A. PROGLOGUE
The period from 4 December 1943 to departure on this patrol
was spent undergoing refit and repairing battle damage at
Submarine Base, Pearl Harbor. The following major
alterations and repairs were accomplished:
(a) Installed detached fresh water main engine
recirculating water pumps and motors.
(b) Installed SJ-A radar equipment.
(c) Installed Air conditioning unit in Conning Tower.
(d) Installed Mark 3, Mod. 12 Torpedo Data Computer.
(e) Repaired all damage due to gun fire received on 7th war
patrol.
(f) Repaired all damage due to fire in Forward Battery of
28 December, 1943.
(g) Fumigated ship.
During the underway training period drills were held in the
following:
(a) Section dives.
(b) Gun Pointing and training.
(c) Night radar practices.
(d) Fired 4 mark 18 torpedoes from submerged tubes and 3
mark 14 torpedoes from deck tubes.
(e) Long range battle practice.
(f) Spotting practice.
(g) 20 mm machine gun firing.
B. NARRATIVE
24 January 1944
1310 VW Underway from Pearl Harbor in accordance with
Comsubpac Op-ord. 34-44.
1644 VW Made trim dive.
1700 VW PC 487 dropped two indoctrination depth charges.
1800 VW Escort, PC 487 departed after dark.
1830 VW Set all ship's clocks back on-half hour to conform
with zone plus 10 time.
2030 VW Set all ship's clocks back one-half hour to
conform with zone plus 10 1/2 time.
2123 WX Sound reported long scale pinging bearing 270d T.
2125 WX Radar contact bearing 280d T., range 14,500 yards.
(surface contact No. 1).
2130 WX Exchanged calls with PC 1078.
25 January - 12 February 1944
Made daily training dives each morning and evening. Held
plotting drill in the mornings and fire control problems in
the afternoon.
25 January 1944
0430 WX Set all ship's clocks back on-half hour to conform
with plus 11 zone time.
28 January 1944
0800 X Set all ship's clocks back one hour to conform with
plus 12 zone time.
29 January 1944
2400 Y Set calendar ahead one day to conform with minus 12
zone time.
31 January 1944
0522 M Crossed the International Date Line at Lat. 19-04
N.
2 February 1944
0900 M Set all ship's clocks back on hour to conform with
minus 11 zone time.
3 February 1944
1600 L Sent Nautilus one 030800.
5 February 1944
1600 L Set all ships clocks back on hour to conform with
minus 10 zone time.
6 February
1042 K Sighted plane range 6 miles. Dived to 120 feet.
Employing evasive turn of 80 degrees. 1214 K Surfaced,
returned to base course.
2103 K No. 2 Main engine out of commission. Broken
crankshaft at number five unit. No spare aboard.
2300 K Sent Nautilus two, 061100. With one main engine
out for the rest of the patrol, estimate our maximum
surface speed is eleven point five knots when not charging
and nine knots while charging. Our initial charging rate
must be cut almost one-half and a quick charge will no
longer be possible.
7 February 1944
0908 K SD radar contact at 18 miles. (Aircraft contact
#2). Dived to 120 feet. Changed course 50 degrees to
right of base course. (First indication of airplane at 22
miles. Last at 17 miles as radar mast was lowered).
1017 K Returned to base course. Commenced periscope
watch.
1900 K Surfaced.
1910 K Started battery charge.
1923 K No. 1 main engine out of commission. Speed reduced
to 5 knots. Battery low.
2002 K No. 1 main engine back in commission. Speed 9
knots.
2120 K received Comsubpac 070246.
8 February 1944
0526 K Dived for periscope patrol.
1905 K Surfaced.
9 February 1944
0543 K Dived for periscope patrol.
0654 K S Sighted GUGUAN Island, bearing 287d T, distance 29
Miles.
808 Sighted ALMAGAN Island, bearing 318d T, distance 35
miles.
1918 K Surfaced.
1945 K Took departure on ALMAGAN Island bearing 031d T,
distance 16 miles.
10 February 1944
0605 K dived for periscope patrol.
1927 Surfaced.
11 February 1944
0509 I Made dawn dive.
0738 I Surfaced.
1757 I Made dusk dive.
1855 I Surfaced.
2131 I Entered patrol area at L 17-07.4N and T136-00.0E.
We have used two engine speed to our area with the
exception of two days south of WAKE. It has cost us 51,945
gallons of fuel to reach the area. Our return to MIDWAY
calculated on the same rate of speed and oil consumption
will cost 37,500 gallons. Ten percent spare means we have
a limiting figure of 52,200 gallons for the return trip and
a total of 42,880 gallons is available for use on station.
