Deployed the fueling gear.
		10.25	SW 2, Sea 1, 7/10, Vis. 14 nm	Began fuel transfer to "Schug".  Back and forth with the rubber boat on the port side to "Ölrich" 1 weeks provisions and spare parts given.
		12.00	DG 3662	Day's run:     16.5 nm
			φ = 33°32'N
			λ = 23°42W
		12.50		"Schug" took over 40 cbm.

	Sun and Moon Data 28.11.42
	Sun and Moon Data 29.11.42

	- 10 -
		continued
		29.11.42
		14.00		Began fuel transfer to "Ölrich".  3 weeks provisions and drinking water to "Schug" abeam to port.
		16.00	DG 3632
		18.25		"Ölrich" took over 80 cbm.  Took gear in.
		20.00	DG 3661
		30.11.42	North Atlantic
		00.00	DG 3653
		04.00	DG 3651
		08.00	DG 3641
		10.00		"Feiler" in sight. Deployed gear.
		11.20	SSE 6, Sea 5, overcast, Vis, 8 nm	Began fuel transfer.  Ran before the sea with both E-motors KF.  Fuel transfer completed smoothly in the medium-high Swell.  Provisions transfer with the rubber boat let go from the stern is no longer possible.
		12.00	DG 3617	Day's run:     58 nm
			φ = 33°39.5'N
			λ = 24°28.0'W
		15.25		"Feiler" took over 60 cbm.  Gear taken in and transfered provisions with the small rubber boat back and forth on the starboard lee side.  The rubber boat capsized twice; however, by the skillful conduct of the individual dinghy-crewmen, provisions delivery still went relatively well in the seas.
				Took over from "Feiler" the venereal disease patient Masch.Gefr. Meyer, Karl-Heinz and gave him as replacement my in excess Masch.Gefr. Wiebus.
		17.58		Orders:  If possible with completion report give fuel inventory of supplied boats.
		19.30		Provisions transfer to "Feiler" ended.
		20.00	DG 3378
		22.30		Outgoing Radio Message:
				1.)  Supply completed.  Total inventory "Fiedler" 75, "Eppen" unknown, "Schug" 99, "Ölrich" 84, "Feiler" 71.  Provisions transfer to all.
				2.)  From "Eppen" Reg.Rat. Wolf, from "Feiler" patient Masch.Gefr. Meyer, Karl-Heinz, gave therefore Masch.Gefr. Wiebus.
				3.)  Naval square DG 3612, W 2, 1002 mb, going to square 35.

	Sun and Moon Data 29.11.42
	Sun and Moon Data 30.11.42

	- 11 -
		01.12.42	North Atlantic
		00.00	DG 3377	"Nissen" reported anticipated arrival in DG 35 2 December 13.00 hours, "Lassen" 2 December 16.00 hours and "Mohr" 4 December morning.
		04.00	DG 3532
		08.00	DG 3526
		09.36		On request reported by Short Signal my total fuel inventory 117 cbm.
		09.55		Test dive.
		10.51		Surfaced.
		12.00	DG 3529	Day's run:     60.0 nm
			φ = 33°41'N	3.0 nm
			λ = 25°09'W	63.0 nm
			NW 5-6, Sea 4, 6/10, Vis. 12 nm
		16.00	DG 3537
		20.00	DG 3561
		02.12.42	North Atlantic
		00.00	DG 3562
		04.00	DG 3565
		08.00	DG 3565
		12.00	DG 3556	Day's run:     30.0 nm
			φ = 33°28.5'N
			λ = 25°10.0'W
			WNW 3, Sea 2, 7/10, Vis. 12 nm
		16.00	DG 3555
		18.05	WNW 4-5, Sea 4, 6/10, Vis. 10 nm	"Lassen" and later  also"Nissen" in sight.  Deployed gear to fuel "Lassen".  The gear was quickly fished out in the difficult receiving conditions. Gave special instructions that in no case must the towing connection be allowed to pull tight as long as the hose is still not full of fuel so that a smooth springing in the towing connection is ensured.  Shortly after establishing the towing connection "Lassen" let his boat fall back.  His towing connection sliped out, and broke the stretching pennant at me.  My immediate stop cannot prevent another strong stretching.  The towline broke.  "Lassen" had the remainder of the hose still attached to the transfer nozzle.  Shot him a throwing line and took the remainder of the fueling gear (about 40 meters) back in.