Running on the surface we can't afford to run less than 2/3
speed to get reasonable diving time. To charge at night we
must make 235 RPM's to get the rate. A surface run of 2/3
speed followed by a charge followed by 1/3 speed when the
rate is cut will cost 2400 gallons per day. We could
remain on station 17 days or a little over half the time
required by the operation order.
Running submerged during the daylight, charging at night
and running slow after the charge will cost us 1100 gallons
per day. To remain the full period in the area, decided to
run submerged the first twenty one days, surfaced the last
nine days and thus maintain station for the whole period.
13 February 1944
0522 I Dived for periscope patrol
1908 I Surfaced.
15 February 1944
0537 I Dived for periscope patrol.
1913 I Surfaced.
16 February 1944
0533 I Dived for periscope patrol.
1603 I Surfaced to pinch hit for STEELHEAD in case she
could not transmit.
1626 I Dived for periscope patrol.
1914 I Surfaced.
17 February 1944
0522 I Dived for periscope patrol.
1910 I Surfaced.
1943 I Lookout, Officer of the Deck, and Junior Officer of
the Deck sighted what appeared to be a red flare followed
by three flashes similar to gun fire, bearing 032 degrees
T, distance over the horizon, Lat. 15-52 N; Long. 132-23.2
E. Manned battle stations and prepared for radar tracking.
No contact. Believed this might possibly be the TINOSA
working on something in our area. Battery very low and
with only three engines decided to get one hour charge in
and search area. No indication of another SJ on our own
screen.
2003 I Secured from battle stations. At 2020 I Received
Comsubpac 170243. At 2133 I stood to northeast. Nothing
sighted. Decided to go to 19-42N 140-44E and then fall
back on 20-54N and 140-37E. At 2355 I received Comsubpac
181417. As we had decided to move to Northeast, continued
in that direction.
18 February 1944
0521 I Made dawn dive.
0655 I surfaced.
1753 I Made dusk dive.
1910 I surfaced.
19 February 1944
1510 I Made dawn dive.
0625 I Surfaced.
1737 I Made dusk dive.
1837 I surfaced.
20 February 1944
0241 I received TINOSA's 191610.
0450 I dived for periscope patrol.
1343 I Surfaced in order to charge low battery.
1737 I Made dusk dive.
1831 I Surfaced.
21 February 1944
0220 I Set course for Southwest.
0457 I Made dawn dive.
710 Surfaced.
1727 I Made dusk dive.
1853 I surfaced. At 2121 I received Comsubpac 200249.
Decided to proceed to 19-39N and 139-56E.
22 February 1944
0515 I Dived for periscope patrol.
0624 I Set course to head Southwest.
1900 I Surfaced.
23 February 1944
0508 I Made dawn dive.
0744 I Surfaced.
0944 I received Comsubpac 222344.
1729 I Made dusk dive.
1858 I surfaced.
24 February 1944
0514 I Dived for periscope patrol.
1902 I Surfaced.
2242 I received Comsubpac 240613.
25 February 1944
0518 I Dived for periscope patrol.
1905 I surfaced.
26 February 1944
0320 I Picked up radar interference bearing 300 degrees R
and 024 degrees T on the SJ radar. The interference
appeared as curved radial lines on the PPI scope and like
fine grass on the "A" scope. The pulse rate of the
interference was about 1200 c.p.s. Synchronizing the pulse
rates showed the pulse of the interference to be shorter in
duration than the SJ pulse width and were observed to be
approximately 0.15 or 0.20 microseconds. The frequency of
the interference was very close to 3000 mc. When first
observed, the interference covered about 20 degrees in
azimuth on the PPI screen and widened as the interference
became stronger. No estimate of range could be made.
0410 I Diving to radar depth.
0437 I To periscope depth. Center of interference bore
about 010 degrees T when lost.
1904 I Surfaced.
27 February 1944
0517 I Dived for periscope patrol.
1907 I surfaced.
1922 I received Comsubpac 270723.
28 February 1944
0510 I Dived for periscope patrol.
1905 I surfaced.
29 February 1944
0521 I Dived for periscope patrol.
1908 I Surfaced.
2011 I received Comsubpac 290807.
1 March 1944
0511 I Made dawn dive.
0726 I Surfaced.
1312 I Received Comsubpac 101344.
1800 I while on course 320 degrees T, the Junior Officer
of the Deck sighted two ships through the high periscope
dead ahead, distance 18 miles. Manned submerged battle
stations. Dived to periscope depth.
1819 I Lower sound reported pinging at 355 degrees R.
1828 I Ships just visible through periscope. Light fading
fast and with sunset at 1835 it looks as if it will be dark
before the distance is down to shooting range. With the
angle on the bow looking medium Starboard, came right to
course 000 T. There appeared to be only two ships in
column, with the larger in the lead resembling the
ARGENTINA MARU class and the second of the CANBERRA MARU
class.
1834 I Lower sound reported screws at 340 R.
1845 I Right full rudder coming to course 060 T for bow
tube shot 90 starboard track.
1856 I With the range about 5000 yards, it appeared that
the leading ship zigged toward us, putting us in an
embarrassing situation. All ahead full swinging left to
280 T for a 150 starboard track with stern tubes.
1903 I Fired No. 5 & 6 torpedoes with a run of about 3500
yards and gyro angle of 170 and 176. 1L and1R divergent
spread.
1905 I All ahead full and left to 130 T for a 150
starboard track with bow tubes on the smaller and trailing
ship.
1910 I fired the four bow tubes with divergent spread (1R,
1L, 21/2L, & 21/2R) at a range of 1700 yards, and a run of
3000 yards with gyros of 315 to 335.
19814 I Periscope awash. Heard two torpedo hits.
(Forward room claims three hits). Immediately heard the
first three depth charges of a total of eighteen. Went
deep, rigged for depth charge attack and commenced evasive
tactics.
1921 I Sound reported 3 explosions.
1925 I Sound reported another explosion (these were not
depth charges).
2000 I Nothing on sound so steadied on course 320 T which
was opposite of targets base course.
2212 I Up to 66 feet and all clear by periscope and sound.
2233 I Commenced reload and completed in ten minutes.
Secured from battle stations.
2 March 1944
0428 I Sent Nautilus third 011928 to Comsubpac.
0504 I Made dawn dive.
0721 I Surfaced.
1804 I Made dusk dive.
1950 I Surfaced.
3 March 1944
0509 I Made dawn dive.
0724 I surfaced.
1436 I Departed area at 18-00 N and 135-40 E due to fuel
shortage. Set course for Midway.
1758 I Made dusk dive.
1910 I Surfaced.
4 March 1944
0505 I Made dawn dive.
0706 I Surfaced.
1753 I Made dusk dive.
1857 I Surfaced.
5 March 1944
0405 I Made dawn dive.
0653 I surfaced.
1230 I While on course 080 degrees T, lookout on bridge
and Jr. OOD on high periscope sighted smoke and a lone mast
on the horizon, bearing 355 degrees R and 075 degrees T.
Manned submerged battle stations and dived to periscope
depth.
1232 I with only faint smoke visible and bearing changing
to right, came right to course 150 degrees T for a 140
degree port track and commenced pulling eight hour rate.
After almost one hour and nothing definitely sighted
through periscope and bearing of dim smoke changing rapidly
to the south, gave up pursuit.
1402 I Secured from battle stations.
1413 I Steady on base course.
1459 I Surfaced.
1500 I set all clocks ahead one hour to conform with minus
10 zone time.
1834 K Made dusk dive.
1939 K surfaced.
6 March 1944
0250 K While on course 078 degrees T, SJ radar reported
contact on PPI screen bearing 060 degrees R and 138 degrees
T, range 23,500 yards, appearing to be 4 ships.
0251 K Left to 020 degrees T, placing target on starboard
quarter. Manned submerged battle stations and commenced
radar tracking. Maneuvered at various speeds and courses
to hold range open. After an hour tracking, the target
appeared to be following a constant helm zig plan with base
course 000 degrees T and with a speed of 9 knots.
0402 K Moon set. Up until this time we were between the
target and moon, and unsatisfactory condition for a radar
approach.
0408 K With the visibility in our favor, turned toward the
target and commenced radar approach but at 0502 K with the
visibility conditions reversed, turned to north and decided
to hold our for dawn attack.
0525 I With the first gray of dawn in the east dived to
radar depth.
0527 K Lost target by radar. Secured radar and down to
periscope depth. All ahead standard and right full rudder
to course 090 degrees T.
0529 K Steady on 090 degrees T.
0538 K Sound reported echo ranging at 075 degrees T.
0549 K Still dark with sunrise at 0640 I picked up two
ships by periscope, the larger bearing 063 degrees t.
0552 K right to course 130 degrees T.
0554 K with the range down to 5000 yards, made ready all
tubes.
0556 K Left rudder and back to course 090 degrees T.
There now appears to be three ships in an irregular column
on line of bearing.
0605 K Left to 070 degrees T and a 110 degree port track
with the bow tubes.
0607 K with an opening range of 2000 yards and torpedo run
of 2150 yards and zero gyros fired tubes nos. 1 & 2 at the
leading ship (similar to HOKKI MARU).
0608 K With the second ship coming on the range, it now
appeared that he was much closer and his bow just
overlapped the stern of the HOKKI MARU. Fired tubes nos.
3&4 at second ship (AMERICA MARU class) with gyro of 001
and a track of 110 port. The divergent spread on both
salvos of 1 1/2 left and 1 1/2 right.