	Sun and Moon Data 01.12.42
	Sun and Moon Data 02.12.42

	- 12 -
		continued
		02.12.42
				Broke off fuel transfer, because spare gear must be prepared.  The Kommandanten of supplied boats must follow instructions better.
				From suppliers everything is being done to carry out a safe, fast and easy delivery for the receiving boats.
		19.26		Incoming Radio Message:
				1.) "Nissen" has been at meeting point from 11.00 hours and has not met "Czygan".
				2.)  "Czygan" report position immediately.
				Send Radio Message outside the zero point gap:  "Boats met DG 3555."
				With a miss at the meeting point do not get anxious too early.  A navigation fix on both sides is more likely to lead to the objective than unnecessary transmissions.
		20.00	DG 3555
		03.12.42	North Atlantic
		00.00	DG 3555
		04.00	DG 3559
		08.00	DG 3559	At dawn from the spare oil hose, which is mounted with canvas sleeves on a heavy manila rope, an emergency fueling gear with a hose length of 82 meters is fashioned (like the gear from U-116).  With E-motors KF against the sea passed the gear with pistol line and thin manila line to the boat steaming along on the port side in hailing distance.  The taking over boat must fasten the heavy manila line to a bollard at the after edge of the conning tower.  By day, good weather and supply of only 1 or 2 boats this light gear by its simplicity in deploying and recovery is preferable to the heavy tow gear.  While fueling it allows provisions transfer back and forth with the rubber boat.
			WNW 2, Sea 1, 8/10, Vis. 8 nm
		10.25		Began fuel transfer to "Lassen".
		12.00	DG 3576	Day's run:     55.0 nm
			φ = 33°20'N
			λ = 25°05'W
		12.20		"Lassen" took over 20 cbm and gave his spare fuel pumps to pass to "Nissen" and "Mohr".
		16.00	DG 3555
		17.10		Began fuel oil transfer to "Nissen".

	Sun and Moon Data 02.12.42
	Sun and Moon Data 03.12.42

	- 13 -
		continued
		03.12.42
		18.30		"Nissen" took over 20 cbm. Spare fuel pumps and various things all special requests were taken over.
				Requested both boats set off before reporting completion because I must wait for "Mohr" in the same location.
		20.00	DG 3551
		04.12.42
		00.00	DG 3555
		04.00	DG 3555
		08.00	DG 3556
		12.00	DG 3555	Day's run:     46.0 nm
			φ = 33°28'N
			λ = 25°28'W
		14.45		"Mohr" in sight.  Deployed the spare refueling gear.
		16.00	DG 3556
			N 2, Sea 1, 6/10, Vis. 12 nm
		16.35		Began fuel oil transfer, also 300 liters lubricating oil in cans, potash cartridges and small spare parts.
		17.30		"Mohr" took over 20 cbm.
		20.00	DG 3553	Began return transit via BE 94.
		21.26		Outgoing Radio Message:
				1.)  "Mohr" 180 cbm.
				2.)  Naval square DG 3552, N 1, 1019 mb, began return transit.  48 cbm.
				3.)  Request have ready:  hydraulic oil pump II, refueling gear, Monteure Voith and Germaniawerft for Voith Schneider propeller.
		05.12.42
		00.00	DG 3535
		04.00	DG 3299
		08.00	DG 3349
		09.12		Test dive.  While balancing the boat at depth A -20 meters there was a significant mishap.  From the experience of the first patrol, to avoid malfunctions in the regulating and flooding system by rags thrown overboard, at the instigation

	Sun and Moon Data 03.12.42
	Sun and Moon Data 04.12.42
	Sun and Moon Data 05.12.42