0609 K Observed two hits through periscope on nearer ship.
First hit ship between after stack and after mast which
enveloped it in flames. The second hit at the stern, broke
off the mast and blew the entire stern off. I don't see
how he could stay afloat.
0611 K With an escort destroyer smoking heavily and
bearing down on us with a zero angle on the bow at 080
degrees R, took her down and rigged for depth charge
attack. Heard two more hits which sounded more distant
than the first two. Sound reported crackling all over the
dial.
0613 K Sounded reported minor explosions.
0625 K Received the first of 21 depth charged.
0621 K sound reported numerous duds dropped.
0627 K Sound reports minor explosions sounding similar to
internal explosions.
0634 K Sound still hearing explosions and crackling
noises. Using various courses and speed to evade.
0733 K After one hour and seven minutes since last depth
charge, an escort made a determined run from the starboard
bow. His screws were plainly heard throughout the ship as
he passed over and as they faded he gave us seven depth
charges which placed him on the first team. They were
deep, heavy and close. This entire time we had two escorts
close on as indicated by the change of bearing on the true
bearing plot, with indications at times of a third. They
used regular procedure of ranging, stopping and listening,
but never appeared to have good contact. We had a fair
density layer at 280 feet.
1125 K Heard last of echo ranging astern. While down deep
we pumped the auxiliaries dry and were still very heavy.
Required 130 RPM to hold her up with an eight degree up
angle. Managed to push up to 260 feet. Took a bonnet off
a valve in the pump room and pumped motor room bilge's to
pump room. This permitted us to get some water out
forward. In so doing we sank slowly from 260 feet to 330
feet. By repeating the procedure, managed to hold out
until echo ranging died out. Pumped from Forward Trim to
Auxiliary. It wasn't possible to get a suction on After
Trim, After WRT or After Compensating Tank with the eight
degree up angle.
1253 K Up to periscope depth and all clear by periscope.
Secured from battle stations and depth charge attack.
1342 K Commenced reload and completed 12 minutes later.
1934 K Surfaced and set course for Midway.
7 March 1944
0552 K dived for periscope patrol.
1938 K surfaced.
8-10 March 1944
Enroute Midway making dawn and dusk dives.
10 March 1944
1230 K Set all ships clocks ahead one hour to conform with
minus 11 zone time.
11 March 1944
1905 L Sent Nautilus Four 110805 to Comsubpac.
2230 L Received Comsubpac 110957.
12 March 1944
1713 L Set course for Pearl in accordance with Comsubpac
110957 at most economical speed.
1921 L commenced burning lube oil in the proportion one to
two to conserve fuel. At this ratio, we could have
sufficient fuel to make Pearl providing we encountered no
head seas.
14 March 1944
In the morning the main engines commenced to smoke black.
This condition became progressively worse during the day.
1350 L Injector trouble on No. 1 main engine. Upon
inspection of the injectors, they were found to have an
excessive amount of carbon deposit. Two more studs broken
on No. 4 main engine. It was decided that due to
deleterious effect of the fuel-lubricating oil mixture on
the engine, and the acute shortage of fuel, that we could
not make Pearl Harbor.
1503 L Set course for Midway.
1830 L Set all clocks ahead one hour to conform with minus
12 zone time. 2102 M Sent Nautilus five 140902 to
Comtaskforce seventeen point five.
16 March "A" 1944
1408 SD radar contact at 11 miles. Vega Ventura on course
060 degrees T. 1519 M Crossed the 180th Meridian at
Latitude 27-07 N.
16 March, "B" 1944
0000 M Set calendar back one day to conform with plus 12
zone time. 0525 Y Made dawn rendezvous with escort
planes.
0609 Y Sighted tower on Midway, bearing 052 degrees True.
0852 Y Moored at Submarine Base, Midway.
0900 Y - 1600 Y Unloaded ten Mark 18 torpedoes, took on
thirty-two warheads, took on one hundred and two passengers
with baggage, fueled and took on water.
1604 Y Underway for Pearl Harbor.
1811 Y Escort planes departed.
17-21 March 1944
Enroute Midway to Pearl Harbor.
21 March 1944
0622 W Made dawn rendezvous with escort.
1030 W Moored starboard side to Submarine Base, Pearl
Harbor.
C. WEATHER
The weather encountered agrees in general with the Sailing
Directions for the Pacific Islands, Vol. I. On way to
station the Northeast Trades gave us a following wind and
sea to the Marianas where they merged with the northeast
monsoon. Weather on station was good and marked by little
rain. Winds were generally from the northeast and not over
12-14 knots. Enroute to Midway, the sea and swells were
from the northwest as indicated on the Sea and Swell Chart.
Weather was variable cloudiness, however stars were missed
only on three nights the entire patrol.
D. TIDAL INFORMATION
No tidal information was obtained on our passage through
the Marianas. Currents on station were variable and agreed
with the currents on the Current chart.
E. NAVIGATIONAL AIDS
No navigational aids were sighted. In passage through the
Marianas Guguan Island was sighted at a distance of 29
miles and ALMAGAM Island at a distance of 35 miles; both
through the periscope.
F. SHIP CONTACTS
(not transcribed)
G. PLANE CONTACTS
(not transcribed)
H. ATTACK DATA
U.S.S. NAUTILUS TORPEDO ATTACK NO. 1 PATROL NO. 8
Time - 1903 I Date 3-1-44 Lat. 19-28 N Long. 134-41 E
Target Data -- Damage Inflicted
-----------------------------------------
Description: ARGENTINA MARU Class (12,755 Tons Gross)
Ship(s) Sunk: None
Ship(s) Damaged: None
Target draft 29 ft. Course 120d T Speed 14 Range 2000 (at
firing)
Own Ship Data
-------------
Speed 3.0 Course 280d T Depth 69 ft. Angle 0d (at
firing)
Fire Control and Torpedo Data
-----------------------------
Type Attack
Evening twilight, submerged, periscope attack. The entire
attack was carried out without a range. The initial range
being estimated from initial contact using height of ship
and table. The visibility was so very poor that angle on
the bow could not be distinguished with accuracy.
Tubes Fired No. 5 No. 6
----- -----
Track angle 150 154
Gyro angle 170 176
Depth set 10 ft. 10 ft.
Hit or miss Miss Miss
Erratic No No
Mark Torpedo Mk 18 Mk 18
Serial No. 53,639 54,000
Mark Exploder Mk 4-7 Mk 4-7
Actuation Set contact contact
Actuation actual - -
Mark Warhead Mk 18 Mk 18
Explosive TPX TPX
Firing interval 12 Sec.
Type Spread 1d L 1d R (divergent)
Sea conditions smooth sea
Overhaul Activity Sub Base, Pearl Harbor
Remarks
Misses due probably to excessive run of torpedo.
U.S.S. NAUTILUS TORPEDO ATTACK NO. 2 PATROL NO. 8
Time - 1910 I Date 3-1-44 Lat. 19-28 N Long. 134-41 E
Target Data -- Damage Inflicted
-----------------------------------------
Description: CANBERRA MARU Class (7,000 Tons Gross)
Ship(s) Sunk: None
Ship(s) Damaged: 1 CANBERRA MARU class
Damage determined by: Hearing two positive hits and one
probable
Both on sound and by ear.
Target draft 25 ft. Course 165d T Speed 14 Range 1700 (at
firing)
Own Ship Data
-------------
Speed 3.0 Course 187d T Depth 69 ft. Angle 0d (at
firing)
Fire Control and Torpedo Data
-----------------------------
Type Attack
Evening twilight, submerged, periscope attack. Remarks
same as in torpedo attack No. 1.
Tubes Fired No.1 No.2 No.3
No.4
---- ---- ----
----
Track angle 157 158 158 159
Gyro angle 315 321 325 335
Depth set 10 ft. 10 ft. 10 ft. 10
ft.
Hit or miss Miss Hit Hit Hit
Erratic No No No No
Mark Torpedo Mk 18 Mk 18 Mk 18 Mk
18
Serial No. 53687 53564 53663
53543
Mark Exploder Mk 4-7 Mk 4-7 Mk 4-7 Mk
4-7
Actuation Set contact contact contact
contact
Actuation actual - contact contact -
Mark Warhead Mk 18 Mk 18 Mk 18 Mk
18
Explosive TPX TPX TPX TPX
Firing interval 12 Sec. 12 Sec. 12 Sec. 12
Sec.
Type Spread 1d R 1d L 21/2d L
21/2 R (divergent)
Sea conditions Choppy sea
Overhaul Activity Sub Base, Pearl Harbor
Remarks: None
U.S.S. NAUTILUS TORPEDO ATTACK NO. 3 PATROL NO. 8
Time - 0608 I Date 3-6-44 Lat. 21-50 N Long. 143-54 E
Target Data -- Damage Inflicted
-----------------------------------------
Description: HOKKI MARU (8,480 Tons Gross)
AMERICA MARU (6,070 Tons Gross)
Ship(s) Sunk: AMERICA MARU
Ship(s) Damaged: HOKKI MARU
Damage determined by: Heard tow hits in ship No.1 Saw two
hits in ship No. 2
With damage done he could not float.
Target draft No. 1 25 ft. Course 000d T Speed 9 Range
1700 (at firing)
No. 2 26 ft. Course 000d T Speed 9 Range
700 (at firing)
Own Ship Data
-------------
Speed 3.0 Course 070d T Depth 65 ft. Angle 0d (at
firing)
Fire Control and Torpedo Data
-----------------------------
Type Attack
Radar tracked, dawn periscope attack.