	- 14 -
		continued
		05.12.42
				of the command a strainer was installed by KMW - Lorient over the mouth of diesel air intake duct and special caution was observed in throwing overboard rags and waste.  Because the boat was 2 to 2.5 tons too heavy at the balancing depth, appropriately first 1 then roughly 3 tons were pumped out of the regulating tank (port 2), afterwards more pumping because the boat slowly fell past balancing depth.  To several questions by the Engineering Officer if a regulating tank was flooded, came negative reports.  Appropriately, the water level was decreased in the depth regulating tank with further pumping.  At depth A +40 meters it seemed the boat was held with GF and about 20° stern down angle. In fact, the depth gauge in the control room had stuck, the boat had fallen further.  According to the reading of the depth gauge in the stern room, at between depth A +50 and A +60 meters there was a dull bang outside the pressure hull.  The depth meter in the control room jumped and fell quickly.  The boat held tight.  Because a malfunctioning regulating and flooding system was now suspected, stopped pumping and both center main ballast tanks 3 and 4 were blown.  Because despite this the boat continued to fall, "Blow all" was given and went to AK.  Caught the boat at depth A +100 meters with a stern down angle of about 45° and rose quickly.  From below the control room it was reported that the connecting valve of flood regulating tank (port 1), the connection valve of the whole flood and bilge manifold, the valve from the sea and the hull valve could not be completely closed.  The connection valve port 1 could be closed one turn of the thread by tightening by force with a valve wrench after the resistance of a foreign body had been overcome. Rresistance of a foreign body was also found in the hull valve.  The two valves in-between could not be closed against the high outboard pressure.  Thus regulating tank port 1 flooded with a total of 14-15 tons.
		09.45		Surfaced.  On the over deck it is determined that the main blowing piping port and starboard was flattened over a great length and repeatedly cracked.  The flood and pumping manifold was opened, out of the regulating connecting valve (port 1) a number of foreign bodies were removed, the hull valve was flushed with outboard pressure.  A proposed amendment to the placement of the keel vent pipes is from the Chief Engineer is entered in the Kriegstagebuch "Maschine".  Due to the strong stern down angle when blowing the acid of the batteries in the rear cells overflowed.  The battery bilges were flushed continuously in the following days.

Sun and Moon Data 05.12.42

	- 15 -
		continued
		05.12.42
				From the flattened and partially still usable parts of the main blow piping in 13 hours emergency blow piping for the starboard diesel was made, which is driven flooded when diving as a precaution.
				As long as the type XB boats keel vents are still not changed, throwing overboard of rags only when collected in bundles, waste in containers or bags to the port-lee side.
		12.00	DH 3354	Day's run:      82.5 nm
			φ = 34°23'N	1.5 nm
			λ = 24°14'W	84.0 nm
			N 2, Sea 1, 9/10, Vis. 12 nm
		16.00	DG 3343
		20.00	DG 3343
		06.12.42	North Atlantic
		00.00	DG 3325
		04.00	CF 7897
		08.00	CF 7869
		12.00	CF 7866
			φ = 35°16'N
			λ = 23°34'W
			N 3, E 1, Sea 0, overcast, Vis. 10 nm
		14.55		Test dive.  After completion of the manufacture of the emergency blow piping, deep dive to depth A +40 meters.
		15.50		Surfaced.
		16.00	CF 7941
		20.00	CF 7913
		21.45		Outgoing Radio Message:
				1.)  Main blow piping too weak.  Both flattened and torn at A +50 meters .  Reserve piping established.
				2.)  Naval square CF 7687.  Calm, 1022 mb, steady, 45 cbm.
		07.12.42	North Atlantic
		00.00	CF 7658
		04.00	CF 7635
		08.00	CF 8171	Switched to Coastal Circuit.
		08.25		Return harbor "Lorient".