Tubes Fired No.1 No.2 No.3
No.4
---- ---- ----
----
Track angle 108 110 108 110
Gyro angle 0.5 2 1 1.3
Depth set 12 ft. 12 ft. 12 ft. 12
ft.
Hit or miss Hit Hit Hit Hit
Erratic No No No No
Mark Torpedo Mk 18 Mk 18 Mk 18 Mk
18
Serial No. 53645 53669 53587
53731
Mark Exploder Mk 4-7 Mk 4-7 Mk 4-7 Mk
4-7
Actuation Set contact contact contact
contact
Actuation actual contact contact contact
contact
Mark Warhead Mk 18 Mk 18 Mk 18 Mk
18
Explosive TPX TPX TPX TPX
Firing interval 12 Sec. --- 12 Sec. ---
Type Spread 1d L 1d R 1d L 1d
R
Sea conditions Choppy sea
Overhaul Activity Sub Base, Pearl Harbor
Remarks: None
I. WEATHER
This ship was not in mineable waters during this patrol and
no enemy mine laying operations observed.
J. ANTI-SUBMARINE MEASURES AND EVASION TACTICS
During both attacks on this patrol our presence was
undetected until the torpedo had found the target. No new
counter measures were encountered. In both cases, one at
dawn and one at dusk, the escorts were maintaining an echo
ranging screen.
On 1 March, the depth charges were not close and were
little more than a nuisance. The escorts did not gain
contact. By taking a course the reverse of the base course
of the convoy and steering an erratic course at deep
submergence, the escorts were seen last in the distance.
On 6 March the escorts did not gain positive contact by
echo ranging. They were very persistent and stayed very
close to us for over two hours and a half. During this
time they alternately stopped and listened, echo ranging
after they got underway, most of this time we had one on
each side. Their best attack was made by listening only.
This latter attack was good as the escort passed directly
overhead. His charges were loosed after he had passed over
us. They were heavy, close, and set deep.
We went to deep submergence, hid under a slight density
layer, maneuvered to keep escorts astern by tracking their
true bearing changes and opened out on a course the reverse
of the convoys. Echo ranging was heard for about six
hours.
K. MAJOR DEFECTS AND DAMAGE
On the 6th of February, Number 2 main engine crankshaft
broke at number five crank journal. The engine had
been running two hours with a normal load when this
casualty occurred. The cause has not been determined.
There is an excessive amount of breakage of head studs on
the main engines particularly at low speeds. During this
patrol a total of 27 head studs have been broken. At high
speeds there is an excessive number of cracked liners.
It is felt that the breaking of studs and the cracking of
liners constitute serious military weakness of this ships'
main propulsion installation. A cracked liner requires a
minimum of four hours to repair. Each casualty requires
cutting out the engine. When it is considered that this
ship has a maximum sustained speed on four engines of 12.5
knots in a choppy sea, the loss of one engine causes a
serious cutdown of speed and range.
It was noted on this patrol that the normal auxiliary load
of the ship while submerged on as all day dive is
disturbingly high. Running submerged for a period of 14
hours with a full battery on diving and with speed held
down to 1/3 on both screws, we surfaced with a flat
battery. Had attacks been made during the period of
submergence with attendant use of higher speeds, it is
questionable whether the battery would have held up until
dark. It is felt that we had sufficient battery to last
through the day on 6 March, because a period of over six
hours was spent at depth charge stations during which time
the auxiliary load was cut to a bare minimum. The gravity
on surfacing was 1.125.
The detached fresh water main engine circulating system for
cooling the main engines on a dive, which was installed in
December, 1943, has proven very effective. The temperature
of the fresh water circulating through the system drops at
the rate of one degree per minute for the first thirty
minutes. In the first hour, the temperature of the Engine
Room drops 10d F.
The system for supplying fresh water for the main engine
cooling system from the air conditioning condensate,
installed prior to this patrol, has supplied all the water
necessary for the main engines.
A pigtail on a contactor on the Stern Plane Controller
finally pulverized itself due to constant operation but was
held together by its cambric covering. This placed the
stern plans out of commission for a period of 11 hours
before voltage drop tests located the trouble and remedial
action could be taken.
To increase endurance and make it possible to reach Pearl,
bypassing Midway, a mixture of one part lubricating oil and
two parts of fuel was burned over a period of two days
while enroute to Pearl. This mixture was mixed on a normal
lube oil tank, then run through the purifiers to clean fuel
tanks.
At first this mixture did not cause the engines to smoke
more than normal, but as the hours piled up, the engines
progressively smoked more and more. On the second day
injector trouble was experienced. The smoking of exhausts
became heavy black and prohibitive for surface running.
Upon pulling a number of injectors, they were found to have
an excessively heavy coat of carbon. Broken studs began to
occur. It is believed that the injectors that were firing
were not giving proper atomization as was shown when placed
on the test stand. Due to the harmful effects of this
mixture to the engines, we resumed burning clean fuel. The
amount of fuel remaining on hand made the reach to Pearl
impossible and course was set for Midway.
L. RADIO
All radio equipment functioned satisfactorily. During
daylight hours Haiku Fox Schedules were received best on
14390 Kcs. Night schedules were received best on 4525 Kcs
and 6380 Kcs. Radio Honolulu's signal strength was very
good on 4525 Kcs, but as interference was constant on this
frequency making readability difficult, 6380 was generally
used.
Transmitting conditions were good and at no time was there
any difficulty in establishing communications.
Transmissions were made on 4235, 8470, and 12705 Kcs with
best results on 8470 Kcs.
In accordance with Comsubpac 260804, readability was noted
to be good on 56 KCS with signal strength observed to be
always between 4 and 5. Mean position 18 N and 137 E.
First Comsubpac Serial received: No. 61 241409
Last Comsubpac Serial received: No. 34T 211014
First Nautilus transmission: Nautilus One 030800
Last Nautilus transmission: Nautilus Five 140902
M. RADAR
The radar equipment, both the SD and SJ, performed
satisfactorily during the patrol. Ranges and bearings
taken at the start of the patrol, on the island of Oahu,
and on the escort, showed the sensitivity and accuracy to
be good. Bearing accuracy on the escort was within 1/2
degree.
The antenna training was found to be too fast for searching
with the "A" scope. The antenna was rotated at the slowest
possible speed, but at this speed the high armature current
of the ranging motor burned out the speed control resistor.
The PPI screen was used for search with the antenna
rotating at 12 to 13 RPM.
A misalignment of the antenna training gears was indicated
by a knocking sound which appeared to come from the PPI
drive gears. The sleeve coupling between the motor drive
and the antenna was found to be poorly arranged, and the
coupling weak. Set screws were inserted to relieve the
strain on the keys, this being only a temporary expedient.
The SD mast does not operate smoothly, and it stuck in the
up position several times. The limit switches were
overhauled and the tension equalized on the cables, but the
trouble persisted. Constant raising and adjustment keeps
the mast from sticking, but the operation is still
unsatisfactory.
Internal trouble on the SD was minor and consisted
principally of tube and part replacements, and the removal
of minor short circuits. The operation was good and plane
contacts were obtained up to 22 miles.
The SJ operation was good and trouble was confined to minor
tube and part replacements, for the most part in the PPI
Unit. Troubles encountered were of such a nature as to
have either the "A" scope or the PPI in operation while the
other was being repaired.
Ranges were good throughout the patrol. The Mariana
Islands were picked up at 60,000 yards. The initial
contact on the second convoy attacked was 25,000 yards on
the PPI, and probably would have been greater if the "A"
scope had been used for search.
The SJ Torque Tube is twisted and requires realignment.
The motor supplied for training must be fitted with a gear
shift to permit slow speed rotation for use with the "A"
scope. Serious wearing of the mechanical units of the
antenna assembly will result unless this is done.
N. SOUND GEAR AND SOUND CONTITIONS
The sound gear performed well. Sound conditions in the
area were excellent. On two occasions when the target had
been lost by radar or sighted after diving, it was first
picked up by sound hearing echo ranging. During the attack
of 1 March, the target would have been lost completely in
the darkness if the Commanding Officer had not been coached
on by the Sound Operator.
O. DENSITY LAYERS
In daily dives to 90 feet no density layers were
encountered other than normal surface heating with the
following exceptions:
On 1 March at 19-28 N and 134-41 E while going to 340 feet
to evade attack, a negative gradient of about 1 1/2 to 2
degrees was found at 290 feet. Remaining at 300 to 310
feet, escort did not gain positive contact.
On 6 March at 21-50 N and 243-54 E while going to 320 feet
to evade attack a negative gradient of 3 degrees was found
commencing at 120 feet and extending to 220 feet,
isothermal from 220 feet to 280 feet and a negative
gradient of about 1 - 1 1/2 degrees between 280 feet and
300 feet. Remaining at 300 feet to 310 feet, contact was
never made by the escort by echo ranging, but he did track
us accurately on one occasion, by listening, it is
believed.
P. HEALTH, FOOD, AND HABITABILITY
The health of the crew was excellent, except for one case
of suspected appendicitis which proved to be gastritis.
The food was excellent and well prepared. The menu was
well balanced.
Living conditions were good. With the installation of the
air-conditioning coils in the Forward Battery and Conning
Tower, air conditioning is now adequate for normal
complement. A casualty to the ventilation set in the
Forward Crew's Space deprived this compartment and the
Forward Torpedo Room of proper ventilation. The
ventilation blower and motor were taken down and two
portable blowers were rigged in place of the ventilation
set giving fairly satisfactory, yet noisy temporary repair.