	Sun and Moon Data 05.12.42
	Sun and Moon Data 06.12.42
	Sun and Moon Data 07.12.42

	- 16 -
		continued
		07.12.42
		12.00	CF 8151	Day's run:    136.0 nm
			φ = 37°04.5'N	3.2 nm
			λ = 21°43.5'W	139.2 nm
			WSW 2, Sea 1, 9/10, Vis, 12 nm
		14.48		Test dive.
		15.19		Surfaced.
		16.00	CF 5788
		20.00	CF 5765
		08.12.42	North Atlantic
		00.00	CF 5812
		04.00	CF 5557
		08.00	CF 5534
		12.00	CF 5371	Day's run:    168.0 nm
			φ = 39°31'N	2.0 nm
			λ = 19°52'W	170.0 nm
			SSW 5, Sea 4, 9/10, Vis. 10 nm
		16.00	CF 5345
		18.15		Test dive.
		18.15		Surfaced.
		20.00	CF 5324
		09.12.42	North Atlantic
		00.00	CF 2989
		04.00	CF 2965
		08.00	CF 3713
		12.00	CF 3481	Day's run:    132.5 nm
			φ = 41°20'N	1.5 nm
			λ = 18°12'W	134.0 nm
			SW 3, Sea 5, Sea 4, overcast rain, Vis. 10 nm
		16.00	CF 3461
		20.00	CF 3433
		10.12.42	North Atlantic
		00.00	CF 3272
		04.00	CF 3251
		08.00	CF 3231
		12.00	BE 8993	Day's run:    143.0 nm
			φ = 43°14'N
			λ = 16°20'W

	Sun and Moon Data 07.12.42
	Sun and Moon Data 08.12.42
	Sun and Moon Data 09.12.42
	Sun and Moon Data 10.12.42

	- 17 -
		continued
		10.12.42
			SW 3, W 7, Sea 6, 7/10, overcast rain, Vis. 10 nm
		12.21		Dived to proceed submerged.
		16.00	BE 8966
		18.45		Surfaced, proceeded on the surface at GF.
		20.00	BE 9742
		11.12.42	Bay of Biscay
		00.00	BE 9498
		04.00	BE 9558
		08.00	BE 9618
			W 8, Sea 7, 9/10, Vis. 2 nm
		10.12		Dived to proceed submerged.
		12.00	BE 9623	Day's run:    176.0 nm
			φ = 44°40'N	26.0 nm
			λ = 12°06'W	202.0 nm
		16.00	BE 9397
		19.02		Surfaced.
		20.00	BF 7184
		20.47		Sent Short Signal:  Position 36 hours off return harbor.
		12.12.42	Bay of Biscay
		00.00	BF 7243
		04.00	BF 4898
		08.00	BF 4956
			S 4, Sea 3, overcast rain, Vis. 2 nm
		09.00		Dived to proceed submerged.
		12.00	BF 4939	Day's run:    188.0 nm
			φ = 46°12'N	24.0 nm
			λ = 7°06'W	212.0 nm
		16.00	BF 5717
		18.13		Surfaced.
		20.00	BF 5716
		21.00		Requested Lorient Bearing Transmitter I.
		21.12		Confirmation that the bearing transmitter runs from now until 08.00 hours.

	Sun and Moon Data 10.12.42
	Sun and Moon Data 11.12.42
	Sun and Moon Data 12.12.42

	- 18 -
		13.12.42	Bay of Biscay
		00.00	BF 5571	Day's run:    64.0 nm
			(Point Kern)	18.0 nm
			SSW 6-7, Sea 6, overcast rain, Vis. 1 nm	82.0 nm
		08.10	Route "Kernleder"	Because the escort is not met, Lorient Transmitter I requested again.  I believe I have plotted to far and go back because it has been two days without a navigation fix.
		09.40		Sent Short Signal. that I will be two hours later at the convoy intake point.
				Due to bad visibility and failure of the Echolot system repeatedly stopped and threw explosive sounding charges.  As a result first advanced to the Sperrbrecher convoy at 14.20 hours.
		15.45		Made fast Lorient Berth A 2.

Sun and Moon Data 13.12.42

	Comments of the Befehlshabers der Unterseeboote
	on the Kriegstagebuch "U 118" from 12.11. - 13.12.42.
	Well executed supply task!
		For the Befehlshaber der Unterseeboote
		- The Chief of the Operations Department -

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