A new set will be required.
Q. PERSONNEL
The state of training of the crew was good. The
performance of duty under combat conditions was excellent.
While on station intensive work was done on qualification
school, sessions being held daily. 28 men were qualified
for Submarine Torpedo Boat Duty. 38 men were advanced in
rating.
R. MILES STEAMED - FUEL USED
Pearl to Area 3,815 Mi. 52,535 Gals.
On Station 2,875 Mi. 46,910 Gals.
Area to Midway 2,830 Mi. 39,630 Gals.
Midway to Pearl 1,251 Mi. 16,320 Gals.
(Pit log mileage) 10,771 Mi. 155,395 Gals.
Totals
S. DURATION
Days enroute to Area 19
Days on station 19
Days enroute to Midway 14
Days enroute Pearl 5
Days submerged 19
T. FACTORS OF ENDURANCE REMAINING
TORPEDOES (NO.) FUEL (GALS.) PROVISIONS (DAYS)
PERSONNEL FACTOR (DAYS)
10 Mk. 18 7,740 30
14 PLUS
8 Mk. 14
Limiting factor this patrol: fuel shortage
U. MARK 18 TORPEDO UPKEEP
In accordance with Comsubpac Confidential Mailgram 110245
of January, 1944, the following paragraph is submitted:
Upkeep of 20 electric torpedoes which we carried for this
patrol was not as troublesome as was expected. This was
principally due to the enthusiasm and willingness of
NAUTILUS torpedoman's mates to give the mark 18 a war
patrol test and to the excellent five days instruction
given to three officers, seven torpedomen's mates, three
electricians's mates, and the seamen at Pearl Harbor
Electric Torpedo School.
The salient features of shipboard upkeep were:
(a) No torpedo remained in any tube more than seven days at
one time.
(b) Every torpedo was charged once every seven to eight
days.
(c) Torpedoes were ventilated 24 hours after tube loading
and every 48 hours there after while in the tube.
(d) All twenty torpedo batteries were watered between 28th
and 35th day of the patrol. This was necessary because
weekly charges caused slight evaporation. Watering torpedo
batteries was a relatively simple task.
(e) Maximum charging rate was 5 amperes for the first hour.
Average charging rate was 3 1/2 amperes. While charging
torpedoes, the smoking lamp was out in the torpedo rooms.
No trouble with hydrogen was experienced. Maximum hydrogen
reading of a battery after being in a tube for a week, and
48 hours since last ventilation was 2.4%.
After 14 days of use, it was noted that the hydrogen
eliminator wires on two torpedoes increased their
resistance incident to oxidation, and caused the current in
the eliminator circuit to fall to 4.3 amperes. This was
remedied by installing fresh nichrome wire.
It was found care must be taken to prevent taped wire leads
to nichrome wire from touching nichrome wire. If they
touch, or are within a half inch of the nichrome wire, the
tape will burn and cause an open circuit.
One torpedo received had a non-continuous hydrogen
eliminator circuit. Connection had not been made in the
after body. It required 7 man hours to locate fault and
remedy. To prevent a recurrence, it is suggested that
submarine send qualified Mark 18 torpedoman's mate to the
Torpedo Shop to test for continuity of hydrogen eliminator
circuits prior to loading.
Three stop valve spindles were broken while attempting to
open valve with a 227. One of these was repaired by
turning out a spare spindle on the Engine Room lathe. To
prevent similar occurrence, it is suggested that the
composition lock backing be made thinner in order that a
227 tool will fit the top of the spindle properly.
One vertical rudder was found to be stiff in operation. It
was caused by binding of circular run device against shell
of torpedo. The fault was remedied by removing circular
run device and filing it down to proper size.
It is the opinion of the Torpedo Officer and NAUTILUS
torpedoman's mates that the Mark 18 torpedo is superior to
the Mark 14. This opinion is based upon the following:
(a) No misfire.
(b) Of the ten Mark 18's fired, all were believed to be
hot, straight and normal. Six out of the ten were hits.
(c) Upkeep is not difficult with properly trained men.
V. TDC NIGHT LIGHTING
In accordance with Comsubpac dispatch 152915 of February,
1944, the following paragraph is submitted:
The Mare Island type night lighting is installed on the TDC
in the NAUTILUS. From the standpoint of the Data Computer
Operator, the lighting system is very satisfactory. With
the variable rheostat provided, the lighting is kept dim as
possible, consistent with efficient operation of the TDC,
and, when dimmed, does not contribute additional nuisance
lighting nor impair night vision work on the periscope in
the Conning tower. It is considered a practical and
efficient means of lighting for the TDC.
X. REMARKS
None.
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